CN211820616U - Three-gear hybrid transmission adopting double-long-wheelbase motor - Google Patents
Three-gear hybrid transmission adopting double-long-wheelbase motor Download PDFInfo
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- CN211820616U CN211820616U CN201922280115.1U CN201922280115U CN211820616U CN 211820616 U CN211820616 U CN 211820616U CN 201922280115 U CN201922280115 U CN 201922280115U CN 211820616 U CN211820616 U CN 211820616U
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Abstract
The utility model discloses an adopt three fender hybrid transmissions of two long wheelbase motors, include: the device comprises an input shaft, an intermediate shaft, a transmission mechanism between the input shaft and the intermediate shaft, a differential mechanism, a first motor and a second motor, wherein the first motor and the second motor adopt high-speed high-efficiency long-wheelbase motors with the same wheelbase; the input shaft is provided with a self-disengaging device, and the self-disengaging device and a high-speed gear synchronizer arranged on the input shaft are mutually exclusive. The beneficial effects of the utility model are mainly embodied in that: two motors with the same size and specification are adopted, so that the cost of the transmission is greatly reduced; the self-disengaging device is adopted to ensure that the first motor does not participate in driving after the speed of the vehicle is limited by a rule, so that the inertia idling of the first motor dragged by the engine is prevented, and the consumption of extra energy is avoided.
Description
Technical Field
The utility model relates to a hybrid vehicle technical field particularly, especially relates to an adopt three fender hybrid transmissions 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) the adoption of 2 or more than 2 intermediate shafts and the addition of the driving motor can lead the appearance profile of the whole speed changer to change greatly, and the addition of the driving motor is closer to a cab, so that when a vehicle collides, the speed changer can turn over to the cab, and further a steering pipe is pressed to damage a steering system, thus greatly reducing the safety of the whole vehicle; (3) when the hybrid electric vehicle is in a high-speed state, the engine is in a high-efficiency economic area, but the motor is still in a link state, at this time, the engine needs to drive a motor rotor to idle or drive the motor to offset inertia of the motor rotor by using battery energy, and at this time, extra energy consumption is caused.
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 high three-gear of adopting two long wheelbase motors of reasonable, security thoughtlessly move the derailleur.
The purpose of the utility model is realized through the following technical scheme:
a three-speed 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;
and 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 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 input shaft is provided with a self-disengaging device, and the self-disengaging device and a high-speed gear synchronizer arranged on the input shaft are mutually exclusive.
Preferably, there is only one intermediate shaft, and the transmission mechanism is of a three-gear structure.
Preferably, the transmission mechanism comprises
A first gear driving gear and a second gear driving gear which are fixed on the input shaft,
the three-gear driving gear and the electric gear driving gear are sleeved on the input shaft in an empty mode;
a first gear driven gear and a second gear driven gear which are sleeved on the intermediate shaft in an empty way,
a three-gear driven gear fixed on the intermediate shaft;
the first-gear driving gear is always meshed with the first-gear driven gear, the second-gear driving gear is always meshed with the second-gear driven gear, and the third-gear driving gear is always meshed with the third-gear driven gear;
a low-speed gear synchronizer is arranged between the first-gear driven gear and the second-gear driven gear, and a high-speed gear synchronizer is arranged between the third-gear driving gear and the electric gear driving gear;
an output gear is further arranged on the intermediate shaft.
Preferably, the self-disengaging means is a separate clutch or synchronizer, which is controlled separately by the ECU.
Preferably, the synchronizer serving as the self-disengaging device can be the high-speed gear synchronizer and simultaneously serve as a motor high-speed disengaging device.
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 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 motor is connected to the transmission mechanism through a transmission gear set, the second motor is directly connected to the differential through the transmission gear set, and the transmission gear set is a reduction gear set and is arranged on a short idler shaft.
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 motor can be driven through 2 gears in a pure EV mode, and 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;
5. the self-disengaging device is adopted to ensure that the first motor does not participate in driving after the speed of the first motor exceeds the speed limit of a rule, so that the inertia idling of the first motor dragged by the engine is prevented, and the consumption of extra energy is avoided;
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 three-gear 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.
In the preferred embodiment, there is only one intermediate shaft 2, and the transmission mechanism is in a three-gear structure. The transmission mechanism specifically includes:
a first gear driving gear 13 and a second gear driving gear 12 fixed on the input shaft 1,
a third gear driving gear 14 and an electric gear driving gear 15 which are freely sleeved on the input shaft 1;
a first-gear driven gear 24 and a second-gear driven gear 23 which are sleeved on the intermediate shaft 2 in an empty way,
a three-speed driven gear 25 fixed to the intermediate shaft 2;
the first-gear driving gear 13 is always meshed with the first-gear driven gear 24, the second-gear driving gear 12 is always meshed with the second-gear driven gear 23, and the third-gear driving gear 14 is always meshed with the third-gear driven gear 25;
a low-speed synchronizer 21 is arranged between the first-gear driven gear 24 and the second-gear driven gear 23, and a high-speed synchronizer 11 is arranged between the third-gear driving gear 14 and the electric-gear driving gear 15;
the low-gear driven gear is arranged on one side far away from the engine, and the high-gear driven gear is arranged on one side close to the engine.
