CN113602070B - Three-gear parallel shaft type claudication belt power take-off module double-motor single-planetary-row hybrid power system - Google Patents

Three-gear parallel shaft type claudication belt power take-off module double-motor single-planetary-row hybrid power system Download PDF

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Publication number
CN113602070B
CN113602070B CN202110900007.9A CN202110900007A CN113602070B CN 113602070 B CN113602070 B CN 113602070B CN 202110900007 A CN202110900007 A CN 202110900007A CN 113602070 B CN113602070 B CN 113602070B
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China
Prior art keywords
gear
shaft
central shaft
planetary
gear shifting
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CN202110900007.9A
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CN113602070A (en
Inventor
林志强
毛正松
任明辉
张松
陈涛
吴苾曜
杨军
陈亚辉
李炜昌
李军
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Guangxi Yuchai Machinery Co Ltd
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Guangxi Yuchai Machinery Co Ltd
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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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 motors or the generators
    • 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
    • B60K25/00—Auxiliary drives
    • B60K25/06—Auxiliary drives from the transmission power take-off
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
    • B60K6/365—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 with the gears having orbital motion
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention discloses a three-gear parallel shaft type limp-home power take-off module double-motor single-planetary-row hybrid power system which comprises an engine, a first motor, a second motor, a speed regulating mechanism and a shell, wherein the front end of the first central shaft penetrates out of the shell to be connected with the engine, a first hollow shaft is sleeved outside the first central shaft, the rear end of the first central shaft is in transmission connection with the hollow shaft through a planetary row, the rear end of the planetary row is connected with a second central shaft, the rear end of the second central shaft is in transmission connection with an output shaft, the rear end of the output shaft penetrates out of the shell to transmit power into a wheel system, the speed regulating mechanism is respectively in transmission connection with the second central shaft and the output shaft, the first motor is in transmission connection with the hollow shaft, and the second motor is in transmission connection with the output shaft. The invention has the characteristics of effectively improving the space utilization rate, being rich in gears, being wide in adaptability to vehicle types and the like.

Description

Three-gear parallel shaft type claudication belt power take-off module double-motor single-planetary-row hybrid power system
Technical Field
The invention relates to the technical field of power systems, in particular to a three-gear parallel shaft type limp-home power module double-motor single-planet-row hybrid power system.
Background
The prior hybrid power system of the vehicle comprises an engine, a motor and a transmission system (speed changer), wherein the motor has a single motor scheme and a double motor scheme, the transmission system has a common gear speed changer or a speed reducer, and also has a power split speed changer with a planetary row, and the planetary row has a single row scheme, a double row scheme, a triple row scheme and the like.
The planetary gear mechanism has the characteristics of multiple degrees of freedom, and can realize the free control of multiple working points, so that two motors can be utilized in the hybrid power assembly system, and the rotating speed and the torque of the engine can be completely decoupled through the two motors, so that the switching points of the engine and the motors can be freely controlled, stepless speed change is realized, and the fuel economy of the hybrid power assembly system is improved to the greatest extent.
At present, two or more planetary gear trains are adopted for combination in the market, and a plurality of planetary gear trains are adopted to enable the structure combination of a hybrid power system to be more free, but the configuration of the hybrid power system is complex and various, and the complexity and the diversity of influencing factors of the power flow direction in the system and the system efficiency are increased. For example, as shown in fig. 1, the applied planetary row hybrid power assembly system of the existing new energy city bus is mainly in parallel arrangement of double motors, and the double planetary row coaxial arrangement scheme has the working principle that: the engine is connected with the first motor E1 to output hybrid power; the second motor E2 is connected with the second planetary row through a two-gear mechanism, and is converged with the power of the engine and the power of the first motor through a shared gear ring, so that the power output is increased.
The prior art has the following defects:
(1) The highest rotating speeds of the two driving motors are lower, the peak torque is larger, and the motor cost is high;
(2) The coaxial arrangement scheme causes that the axial length of the power assembly is larger, the requirement on the arrangement space is high, and the adaptability of the vehicle type is poor;
(3) The system adopts a split type sealing scheme, and a plurality of sealing rings exist, so that the sealing difficulty is high, oil leakage is easy, and the maintenance difficulty is high;
(4) The system can only be independently applied to urban buses, cannot be simultaneously adapted to the buses, and can realize that the engine directly drives the vehicle, but the application probability of the engine directly driving the vehicle is very low, and the adaptability of the vehicle type is poor.
(5) Because of the limitation of gears, the system cannot be suitable for vehicle types with larger power and torque demands, and the vehicle type adaptability is poor.
The torque of the engine or the motor refers to the torque output by the engine or the motor from the crankshaft end or the output end. Under the condition of fixed power, it is inversely related to the rotating speed of the engine or the motor, and the faster the rotating speed, the smaller the torque, and conversely, the larger the torque, which reflects the load capacity of the automobile in a certain range.
The information disclosed in the background section above is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person of ordinary skill in the art.
Disclosure of Invention
The invention aims to provide a three-gear parallel shaft type claudication belt power take-off module double-motor single-planetary-row hybrid power system, which has the characteristics of effectively improving space utilization rate, being rich in gears, being wide in adaptability to vehicle types and the like.
