CN107539113B - Motor access mode for hybrid transmission - Google Patents
Motor access mode for hybrid transmission Download PDFInfo
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- CN107539113B CN107539113B CN201710821368.8A CN201710821368A CN107539113B CN 107539113 B CN107539113 B CN 107539113B CN 201710821368 A CN201710821368 A CN 201710821368A CN 107539113 B CN107539113 B CN 107539113B
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
A motor access for a hybrid transmission, comprising: the electric vehicle comprises a motor, an engine, a clutch, a charging gear driven tooth, a charging gear driving tooth, a motor transmission driven tooth, an EV gear combining tooth, a main speed reduction driving tooth, a synchronizer gear sleeve, a differential with a main speed reduction driven tooth, an input shaft, an intermediate shaft and a motor output shaft which are arranged in parallel, wherein: the main speed reduction driven tooth of the differential mechanism is meshed with the main speed reduction driving tooth, and the charging gear driving tooth, the motor transmission driven tooth, the EV gear combining tooth and the main speed reduction driving tooth are sequentially arranged on the intermediate shaft; the charging gear driving gear, the synchronizer gear sleeve and the motor transmission driven gear are sleeved on the intermediate shaft in an empty mode, and the synchronizer gear sleeve is in spline connection with the motor transmission driven gear; the charging gear driven teeth are integrally arranged with the input shaft and meshed with the charging gear driving teeth; the input shaft is sequentially connected with the clutch and the engine, the motor output shaft is connected with the motor, and the motor transmission driving teeth are arranged on the motor output shaft and meshed with the motor transmission driven teeth; the invention has compact structure and high motor efficiency.
Description
Technical Field
The invention relates to a technology in the field of design of a hybrid electric vehicle transmission, in particular to a motor access mode for a hybrid electric vehicle transmission.
Background
The motor access mode of the currently applied hybrid transmission is various, such as the motor is rigidly connected with an engine input shaft, at the moment, the large inertia of a synchronous motor rotor is needed when the synchronizer is in gear, the motor rotor is continuously dragged as a load when the pure engine is driven, and the gear teeth through which power flow passes are more when the pure engine is driven, so that efficiency loss is caused; if the motor is rigidly connected with the intermediate shaft, when the pure engine is driven, the motor rotor is continuously dragged as a load, so that efficiency loss is caused, and parking charging and parking starting of the engine cannot be realized; if an adjustable motor power access mode is adopted, the free connection between the motor and the engine or the intermediate shaft can be realized respectively when needed, and the synchronizer can be positioned in the middle position when not needed, so that the efficiency loss during the whole vehicle driving is avoided. However, compared with the former two, the motor power connection mode needs to be additionally provided with a transition shaft to install a synchronizer and corresponding meshing gears.
Disclosure of Invention
The invention provides a motor access mode for a hybrid power transmission, aiming at the defects in the prior art, through a motor transmission driven tooth with a synchronizer gear hub and a synchronizer gear sleeve in clearance connection with the motor transmission driven tooth, the synchronizer gear sleeve can be meshed with an EV gear combining tooth or a charging gear combining tooth to respectively realize connection with a differential or an input shaft, and the synchronizer gear sleeve is disconnected with the EV gear combining tooth or the charging gear combining tooth when being positioned in the middle position, so that the using condition of a motor is maximized.
The invention is realized by the following technical scheme:
the invention relates to a structure for realizing motor access for a hybrid transmission, which comprises the following components: the electric vehicle comprises a motor, an engine, a clutch, a charging gear driven tooth, a charging gear driving tooth, a motor transmission driven tooth, an EV gear combining tooth, a main speed reduction driving tooth, a synchronizer gear sleeve, a differential with a main speed reduction driven tooth, an input shaft, an intermediate shaft and a motor output shaft which are arranged in parallel, wherein: the main speed reduction driven tooth of the differential mechanism is meshed with the main speed reduction driving tooth, and the charging gear driving tooth, the motor transmission driven tooth, the EV gear combining tooth and the main speed reduction driving tooth are sequentially arranged on the intermediate shaft; the charging gear driving gear, the synchronizer gear sleeve and the motor transmission driven gear are sleeved on the intermediate shaft in an empty mode, and the synchronizer gear sleeve is in spline connection with the motor transmission driven gear; the charging gear driven teeth are integrally arranged with the input shaft and meshed with the charging gear driving teeth; the input shaft is connected with the clutch and the engine in sequence, the motor output shaft is connected with the motor, and the motor transmission driving teeth are arranged on the motor output shaft and meshed with the motor transmission driven teeth.
