CN112895878A - Longitudinally-arranged double-motor hybrid power transmission device - Google Patents
Longitudinally-arranged double-motor hybrid power transmission device Download PDFInfo
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- CN112895878A CN112895878A CN202110327803.8A CN202110327803A CN112895878A CN 112895878 A CN112895878 A CN 112895878A CN 202110327803 A CN202110327803 A CN 202110327803A CN 112895878 A CN112895878 A CN 112895878A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- Combustion & Propulsion (AREA)
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- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
A longitudinally-arranged double-motor hybrid power transmission device comprises an engine and a speed changer, wherein the speed changer comprises an input shaft, an intermediate shaft, an output shaft and a motor shaft of a driving motor, the hollow motor shaft is freely sleeved on the input shaft, one end of the input shaft is circumferentially fixed with a first gear driving gear and a second gear driving gear, the extending end of the motor shaft is circumferentially fixed with a first gear, the two ends of the intermediate shaft are respectively circumferentially fixed with a second gear and an output driving gear, the first gear is meshed with the second gear, a first gear driven gear which is freely sleeved on the intermediate shaft is arranged between the second gear and the output driving gear and is meshed with the first gear driving gear, the second gear driven gear is meshed with the second gear driving gear, a first synchronizer which is circumferentially fixed with the input shaft is arranged between the first gear driven gear and the second gear driven gear, the output driven gear which is circumferentially fixed on the output, the generator is integrated with a clutch, and the other end of the input shaft is fixedly connected with an inner hub of the clutch.
Description
Technical Field
The invention relates to the technical field of power transmission, in particular to a longitudinally-arranged double-motor hybrid power transmission device.
Background
With the increasing shortage of petroleum supply and the increasing increase of environmental pollution, the development and utilization of new energy vehicles have gradually become a trend. The hybrid electric vehicle can be driven by the engine or the motor or driven by the engine and the motor simultaneously, has multiple driving modes, enables the engine and the motor to operate in a high-efficiency region as far as possible, and has good fuel economy and low emission. The existing known dual-motor system usually adopts two motors and a planetary gear transmission device, can realize working modes such as engine driving, pure electric driving and hybrid driving, but needs the engine and one motor to work simultaneously in the engine driving mode, and can not realize the pure engine driving mode.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides a longitudinally-arranged double-motor hybrid power transmission device which is high in transmission efficiency, compact in structure, small in radial space and suitable for arrangement of a rear-drive vehicle, and can reduce oil consumption of the vehicle and pollutant discharge.
The technical scheme of the invention is as follows: a longitudinally-arranged double-motor hybrid power transmission device comprises an engine and a transmission, wherein the transmission comprises an input shaft, an intermediate shaft, an output shaft and a motor shaft of a driving motor, the motor shaft of the driving motor is a hollow shaft, the motor shaft is freely sleeved on the input shaft and is positioned on the same axis with the input shaft, one end of the input shaft extends out of the motor shaft and is sequentially and circumferentially fixed with a first gear driving gear and a second gear driving gear, a first gear is circumferentially fixed at the extending end of the motor shaft, a second gear and an output driving gear are respectively and circumferentially fixed at two ends of the intermediate shaft, the first gear is meshed with the second gear, a first gear driven gear and a second gear driven gear which are freely sleeved on the intermediate shaft are arranged between the second gear and the output driving gear, the first gear driving gear is meshed with the first gear driven gear, and the second gear driving gear, the engine is characterized in that a first synchronizer is arranged between the first gear driven gear and the second gear driven gear, the first synchronizer is circumferentially fixed on the input shaft, the output driven gear is circumferentially fixed on the output shaft, the output driving gear is meshed with the output driven gear, the engine is connected with the input shaft through the generator, the generator is internally integrated with a clutch, an outer hub of the clutch is respectively fixedly connected with a crankshaft of the engine and a rotor of the generator, and the other end of the input shaft penetrates through the motor shaft to be fixedly connected with an inner hub of the clutch.
The output shaft is supported at the extended end of the input shaft by a bearing.
One end of the first-gear driven gear is provided with a first combination tooth, one end of the second-gear driven gear is provided with a second combination tooth, and the gear ring of the synchronizer corresponds to the first combination tooth of the first-gear driven gear and the second combination tooth of the second-gear driven gear respectively.
The input shaft is close to one end of the second-gear driving gear and is sequentially and circumferentially fixed with a third-gear driving gear and a fourth-gear driving gear, one end of the intermediate shaft, which is close to the second-gear driven gear, is sequentially sleeved with a third-gear driven gear and a fourth-gear driven gear, the third-gear driving gear is meshed with the third-gear driven gear, the fourth-gear driving gear is meshed with the fourth-gear driven gear, a second synchronizer is arranged between the third-gear driven gear and the fourth-gear driven gear, and the second synchronizer is axially fixed on the intermediate shaft.
