CN211809029U - Hybrid transmission adopting double-long-wheelbase motor - Google Patents
Hybrid transmission adopting double-long-wheelbase motor Download PDFInfo
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- CN211809029U CN211809029U CN201922280093.9U CN201922280093U CN211809029U CN 211809029 U CN211809029 U CN 211809029U CN 201922280093 U CN201922280093 U CN 201922280093U CN 211809029 U CN211809029 U CN 211809029U
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Abstract
The utility model discloses an adopt mixed variable-speed unit of two long wheelbase motors, include: the electric power transmission device comprises an input shaft, an intermediate shaft, a transmission mechanism arranged between the two shafts, a differential used for receiving power transmitted by the intermediate shaft, a first motor and a second motor, wherein the first motor is connected to the differential through the transmission mechanism and transmits electric power to the differential, the second motor is directly connected to the differential and transmits the electric power to the differential, and the first motor and the second motor are high-speed high-efficiency long-wheelbase motors with the same wheelbase. The utility model discloses a two shaft type designs to with two motors setting up on the axial direction between the first end and the second end of input shaft, first motor is close to the input shaft as far as possible on radial direction, can guarantee that differential mechanism position is similar with traditional derailleur position, avoids the space change of whole car sub vehicle frame as far as possible, and ensures the design and the configuration of the ball cage contained angle of the length of differential mechanism minor axis in order to ensure.
Description
Technical Field
The utility model relates to a hybrid vehicle technical field particularly, especially relates to an adopt mixed variable transmission of two long wheelbase motors.
Background
At present, hybrid electric vehicles in new energy vehicles in China develop most rapidly. A hybrid vehicle is a vehicle that uses a variety of energy sources, typically a conventional engine that uses liquid fuel and an electric motor driven vehicle that uses electric energy. Hybrid vehicles can be driven in various modes, and hybrid transmissions at present can generally perform operation modes such as engine-only driving, motor-only driving, and simultaneous driving of the engine and the motor.
A hybrid transmission in the prior art is realized by adding a driving motor on the existing transmission on the premise of minimum change of the existing transmission. However, the hybrid transmission of this type has the following problems that (1) because of the position limitation of the differential, the input shaft and the like and the unreasonable arrangement of the transmission mechanism, the added driving motor and the auxiliary motor adopt two different types, one is a high-speed high-efficiency motor, and the other is a high-torque low-rotation-speed motor, so that the production cost of the whole transmission is too high; (2) adopt 2 or the jackshafts more than 2, in addition the driving motor who increases, the appearance profile that can make whole derailleur changes great, and newly-increased motor is more close to the driver's cabin, and when the vehicle collided like this, the derailleur can take place to overturn to the driver's cabin, and then oppresses the steering tube and destroys a steering system, and this will greatly reduce whole car security.
SUMMERY OF THE UTILITY MODEL
The utility model aims at overcoming the not enough of prior art existence, provide a drive mechanism and arrange the mixed variable-speed unit of adopting two long wheelbase motors of reasonable, the security is high.
The purpose of the utility model is realized through the following technical scheme:
a hybrid transmission employing a dual long wheelbase electric machine, comprising:
an input shaft for receiving engine power;
the intermediate shaft is arranged in parallel with the input shaft;
the transmission mechanism is arranged between the input shaft and the intermediate shaft;
a differential for receiving power transmitted from the intermediate shaft;
a first motor and a second motor,
the first motor is connected to the differential through the transmission mechanism and transmits electric power to the differential, the second motor is directly connected to the differential and transmits the electric power to the differential, and the first motor and the second motor are high-speed, high-efficiency and long-wheelbase motors with the same wheelbase.
Preferably, the high-speed high-efficiency long-wheelbase motor has a wheelbase equivalent to the length of the input shaft.
Preferably, motor shafts of the first motor and the second motor are parallel to the input shaft, the first motor and the second motor are arranged between two ends of the input shaft in the axial direction, and the first motor is close to the input shaft in the radial direction.
Preferably, the distance from the first electric machine to the input shaft is smaller than the distance from the differential to the input shaft.
