CN210970655U

CN210970655U - Dual-motor heavy hybrid gearbox assembly

Info

Publication number: CN210970655U
Application number: CN201921861739.6U
Authority: CN
Inventors: 李剑平; 杜春鹏; 闵运东; 刘冰; 邹锋; 刘春立
Original assignee: Dongfeng Trucks Co ltd
Current assignee: Dongfeng Trucks Co ltd
Priority date: 2019-10-31
Filing date: 2019-10-31
Publication date: 2020-07-10
Anticipated expiration: 2029-10-31

Abstract

The utility model discloses a heavy variable speed case assembly that thoughtlessly moves of bi-motor, including two motors, one is located and mainly is responsible for the electricity generation after the clutch, and one is located the side and uses output power as leading. The double-motor hybrid power can use a smaller engine, and the oil consumption of the whole vehicle can be reduced by about 20 percent compared with the single-motor hybrid power; and the power coupling form is more various, can the driving motor drive whole car alone, also can the generator drive whole car with driving motor simultaneously, more can use the three power supply of engine, second motor, first motor to drive whole car together, more can adapt to various whole car power demands.

Description

Dual-motor heavy hybrid gearbox assembly

Technical Field

The utility model relates to an electric automobile technical field, concretely relates to two motor heavy type thoughtlessly move gearbox assembly.

Background

Due to the emission and environmental requirements, new energy automobiles gradually become an important vehicle, and increasingly receive attention from all countries in the world. In the prior art, the hybrid power mostly adopts a P2 scheme, namely, a driving motor is placed between an engine and a gearbox, so that hybrid power driving is realized.

However, this solution has the following drawbacks:

1) in order to provide enough torque, the motor of the P2 hybrid scheme must be a low-speed high-torque motor, and has heavy weight and high cost;

2) the P2 power hybrid system is mainly used for providing power, so the efficiency is low when generating electricity.

At present, the hybrid motion of the commercial vehicle is single-motor hybrid motion, and with the further development of the hybrid motion, the dual-motor hybrid motion is an important direction, and the hybrid motion is very obvious if the hybrid motion of a fast-developing passenger vehicle is taken as a reference.

SUMMERY OF THE UTILITY MODEL

Problem to the background art existence, the utility model aims to provide a two motor heavy type thoughtlessly move gearbox assembly compact structure, high, with low costs of transmission efficiency.

In order to achieve the above object, the utility model relates to a two motor heavy type hybrid transmission case assemblies, its characterized in that:

the device comprises a shell, wherein a first cavity and a second cavity are arranged in the shell; a clutch, a first motor and an input shaft are arranged in the first chamber; a main shaft, an output shaft, an intermediate shaft, a synchronizer and a second motor are arranged in the second chamber;

the clutch is connected with an input shaft, the first motor is positioned on the input shaft, and the input shaft is connected with a middle shaft gear positioned on a middle shaft through an input shaft gear;

the main shaft and the intermediate shaft are provided with planetary gear sets, the second motor is connected with one of the planetary gears on the intermediate shaft, and the synchronizer is used for switching gears of the planetary gear sets.

For better smoothness, as an optimal scheme, when the synchronizer switches different gears, the speed of the planetary gear set is regulated through the second motor.

Preferably, the main shaft is provided with first to fifth gears and a main shaft gear, and the main shaft gear is meshed with an output shaft gear arranged on the output shaft; the middle shaft is provided with sixth to tenth gears matched with the first to fifth gears of the main shaft; and the output end of the second motor is meshed with the sixth gear.

Preferably, a first synchronizer is arranged between the input shaft gear and the first gear, a second synchronizer is arranged beside the first gear, a third synchronizer is arranged between the second gear and the third gear, and a fourth synchronizer is arranged between the fourth gear and the fifth gear; a fifth synchronizer is arranged between the shell and the output shaft; the first synchronizer is connected with the input shaft, the second synchronizer, the fourth synchronizer, the main shaft and the fifth synchronizer are connected, and the fifth synchronizer is positioned in the rear auxiliary box.

Preferably, a speed reducer is arranged between the second motor and the intermediate shaft, the output end of the second motor is connected with the speed reducer through a middle tooth of the second motor, and the output end of the speed reducer is meshed with the sixth gear.

Preferably, the first motor is an ISG motor, and the second motor is a high-speed motor. The first motor is mainly responsible for power generation and can also output power; the second motor is a driving motor and mainly outputs power.

As another preferable scheme, different motors or engines or various power combinations can be used to provide driving force according to different driving force requirements:

preferably, the second motor can directly drive the whole vehicle, the clutch is disconnected, the input shaft is disconnected with the input shaft gear and the first gear through the first synchronizer, and gears are switched by the second synchronizer to the fifth synchronizer according to requirements.

Preferably, the first motor and the second motor can drive the whole vehicle at the same time, at the moment, the clutch is disconnected, the input shaft is combined with the input shaft gear or the first gear through the first synchronizer, and the gears are switched by the second synchronizer to the fifth synchronizer according to requirements.