The transmission also comprises a second intermediate shaft, the second intermediate shaft is parallel to the intermediate shaft, a third gear, a fourth gear and a fifth gear are sequentially and idly sleeved on the second intermediate shaft, the third gear is meshed with a first gear driving gear, the fourth gear is meshed with a second gear driving gear, the fifth gear is meshed with an output driven gear, a third synchronizer is arranged between the third gear and the fourth gear, and the third synchronizer is circumferentially fixed on the second intermediate shaft.
A third gear is circumferentially fixed on a motor shaft of the driving motor, the second gear is sleeved on the intermediate shaft in an idle mode and meshed with the first gear to form a first gear pair of the driving motor, a fourth gear is sleeved on the intermediate shaft close to the second gear in an idle mode and meshed with the third gear to form a second gear pair of the driving motor, and a fourth synchronizer is arranged between the second gear and the fourth gear and sleeved on the intermediate shaft in an idle mode.
Adopt above-mentioned technical scheme: a longitudinally-arranged double-motor hybrid power transmission device comprises an engine and a transmission, wherein the transmission comprises an input shaft, an intermediate shaft, an output shaft and a motor shaft of a driving motor, the motor shaft of the driving motor is a hollow shaft, the motor shaft is freely sleeved on the input shaft and is positioned on the same axis with the input shaft, one end of the input shaft extends out of the motor shaft and is sequentially and circumferentially fixed with a first gear driving gear and a second gear driving gear, a first gear is circumferentially fixed at the extending end of the motor shaft, a second gear and an output driving gear are respectively and circumferentially fixed at two ends of the intermediate shaft, the first gear is meshed with the second gear, a first gear driven gear and a second gear driven gear which are freely sleeved on the intermediate shaft are arranged between the second gear and the output driving gear, the first gear driving gear is meshed with the first gear driven gear, and the second gear driving gear, the engine is characterized in that a first synchronizer is arranged between the first gear driven gear and the second gear driven gear, the first synchronizer is circumferentially fixed on the input shaft, the output driven gear is circumferentially fixed on the output shaft, the output driving gear is meshed with the output driven gear, the engine is connected with the input shaft through the generator, the generator is internally integrated with a clutch, an outer hub of the clutch is respectively fixedly connected with a crankshaft of the engine and a rotor of the generator, and the other end of the input shaft penetrates through the motor shaft to be fixedly connected with an inner hub of the clutch. The transmission device has a pure electric drive mode and a hybrid drive mode, can reduce the oil consumption of the vehicle and reduce the emission of pollutants, and can start the engine in the running process of the vehicle, thereby having good oil saving effect. In addition, the motor shaft of the driving motor in the transmission device is sleeved on the input shaft in an empty mode, so that the input shaft and the motor shaft of the driving motor are located on the same axis, the radial size can be reduced, the structure of the whole transmission device is more compact, and the transmission device is suitable for arrangement space of a rear-drive vehicle. In addition, the transmission device also has multiple working modes of direct drive, range extension, energy recovery and the like of the engine, and has high transmission efficiency and strong power performance.
The output shaft is supported at the extending end of the input shaft through a bearing, so that the output shaft, the input shaft and a motor shaft of the driving motor are on the same axial line, and the radial size of the transmission device is further reduced.
One end of the first-gear driven gear is provided with a first combination tooth, one end of the second-gear driven gear is provided with a second combination tooth, and the gear ring of the synchronizer corresponds to the first combination tooth of the first-gear driven gear and the second combination tooth of the second-gear driven gear respectively. Through the engagement of the synchronizer gear ring and the first combination tooth or the second combination tooth, the power transmission between the intermediate shaft and the first-gear driven gear and the second-gear driven gear is realized.
The input shaft is close to one end of the second-gear driving gear and is sequentially and circumferentially fixed with a third-gear driving gear and a fourth-gear driving gear, one end of the intermediate shaft, which is close to the second-gear driven gear, is sequentially sleeved with a third-gear driven gear and a fourth-gear driven gear, the third-gear driving gear is meshed with the third-gear driven gear, the fourth-gear driving gear is meshed with the fourth-gear driven gear, a second synchronizer is arranged between the third-gear driven gear and the fourth-gear driven gear, and the second synchronizer is axially fixed on the intermediate shaft. The four gears of the transmission device are formed by the first gear driving gear, the first gear driven gear, the second gear driving gear, the second gear driven gear, the third gear driving gear, the third gear driven gear, the fourth gear driving gear and the fourth gear driven gear together, the multi-gear requirement of vehicle driving is met, different complex working conditions can be adapted, the fuel economy of an engine of a vehicle during high-speed driving is guaranteed, and the power performance and the economy of the whole vehicle are improved.