In order to achieve the above object, the present invention has the following technical scheme:
A three-gear parallel shaft type claudication belt power take-off module double-motor single-planetary-row hybrid power system comprises an engine, a first motor, a second motor, a shell, a first central shaft and a hollow shaft, wherein the first central shaft and the hollow shaft are arranged in the shell;
the front end of the first central shaft penetrates out of the shell and is connected with the output end of the engine, the hollow shaft is sleeved on the first central shaft, and the rear end of the first central shaft is in transmission connection with the hollow shaft through a planetary row;
A first gear shifting mechanism is arranged between the first central shaft and the hollow shaft;
The rear end of the planetary row is connected with a second central shaft, the rear end of the second central shaft is in transmission connection with an output shaft, and the rear end of the output shaft penetrates out of the shell and is in transmission connection with the wheel system;
The first motor is in transmission connection with the hollow shaft, and the second motor is in transmission connection with the output shaft;
A speed regulating mechanism is arranged in the shell at one side of the second central shaft and is respectively in transmission connection with the second central shaft and the output shaft;
a second gear shifting mechanism is arranged between the second central shaft and the output shaft.
Specifically, the planet row includes sun gear, planet wheel, planet carrier and ring gear, the sun gear sets firmly in the hollow shaft, first center pin and planet carrier fixed connection, and the planet wheel is installed on the planet carrier, the planet wheel meshes with sun gear and ring gear respectively, the ring gear rear end is connected with the second center pin.
Specifically, the speed regulating mechanism comprises an intermediate shaft which is arranged at one side of the second central shaft in parallel, an intermediate shaft first reduction gear, an intermediate shaft second reduction gear, an intermediate shaft third reduction gear, an intermediate shaft reverse gear and an intermediate shaft output gear are sequentially arranged on the intermediate shaft from the front end to the rear end, the intermediate shaft third reduction gear and the intermediate shaft reverse gear are respectively sleeved on the intermediate shaft in a hollow mode, and the intermediate shaft first reduction gear, the intermediate shaft second reduction gear and the intermediate shaft output gear are respectively fixedly connected with the intermediate shaft; the transmission ratios of the first speed reducing gear of the intermediate shaft, the second speed reducing gear of the intermediate shaft and the third speed reducing gear of the intermediate shaft are different;
A second central shaft first gear, a second central shaft second gear, a second central shaft third gear and a second central shaft fourth gear which are sequentially arranged from the front end to the rear end on the second central shaft; the first gear of the second central shaft and the second gear of the second central shaft are sleeved on the second central shaft in a hollow mode, and the third gear of the second central shaft and the fourth gear of the second central shaft are fixedly connected with the second central shaft; an output shaft first gear is fixedly connected to the output shaft;
The intermediate shaft first reduction gear, the intermediate shaft second reduction gear, the intermediate shaft third reduction gear and the intermediate shaft output gear are respectively meshed with the second central shaft first gear, the second central shaft second gear, the second central shaft third gear and the output shaft first gear, and the intermediate shaft reverse gear is meshed with the second central shaft fourth gear through a reverse gear transition gear;
A third gear shifting mechanism is arranged among the second central shaft, the second central shaft first gear and the second central shaft second gear, and a fourth gear shifting mechanism is arranged among the intermediate shaft, the intermediate shaft third reduction gear and the intermediate shaft reverse gear.
Specifically, the first gear shifting mechanism comprises a first gear shifting executing gear arranged on a first central shaft, a first gear shifting executing mechanism tooth sleeve connected with the first gear shifting executing gear, a hollow shaft gear shifting combining gear arranged on a hollow shaft and a fixed tooth seat fixed on a shell; the first gear shifting executing gear can be respectively combined with or disconnected from the hollow shaft gear shifting combining gear and the fixed tooth seat by moving the gear sleeve of the first gear shifting executing mechanism.
Specifically, the second gear shifting mechanism comprises an output shaft gear shifting executing gear arranged on the output, a second gear shifting executing mechanism tooth sleeve connected with the output shaft gear shifting executing gear, and a second central shaft gear shifting combining gear arranged on a second central shaft; the output shaft gear shifting executing gear can be combined with or disconnected from the second central shaft gear shifting combining gear by moving the gear sleeve of the second gear shifting executing mechanism.
Specifically, the third gear shifting mechanism comprises a third gear shifting executing gear arranged on the second central shaft and arranged in the middle of the first gear of the second central shaft and the second gear of the second central shaft, and a third gear shifting executing mechanism tooth sleeve connected with the third gear shifting executing gear, and the third gear shifting executing gear can be respectively combined with or disconnected from the first gear of the second central shaft or the second gear of the second central shaft by moving the third gear shifting executing mechanism tooth sleeve.
Specifically, the fourth gear shifting mechanism comprises a fourth gear shifting executing gear arranged on the intermediate shaft of the intermediate shaft third reduction gear and the intermediate shaft reverse gear, and a fourth gear shifting executing mechanism tooth sleeve connected with the fourth gear shifting executing gear, and the fourth gear shifting executing gear can be respectively combined with or disconnected from the intermediate shaft third reduction gear or the intermediate shaft reverse gear by moving the fourth gear shifting executing mechanism tooth sleeve.