And the motor transmission driven gear is provided with an integrated synchronizer gear hub.
The charging gear driving teeth are provided with integrated charging gear combining teeth.
The EV gear combining teeth are connected with the intermediate shaft through splines.
And synchronizer gear rings are arranged on two sides of the synchronizer gear sleeve.
The synchronizer gear sleeve is provided with an axial extension part, and is meshed with the EV gear combining tooth when being shifted to one side and meshed with the charging gear combining tooth when being shifted to the opposite side.
The input shaft is supported by an input shaft front bearing and an input shaft rear bearing which are arranged on two sides of the driven gear of the charging gear.
The intermediate shaft is supported by the intermediate shaft front bearing and the intermediate shaft rear bearing which are arranged at the two ends.
An axial check ring is arranged between the rear bearing of the intermediate shaft and the charging gear driving tooth.
And a rolling bearing is arranged between the charging gear driving tooth and the motor transmission driven tooth and between the motor transmission driven tooth and the intermediate shaft.
And a bearing retainer ring is arranged between the rolling bearings.
And thrust bearings are arranged on the outer sides of the two rolling bearings.
And a bearing bushing is arranged between the rolling bearing and the corresponding thrust bearing and between the rolling bearing and the intermediate shaft.
Technical effects
Compared with the prior art, the novel motor access mode is provided, the motor power is skillfully introduced on the basis of the original synchronizer structure, the efficiency loss of a motor rotor is effectively avoided, and the utilization rate and the utilization efficiency of the motor are improved: 1) When the power of the motor is not needed to be connected, the rotor of the motor can be disconnected, the moment of inertia to be overcome in the transmission process is reduced, the efficiency of the transmission is improved, and the generation of large reverse electromotive force in a motor loop is avoided, so that the service performance of the motor is improved; 2) When motor power is required to be connected with an input shaft or a differential mechanism is required to be connected, corresponding gears can be respectively hung in and disconnected with the other part of gear shafts which do not need to be dragged, so that the transmission efficiency is improved; 3) One transition shaft and corresponding meshing gears can be saved, and the axial size and the radial size of the transmission assembly are reduced.
Drawings
FIG. 1 is a schematic diagram of the structure of the present invention;
FIG. 2 is a cross-sectional view of one embodiment;
FIG. 3 is a second cross-sectional view of the embodiment;
FIG. 4 is a cross-sectional view of another implementation;
in the figure: the gear transmission device comprises an engine 1, a clutch 2, an input shaft front bearing 3, a charging gear passive gear 4, an input shaft 5, an input shaft rear bearing 6, a middle shaft front bearing 7, a main reduction driving gear 8, a 9EV gear combination gear, a motor transmission passive gear 10, a charging gear driving gear 11, a middle shaft 12, a middle shaft rear bearing 13, a synchronizer gear sleeve 14, a motor 15, a motor transmission driving gear 16, a differential 17, a synchronizer gear ring 18, an axial retainer ring 19, a bearing bush 20, a thrust bearing 21, a rolling bearing 22, a bearing retainer ring 23 and a reduction oil guide hole 24.
