CN110005789B - Motor input shaft system structure of hybrid power transmission - Google Patents
Motor input shaft system structure of hybrid power transmission Download PDFInfo
- Publication number
- CN110005789B CN110005789B CN201810007012.5A CN201810007012A CN110005789B CN 110005789 B CN110005789 B CN 110005789B CN 201810007012 A CN201810007012 A CN 201810007012A CN 110005789 B CN110005789 B CN 110005789B
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- gear
- stage
- input shaft
- motor rotor
- motor
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 28
- 230000007935 neutral effect Effects 0.000 claims description 3
- 230000009467 reduction Effects 0.000 description 12
- 239000003921 oil Substances 0.000 description 7
- 230000007246 mechanism Effects 0.000 description 5
- 238000000034 method Methods 0.000 description 4
- 230000008569 process Effects 0.000 description 4
- 238000007789 sealing Methods 0.000 description 3
- 239000000446 fuel Substances 0.000 description 2
- 230000001050 lubricating effect Effects 0.000 description 2
- 239000010687 lubricating oil Substances 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000000903 blocking effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 230000001681 protective effect Effects 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
- H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H2057/02034—Gearboxes combined or connected with electric machines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H2057/02039—Gearboxes for particular applications
- F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
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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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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
Abstract
The invention discloses a motor input shaft system structure of a hybrid power transmission. The motor input shaft system structure of the hybrid power transmission comprises an electric gear input shaft; a motor rotor; the motor rotor bracket is used for bearing the motor rotor; the first-stage gear is connected with the motor rotor bracket; a second stage gear; a synchronizer disposed between the first stage gear and the second stage gear; a first stage constant mesh gear in mesh with the first stage gear; and a second stage normally meshed gear that is held in mesh with the second stage gear. Wherein the first stage constant mesh gear and the second stage constant mesh gear are supported on an electric countershaft; and wherein the motor rotor, the motor rotor carrier, the first stage gear, the second stage gear, and the synchronizer are rotatably supported on the electric range input shaft. The motor input shaft system of the hybrid power transmission has the advantages of compact structural arrangement, low cost, light weight and high transmission efficiency.
Description
Technical Field
The invention relates to the field of automobiles, in particular to a motor input shaft system structure of a hybrid power transmission.
Background
With the development of the times, on one hand, users have higher and higher requirements on the dynamic performance of automobiles, and on the other hand, the increasing severity of energy problems makes customers pay a straight-line rise to the attention on the fuel consumption of the automobiles. In order to balance the contradiction between vehicle dynamics and economy, hybrid transmissions are increasingly being used in passenger car configurations due to their excellent performance in terms of dynamics and fuel consumption. The hybrid power has diversified arrangement structures, and the arrangement positions of the motors and the speed change mechanisms are also diversified. At present, a planetary gear pair is adopted as a hybrid power speed regulation output device of an engine and a motor, but the problems of complex structural arrangement, high cost, complex calibration strategy, low reliability of a control system and the like are caused.
CN201710082900.9 discloses a hybrid transmission for motor vehicles, which includes a planetary gear pair for speed regulation output device, and the transmission has complex structural arrangement and high cost. Meanwhile, the hybrid power integrated calibration strategy is complex, and the reliability of the control system is low.
Disclosure of Invention
The invention provides a motor input shaft system structure of a hybrid power transmission, which has the advantages of compact arrangement, low cost, light weight and high transmission efficiency.
According to one aspect of the invention, the input shaft system structure of the motor of the hybrid power transmission comprises: an electric gear input shaft; a motor rotor; the motor rotor bracket is used for bearing the motor rotor; the first-stage gear is connected with the motor rotor bracket; a second stage gear; a synchronizer disposed between the first stage gear and the second stage gear; a first stage constant mesh gear in mesh with the first stage gear; and a second stage normally meshed gear that is held in mesh with the second stage gear. Wherein the first stage constant mesh gear and the second stage constant mesh gear are supported on an electric countershaft; and wherein the motor rotor, the motor rotor carrier, the first stage gear, the second stage gear, and the synchronizer are rotatably supported on the electric range input shaft.