The intermediate shaft 2 is also provided with an output gear 22. 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 utility model discloses still one characteristics lie in: the input shaft 1 is provided with a self-disengaging device 32, and the self-disengaging device 32 is mutually exclusive with a high-speed gear synchronizer 11 arranged on the input shaft 1. EV peak vehicle speeds are typically specified by legislation to be around 125Kph, and the engine typically has entered the high efficiency region after exceeding 100 Kph. In order to make the whole structure more compact and better perform the performance of the motor within the limited vehicle speed, the first motor is not driven after the vehicle speed is limited by the laws from the design point of view, but the engine is not expected to drag the inertia of the first motor to idle, so the disengaging device is added.
The utility model discloses in, the self-disengaging gear is solitary clutch or synchronizer, by ECU independent control. When the vehicle speed reaches a threshold value, the electric drive power of the first electric machine 3 is automatically disengaged. Of course, the synchronizer used as the self-disengaging device can also be the high-speed synchronizer 11 and also be used as a motor high-speed disengaging device, namely the disengaging device can be shared with a gear selecting and shifting mechanism, and an additional executing mechanism is not added.
The working process of the present invention is briefly described below. When the vehicle starts, the clutch is in a separation state, the second motor is used for electric drive, the first motor can also provide electric drive at the same time, power addition of the first motor and the second motor is realized in the pure electric drive process, and 2-gear adjustment is realized. Examples are: the second electric machine 4 always provides electric driving force to the differential 5, and when the high-speed synchronizer 11 is coupled to the electric-gear driving gear 15, the low-speed synchronizer 21 is controlled to be selectively coupled to the first-gear driven gear 24 and the second-gear driven gear 23, so that two-gear pure electric driving can be realized.
When the vehicle reaches 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 to be driven in the efficient economic area at the speed, and parallel hybrid is achieved. The utility model discloses realize at the thoughtlessly move the in-process power on engine and the driving motor adds. By controlling the low-speed synchronizer 21 to selectively engage with the first-gear driven gear 24 and the second-gear driven gear 23, the two-gear mixed drive can be realized. When the control high-speed synchronizer 11 is engaged with the third driving gear 14, the self-disengaging device automatically disengages the electric driving force of the first electric machine 3, avoiding the consumption of additional energy.
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 three-gear 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 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;
the input shaft (1) is provided with a self-disengaging device (32), and the self-disengaging device (32) and a high-speed gear synchronizer (11) arranged on the input shaft (1) are mutually exclusive.
2. The three-speed hybrid transmission using a dual long-wheelbase electric machine according to claim 1, characterized in that: the number of the intermediate shafts (2) is only one, and the transmission mechanism is of a three-gear structure.
3. The three-speed hybrid transmission using a dual long-wheelbase electric machine according to claim 2, characterized in that: the transmission mechanism comprises
A first gear driving gear (13) and a second gear driving gear (12) which are fixed on the input shaft (1),
a three-gear driving gear (14) and an electric gear driving gear (15) which are sleeved on the input shaft (1) in a hollow manner;
a first-gear driven gear (24) and a second-gear driven gear (23) which are sleeved on the intermediate shaft (2) in an empty way,
a three-gear driven gear (25) fixed on the intermediate shaft (2);
the first-gear driving gear (13) is always meshed with the first-gear driven gear (24), the second-gear driving gear (12) is always meshed with the second-gear driven gear (23), and the third-gear driving gear (14) is always meshed with the third-gear driven gear (25);
a low-speed gear synchronizer (21) is arranged between the first-gear driven gear (24) and the second-gear driven gear (23), and a high-speed gear synchronizer (11) is arranged between the third-gear driving gear (14) and the electric gear driving gear (15);
the intermediate shaft (2) is also provided with an output gear (22).
4. A three-speed hybrid transmission using a dual long-wheelbase electric machine according to claim 3, characterized in that: the self-disengaging device is an independent clutch or synchronizer and is independently controlled by the ECU.
5. A three-speed hybrid transmission using a dual long-wheelbase electric machine according to claim 3, characterized in that: the synchronizer as the self-disengaging device can be the high-speed gear synchronizer (11) and simultaneously used as a motor high-speed disengaging device.
6. The three-speed hybrid transmission using a dual long-wheelbase electric machine according to claim 1, 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.
7. The three-speed hybrid transmission using a double long-wheelbase motor according to any one of claims 1 to 6, characterized in that: the wheel base of the high-speed high-efficiency long-wheel-base motor is equivalent to the wheel base of the input shaft (1).
8. The three-speed hybrid transmission using a dual long-wheelbase electric machine according to claim 1, characterized in that: 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.
9. The three-speed hybrid transmission using a dual long-wheelbase electric machine according to claim 8, characterized in that: 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).
10. The three-speed hybrid transmission using a dual long-wheelbase electric machine according to claim 1, characterized in that: 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 mechanism (5) through the transmission gear set (6), and the transmission gear set (6) is a speed reduction gear set and is arranged on a short idler shaft (9).
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922280115.1U CN211820616U (en) | 2019-12-18 | 2019-12-18 | Three-gear hybrid transmission adopting double-long-wheelbase motor |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201922280115.1U CN211820616U (en) | 2019-12-18 | 2019-12-18 | Three-gear hybrid transmission adopting double-long-wheelbase motor |
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| CN211820616U true CN211820616U (en) | 2020-10-30 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112324869A (en) * | 2020-11-30 | 2021-02-05 | 柳工柳州传动件有限公司 | Transmission and vehicle |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112324869A (en) * | 2020-11-30 | 2021-02-05 | 柳工柳州传动件有限公司 | Transmission and vehicle |
| CN112324869B (en) * | 2020-11-30 | 2024-04-26 | 柳工柳州传动件有限公司 | Transmission device and vehicle |
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