Detailed Description
As shown in fig. 1 to 3, the present embodiment includes: the electric vehicle comprises a motor 15, an engine 1, a clutch 2, a charging gear driven tooth 4, a charging gear driving tooth 11, a motor transmission driven tooth 10, an EV gear combining tooth 9, a main speed reduction driving tooth 8, a synchronizer gear sleeve 14, a differential mechanism 17 with a main speed reduction driven tooth, an input shaft 5, an intermediate shaft 12 and a motor output shaft which are arranged in parallel, wherein: the main deceleration driven tooth of the differential mechanism 17 is meshed with the main deceleration driving tooth 8, and the charging gear driving tooth 11, the motor transmission driven tooth 10, the EV gear combining tooth 9 and the main deceleration driving tooth 8 are sequentially arranged on the intermediate shaft 12; the charging gear driving tooth 11, the synchronizer gear sleeve 14 and the motor transmission driven tooth 10 are sleeved on the intermediate shaft 12 in an empty mode, the synchronizer gear sleeve 14 is in clearance spline connection with the motor transmission driven tooth 10, the synchronizer gear sleeve 14 can partially penetrate through a hollow weight-reducing hole of the motor transmission driven tooth 10, and axial sliding can be achieved between the two hollow weight-reducing holes; the charging gear passive teeth 4 are integrally arranged with the input shaft 5 and meshed with the charging gear active teeth 11; the input shaft 5 is sequentially connected with the clutch 2 and the engine 1, the motor output shaft is connected with the motor 15, and the motor transmission driving teeth 16 are arranged on the motor output shaft and meshed with the motor transmission driven teeth 10.
The motor transmission driven tooth 10 is provided with an integrated synchronizer gear hub, and the synchronizer gear hub is rigidly connected with the motor transmission driven tooth 10.
The charging gear driving tooth 11 is provided with an integrated charging gear combining tooth, and the charging gear combining tooth is rigidly connected with the charging gear driving tooth 11.
The EV gear engaging tooth 9 is in spline connection with the intermediate shaft 12.
The synchronizer gear sleeve 14 is provided with synchronizer gear rings 18 on two sides.
The synchronizer gear sleeve 14 has an axial extension part, and when the synchronizer gear sleeve 14 is shifted to one side, the synchronizer gear sleeve is meshed with the EV gear combining teeth 9, and an EV gear is hung in the synchronizer gear sleeve to realize connection with the differential mechanism 17; when the gear is shifted to the opposite side, the gear is meshed with the charging gear combining teeth, and the charging gear is hung in to realize the connection with the input shaft 5; when in neutral position, it is disconnected from both the input shaft 5 and the differential 17.
The input shaft 5 is supported by an input shaft front bearing 3 and an input shaft rear bearing 6 which are arranged on two sides of the driven gear 4 of the charging gear.
The intermediate shaft 12 is supported by intermediate shaft front bearings 7 and intermediate shaft rear bearings 13 provided at both ends.
An axial check ring 19 is arranged between the intermediate shaft rear bearing 13 and the charging gear driving tooth 11.
A rolling bearing 22 is arranged between the charging gear driving tooth 11 and the motor transmission driven tooth 10 and the intermediate shaft 12.
A bearing retainer ring 23 is arranged between the rolling bearings 22.
The outer sides of the two rolling bearings 22 are provided with thrust bearings 21.
A bearing bushing 20 is arranged between the rolling bearing 22 and the corresponding thrust bearing 21 and the intermediate shaft 12.
When the synchronizer gear sleeve 14 is shifted rightwards to be meshed with the EV gear combining gear 9, the power of the motor 15 is sequentially transmitted to the wheels of the hybrid electric vehicle through the motor transmission driving gear 16, the motor transmission driven gear 10, the synchronizer gear sleeve 14, the EV gear combining gear 9, the intermediate shaft 12, the main speed reduction driving gear 8 and the differential mechanism 17 with the main speed reduction driven gear, so that pure electric driving of the vehicle is realized, or reverse power transmission is realized so as to realize braking energy recovery of the whole vehicle.
When the synchronizer gear sleeve 14 is shifted leftwards to be meshed with the charging gear combination teeth of the charging gear driving gear 11, the power of the motor 15 is sequentially transmitted to the engine 1 through the motor transmission driving gear 16, the motor transmission driven gear 10, the synchronizer gear sleeve 14, the charging gear driving gear 11, the charging gear driven gear 4, the input shaft 5 and the closed clutch 2, so that the engine 1 is started by the motor 15, or the power is reversely transmitted to charge the engine 1.
At this time, the rolling bearing 22 is required to rotate at a high speed while bearing torque, and in order to ensure durability, thrust bearings 21 are added at both ends thereof to bear unbalanced axial overturning force generated by the synchronizer gear sleeve 14 and the charging gear driving gear 11 together.