Drawings
The disclosure of the present invention is illustrated with reference to the accompanying drawings. It is to be understood that the drawings are designed solely for the purposes of illustration and not as a definition of the limits of the invention. In the figure:
FIG. 1 schematically illustrates a hybrid transmission motor input shaft system configuration according to one embodiment of the present invention.
Detailed Description
An embodiment according to the invention is shown in fig. 1. The hybrid transmission motor input shafting structure includes: an electric-gear input shaft 101; a motor rotor 105; a motor rotor support 107 for carrying the motor rotor; a first stage gear 110 connected to the motor rotor support; a second stage gear 112; a synchronizer 122 disposed between the first stage gear and the second stage gear; a first stage constant mesh gear in mesh with the first stage gear; and a second stage normally meshed gear in mesh with the second stage gear. Wherein the first stage constant mesh gear and the second stage constant mesh gear are supported on an electric countershaft; and wherein the motor rotor, the motor rotor carrier, the first stage gear, the second stage gear, and the synchronizer are rotatably supported on the electric range input shaft. The motor input shaft system structure of the hybrid power transmission has the advantages of arrangement structure, radial size and weight. Meanwhile, the production process of the parts is mature, the processing process and the assembly process are simple, and the system reliability is high.
According to an embodiment of the invention, the synchronizer is switchable between a first stage gear, a second stage gear and neutral.
According to an embodiment of the present invention, the hybrid transmission motor input shafting structure further comprises a motor rotor bushing 108 for carrying the motor rotor support.
According to an embodiment of the invention, the motor rotor bushing is supported on the electric range input shaft by a bearing.
According to an embodiment of the present invention, the motor rotor is fixedly connected to the motor rotor support, the motor rotor support is connected to the motor rotor bushing through a spline, and the motor rotor bushing is connected to the first-stage gear through a spline.
According to an embodiment of the invention, the first stage gear is a high speed gear and the second stage gear is a low speed gear.
According to an embodiment of the present invention, the input shaft structure of the motor of the hybrid transmission further comprises a main reduction gear 125 arranged on the electric gear input shaft for outputting power.
According to an embodiment of the invention, the electric range input shaft is supported in the gearbox housing by a bearing.
According to an embodiment of the invention, the high-speed electric gear is fixedly connected with the motor rotor through a spline or in other forms. The gear shifting synchronizer mechanism is connected with the electric gear through an internal spline of the synchronizer gear sleeve and a synchronizer gear hub fixedly connected with the motor input shaft through a spline, and transmits the power of the motor to the motor input shaft. The low-gear of the motor transmits power to the input shaft of the motor through the synchronizer mechanism by the two-stage gear meshing reduction mechanism. The support bearings for supporting the motor rotor are arranged through the bearings on the front side and the rear side to support the motor rotor support, and stable operation of the motor is guaranteed. The motor input shaft support bearing supports the motor input shaft through bearings on the front side and the rear side, and the ball bearing at the rear end is axially limited through the rear bearing plate and the shell, so that the axial position of the whole motor input shaft system is ensured. The motor input shaft is integrated with a main speed reduction driving gear, and after power input of the motor is transmitted to the motor input shaft from the synchronizer gear hub, the power can be directly output to the main speed reduction driven gear through the meshing of the main speed reduction gear pair, so that the driving of the transmission half shaft is realized. The high-speed electric gear is fixedly connected with the motor rotor through a spline, and when the motor is used as power output, the power of the motor can be directly transmitted to the motor input shaft system. Meanwhile, when the motor is used as a power generation mechanism, the power can be directly transmitted to the motor rotor through the high-speed gear, and the gear hub are ensured not to be abraded when sliding relatively through thrust bearings or gaskets on two sides of the high-speed gear. The bearings on the front side and the rear side of the support motor rotor support are arranged, and a ball bearing or a conical bearing arrangement structure on the two sides can be used, so that the motor rotor can stably rotate on the motor input shaft. And the axial positioning is carried out on the inner ring of the supporting bearing through a shaft shoulder or a clamp spring structure on the input shaft of the motor, and the axial positioning is carried out on the shaft shoulder structure on the motor rotor bracket through the outer ring of the supporting bearing, so that the axial position of the motor rotor is ensured not to deviate in the operation process. The motor main speed reduction driving gear is integrated on the motor input shaft, motor power is transmitted to the electric gear hub through the electric low-speed gear or the electric high-speed gear pair, then the power is transmitted to the motor input shaft through the spline link, and the power is transmitted to the subsequent main speed reduction gear pair through the motor main speed reduction driving gear. The motor input shaft can be added with lubrication related features, and comprises a sealing ring for blocking oil, a central oil way for lubricating an oil way, an oil hole for lubricating the oil way and the like.