The transmission further comprises a second intermediate shaft, the second intermediate shaft is parallel to the intermediate shaft, a third gear, a fourth gear and a fifth gear are sequentially sleeved on the second intermediate shaft in an empty mode, the third gear is meshed with a first gear driving gear, the fourth gear is meshed with a second gear driving gear, the fifth gear is meshed with an output driven gear, a third synchronizer is arranged between the third gear and the fourth gear, and the third synchronizer is circumferentially fixed on the second intermediate shaft. The four gears of the transmission device are formed by the first-gear driving gear, the first-gear driven gear, the second-gear driving gear, the second-gear driven gear, the third gear and the fourth gear together, so that the multi-gear requirement of vehicle driving can be met, and the increase of the axial size of the transmission device caused by the increase of the gears can be avoided.
The invention is further described with reference to the drawings and the specific embodiments in the following description.
Drawings
FIG. 1 is a schematic structural view of example 1 of the present invention;
FIG. 2 is a schematic structural diagram of example 2 of the present invention;
FIG. 3 is a schematic structural diagram according to embodiment 3 of the present invention;
FIG. 4 is a schematic structural diagram according to embodiment 4 of the present invention;
FIG. 5 is a schematic structural view of example 5 of the present invention;
fig. 6 is a schematic structural diagram of embodiment 6 of the present invention.
Detailed Description
Referring to fig. 1 to 6, an embodiment of a longitudinally-arranged dual-motor hybrid power transmission device, as shown in fig. 1, includes an engine 10 and a transmission, the transmission includes an input shaft 60, an intermediate shaft 70, an output shaft 80, and a motor shaft 50 of a driving motor 40, and the driving motor 40 is used as a main driving motor for vehicle starting, driving and backing. The motor shaft 50 of the driving motor 40 is a hollow shaft, and the hollow motor shaft 50 is sleeved on the input shaft 60 and is positioned on the same axis with the input shaft 60, so that the radial size of the whole transmission device can be reduced. One end of the input shaft 60 extends out of the motor shaft 50 and is sequentially and circumferentially fixed with a first gear driving gear 61 and a second gear driving gear 62, the extending end of the motor shaft 50 is circumferentially fixed with a first gear 51, two ends of the intermediate shaft 70 are respectively and circumferentially fixed with a second gear 71 and an output driving gear 75, the first gear 51 is meshed with the second gear 71, a first gear driven gear 72 and a second gear driven gear 74 which are sleeved on the intermediate shaft 70 in an empty way are arranged between the second gear 71 and the output driving gear 75, the first gear driving gear 61 is meshed with the first gear driven gear 72, the second gear driving gear 62 is meshed with the second gear driven gear 74, a first synchronizer 73 is arranged between the first gear driven gear 72 and the second gear driven gear 74, the first synchronizer 73 is circumferentially fixed on the input shaft 60, one end of the first gear driven gear 72 is provided with a first combination tooth, one end of the second gear driven gear 74 is provided with a, the ring gear of the synchronizer 73 corresponds to the first engaging tooth of the first stage driven gear 72 and the second engaging tooth of the second stage driven gear 74, and power transmission between the countershaft 70 and the first stage driven gear 72 and the second stage driven gear 74 is realized by engagement of the synchronizer ring gear with the first engaging tooth or the second engaging tooth. An output driven gear 81 is circumferentially fixed on the output shaft 80, and the output driving gear 75 is meshed with the output driven gear 81, so that power transmission can be completed between the intermediate shaft 70 and the output shaft 80 through a pair of gears, and the output efficiency of the transmission device is improved. The engine 10 is connected to the input shaft 60 via the generator 30, and the generator 10 functions as a generator motor for starting the engine 10, recovering electric power, and charging a battery. The clutch 20 is integrated in the generator 30, the outer hub 21 of the clutch 20 is respectively and fixedly connected with the crankshaft of the engine 10 and the rotor 31 of the generator 30, the other end of the input shaft 60 penetrates through the motor shaft 50 to be fixedly connected with the inner hub 22 of the clutch 20, the clutch 20 is connected with the rotor 31 of the generator 30 through the outer hub 21 to form an integral structure, the clutch 20 and the rotor 31 of the generator 30 are jointly installed in the stator 32 of the generator 30, and then the generator 30 and the input shaft 60 of the transmission are coaxially arranged, namely, the engine 10, the generator 30 and the input shaft 60 are coaxially arranged and are on the same axial line with the motor shaft 50 of the driving motor 40, so that the radial size of the transmission is reduced, and the structure of the whole transmission is more compact. When the engine 10 is operated, the rotor 31 of the generator 30 is rotated together for charging the generator 30, and when the generator 30 is operated, the clutch 20 is disengaged or engaged to rotate the engine 10 for starting the engine 10. The input shaft 60, the intermediate shaft 70, and the motor shaft 50 of the drive motor 40 are supported by the transmission case through bearings, respectively. The output shaft 80 is supported at the extended end of the input shaft 60 by a bearing, so that the output shaft 80 is coaxial with the input shaft 60 and the motor shaft 50 of the driving motor 40, and the radial size of the transmission device is further reduced.