The power take-off module comprises a power take-off front shaft and a power take-off rear shaft which are arranged on one side of the second central shaft in parallel, wherein the power take-off front shaft is in transmission connection with the power take-off rear shaft, and the power take-off front shaft is in transmission through meshing of a first gear of the power take-off front shaft and a second gear of the second central shaft which are fixedly arranged; a fifth gear shifting mechanism is arranged between the power taking front shaft and the power taking rear shaft.
Specifically, the fifth gear shifting mechanism comprises a fifth gear shifting executing gear arranged on the power taking rear shaft, a fifth gear shifting executing mechanism tooth sleeve connected with the fifth gear shifting executing gear, and a power taking front shaft gear shifting combining gear arranged on the power taking front shaft; the fifth gear shifting executing gear can be combined with or disconnected from the power taking front shaft gear shifting combining gear by moving the gear sleeve of the fifth gear shifting executing mechanism.
Specifically, the junction of first center pin and engine passes through flexible connector and connects or breaks off.
The invention has the beneficial effects that:
1. the peak torque of the double-drive motor can be reduced by at least 50%, the motor size is obviously reduced, the cost of the drive motor can be reduced by about 45%, and the core competitiveness of the scheme can be improved in terms of cost;
2. the double motors are arranged in parallel, so that the axial size of the power assembly can be greatly reduced, the arrangement mode is more flexible in a limited bus installation space, and the double motors can be suitable for different vehicle types, and the range of the adapted vehicle types is enlarged;
3. In each driving mode of the planetary gear series-parallel scheme, the mode with highest transmission efficiency is that the engine directly drives the vehicle, and in order to improve the transmission efficiency of the system, the multipurpose engine directly drives the vehicle, so that the fourth gear sleeve is connected with the first gear of the hollow shaft, the direct driving of the engine can be realized, and the fuel saving rate of the whole vehicle system is improved; the system can be used for city buses and long-distance high-speed buses at the same time.
4. The first gear sleeve is connected with the fixed tooth seat, so that the vehicle can be driven in a pure electric driving mode by the double motors, and compared with the situation that only a single motor can work when pure electric driving is performed by other planetary row schemes, the proposal can reduce the torque and the power of the first motor and reduce the system cost.
5. The gear shifting mechanism of the same-magnitude system has the advantages of small quantity, simple structure and safe and reliable work.
6. The second motor is directly connected with the output shaft in a decelerating way, so that the power of the whole vehicle in the driving process can be improved in the gear shifting process, the power of the gear shifting process is ensured to be uninterrupted, the gear shifting smoothness is good, and the driving comfort is improved.
7. The mechanical power taking and the electric power taking are designed, and the mechanical power taking or the electric power taking can be selected according to different scene demands, so that the device is flexibly suitable for different scene demands.
8. The system can realize forward or backward limp, and ensure safe driving home under special conditions.
9. The application range is wide, and the method can be used in the fields of urban buses, highway buses, long-distance buses, new energy trucks, new energy automobiles and the like.
Drawings
Fig. 1 is a schematic diagram of a prior art two-motor hybrid system.
Fig. 2 is a schematic diagram of a hybrid system in an embodiment.
Fig. 3 is a schematic diagram of a hybrid system according to another embodiment.
In the figure, a 100-engine; 200-flexible connectors; 300-a housing; 301-a first central axis; 302-fixing a tooth holder; 303-a first shift actuator gear sleeve; 304-a hollow shaft gear shift combined gear; 305-hollow shaft; 306—a hollow shaft gear; 307-sun gear; 308-planet wheels; 309-a planet carrier; 310-gear ring; 311-a first gear of the power take-off front shaft; 312-a front force-taking shaft; 313-a second central shaft first gear; 314-a second central shaft second gear; 315-a second central shaft third gear; 316-a second central shaft fourth gear; 317-a second central axis; 318-a second central shaft shift coupling gear; 319-a second shift actuator sleeve; 320-an output shaft shift execution gear; 321-an output shaft first gear; ;323—intermediate shaft output gear; 324-a gear at the rear end of the transition shaft of the second motor; 325-a second motor transition shaft; 326-a second motor transition shaft front end gear; 327-a second motor output gear; 328-output shaft; 329-an intermediate shaft; 330-a third shift-performing gear; 331-a reverse gear transition gear; 332-a countershaft reverse gear; 333-fourth gear shift actuator tooth sleeve; 334-intermediate shaft third reduction gear; 335-intermediate shaft second reduction gear; 336-third shift actuator sleeve; 337-intermediate shaft first reduction gear; 338-first shift execution gear; 339-first motor intermediate gear; 340-a first motor output gear; 341-fourth shift execution gear; 401-a first motor; 402-a second motor; 500-final drive; 601-left half shaft; 602-right half shaft; 701-left wheel; 702-right wheel; 800-a force taking module; 801-fifth gear shift actuator gear sleeve; 802-a rear axle for taking force; 803-force taking front axle gear shifting combined gear; 804-fifth shift execution gear.