When the synchronizer gear sleeve 14 is positioned in the middle position, the motor 15 is disconnected from the input shaft 5 and the differential mechanism 17, so that the transmission efficiency of the transmission in the pure engine 1 mode and the gear shifting comfort of the whole vehicle are ensured.
Fig. 4 is a cross-sectional view of another implementation, which differs from fig. 2/3 mainly in that: in fig. 2/3, the synchronizer gear sleeve 14 and the EV gear engaging tooth 9 are respectively positioned at different sides of the motor driven tooth 10, the motor driven tooth 10 has a part hollow, and the synchronizer gear sleeve 14 can partially penetrate through the hollow hole of the motor driven tooth 10 and can be engaged with the EV gear engaging tooth 9 at the other side to realize power transmission; in fig. 4, the synchronizer gear sleeve 14 and the EV gear engaging tooth 9 are positioned at the same side of the motor driven tooth 10, the motor driven tooth 10 does not need a hollow structure, and the synchronizer gear sleeve 14 can be meshed with the EV gear engaging tooth 9 at the other side by pulling the synchronizer gear sleeve to the right, so that power transmission is realized.
In the embodiment, the spline connection between the conventional synchronizer gear hub and the input shaft 5 is changed into the hollow synchronizer gear hub which is sleeved on the input shaft 5 and is rigidly connected with the partially hollow motor driven gear 10, so that the motor driven gear 10 has the function of the synchronizer gear hub and is sleeved on the intermediate shaft 12 through the rolling bearing 22.
The synchronizer gear sleeve 14 can be meshed with the charging gear combining teeth on the EV gear combining teeth 9 or the charging gear driving teeth 11 through the hollow part of the motor transmission driven teeth 10, so that the power of the motor 15 is transmitted to the intermediate shaft 12, or the power of the intermediate shaft 12 is transmitted to the motor 15 finally for capacity recovery.
The foregoing embodiments may be partially modified in numerous ways by those skilled in the art without departing from the principles and spirit of the invention, the scope of which is defined in the claims and not by the foregoing embodiments, and all such implementations are within the scope of the invention.
Claims (9)
1. A structure for realizing motor access for a hybrid transmission, comprising: the electric vehicle comprises a motor, an engine, a clutch, a charging gear driven tooth, a charging gear driving tooth, a motor transmission driven tooth, an EV gear combining tooth, a main speed reduction driving tooth, a synchronizer gear sleeve, a differential with a main speed reduction driven tooth, an input shaft, an intermediate shaft and a motor output shaft which are arranged in parallel, wherein: the main speed reduction driven tooth of the differential mechanism is meshed with the main speed reduction driving tooth, and the charging gear driving tooth, the motor transmission driven tooth, the EV gear combining tooth and the main speed reduction driving tooth are sequentially arranged on the intermediate shaft; the charging gear driving gear, the synchronizer gear sleeve and the motor transmission driven gear are sleeved on the intermediate shaft in an empty mode, and the synchronizer gear sleeve is in spline connection with the motor transmission driven gear; the charging gear driven teeth are integrally arranged with the input shaft and meshed with the charging gear driving teeth; the input shaft is connected with the clutch and the engine in sequence, the motor output shaft is connected with the motor, and the motor transmission driving teeth are arranged on the motor output shaft and meshed with the motor transmission driven teeth.
2. The structure for realizing motor access for a hybrid transmission according to claim 1, wherein the motor drive driven gear is provided with an integrated synchronizer gear hub.
3. The structure for realizing motor access for a hybrid transmission according to claim 1, wherein the charging gear driving tooth is provided with an integrated charging gear combining tooth.
4. The structure for realizing motor engagement for a hybrid transmission according to claim 1, wherein the EV range engaging tooth is spline-connected with the intermediate shaft.
5. The structure for realizing motor access for a hybrid transmission according to claim 1, wherein synchronizer rings are provided on both sides of the synchronizer gear sleeve.
6. The structure for realizing motor access for a hybrid transmission according to claim 1, wherein the synchronizer gear sleeve has an axially protruding portion, and is engaged with the EV range engaging tooth when the synchronizer gear sleeve is shifted to one side and engaged with the charging range engaging tooth when the synchronizer gear sleeve is shifted to the opposite side.