Preferably, the first electric machine is connected to the transmission mechanism through a set of transmission teeth, and the second electric machine is directly connected to the differential through a set of transmission teeth.
Preferably, the transmission gear set is a reduction gear set and is arranged on the short idler shaft.
Preferably, the clutch is arranged between the input shaft and the engine, one side of the clutch is connected with the input shaft, and the other side of the clutch is connected with a damping structure of the engine.
Preferably, the transmission mechanism comprises a driving gear fixed on the input shaft and a driven gear sleeved on the intermediate shaft in a hollow manner, the driving gear is meshed with the driven gear, and the intermediate shaft is further provided with a synchronizer and an output gear.
Preferably, there is only one intermediate shaft, the transmission mechanism is of a four-gear structure, a synchronizer is arranged between the low-gear driven gears and is arranged on the side far away from the engine, and a synchronizer is arranged between the high-gear driven gears and is arranged on the side close to the engine.
The beneficial effects of the utility model are mainly embodied in that:
1. two motors with the same size and specification are adopted, so that the cost of the transmission is greatly reduced;
2. the differential mechanism is designed in a two-shaft mode, the two motors are arranged between the first end and the second end of the input shaft in the axial direction, the first motor is close to the input shaft in the radial direction as far as possible, the position of the differential mechanism can be ensured to be similar to that of a traditional transmission, the space change of an auxiliary frame of the whole vehicle can be avoided as far as possible, and the length of a short half shaft of the differential mechanism is ensured so as to ensure the design and the configuration of a ball cage included angle;
3. the special position of the motor can ensure that the center of gravity of the whole transmission can move downwards, and when a vehicle collides, the transmission can not press a steering pipe even if the transmission overturns towards a cab, so that the safety of the whole vehicle is greatly improved;
4. the special gear arrangement structure ensures that the motor has enough space to ensure the driving power of the motor;
5. the motor can be driven through four gears in a pure EV mode, so that the problem of limited rotating speed of the motor is solved; the two motors work cooperatively to provide larger pure EV driving power, and the power of the motor monomers can be reduced, so that the space requirement and the cost pressure are reduced (the cost of the motor increases linearly along with the increase of the space);
6. in the pure EV working condition, the clutch can be separated, the engine and wheels can be shielded, and the rotational inertia of the engine can be shielded by the clutch.
Drawings
The technical scheme of the utility model is further explained by combining the attached drawings as follows:
FIG. 1: the structure of the preferred embodiment of the present invention is schematically illustrated.
Detailed Description
The present invention will be described in detail below with reference to specific embodiments shown in the drawings. However, these embodiments are not limited to the present invention, and structural, method, or functional changes made by those skilled in the art according to these embodiments are all included in the scope of the present invention.
As shown in fig. 1, a preferred embodiment of the present invention discloses a hybrid transmission using a dual long-wheelbase motor, including: the input shaft 1 is arranged in the transmission shell and capable of rotating, and comprises a first end and a second end which are opposite, and the first end of the input shaft 1 is connected with an engine and used for receiving power of the engine. As in the prior art, a damping structure 8 such as a damping disc or a flywheel is arranged in the power transmission path of the engine as required to provide inertia and stable output.
The utility model discloses in, in the derailleur casing with 1 parallel arrangement of input shaft has an jackshaft 2, input shaft 1 with be provided with a drive mechanism between jackshaft 2. The transmission mechanism comprises a driving gear fixed on the input shaft 1 and a driven gear sleeved on the intermediate shaft 2 in a hollow manner, the driving gear is meshed with the driven gear, and the intermediate shaft 2 is also provided with a synchronizer 21 and an output gear 22. In the preferred embodiment, there is only one intermediate shaft 2, the transmission mechanism is a four-gear structure, a synchronizer 21 is arranged between driven gears of low gears and is arranged at the side far away from the engine, and a synchronizer 21 is arranged between driven gears of high gears and is arranged at the side close to the engine. Because the utility model discloses the shafting is simple, and mechanical structure arranges the convenience.