Detailed Description
To describe the technical contents of the present invention in detail, the achieved objects and effects will be described below with reference to the embodiments in conjunction with the accompanying drawings. In the description of the embodiments, it should be understood that terms indicating orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are merely for convenience in describing the embodiments and simplifying the description, and are not indicative or implying that the apparatus or elements in question must have a particular orientation-be constructed and operated in a particular orientation and therefore should not be construed as limiting the present invention.
According to the embodiment of the scheme, the double-motor single-planetary-row hybrid power system of the three-gear parallel shaft type claudible belt power take-off module mainly comprises, as shown in fig. 2: engine 100, first motor 401, second motor 402, power take-off module 800, and housing 300.
The first center shaft 301, the second center shaft 319, and the output shaft 334 are sequentially disposed on the same straight line in the housing 300, and the front end of the first center shaft 301 is inserted out of the housing 300, and is connected to the output end of the engine 100 via the flexible connector 200, so as to input the power of the engine 100.
The first central shaft 301 is sleeved with a first hollow shaft 305, the rear end of the first central shaft 31 is in transmission connection with the hollow shaft 32 through a planetary row, and the rear end of the planetary row is connected with a second central shaft 317. Specifically, referring to fig. 2, the planetary gear row includes a sun gear 307, a planet gear 308, a planet carrier 309 and a gear ring 310, the sun gear 307 is fixedly disposed on the hollow shaft 305, the first central shaft 301 is fixedly connected with the planet carrier 309, the planet gear 308 is mounted on the planet carrier 309, the planet gear 308 is meshed with the sun gear 307 and the gear ring 310 respectively, and the rear end of the gear ring 310 is connected with the second central shaft 317.
The rear end of the second central shaft 317 may be drivingly connected to an output shaft 328, the rear end of the output shaft 328 penetrating out of the housing 300 to transmit power to the wheel system. Specifically, the wheel system includes a main speed reducer 500, an output shaft 328 is in transmission connection with the main speed reducer 500, and the main speed reducer 500 is in transmission connection with a left wheel 701 and a right wheel 702 through a left half shaft 601 and a right half shaft 602 respectively.
A speed regulating mechanism is arranged in the shell 300 at one side of the second central shaft 317, and the speed regulating mechanism is respectively connected with the second central shaft 317 and the output shaft 328 in a transmission way. Referring specifically to fig. 2, the speed adjusting mechanism includes an intermediate shaft 329 disposed in parallel on one side of the second central shaft 317, and an intermediate shaft first reduction gear 337, an intermediate shaft second reduction gear 335, an intermediate shaft third reduction gear 334, an intermediate shaft reverse gear 332, and an intermediate shaft output gear 323 are sequentially disposed on the intermediate shaft 329 from the front end to the rear end, and the intermediate shaft first reduction gear 337, the intermediate shaft second reduction gear 335, and the intermediate shaft output gear 323 are respectively sleeved on the intermediate shaft in a hollow manner, and are respectively fixedly connected with the intermediate shaft 329; the transmission ratios of the intermediate shaft first reduction gear 337, the intermediate shaft second reduction gear 335 and the intermediate shaft third reduction gear 334 are all different; a second central shaft first gear 313, a second central shaft second gear 314, a second central shaft third gear 315, and a second central shaft fourth gear 316 which are sequentially arranged from the front end to the rear end on a second central shaft 317; the second central shaft first gear 313 and the second central shaft second gear 314 are sleeved on the second central shaft 317 in an empty mode, and the second central shaft third gear 315 and the second central shaft fourth gear 316 are fixedly connected with the second central shaft 317; an output shaft first gear 321 is fixedly connected to the output shaft 328; the intermediate shaft first reduction gear 337, the intermediate shaft second reduction gear 335, the intermediate shaft third reduction gear 334, and the intermediate shaft output gear 323 mesh with the second center shaft first gear 313, the second center shaft second gear 314, the second center shaft third gear 315, and the output shaft first gear 321, respectively, and the intermediate shaft reverse gear 332 meshes with the second center shaft fourth gear 316 through the reverse gear transition gear 331.
The first motor 401 is in drive connection with the hollow shaft 305. Specifically, the output shaft of the first motor 401 is provided with a first motor output gear 340, the hollow shaft 305 is provided with a hollow shaft gear 306, and the first motor output gear 340 and the hollow shaft gear 306 are respectively driven by engaging a first motor intermediate gear 339.
The second motor 402 is in driving connection with the output shaft 328. Specifically, the output shaft of the second motor 402 is provided with a second motor output gear 327, one side of the output shaft 328 is provided with a second motor transition shaft 325, front and rear ends of the second motor transition shaft 325 are provided with a second motor transition shaft front end gear 326 and a second motor transition shaft rear end gear 324, the second motor output gear 327 is meshed with the second motor transition shaft front end gear 326, and the second motor transition shaft rear end gear 324 is meshed with the output shaft first gear 321.
In summary, a drive connection of the two electric machines and the engine is achieved.