In embodiment 2, as shown in fig. 2, the engine 10 has 3 gears, the driving motor 40 has 1 gear, the input shaft 60 circumferentially fixes the three-gear driving gear 63 near one end of the two-gear driving gear 62, the intermediate shaft 70 has one end close to the two-gear driven gear 74 and is in clearance fit with the three-gear driven gear 77, the three-gear driving gear 63 is engaged with the three-gear driven gear 77, the second synchronizer 76 is disposed between the two-gear driven gear 74 and the three-gear driven gear 77, the second synchronizer 76 is circumferentially fixed on the intermediate shaft 70, the second synchronizer 76 is provided with a ring gear, one end of the three-gear driven gear 77 is provided with engaging teeth corresponding to the ring gear of the second synchronizer 76, so as to realize power transmission between the three-gear driven gear 77 and the intermediate shaft 70, and enable the first-gear driving gear 61, the first-gear driven gear 72, the second-gear driving gear 62, the two-, The three-gear driven gear 77 jointly forms three gears of the transmission device, so that the multi-gear requirement of vehicle driving is met, and the power performance and the economy of the whole vehicle are improved.
Embodiment 3, as shown in fig. 3, the engine 10 has 4 gears, the driving motor 40 has 1 gear, the input shaft 60 has one end adjacent to the second driving gear 62 and circumferentially fixes a third driving gear 63 and a fourth driving gear 64 in sequence, the intermediate shaft 70 has one end adjacent to the second driven gear 74 and is sequentially sleeved with a third driven gear 77 and a fourth driven gear 78, the third driving gear 63 is engaged with the third driven gear 77, the fourth driving gear 64 is engaged with the fourth driven gear 78, a second synchronizer 76 is disposed between the third driven gear 77 and the fourth driven gear 78, the second synchronizer 76 is circumferentially fixed on the intermediate shaft 70, the second synchronizer 76 of this embodiment is provided with two ring gears corresponding to the engaging teeth of the third driven gear 77 and the fourth driven gear 78, respectively, so as to realize power transmission between the third driven gear 77 and the fourth driven gear 78 and the intermediate shaft 70, the four gears of the transmission device are formed by the first-gear driving gear 61, the first-gear driven gear 72, the second-gear driving gear 62, the second-gear driven gear 74, the third-gear driving gear 63, the third-gear driven gear 77, the fourth-gear driving gear 64 and the fourth-gear driven gear 78 together, the multi-gear requirement of vehicle driving is met, different complex working conditions can be met, the fuel economy of an engine of a vehicle during high-speed driving is guaranteed, and therefore the power performance and the economy of the whole vehicle are improved.
In embodiment 4, as shown in fig. 4, the engine 10 has 4 gears, the driving motor 40 has 1 gear, the transmission further includes a second countershaft 90, a third gear 94, a fourth gear 92 and a fifth gear 91 are sequentially sleeved on the second countershaft 90, the third gear 94 is meshed with the first-gear driving gear 61, the fourth gear 92 is meshed with the second-gear driving gear 62, the fifth gear 91 is meshed with the output driven gear 81, a third synchronizer 93 is disposed between the third gear 94 and the fourth gear 92, and the third synchronizer 93 is circumferentially fixed on the second countershaft 90. The first-gear driving gear 61, the first-gear driven gear 72, the second-gear driving gear 62, the second-gear driven gear 74, the third gear 94 and the fourth gear 92 jointly form four gears of the transmission device, namely the intermediate shaft 70 and the second intermediate shaft 90 are arranged in parallel, so that the multi-gear requirement of vehicle driving can be met, and the increase of the axial size of the transmission device due to the increase of the gears can be avoided.
In embodiment 5, the generator 30 may also be set to have multiple gears, as shown in fig. 5, the engine 10 has 1 gear, the driving motor 40 has 2 gears, the motor shaft 50 of the driving motor 40 is also circumferentially fixed with a third gear 52, at this time, the second gear 71 is idly sleeved on the intermediate shaft 70 and meshed with the first gear 51 to form a first gear pair of the driving motor 40, the intermediate shaft 70 is idly sleeved with a fourth gear 79 near the second gear 71, the fourth gear 79 is meshed with the third gear 52 to form a second gear pair of the driving motor 40, a fourth synchronizer 82 is disposed between the second gear 71 and the fourth gear 79, the fourth synchronizer 82 is idly sleeved on the intermediate shaft 70, a second gear of the driving motor 40 can be switched through the fourth synchronizer 82, and since the engine 10 of the present embodiment has only one gear, only a first gear driving gear 61 is circumferentially fixed on the input shaft 60, the first-gear drive gear 61 is meshed with the first-gear driven gear 72. When the fourth synchronizer 82 is in neutral, the power to the drive motor 40 is cut off.