Preferably, the first motor, the second motor and the engine can drive the whole vehicle at the same time, at the moment, the clutch is combined, the input shaft is combined with the input shaft gear or the first gear through the first synchronizer, and the gears of the second synchronizer, the third synchronizer and the fifth synchronizer are switched according to requirements.

For better energy recovery, it is preferable that the first motor and the second motor generate power simultaneously during braking, at this time, the clutch is disconnected, the input shaft is coupled with the input shaft gear or the first gear through the first synchronizer, and the second to fifth synchronizers shift gears as needed.

Preferably, when the battery is low in electric quantity, the engine drives the first motor to charge the battery, and the clutch is combined at the moment.

The utility model has the advantages that: two motors are provided, one behind the clutch is mainly responsible for generating electricity, and the other is located on the side and mainly outputs power. The double-motor hybrid power can use a smaller engine, and the oil consumption of the whole vehicle can be reduced by about 20 percent compared with the single-motor hybrid power; and the power coupling form is more various, can the driving motor drive whole car alone, also can the generator drive whole car with driving motor simultaneously, more can use the three power supply of engine, second motor, first motor to drive whole car together, more can adapt to various whole car power demands.

Meanwhile, due to the adoption of the double motors, when the electric quantity of the battery is insufficient, the engine can drive the first motor to generate electricity, and at this time, the whole vehicle can continue to run by using the second motor. If the power of the second motor is not enough to cope with the working condition of the whole vehicle, the engine can drive the first motor and simultaneously drive the whole vehicle by using the backup power and the driving motor, so that the charging while the forward driving is realized.

Under the condition that the driving force required by the whole vehicle is small, the second motor can directly drive the whole vehicle; under the condition of moderate power required by the whole vehicle, the second motor and the first motor work simultaneously to drive the whole vehicle; in extreme cases, the engine, the second motor and the first motor operate simultaneously, providing a very large driving force to the entire vehicle.

Drawings

FIG. 1 is a schematic structural diagram of the present invention

In the figure: the synchronous transmission comprises a shell 1, a clutch 2, a first motor 3, an input shaft 4, a main shaft 5, an output shaft 6, an intermediate shaft 7, a second motor 8, a main shaft gear 9, an input shaft gear 10, a first synchronizer 11, a second synchronizer 12, a third synchronizer 13, a fourth synchronizer 14, a fifth synchronizer 15, a speed reducer 16, a second motor intermediate gear 17, an engine 18, a first gear 19 and an input shaft gear 4.1.

Detailed Description

The technical solutions of the present invention (including the preferred technical solutions) are further described in detail by means of fig. 1 and a list of some optional embodiments of the present invention. It is obvious that the described embodiments are only some of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by a person of ordinary skill in the art without creative efforts belong to the protection scope of the present invention.

As shown in fig. 1, the dual-motor heavy hybrid transmission assembly of the present invention comprises a housing 1, wherein a first chamber and a second chamber are arranged in the housing 1; a clutch 2, a first motor 3 and an input shaft 4 are arranged in the first chamber; a main shaft 5, an output shaft 6, an intermediate shaft 7, a synchronizer and a second motor 8 are arranged in the second chamber; the clutch 2 is connected with an input shaft 4, the first motor 3 is positioned on the input shaft 4, and the input shaft 4 is connected with a middle shaft gear 7.1 positioned on a middle shaft 7 through an input shaft gear 4.1; planetary gear sets are arranged on the main shaft 5 and the intermediate shaft 7, the second motor 8 is connected with one of the planetary gears on the intermediate shaft 7, and the synchronizer is used for switching gears of the planetary gear sets.

For better smoothness, preferably, when the synchronizer switches between different gears, the second electric machine 8 is used to regulate the speed of the planetary gear set.

The main shaft 5 is provided with first to fifth gears (arranged from left to right in fig. 1) and a main shaft gear 9, and the main shaft gear 9 is engaged with an output shaft gear 10 provided on an output shaft; the intermediate shaft 7 is provided with sixth to tenth gears matched with the first to fifth gears of the main shaft; the output end of the second motor 8 is meshed with the sixth gear. A first synchronizer 11 is arranged between the input shaft gear 4.1 and the first gear 19, a second synchronizer 12 is arranged beside the first gear, a third synchronizer 13 is arranged between the second gear and the third gear, and a fourth synchronizer 14 is arranged between the fourth gear and the fifth gear; a fifth synchronizer 15 is arranged between the shell and the output shaft; the first synchronizer 11 is connected with the input shaft 4, the second synchronizer to the fourth synchronizer are connected with the main shaft 5, and the fifth synchronizer 15 is positioned in the rear auxiliary box.

A speed reducer 16 is arranged between the second motor 8 and the intermediate shaft 7, the output end of the second motor 8 is connected with the speed reducer 16 through a second motor intermediate gear 17, and the output end of the speed reducer 16 is meshed with the sixth gear.