Specifically, the hybrid power system of this embodiment further includes a first shift mechanism, a second shift mechanism, a third shift mechanism, a fourth shift mechanism that can control braking or linkage to thereby adjust mode selection, wherein:
A first gear shifting mechanism is arranged between the first central shaft 301 and the hollow shaft 305; the first gear shift mechanism includes a first gear shift actuator gear 338 disposed on the first central shaft 301, a first gear shift actuator gear sleeve 303 connected to the first gear shift actuator gear 338, a hollow shaft gear shift coupling gear 304 disposed on the hollow shaft 305, and a fixed gear seat 302 fixed on the housing 300.
The first shift actuator sleeve 303 includes three gear positions for the drive mode: the first is: the first gear shifting executing mechanism tooth sleeve 303 can slide towards the front end and is simultaneously connected with the fixed tooth seat 302 and the first gear shifting executing gear 338, so that the braking of the first central shaft 301 is realized, and the first hollow shaft 305 rotates. The second is: the first gear shifting executing mechanism gear sleeve 303 can slide towards the rear end to connect the first gear shifting executing gear 338 with the hollow shaft gear shifting combining gear 304, that is, the first central shaft 301 and the hollow shaft 305 simultaneously rotate together at the same speed to drive the gear ring 310 to rotate. The third is: the first shift actuator sleeve 303 remains intermediate, and the first central shaft 301 and the hollow shaft 305 can rotate at different rates.
A second shift mechanism is provided between the second center shaft 317 and the output shaft 328; the second shift mechanism includes an output shaft shift execution gear 320 provided on the output, a second shift execution mechanism tooth sleeve 319 connected with the output shaft shift execution gear 320, a second center shaft shift coupling gear 318 provided on the second center shaft 317.
The second shift actuator sleeve 319 includes two gear shifts: the first is: the second gear shifting executing mechanism tooth sleeve 319 can slide to the front end to enable the output shaft gear shifting executing gear 320 to be meshed with the two central shaft gear shifting combining gear 318, so that the same-speed rotation connection between the second central shaft 317 and the output shaft 328 is realized; the second is: the second shift actuator sleeve 319 remains in place and the second central shaft 317 is not driven with the output shaft 328.
A third shift mechanism is provided between the second center shaft 317, the second center shaft first gear 313, and the second center shaft second gear 314, and includes a third shift actuator gear 330 provided on the second center shaft 317 intermediate the second center shaft first gear 313 and the second center shaft second gear 314, and a third shift actuator gear sleeve 336 connected to the third shift actuator gear 330.
The third shift actuator sleeve 336 includes three gear shifts for speed adjustment: the first and second are respectively: the third gear shift actuating mechanism tooth sleeve 336 enables the third gear shift actuating gear 330 to be combined and connected with the second central shaft first gear 313 or the second central shaft second gear 314 respectively by sliding forwards or backwards so as to realize the transmission connection of different speed ratios between the second central shaft 317 and the intermediate shaft 329; the third is: the third shift actuator sleeve 336 remains in an intermediate position with power directed from the second center shaft 317.
A fourth shift mechanism is arranged among the intermediate shaft 329, the intermediate shaft third reduction gear 334 and the intermediate shaft reverse gear 332; the fourth shift mechanism includes a fourth shift execution gear 341 provided on the intermediate shaft third reduction gear 334, the intermediate shaft 329 of the intermediate shaft reverse gear 332, and a fourth shift execution mechanism sleeve 333 connected to the fourth shift execution gear 341.
The fourth shift actuator sleeve 333 also includes three speed gear shifts: in the first or second gear, the fourth gear shifting executing mechanism tooth sleeve 333 can slide forward or back to enable the fourth gear shifting executing gear 341 to be meshed with the intermediate shaft third reduction gear 334 or the intermediate shaft reverse gear 332, so as to realize transmission of different speed ratios between the second central shaft and the intermediate shaft 329; similarly, the third gear is that the fourth gear shift actuator sleeve 333 keeps the middle in place, and the power is directly output from the intermediate shaft 329.
Through the tooth sleeve operation, the system can realize the following operation modes:
1-electric-only mode
Switching the first gear shifting mechanism to lock the first central shaft 301, thereby forming braking on the first central shaft 301, at this time, the engine 100 temporarily does not provide power, and the power is cut in and output from the first planetary gear set through the first motor 401 meshing gear set; similarly, the second motor 402 outputs power from the output shaft 328 via the meshing gear set, and the system drives the vehicle in a pure electric mode by using the double motors of the first motor 401 and the second motor 402 together.
2-Pure engine mode
The first gear shifting executing mechanism is switched to connect the first central shaft 301 with the first hollow shaft 305, at this time, the engine 100 directly drives the vehicle, so that the use probability of the engine for directly driving the whole vehicle is improved, the transmission efficiency of the power assembly system is higher, the fuel consumption of the system is reduced, the fuel saving rate of the whole vehicle system is improved, and the system can be used for city buses and long-distance high-speed buses at the same time.
3-Hybrid drive mode
In this mode, neither of the first shift actuator pockets 303 is connected to the hollow shaft shift coupling gear 304 and the fixed gear holder 302, and the first central shaft 301 and the first hollow shaft 305 are kept in a non-uniform rotation state. At this time, the whole vehicle outputs power by hybrid driving of the engine 100 and the first motor 401, and the dynamic property and economical balance of the assembly system are maintained.