Embodiment 6, a plurality of gears may be provided for both the engine 10 and the driving motor 40, as shown in fig. 6, the engine 10 has 2 gears, the driving motor 40 has 2 gears, the motor shaft 50 of the driving motor 40 is circumferentially fixed with the third gear 52, at this time, the second gear 71 is idly sleeved on the intermediate shaft 70 and meshed with the first gear 51 to form a first gear pair of the driving motor 40, the intermediate shaft 70 is idly sleeved with the fourth gear 79 near the second gear 71, the fourth gear 79 is meshed with the third gear 52 to form a second gear pair of the driving motor 40, the fourth synchronizer 82 is provided between the second gear 71 and the fourth gear 79, the fourth synchronizer 82 is idly sleeved on the intermediate shaft 70, meanwhile, the first gear driving gear 61 and the first gear driven gear 72 form a first gear pair of the engine 10, and the driving gear 62 and the driven gear 74 form a second gear pair of the engine 10, during driving, gears can be combined randomly for driving, the engine 10 and the driving motor 40 are guaranteed to work in a high-efficiency region, and the dynamic property and the economical efficiency of a vehicle are improved.
In addition, the engine 10 can be set to 2 gears, and the driving motor 40 can be set to 3 or 4 gears to meet the actual vehicle running requirements.
When the vertical double-motor hybrid power transmission device works, the vertical double-motor hybrid power transmission device has the following working modes, and two gears are taken as examples:
1. electric only mode
The clutch 20 is disconnected, the driving motor 40 operates, the motor shaft 50 of the driving motor 40 sequentially transmits power to the intermediate shaft 70 through the first gear and the second gear, the intermediate shaft 70 transmits power to the output shaft 80 through the output driving gear 75 and the output driven gear 81, and finally, power is output through the output shaft 80.
2. Engine modes
The first gear drive is performed, the outer hub 21 of the clutch 20 is engaged with the inner hub 22, the engine 10 is operated, the driving motor 40 is not operated, the crankshaft of the engine 10 is connected with the input shaft 60 and transmits torque to the input shaft 60, the first synchronizer 73 is engaged with the first gear driven gear 73, the input shaft 60 transmits torque to the intermediate shaft 70 through the first gear driving gear 61, the first gear driven gear 72 and the first synchronizer 73 in sequence, then the intermediate shaft 70 transmits torque to the output shaft 80 through the output driving gear 75 and the output driven gear 81 in sequence, and power is output by the output shaft 80. Meanwhile, the operation of the engine 10 rotates the generator 30, so that the generator 30 charges the battery. Furthermore, when the engine 10 is in a high-speed operating mode, the intermediate shaft 70 may transmit power to the motor shaft 50 of the driving motor 40 through the second gear 71 and the first gear 51 in sequence, so that the driving motor 40 rotates to charge the battery.
The second gear driving, the outer hub 21 and the inner hub 22 of the clutch 20 are engaged, the engine 10 is operated, the driving motor 40 is not operated, the crankshaft of the engine 10 is connected with the input shaft 60 and transmits torque to the input shaft 60, the first synchronizer 73 is engaged with the second gear driven gear 74, the input shaft 60 sequentially transmits torque to the intermediate shaft 70 through the second gear driving gear 62, the second gear driven gear 74 and the first synchronizer 73, and then the intermediate shaft 70 sequentially transmits torque to the output shaft 80 through the output driving gear 75 and the output driven gear 81, and further outputs power through the output shaft 80. Meanwhile, the operation of the engine 10 rotates the generator 30, so that the generator 30 charges the battery. Furthermore, when the engine 10 is in a high-speed operating mode, the intermediate shaft 70 may transmit power to the motor shaft 50 of the driving motor 40 through the second gear 71 and the first gear 51 in sequence, so that the driving motor 40 rotates to charge the battery.
3. Hybrid mode
The first gear drive, the outer hub 21 and the inner hub 22 of the clutch 20 are engaged, the engine 10 and the driving motor 40 are both in working states, the engine 10 transmits torque to the input shaft 60 through the clutch 20, the first synchronizer 73 is engaged with the first gear driven gear 73, and the input shaft 60 transmits the torque to the intermediate shaft 70 through the first gear driving gear 61, the first gear driven gear 72 and the first synchronizer 73 in sequence; meanwhile, the driving motor 40 transmits the torque to the first gear 51 through the motor shaft 50, then the first gear 51 transmits the torque of the driving motor 40 to the intermediate shaft 70 through the second gear 71, so that the power of the engine 10 and the driving motor 40 is coupled on the intermediate shaft 70, the intermediate shaft 70 transmits the coupled power to the output shaft 80 through the output driving gear 75 and the output driven gear 81 in sequence, and finally the output shaft 80 completes the power to realize the hybrid driving. Further, the operation of the engine 10 rotates the generator 30, so that the generator 30 charges the battery.