7. The structure for realizing motor access for a hybrid transmission according to claim 1, wherein the input shaft is supported by an input shaft front bearing and an input shaft rear bearing provided on both sides of the driven gear of the charging gear.
8. The structure for realizing motor access for a hybrid transmission according to claim 1, wherein the intermediate shaft is supported by an intermediate shaft front bearing and an intermediate shaft rear bearing which are arranged at two ends, and an axial retainer ring is arranged between the intermediate shaft rear bearing and the charging gear driving tooth.
9. The structure for realizing motor access for a hybrid transmission according to claim 1, wherein a rolling bearing is arranged between the charging gear driving tooth and the motor transmission driven tooth and the intermediate shaft; a bearing retainer ring is arranged between the rolling bearings, and thrust bearings are arranged on the outer sides of the two rolling bearings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710821368.8A CN107539113B (en) | 2017-09-13 | 2017-09-13 | Motor access mode for hybrid transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710821368.8A CN107539113B (en) | 2017-09-13 | 2017-09-13 | Motor access mode for hybrid transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN107539113A CN107539113A (en) | 2018-01-05 |
| CN107539113B true CN107539113B (en) | 2023-07-28 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201710821368.8A Active CN107539113B (en) | 2017-09-13 | 2017-09-13 | Motor access mode for hybrid transmission |
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| Country | Link |
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| CN (1) | CN107539113B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114673727B (en) * | 2022-04-07 | 2024-04-12 | 浙江吉利控股集团有限公司 | Thrust bearing, hybrid transmission and vehicle |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007125994A (en) * | 2005-11-02 | 2007-05-24 | Toyota Motor Corp | Control device of hybrid vehicle |
| DE102010030572A1 (en) * | 2010-06-28 | 2011-12-29 | Zf Friedrichshafen Ag | Hybrid drive for motor car in city traffic, has input shafts rotatably arranged in one of switchable idle gears via respective gear switching device and input wheel set plane provided with non-switchable intermediate gears |
| CN103042941A (en) * | 2012-12-24 | 2013-04-17 | 联合汽车电子有限公司 | EREV (extended range electric vehicle) power unit with synchronizer and control method thereof |
| CN103223860A (en) * | 2013-04-18 | 2013-07-31 | 吉林大学 | Plug-in hybrid driving device for family car |
| CN205168164U (en) * | 2015-11-25 | 2016-04-20 | 广州汽车集团股份有限公司 | Two grades of hybrid coupled system of bi -motor |
| CN107089130A (en) * | 2017-04-24 | 2017-08-25 | 合肥工业大学 | A kind of novel double-motor multi gear hybrid power system |
| CN207747743U (en) * | 2017-09-13 | 2018-08-21 | 上海汽车变速器有限公司 | Hybrid gearbox motor access infrastructure |
-
2017
- 2017-09-13 CN CN201710821368.8A patent/CN107539113B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007125994A (en) * | 2005-11-02 | 2007-05-24 | Toyota Motor Corp | Control device of hybrid vehicle |
| DE102010030572A1 (en) * | 2010-06-28 | 2011-12-29 | Zf Friedrichshafen Ag | Hybrid drive for motor car in city traffic, has input shafts rotatably arranged in one of switchable idle gears via respective gear switching device and input wheel set plane provided with non-switchable intermediate gears |
| CN103042941A (en) * | 2012-12-24 | 2013-04-17 | 联合汽车电子有限公司 | EREV (extended range electric vehicle) power unit with synchronizer and control method thereof |
| CN103223860A (en) * | 2013-04-18 | 2013-07-31 | 吉林大学 | Plug-in hybrid driving device for family car |
| CN205168164U (en) * | 2015-11-25 | 2016-04-20 | 广州汽车集团股份有限公司 | Two grades of hybrid coupled system of bi -motor |
| CN107089130A (en) * | 2017-04-24 | 2017-08-25 | 合肥工业大学 | A kind of novel double-motor multi gear hybrid power system |
| CN207747743U (en) * | 2017-09-13 | 2018-08-21 | 上海汽车变速器有限公司 | Hybrid gearbox motor access infrastructure |
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| CN107539113A (en) | 2018-01-05 |
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