4-Feedback braking
When braking, the counter moment is transmitted to the second motor through the meshing gear set and the planetary row, or the first motor and the second motor simultaneously recover braking energy.
5-Power Shifting
Through the adjustment of the third gear shifting mechanism and the fourth gear shifting mechanism, the second central shaft 317 is meshed with the intermediate shaft first speed reducing gear 337, the intermediate shaft second speed reducing gear 335 and the intermediate shaft third speed reducing gear 334 through the second central shaft first gear 313, the second central shaft second gear 314 and the second central shaft third gear 315, and the speed reducing gears respectively correspond to the high speed reduction ratio, the medium speed reduction ratio and the low speed reduction ratio, and the speed reducing gears of three different gears can be selected, so that different torques can be output through selecting various different gears. The power shift can be adopted in different running modes, so that the gear modes are rich, and the power shift device is suitable for different application scenes.
The present embodiment illustrates a speed regulating mechanism composed of three-gear reduction gears, and according to other embodiments or practical applications, the speed regulating mechanism may be a one-gear-two-gear arrangement or a three-gear arrangement or more.
6-Limp forward and limp reverse modes
Power from engine 100 is input through first central shaft 301, transferred to carrier 309, out of ring gear 310, transferred to second central shaft 317, transferred to intermediate shaft 329 via intermediate shaft first reduction gear 337, and transferred to output shaft 328 via intermediate shaft output gear 323, thereby achieving a limp forward mode. The power of the engine 100 is input through the first central shaft 301, transmitted to the planet carrier 309, transmitted out of the gear ring 310, transmitted to the second central shaft 317 shaft, transmitted to the intermediate shaft 329 through the second central shaft fourth gear 316, the reverse gear transition gear 331 and the intermediate shaft reverse gear 332, and transmitted to the output shaft 328 through the intermediate shaft output gear 323, thereby realizing the limp-home mode. When the motor fails, the limp mode can ensure that the vehicle runs.
In another embodiment, referring to fig. 3, the power take-off module 800 further includes a power take-off front shaft 312 and a power take-off rear shaft 802 that are disposed in parallel on one side of the second central shaft 317, where the power take-off front shaft 312 is in driving connection with the power take-off rear shaft 802, and the power take-off front shaft 312 is driven by meshing the power take-off front shaft first gear 311 with the second central shaft second gear 314.
A fifth shift mechanism is provided between the front power take-off shaft 312 and the rear power take-off shaft 802. The fifth gear shift mechanism comprises a fifth gear shift executing gear 804 arranged on the power take-off rear shaft 802, a fifth gear shift executing mechanism tooth sleeve 801 connected with the fifth gear shift executing gear 804, and a power take-off front shaft gear shift combining gear 803 arranged on the power take-off front shaft 312; the fifth shift execution gear 804 can be engaged with or disengaged from the power take-off front shaft shift engagement gear 803 by moving the fifth shift execution mechanism sleeve 801.
The system operation in this embodiment may therefore also take the following modes of operation:
7-mechanical power take-off mode
Power from engine 100 is input through first central shaft 301, transferred to carrier 309, out gear ring 310, transferred to second central shaft 317, and transferred through second central shaft second gear 314 to power take-off front shaft 312 and power take-off rear shaft 802, thereby implementing a mechanical power take-off mode.
8-Electric power take-off mode
The power of the first motor 401 is transmitted to the hollow shaft 305 through gear transmission, and is transmitted to the second central shaft 317 through the planetary gear, and is similarly transmitted to the power taking front shaft 312 and the power taking rear shaft 802 through the second central shaft second gear 314, so that an electric power taking mode is realized.
Therefore, the scheme of the invention adopts parallel arrangement of the double motors, and the double motors are respectively connected through the speed reducing mechanism, so that the axial length of the power assembly can be greatly reduced, the arrangement space of the power assembly is reduced, and the application range of the power assembly to different vehicle types is improved. The design planet row connects engine and motor, realizes the power decoupling, designs high, well, low three-gear speed ratio moreover, improves the use probability that the engine directly drives whole car operation through the switching of different modes and gear, improves the efficiency of motor, makes the transmission efficiency of power assembly system higher, reduces the fuel consumption of system, satisfies the user demand of different operating modes. The second motor is directly connected with the output shaft through the reduction gear, and the gear shifting process provides the power required by the whole vehicle in a running manner through the second click, so that the gear shifting power is not interrupted in the running process of the whole vehicle, and the gear shifting smoothness and the passenger comfort are improved. Meanwhile, a limp forward mode and a limp backward mode are designed, so that the use convenience and the safety are improved. In addition, the optional power taking module is designed, and the electric power taking or the mechanical power taking can be selected according to scene requirements so as to meet the use requirements in different scenes. The purpose of the invention is achieved.
Moreover, in some embodiments, the first shift actuator sleeve 303, the second shift actuator sleeve 319, the third shift actuator sleeve 336, the fourth shift actuator sleeve 333, the fifth shift actuator sleeve 801 may be electronically controlled to effect a sliding shift.
In other embodiments, the force module 800 may be integrally mounted on the housing 300 or mounted outside the housing 300, and modularly mounted according to different requirements.