The second gear drive, the outer hub 21 of the clutch 20 is jointed with the inner hub 22, the engine 10 and the driving motor 40 are both in working state, the engine 10 transmits torque to the input shaft 60 through the clutch 20, the first synchronizer 73 is jointed with the second gear driven gear 74, and the input shaft 60 transmits torque to the intermediate shaft 70 through the second gear driving gear 62, the second gear driven gear 74 and the first synchronizer 73 in sequence; meanwhile, the driving motor 40 transmits the torque to the first gear 51 through the motor shaft 50, then the first gear 51 transmits the torque of the driving motor 40 to the intermediate shaft 70 through the second gear 71, so that the power of the engine 10 and the driving motor 40 is coupled on the intermediate shaft 70, the intermediate shaft 70 transmits the coupled power to the output shaft 80 through the output driving gear 75 and the output driven gear 81 in sequence, and finally the output shaft 80 completes the power to realize the hybrid driving. Further, the operation of the engine 10 rotates the generator 30, so that the generator 30 charges the battery.
Further, the engine 10, the generator 30, and the drive motor 40 may simultaneously operate and drive the hybrid drive, and the clutch 3 may be engaged. When the first synchronizer 73 is engaged with the first-gear driven gear 72, for first-gear driving, the engine 10 and the generator 30 sequentially transmit torque to the intermediate shaft 70 through the input shaft, the first-gear driving gear 61, the first-gear driven gear 72 and the first synchronizer 73, the motor shaft 50 of the driving motor 40 sequentially transmits torque to the intermediate shaft 70 through the first gear 51 and the second gear 71, so that the power of the engine 10, the generator 30 and the driving motor 40 is coupled on the intermediate shaft 70, and the intermediate shaft 70 sequentially transmits the coupled power to the output shaft 80 through the output driving gear 75 and the output driven gear 81, thereby realizing hybrid driving. When the first synchronizer 73 is engaged with the second-gear driven gear 74, the second-gear driving is performed, the engine 10 and the generator 30 sequentially transmit torque to the intermediate shaft 70 through the input shaft 60, the second-gear driving gear 62, the second-gear driven gear 74 and the first synchronizer 73, the motor shaft 50 of the driving motor 40 sequentially transmits torque to the intermediate shaft 70 through the first gear 51 and the second gear 71, so that the power of the engine 10, the generator 30 and the driving motor 40 is coupled on the intermediate shaft 70, and the coupled power is sequentially transmitted to the output shaft 80 through the output driving gear 75 and the output driven gear 81 by the intermediate shaft 70, so as to realize hybrid driving.
4. Extended range mode
On the basis of the pure electric mode, the power of the whole vehicle is provided by the driving motor 40, the engine 10 is started, the clutch 20 is disconnected, the engine 10 drives the rotor 31 of the generator 30 to rotate, the generator 30 charges the battery, and then the battery provides power for the driving motor 40, so that the range extension in the pure electric mode is realized.
5. Energy recovery
When the whole vehicle is braked, the engine 10 does not work, the vehicle continues to slide forwards due to inertia, the wheels transmit torque to the output shaft 80 through the transmission shaft, then the output shaft 80 transmits the torque to the intermediate shaft 70 through the output driven gear 81 and the output driving gear 75, and then the torque is transmitted to the motor shaft 50 of the driving motor 40 through the intermediate shaft 70 and the second gear 71 and the first gear 51, so that the driving motor 40 is driven to rotate, and the battery is charged. Meanwhile, the intermediate shaft 70 may transmit torque to the first synchronizer 73, and the first synchronizer 73 sequentially transmits the torque to the input shaft 60 through the first-gear driven gear 72, the first-gear driving gear 61, or the second-gear driven gear 74, the second-gear driving gear 62, so that the generator 30 rotates to charge the battery.
6. Starting an engine
The clutch 20 is disconnected and the generator 30 is operated, and power is transmitted to the engine 10 by the operation of the generator 30, thereby starting the engine 10.
7. Dynamic compensation
During the gear shifting process, namely during the engagement of the first synchronizer 73 with the first-gear driven gear 72 and the second-gear driven gear 74, the driving motor 40 works, the motor shaft 50 of the driving motor 40 transmits the torque to the intermediate shaft 70 through the first gear 51 and the second gear 71, and then the intermediate shaft 70 transmits the torque to the output shaft 80 through the output driving gear 75 and the output driven gear 81 in sequence, so that the power compensation during the gear shifting is realized.