According to an embodiment of the invention, the motor input shaft 101 is supported within the gearbox front and rear housings by a cylindrical roller bearing 103 at the front end and a deep groove ball bearing 114 at the rear end. The rear bearing 114 is connected with a bolt of the rear shell 115 through a bearing plate 113, and performs axial limiting on the motor input shaft system to ensure the axial arrangement position of the motor input shaft system. The front bearing 103, together with the rear bearing 114, provides radial support for the motor input shaft train through a bolted connection between the bearing plate and the front housing 121. The motor rotor 105 is linked with the motor rotor bushing 108 by splines and with the motor rotor bracket 107 by spline fitting. The motor rotor support 107 is supported on the motor input shaft system by means of a bearing 106 at the front end and a bearing 109 at the rear end. The front end support bearing 106 of the motor rotor is axially limited on the shaft system through clamp springs 119 and 120, and the rear support of the motor rotor is drawn 109 to be axially limited on the shaft system through a shaft shoulder on the motor input shaft 101 and the clamp spring 118. The high-speed electric range gear 110 and the low-speed electric range gear 112 are radially supported on the motor input shaft 101 by needle bearings 123 and 124, respectively. The electric gear synchronizer assembly 122 is connected with the motor input shaft 101 through a spline, and is axially limited through a shaft shoulder on the motor input shaft 101 and the snap spring 117. The low-speed electric gear 110 is axially limited by the motor rotor support 107 and an axial thrust bearing 111. The high speed electric range gear is axially limited by the electric range synchronizer hub and the shafting rear bearing 114. The sealing ring 102 is installed in a groove of the motor input shaft 101 and is in sealing fit with the front housing 121, so that after lubricating oil enters a cavity between the motor input shaft 101 and the front housing 121, enough lubricating oil can enter a central oil hole of the motor input shaft 101 and is supplied to a motor for cooling through an oil hole of the motor input shaft 101, and the motor is prevented from generating abnormal high temperature.
The working process of the motor input shaft system structure of the hybrid power transmission is as follows:
when the electric gear synchronizer 122 is engaged with the high-speed electric gear 110, the power on the motor rotor 105 is transmitted to the main reduction gear pair for output through the motor rotor bushing 108, the motor rotor bracket 107, the high-speed electric gear 110, the electric gear synchronizer 122 and the motor input shaft 101, and finally through the electric main reduction driving gear, so as to realize the motor high-speed gear power output mode;
when the electric gear synchronizer 122 is engaged with the low-speed electric gear 112, the power on the motor rotor 105 passes through the motor rotor bushing 108, the motor rotor bracket 107, the high-speed electric gear 110, the high-speed electric gear constant meshing gear, the low-speed electric gear 112, the electric gear synchronizer 122 and the motor input shaft 101, and finally the motor power is transmitted to the main reduction gear pair for output through the electric main reduction driving gear, so as to realize the motor low-speed power output mode;
when the electric gear synchronizer 122 is kept in the neutral state, the engine-provided power housing rotates the electric motor rotor 105 through the high-speed gear constantly engaged gear, the high-speed electric gear 110, the electric motor rotor support 107, the electric motor rotor bushing 108, thereby realizing the vehicle idle charging mode.
The technical scope of the present invention is not limited to the above description, and those skilled in the art can make various changes and modifications to the above embodiments without departing from the technical spirit of the present invention, and such changes and modifications should fall within the protective scope of the present invention.