In some other embodiments, the first motor 401 and the second motor 402 may be disposed outside the housing 300 or inside the housing 300 between the first planetary gear set and the second planetary gear set in opposite output directions, further improving the compactness of the system.
In summary, the invention has the advantages that the double motors are arranged by adopting parallel shafts, so that the axial length of the power assembly can be greatly reduced, the arrangement space of the power assembly is reduced, and the application range of the power assembly to different vehicle types is improved. Through the design of the connection mode of the double-motor single-planet row and the engine, the use probability of the engine for directly driving the whole vehicle to run is improved, the transmission efficiency of the power assembly system is higher, and the fuel consumption of the system is reduced. The power decoupling of the engine is realized through the star gear, and different torques are met through torque adjustment of the speed regulating mechanism. Through different mode switching, the user demand of different operating modes is satisfied.
While the invention has been described in detail with respect to specific embodiments thereof, it will be apparent to those skilled in the art that various modifications and improvements can be made thereto. Accordingly, such modifications or improvements may be made without departing from the spirit of the invention and are intended to be within the scope of the invention as claimed.

Claims (6)

1. Three-gear parallel shaft type claudication belt power take-off module double-motor single-planetary-row hybrid power system is characterized in that: comprises an engine (100), a first motor (401), a second motor (402), a shell (300), a first central shaft (301) arranged in the shell (300) and a hollow shaft (305);
The front end of the first central shaft (301) penetrates out of the shell (300) to be connected with the output end of the engine (100), the hollow shaft (305) is sleeved on the first central shaft (301), and the rear end of the first central shaft (301) is in transmission connection with the hollow shaft (305) through a planetary row;
A first gear shifting mechanism is arranged between the first central shaft (301) and the hollow shaft (305);
The rear end of the planetary row is connected with a second central shaft (317), the rear end of the second central shaft (317) is in transmission connection with an output shaft (328), and the rear end of the output shaft (328) penetrates out of the shell (300) to be in transmission connection with a wheel system;
the first motor (401) is in transmission connection with the hollow shaft (305), and the second motor (402) is in transmission connection with the output shaft (328);
A speed regulating mechanism is arranged in the shell (300) at one side of the second central shaft (317), and the speed regulating mechanism is respectively connected with the second central shaft (317) and the output shaft (328) in a transmission way;
A second gear shifting mechanism is arranged between the second central shaft (317) and the output shaft (328);
The planetary gear comprises a sun gear (307), a planetary gear (308), a planetary carrier (309) and a gear ring (310), wherein the sun gear (307) is fixedly arranged on a hollow shaft (305), a first central shaft (301) is fixedly connected with the planetary carrier (309), the planetary gear (308) is arranged on the planetary carrier (309), the planetary gear (308) is respectively meshed with the sun gear (307) and the gear ring (310), and the rear end of the gear ring (310) is connected with a second central shaft (317);
The speed regulating mechanism comprises an intermediate shaft (329) which is arranged on one side of the second central shaft (317) in parallel, an intermediate shaft first reduction gear (337), an intermediate shaft second reduction gear (335), an intermediate shaft third reduction gear (334), an intermediate shaft reverse gear (332) and an intermediate shaft output gear (323) are sequentially arranged on the intermediate shaft (329) from the front end to the rear end, the intermediate shaft third reduction gear (334) and the intermediate shaft reverse gear (332) are respectively sleeved on the intermediate shaft in a hollow mode, and the intermediate shaft first reduction gear (337), the intermediate shaft second reduction gear (335) and the intermediate shaft output gear (323) are respectively fixedly connected with the intermediate shaft (329); the transmission ratios of the first speed reducing gear (337) of the intermediate shaft, the second speed reducing gear (335) of the intermediate shaft and the third speed reducing gear (334) of the intermediate shaft are different;
A second central shaft first gear (313), a second central shaft second gear (314), a second central shaft third gear (315) and a second central shaft fourth gear (316) which are sequentially arranged on the second central shaft (317) from the front end to the rear end; the second central shaft first gear (313) and the second central shaft second gear (314) are sleeved on the second central shaft (317), and the second central shaft third gear (315) and the second central shaft fourth gear (316) are fixedly connected with the second central shaft (317); an output shaft first gear (321) is fixedly connected to the output shaft (328);
The intermediate shaft first reduction gear (337), the intermediate shaft second reduction gear (335), the intermediate shaft third reduction gear (334) and the intermediate shaft output gear (323) are respectively meshed with the second central shaft first gear (313), the second central shaft second gear (314), the second central shaft third gear (315) and the output shaft first gear (321), and the intermediate shaft reverse gear (332) is meshed with the second central shaft fourth gear (316) through a reverse gear transition gear (331);
A third gear shifting mechanism is arranged among the second central shaft (317), the second central shaft first gear (313) and the second central shaft second gear (314), and a fourth gear shifting mechanism is arranged among the intermediate shaft (329), the intermediate shaft third reduction gear (334) and the intermediate shaft reverse gear (332);
The first gear shifting mechanism comprises a first gear shifting executing gear (338) arranged on a first central shaft (301), a first gear shifting executing mechanism tooth sleeve (303) connected with the first gear shifting executing gear (338), a hollow shaft gear shifting combining gear (304) arranged on a hollow shaft (305) and a fixed tooth seat (302) fixed on a shell (300); the first gear shifting executing gear (338) can be respectively combined with or disconnected from the hollow shaft gear shifting combining gear (304) and the fixed tooth seat (302) by moving the gear sleeve (303) of the first gear shifting executing mechanism;
The second gear shifting mechanism comprises an output shaft gear shifting executing gear (320) arranged on the output, a second gear shifting executing mechanism tooth sleeve (319) connected with the output shaft gear shifting executing gear (320), and a second central shaft gear shifting combining gear (318) arranged on a second central shaft (317); the output shaft shift execution gear (320) can be engaged with or disengaged from the second center shaft shift engagement gear (318) by moving the second shift execution mechanism tooth sleeve (319).