Similarly, other embodiments of the transmission device also have the above several operating modes, and are not described in detail herein.
The transmission device has a pure electric drive mode and a hybrid drive mode, can reduce the oil consumption of a vehicle and reduce the emission of pollutants, can start the engine in the running process of the vehicle, has good oil saving effect, and can drive the engine 10, the generator 30 and the driving motor 40 simultaneously when the vehicle is mixed at a high speed, so that the transmission device has stronger dynamic property, the engine 10 operates in a high-efficiency economic region, and the economic technology of the whole transmission device is more excellent. Moreover, the transmission can set the gear of the driving motor 40 to be one or more and the gear of the engine 10 to be one or more according to actual needs, and any combination can be carried out between the engine gear and the driving motor gear to meet the driving requirements of the vehicle. In addition, in the transmission device, the motor shaft 50 of the driving motor 40 is sleeved on the input shaft 60 in an empty mode, the input shaft 60 and the motor shaft 50 of the driving motor 40 are located on the same axial line, the generator 30 and the input shaft 60 of the transmission are arranged coaxially, the clutch 20 and the generator 30 are integrated into a whole structure, and therefore the radial size is reduced, the structure of the whole transmission device is more compact, and the transmission device is suitable for arrangement space of a rear-drive vehicle. Further, power transmission between the intermediate shaft 70 and the output shaft 80 can be completed by a pair of gears, and the output efficiency of the transmission can be improved. The transmission device can also be provided with a plurality of gears, meets the requirement of multi-gear driving of the vehicle, can be more suitable for different complex working conditions, and ensures the fuel economy of the engine when the vehicle runs at high speed, thereby improving the power performance and the economy of the whole vehicle. And this transmission can realize power compensation through driving motor 40 in the process of shifting gears, guarantees that power does not break off when shifting gears, makes to shift gears more smoothly, and the driving experience feels better, and simultaneously, this transmission still has the engine and directly drives, increases multiple operating modes such as journey, energy recuperation, and transmission efficiency is high, the dynamic behavior is strong.
Claims (6)
1. The utility model provides a indulge and put bi-motor hybrid transmission, includes engine (10), derailleur, its characterized in that: the transmission comprises an input shaft (60), an intermediate shaft (70), an output shaft (80) and a motor shaft (50) of a driving motor (40), wherein the motor shaft (50) of the driving motor (40) is a hollow shaft, the motor shaft (50) is freely sleeved on the input shaft (60) and is positioned on the same axis with the input shaft (60), one end of the input shaft (60) extends out of the motor shaft (50) and is sequentially and circumferentially fixed with a first gear driving gear (61) and a second gear driving gear (62), a first gear (51) is circumferentially fixed at the extending end of the motor shaft (50), two ends of the intermediate shaft (70) are respectively and circumferentially fixed with a second gear (71) and an output driving gear (75), the first gear (51) is meshed with the second gear (71), and a first gear driven gear (72) and a second gear (72) which are freely sleeved on the intermediate shaft (70) are arranged between the second gear (71) and the, A second-gear driven gear (74), the first-gear driving gear (61) being engaged with the first-gear driven gear (72), the second gear driving gear (62) is meshed with the second gear driven gear (74), a first synchronizer (73) is arranged between the first gear driven gear (72) and the second gear driven gear (74), the first synchronizer (73) is circumferentially fixed on the input shaft (60), the output driven gear (81) is circumferentially fixed on the output shaft (80), the output driving gear (75) is meshed with the output driven gear (81), the engine (10) is connected with the input shaft (60) through the generator (30), the generator (30) is integrated with a clutch (20), an outer hub (21) of the clutch (20) is respectively and fixedly connected with a crankshaft of the engine (10) and a rotor of the generator (30), the other end of the input shaft (60) penetrates through the motor shaft (50) and is connected and fixed with an inner hub (22) of the clutch (20).
2. The tandem dual-motor hybrid transmission of claim 1, wherein: the output shaft (80) is supported by the extending end of the input shaft (60) through a bearing.
3. The tandem dual-motor hybrid transmission of claim 1, wherein: one end of the first-gear driven gear (72) is provided with first combination teeth, one end of the second-gear driven gear (74) is provided with second combination teeth, and a gear ring of the first synchronizer (73) corresponds to the first combination teeth of the first-gear driven gear (72) and the second combination teeth of the second-gear driven gear (74) respectively.