The first motor 3 is an ISG motor, and the second motor 8 is a high-speed motor. The first motor is mainly responsible for power generation and can also output power; the second motor is a driving motor and mainly outputs power.

The utility model discloses a two heavy mixed-action gearbox assemblies of motor can use different motor or engine or multiple power combination to provide drive power according to the drive power demand of difference:

under the condition that the required driving force of the whole vehicle is small, the second motor can directly drive the whole vehicle, the clutch is disconnected, the input shaft is disconnected with the input shaft gear and the first gear through the first synchronizer, and gears are switched by the second synchronizer to the fifth synchronizer according to requirements.

Under the condition that the driving force required by the whole vehicle is moderate, the first motor and the second motor can drive the whole vehicle at the same time, at the moment, the clutch is disconnected, the input shaft is combined with the input shaft gear or the first gear through the first synchronizer, and the gears are switched by the second synchronizer to the fifth synchronizer according to the requirement.

In extreme cases, the first motor, the second motor and the engine 18 can drive the whole vehicle at the same time, at the moment, the clutch is combined, the input shaft is combined with the input shaft gear or the first gear through the first synchronizer, and the gears of the second synchronizer, the third synchronizer and the fifth synchronizer are switched according to requirements.

It will be understood by those skilled in the art that the foregoing is merely exemplary of the present invention, and is not intended to limit the invention to the particular forms disclosed, but on the contrary, the intention is to cover all modifications, combinations, alternatives, and equivalents falling within the spirit and scope of the invention.

Claims

1. The utility model provides a two motor heavy type hybrid transmission case assemblies which characterized in that: the device comprises a shell, wherein a first cavity and a second cavity are arranged in the shell; a clutch, a first motor and an input shaft are arranged in the first chamber; a main shaft, an output shaft, an intermediate shaft, a synchronizer and a second motor are arranged in the second chamber;

2. The dual-motor heavy hybrid transmission assembly of claim 1, wherein: and when the synchronizer switches different gears, the speed of the planetary gear set is regulated through the second motor.

3. The dual-motor heavy hybrid transmission assembly of claim 1 or 2, wherein: the main shaft is provided with first to fifth gears and a main shaft gear, and the main shaft gear is meshed with an output shaft gear arranged on an output shaft; the middle shaft is provided with sixth to tenth gears matched with the first to fifth gears of the main shaft; and the output end of the second motor is meshed with the sixth gear.

4. The dual-motor heavy hybrid transmission assembly of claim 3, wherein: a first synchronizer is arranged between the input shaft gear and the first gear, a second synchronizer is arranged beside the first gear, a third synchronizer is arranged between the second gear and the third gear, and a fourth synchronizer is arranged between the fourth gear and the fifth gear; a fifth synchronizer is arranged between the shell and the output shaft; the first synchronizer is connected with the input shaft, the second synchronizer, the fourth synchronizer, the main shaft and the fifth synchronizer are connected, and the fifth synchronizer is positioned in the rear auxiliary box.

5. The dual-motor heavy hybrid transmission assembly of claim 3, wherein: a speed reducer is arranged between the second motor and the intermediate shaft, the output end of the second motor is connected with the speed reducer through the intermediate gear of the second motor, and the output end of the speed reducer is meshed with the sixth gear.

6. The dual-motor heavy hybrid transmission assembly of claim 4 or 5, wherein: the first motor is an ISG motor, and the second motor is a high-speed motor.

7. The dual-motor heavy hybrid transmission assembly of claim 4, wherein: the second motor can directly drive the whole vehicle, the clutch is disconnected at the moment, the input shaft is disconnected with the input shaft gear and the first gear through the first synchronizer, and gears are switched by the second synchronizer to the fifth synchronizer as required.

8. The dual-motor heavy hybrid transmission assembly of claim 4, wherein: the first motor and the second motor can drive the whole vehicle at the same time, at the moment, the clutch is disconnected, the input shaft is combined with the input shaft gear or the first gear through the first synchronizer, and gears are switched by the second synchronizer to the fifth synchronizer according to requirements.

9. The dual-motor heavy hybrid transmission assembly of claim 4, wherein: the first motor, the second motor and the engine can drive the whole vehicle at the same time, at the moment, the clutch is combined, the input shaft is combined with the input shaft gear or the first gear through the first synchronizer, and the gears of the second synchronizer, the third synchronizer and the fifth synchronizer are switched according to requirements.

10. The dual-motor heavy hybrid transmission assembly of claim 4, wherein: during braking, the first motor and the second motor generate power simultaneously, at the moment, the clutch is disconnected, the input shaft is combined with the input shaft gear or the first gear through the first synchronizer, and the gears of the second synchronizer, the third synchronizer, the fourth synchronizer, the fifth synchronizer and the fourth synchronizer are switched according to requirements.