The output gear 22 meshes with the main gear of the differential 5. The differential is located at a first end of the input shaft 1 and is used for receiving power transmitted by the intermediate shaft 2. The utility model discloses well gear drive and the selection of synchronous ware are unanimous with prior art, no longer give unnecessary details here. Still can be equipped with the parking ratchet on the jackshaft 2, also can set up on differential mechanism 4, all be in the utility model discloses a protection category does not do specifically and restricts.
A clutch 7 is arranged between the input shaft 1 and the engine, one side of the clutch 7 is connected with the input shaft 1, and the other side of the clutch 7 is connected with a damping structure 8 of the engine.
The utility model discloses in, still include first motor 3 and second motor 4, first motor 3 passes through drive mechanism is connected to differential mechanism 5 and transmit the electrodynamic force extremely differential mechanism 5, second motor 4 directly link to differential mechanism 5 and transmit the electrodynamic force extremely differential mechanism 5. The first motor 3 is connected to the transmission mechanism through a transmission gear set 6, and the second motor 4 is directly connected to the differential mechanism 5 through the transmission gear set 6. Preferably, the transmission gear set 6 is a reduction gear set and is arranged on the short idler shaft 9.
The first motor 3 and the second motor 4 adopt high-speed high-efficiency long-wheelbase motors with the same wheelbase. Preferably, the high-speed, high-efficiency, long-wheelbase motor has a wheelbase that is comparable to the axial length of the input shaft 1. Because two motors with the same size and specification are adopted, the cost of the transmission is greatly reduced; and under the pure EV working condition, the two motors can provide larger pure EV driving power through cooperative work, so that the single power of the motors can be reduced, the space requirement and the cost pressure are further reduced, and the cost of the motors is linearly increased along with the increase of the space.
Preferably, motor shafts of the first motor 3 and the second motor 4 are parallel to the input shaft 1, the first motor 3 and the second motor 4 are arranged between two ends of the input shaft 1 in the axial direction, and the first motor 3 is close to the input shaft 1 in the radial direction. The distance from the first electric machine 3 to the input shaft 1 is smaller than the distance from the differential 5 to the input shaft 1. The structure can ensure that the position of the differential is similar to that of the traditional transmission, avoid the space change of the auxiliary frame of the whole vehicle as much as possible, ensure the length of the short half shaft of the differential so as to ensure the design and the configuration of the included angle of the ball cage, and ensure the effective space and the power of the motor; the gravity center of the whole transmission can be ensured to move downwards, and when a vehicle collides, the steering tube cannot be pressed even if the transmission overturns towards the cab, so that the safety of the whole vehicle is greatly improved.
The working process of the present invention is briefly described below. When the vehicle is started, the clutch is in a separated state, and the second motor is electrically driven, but the first motor can also provide electric drive at the same time. When the vehicle is driven to the speed at which the engine can work in the efficient economic area, the first motor starts the engine in advance and drives the engine in the efficient economic area at the speed, and parallel hybrid motion is achieved. The utility model discloses realize at the thoughtlessly move the in-process power on engine and the driving motor adds.
The utility model discloses it is compacter, light in weight, small, be favorable to whole car to carry on.
It should be understood that although the present description refers to embodiments, not every embodiment contains only a single technical solution, and such description is for clarity only, and those skilled in the art should make the description as a whole, and the technical solutions in the embodiments can also be combined appropriately to form other embodiments understood by those skilled in the art.
The above list of details is only for the practical implementation of the present invention, and they are not intended to limit the scope of the present invention, and all equivalent implementations or modifications that do not depart from the technical spirit of the present invention should be included in the scope of the present invention.
Claims (10)
1. A hybrid transmission adopting a double-long-wheelbase motor comprises,
an input shaft (1) for receiving engine power;
an intermediate shaft (2) arranged parallel to the input shaft (1);
a transmission mechanism arranged between the input shaft (1) and the intermediate shaft (2);
a differential (5) for receiving the power transmitted by the intermediate shaft (2);
the method is characterized in that: also comprises the following steps of (1) preparing,
a first motor (3) and a second motor (4),
the first motor (3) is connected to the differential (5) through the transmission mechanism and transmits electric power to the differential (5), the second motor (4) is directly connected to the differential (5) and transmits the electric power to the differential (5), and the first motor (3) and the second motor (4) adopt high-speed high-efficiency long-wheelbase motors with the same wheelbase.