4. The tandem dual-motor hybrid transmission of claim 1, wherein: the input shaft (60) is close to two and keeps off driving gear (62) one end fixed three in proper order circumference and keeps off driving gear (63), four keep off driving gear (64), jackshaft (70) are close to two and keep off driven gear (74) one end and empty cover three in proper order and keep off driven gear (77), four keep off driving gear (63) and three keep off driven gear (77) meshing, four keep off driving gear (64) and four keep off driven gear (78) meshing, set up second synchronizer (76) between three keep off driven gear (77), four keep off driven gear (78), second synchronizer (76) axial fixity is on jackshaft (70).
5. The tandem dual-motor hybrid transmission of claim 1, wherein: the transmission also comprises a second intermediate shaft (90), the second intermediate shaft (90) is parallel to the intermediate shaft (70), a third gear (94), a fourth gear (92) and a fifth gear (91) are sequentially sleeved on the second intermediate shaft (90) in an empty mode, the third gear (94) is meshed with a first gear driving gear (61), the fourth gear (92) is meshed with a second gear driving gear (62), the fifth gear (91) is meshed with an output driven gear (81), a third synchronizer (93) is arranged between the third gear (94) and the fourth gear (92), and the third synchronizer (93) is circumferentially fixed on the second intermediate shaft (90).
6. The tandem dual-motor hybrid transmission of claim 1, wherein: a third gear (52) is further fixed on a motor shaft (50) of the driving motor (40) in the circumferential direction, at the moment, the second gear (71) is sleeved on the intermediate shaft (70) in an empty mode and meshed with the first gear (51) to form a first gear pair of the driving motor (40), a fourth gear (79) is sleeved on the intermediate shaft (70) close to the second gear (71) in an empty mode, the fourth gear (79) is meshed with the third gear (52) to form a second gear pair of the driving motor (40), a fourth synchronizer (82) is arranged between the second gear (71) and the fourth gear (79), and the fourth synchronizer (82) is sleeved on the intermediate shaft (70) in an empty mode.
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| CN202110327803.8A CN112895878A (en) | 2021-03-26 | 2021-03-26 | Longitudinally-arranged double-motor hybrid power transmission device |
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| CN113858935A (en) * | 2021-10-08 | 2021-12-31 | 重庆长安汽车股份有限公司 | Hybrid power transmission system |
| CN114228469A (en) * | 2022-01-24 | 2022-03-25 | 一汽解放汽车有限公司 | Dual-motor speed change system and vehicle |
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| CN115027247A (en) * | 2022-06-20 | 2022-09-09 | 中国第一汽车股份有限公司 | Hybrid system adopting longitudinally-arranged double motors and vehicle |
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| CN118288771A (en) * | 2024-05-10 | 2024-07-05 | 中国第一汽车股份有限公司 | A longitudinal power system and a vehicle having the same |
| CN118478670A (en) * | 2024-05-30 | 2024-08-13 | 中国第一汽车股份有限公司 | A longitudinal multi-speed hybrid power drive system, control method and vehicle |
| CN118669511A (en) * | 2024-05-24 | 2024-09-20 | 中国第一汽车股份有限公司 | Multi-gear hybrid power system and vehicle |
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| CN113682125A (en) * | 2021-09-24 | 2021-11-23 | 广西汽车集团有限公司 | Hybrid transmission power system and vehicle |
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| CN113858935B (en) * | 2021-10-08 | 2023-08-25 | 重庆长安汽车股份有限公司 | Hybrid power transmission system |
| CN114228469A (en) * | 2022-01-24 | 2022-03-25 | 一汽解放汽车有限公司 | Dual-motor speed change system and vehicle |
| CN114590119A (en) * | 2022-01-28 | 2022-06-07 | 重庆青山工业有限责任公司 | Dual-clutch hybrid drive system |
| CN115027247A (en) * | 2022-06-20 | 2022-09-09 | 中国第一汽车股份有限公司 | Hybrid system adopting longitudinally-arranged double motors and vehicle |
| CN115257341A (en) * | 2022-07-22 | 2022-11-01 | 重庆青山工业有限责任公司 | Multimodal hybrid drive system and method |
| CN116176254A (en) * | 2023-03-30 | 2023-05-30 | 麦格纳动力总成(江西)有限公司 | Hybrid power driving system and automobile |
| CN119305382A (en) * | 2023-07-11 | 2025-01-14 | 北汽福田汽车股份有限公司 | Hybrid transmission and hybrid system |
| CN118288771A (en) * | 2024-05-10 | 2024-07-05 | 中国第一汽车股份有限公司 | A longitudinal power system and a vehicle having the same |
| CN118669511A (en) * | 2024-05-24 | 2024-09-20 | 中国第一汽车股份有限公司 | Multi-gear hybrid power system and vehicle |
| CN118478670A (en) * | 2024-05-30 | 2024-08-13 | 中国第一汽车股份有限公司 | A longitudinal multi-speed hybrid power drive system, control method and vehicle |
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