Claims (6)
1. A hybrid transmission motor input shafting structure, characterized by includes:
an electric gear input shaft;
a motor rotor;
the motor rotor bracket is used for bearing the motor rotor;
the first-stage gear is connected with the motor rotor bracket;
a second stage gear;
a synchronizer disposed between the first stage gear and the second stage gear;
a first stage constant mesh gear in mesh with the first stage gear; and
a second stage normally meshed gear in constant mesh with the second stage gear;
wherein the first stage constant mesh gear and the second stage constant mesh gear are supported on an electric intermediate shaft,
and wherein the motor rotor, the motor rotor holder, the first stage gear, the second stage gear, and the synchronizer are rotatably supported on the electric stage input shaft,
the motor input shaft system structure of the hybrid power transmission also comprises a motor rotor bushing used for bearing the motor rotor bracket,
the motor rotor is fixedly connected with the motor rotor support, the motor rotor support is connected with the motor rotor bushing through a spline, and the motor rotor bushing is connected with the first-stage gear through a spline.
2. The hybrid transmission motor input shafting structure of claim 1, wherein said synchronizer is switchable between a first stage gear, a second stage gear and neutral.
3. The hybrid transmission motor input shaft system structure of claim 1, wherein said motor rotor bushing is supported on said electric range input shaft by bearings.
4. The hybrid transmission motor input shafting structure of claim 1, wherein said first stage gear is a high speed gear and said second stage gear is a low speed gear.
5. The hybrid transmission motor input shaft system structure of claim 1, further comprising a final drive gear disposed on said electric range input shaft for outputting power.
6. The hybrid transmission motor input shaft system structure of claim 1, wherein said electric range input shaft is supported in a transmission housing by bearings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810007012.5A CN110005789B (en) | 2018-01-04 | 2018-01-04 | Motor input shaft system structure of hybrid power transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810007012.5A CN110005789B (en) | 2018-01-04 | 2018-01-04 | Motor input shaft system structure of hybrid power transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110005789A CN110005789A (en) | 2019-07-12 |
| CN110005789B true CN110005789B (en) | 2022-07-12 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810007012.5A Active CN110005789B (en) | 2018-01-04 | 2018-01-04 | Motor input shaft system structure of hybrid power transmission |
Country Status (1)
| Country | Link |
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| CN (1) | CN110005789B (en) |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102010030573A1 (en) * | 2010-06-28 | 2011-12-29 | Zf Friedrichshafen Ag | Hybrid drive with an automated manual transmission |
| CN203730671U (en) * | 2013-11-27 | 2014-07-23 | 舍弗勒投资(中国)有限公司 | AMT used for hybrid electric vehicle |
| WO2016037469A1 (en) * | 2014-09-10 | 2016-03-17 | Byd Company Limited | Transmission unit, power transmission system and vehicle comprising the same |
| CN204921928U (en) * | 2015-08-19 | 2015-12-30 | 上海汽车变速器有限公司 | Electric automobile derailleur tooth shafting all |
| US10414263B2 (en) * | 2016-04-08 | 2019-09-17 | Hyundai Motor Company | Transmission for vehicle |
| CN105757210A (en) * | 2016-04-23 | 2016-07-13 | 中国第汽车股份有限公司 | Integrated driving device for two-level electric vehicle |
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2018
- 2018-01-04 CN CN201810007012.5A patent/CN110005789B/en active Active
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| Publication number | Publication date |
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| CN110005789A (en) | 2019-07-12 |
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| TR01 | Transfer of patent right |
Effective date of registration: 20240719 Address after: No.1500, Shenjiang Road, Pudong New Area (Shanghai) pilot Free Trade Zone, Shanghai, 201206 Patentee after: SAIC GENERAL MOTORS Corp.,Ltd. Country or region after: China Patentee after: PAN ASIA TECHNICAL AUTOMOTIVE CENTER Co.,Ltd. Patentee after: SAIC General Power Technology (Shanghai) Co.,Ltd. Address before: No.1500, Shenjiang Road, China (Shanghai) pilot Free Trade Zone, Shanghai, 201206 Patentee before: SAIC GENERAL MOTORS Corp.,Ltd. Country or region before: China Patentee before: PAN ASIA TECHNICAL AUTOMOTIVE CENTER Co.,Ltd. |
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| TR01 | Transfer of patent right |