2. A hybrid transmission employing a dual long wheelbase electric machine according to claim 1, wherein: the wheel base of the high-speed high-efficiency long-wheel-base motor is equivalent to the wheel base of the input shaft (1).
3. A hybrid transmission employing a dual long wheelbase electric machine according to claim 1, wherein: the motor shafts of the first motor (3) and the second motor (4) are parallel to the input shaft (1), the first motor (3) and the second motor (4) are arranged between two ends of the input shaft (1) in the axial direction, and the first motor (3) is close to the input shaft (1) in the radial direction.
4. A hybrid transmission employing a dual long wheelbase electric machine according to claim 3, wherein: the distance from the first motor (3) to the input shaft (1) is smaller than the distance from the differential (5) to the input shaft (1).
5. A hybrid transmission employing a dual long wheelbase electric machine according to claim 1, wherein: the first motor (3) is connected to the transmission mechanism through a transmission gear set (6), and the second motor (4) is directly connected to the differential mechanism (5) through the transmission gear set (6).
6. A hybrid transmission employing a dual long wheelbase electric machine according to claim 5, wherein: the transmission gear set (6) is a speed reduction gear set and is arranged on the short idler shaft (9).
7. A hybrid transmission using a dual long-wheelbase electric machine according to any one of claims 1 to 6, characterized in that: the clutch is characterized by further comprising a clutch (7) arranged between the input shaft (1) and the engine, one side of the clutch is connected with the input shaft (1), and the other side of the clutch is connected with a damping structure (8) of the engine.
8. A hybrid transmission using a dual long-wheelbase electric machine according to any one of claims 1 to 6, characterized in that: the transmission mechanism comprises a driving gear fixed on the input shaft (1) and a driven gear sleeved on the intermediate shaft (2) in a hollow mode, the driving gear is meshed with the driven gear, and a synchronizer (21) and an output gear (22) are further arranged on the intermediate shaft (2).
9. A hybrid transmission employing a dual long wheelbase electric machine according to claim 8, wherein: the transmission mechanism is of a four-gear structure, a synchronizer (21) is arranged between driven gears of low gears and is arranged on one side far away from the engine, and a synchronizer (21) is arranged between driven gears of high gears and is arranged on one side close to the engine.
10. A hybrid transmission adopting a double-long-wheelbase motor comprises,
an input shaft (1) for receiving engine power;
an intermediate shaft (2) arranged parallel to the input shaft (1);
a transmission mechanism arranged between the input shaft (1) and the intermediate shaft (2);
a differential (5) for receiving the power transmitted by the intermediate shaft (2);
a clutch (7) arranged between the input shaft (1) and the engine, one side of the clutch being connected with the input shaft (1) and the other side of the clutch being connected with a damping structure (8) of the engine;
the method is characterized in that: also comprises the following steps of (1) preparing,
a first motor (3) and a second motor (4),
the first electric machine (3) is connected to the differential (5) via the transmission and transmits electric power to the differential (5), the second electric machine (4) is directly connected to the differential (5) and transmits electric power to the differential (5), the first motor (3) and the second motor (4) adopt high-speed high-efficiency long-wheelbase motors with the same wheelbase, the motor shafts of the first motor (3) and the second motor (4) are parallel to the input shaft (1), the first motor (3) and the second motor (4) are arranged between two ends of the input shaft (1) in the axial direction, the first motor (3) is close to the input shaft (1) in the radial direction, the first motor (3) is connected to the transmission mechanism through a transmission gear set (6), the second motor (4) is directly connected to the differential (5) through a transmission gear set (6).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922280093.9U CN211809029U (en) | 2019-12-18 | 2019-12-18 | Hybrid transmission adopting double-long-wheelbase motor |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922280093.9U CN211809029U (en) | 2019-12-18 | 2019-12-18 | Hybrid transmission adopting double-long-wheelbase motor |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN211809029U true CN211809029U (en) | 2020-10-30 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201922280093.9U Active CN211809029U (en) | 2019-12-18 | 2019-12-18 | Hybrid transmission adopting double-long-wheelbase motor |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN211809029U (en) |
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