2. The three-gear parallel shaft type claudible belt power take-off module double-motor single-planetary-row hybrid power system according to claim 1, wherein the power take-off module double-motor single-planetary-row hybrid power system is characterized in that: the third gear shifting mechanism comprises a third gear shifting executing gear (330) arranged on the second central shaft (317) in the middle of the first gear (313) of the second central shaft and the second gear (314) of the second central shaft, and a third gear shifting executing mechanism tooth sleeve (336) connected with the third gear shifting executing gear (330), and the third gear shifting executing gear (330) can be respectively combined with or disconnected from the first gear (313) of the second central shaft or the second gear (314) of the second central shaft by moving the third gear shifting executing mechanism tooth sleeve (336).
3. The three-gear parallel shaft type claudible belt power take-off module double-motor single-planetary-row hybrid power system according to claim 1, wherein the power take-off module double-motor single-planetary-row hybrid power system is characterized in that: the fourth gear shifting mechanism comprises a fourth gear shifting executing gear (341) arranged on the intermediate shaft (329) of the intermediate shaft third speed reducing gear (334) and the intermediate shaft reverse gear (332), and a fourth gear shifting executing mechanism tooth sleeve (333) connected with the fourth gear shifting executing gear (341), and the fourth gear shifting executing gear (341) can be respectively combined with or disconnected from the intermediate shaft third speed reducing gear (334) or the intermediate shaft reverse gear (332) by moving the fourth gear shifting executing mechanism tooth sleeve (333).
4. The three-gear parallel shaft type claudible belt power take-off module double-motor single-planetary-row hybrid power system according to claim 1, wherein the power take-off module double-motor single-planetary-row hybrid power system is characterized in that: the power take-off device comprises a first central shaft (317) and a second central shaft (314), and further comprises a power take-off module (800), wherein the power take-off module (800) comprises a power take-off front shaft (312) and a power take-off rear shaft (802) which are arranged on one side of the second central shaft in parallel, the power take-off front shaft (312) is in transmission connection with the power take-off rear shaft (802), and the power take-off front shaft (312) is in transmission through meshing of a power take-off front shaft first gear (311) which is fixedly arranged with the second central shaft second gear (314); a fifth gear shifting mechanism is arranged between the power taking front shaft (312) and the power taking rear shaft (802).
5. The three-gear parallel shaft type claudible belt power take-off module double-motor single-planetary-row hybrid power system according to claim 4, wherein: the fifth gear shifting mechanism comprises a fifth gear shifting executing gear (804) arranged on a power taking rear shaft (802), a fifth gear shifting executing mechanism tooth sleeve (801) connected with the fifth gear shifting executing gear (804), and a power taking front shaft gear shifting combination gear (803) arranged on a power taking front shaft (312); the fifth gear shifting executing gear (804) can be combined with or separated from the power taking front axle gear shifting combining gear (803) by moving the gear sleeve (801) of the fifth gear shifting executing mechanism.
6. The three-gear parallel shaft type claudible belt power take-off module double-motor single-planetary-row hybrid power system according to claim 1, wherein the power take-off module double-motor single-planetary-row hybrid power system is characterized in that: the connection part of the first central shaft (301) and the engine (100) is connected or disconnected through a flexible connector (200).
CN202110900007.9A 2021-08-06 2021-08-06 Three-gear parallel shaft type claudication belt power take-off module double-motor single-planetary-row hybrid power system Active CN113602070B (en)

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WO2017107847A1 (en) * 2015-12-25 2017-06-29 比亚迪股份有限公司 Power drive system and vehicle having said power drive system
CN113002287A (en) * 2021-03-01 2021-06-22 凯博易控车辆科技(苏州)股份有限公司 Single-planet-row hybrid driving system and control method thereof
CN216101510U (en) * 2021-08-06 2022-03-22 广西玉柴机器股份有限公司 Parallel shaft type double-motor single-planet-row hybrid power system

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017107847A1 (en) * 2015-12-25 2017-06-29 比亚迪股份有限公司 Power drive system and vehicle having said power drive system
CN113002287A (en) * 2021-03-01 2021-06-22 凯博易控车辆科技(苏州)股份有限公司 Single-planet-row hybrid driving system and control method thereof
CN216101510U (en) * 2021-08-06 2022-03-22 广西玉柴机器股份有限公司 Parallel shaft type double-motor single-planet-row hybrid power system

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