CN212022301U - Dual-motor hybrid power system and vehicle - Google Patents

Abstract

The embodiment of the utility model provides a bi-motor hybrid power system and vehicle, wherein, bi-motor hybrid power system includes: the motor, the first clutch, the input shaft, the first gear set, the second gear set, the first motor, the second clutch, the inverter and the battery are sequentially connected, at least a first gear sleeve in the first gear set is arranged on the input shaft and fixedly connected with the input shaft, at least a second gear sleeve in the second gear set is arranged on the input shaft, the second gear can be fixedly connected with the input shaft, the second gear set is connected with the wheels, the first motor is connected with the first gear set, the second motor is connected with the second gear set through the second clutch, the first motor and the second motor are both connected with the inverter, and the inverter is connected with the battery; wherein the power of the first motor is different from the power of the second motor. The embodiment of the utility model provides a can enrich the drive mode of vehicle, and then can promote the economic performance of vehicle.

Description

Dual-motor hybrid power system and vehicle

Technical Field

The embodiment of the utility model provides a relate to vehicle technical field, especially relate to a bi-motor hybrid power system and vehicle.

Background

The existing vehicle has few driving mode options, so that a driver cannot select a better driving mode according to actual conditions (such as road conditions) in the driving process, and the economic performance of the vehicle is poor.

SUMMERY OF THE UTILITY MODEL

In view of this, the embodiment of the utility model provides a bi-motor hybrid power system and vehicle, the main technical problem who solves is: the driving mode of the vehicle is enriched so as to improve the economic performance of the vehicle.

In order to achieve the above object, an embodiment of the present invention provides a dual-motor hybrid system, which includes: the motor, the first clutch, the input shaft, the first gear set, the second gear set, the first motor, the second clutch, the inverter and the battery are sequentially connected, at least a first gear in the first gear set is sleeved on the input shaft and fixedly connected with the input shaft, at least a second gear in the second gear set is sleeved on the input shaft and fixedly connected with the input shaft, the second gear can be connected with the input shaft, the second gear set is connected with wheels, the first motor is connected with the first gear set, the second motor is connected with the second gear set through the second clutch, the first motor and the second motor are both connected with the inverter, and the inverter is connected with the battery; wherein the power of the first motor and the power of the second motor are different.

In an embodiment of the present invention, the second gear set includes: the first gear set and the second gear set are respectively provided with the second gear, and the first gear set and the second gear set are respectively connected with the wheels; wherein a radial dimension of a second gear of the first gear set is less than a radial dimension of a second gear of the second gear set.

In an embodiment of the present invention, the dual-motor hybrid system further includes: the synchronizer is sleeved on the input shaft between the first gear set and the second gear set; wherein the synchronizer can fixedly connect a second gear of the first gear set with the input shaft; alternatively, the second gear of the second gear set may be fixedly connected to the input shaft.

In an embodiment of the present invention, the first gear set includes: the second gear and a second gearwheel meshed with the second gear are connected with the wheel; wherein a radial dimension of the second gear is smaller than a radial dimension of the second bull gear.

In an embodiment of the present invention, the second gear gearset includes: the second pinion is meshed with one side of the second gear, the connecting gear is meshed with the other side of the second gear and is connected with the wheel, and the connecting gear is connected with the second motor through the second clutch; wherein a radial dimension of the second gear is greater than a radial dimension of the second pinion gear.

In one embodiment of the present invention, the first gear set includes: the first gear is sleeved on the input shaft and fixedly connected with the input shaft, the pinion is meshed with the first gear, and the pinion is connected with the first motor; wherein a radial dimension of the first gear is greater than a radial dimension of the pinion gear.

In one embodiment of the present invention, the power of the first motor is less than the power of the second motor.

In an embodiment of the present invention, the engine, the first motor and the second motor are connected two by two to form a triangle.

In an embodiment of the present invention, the engine, the first clutch and the input shaft are disposed along a first direction, the first motor and at least a part of the first gear set are disposed along the first direction, the second clutch and the second motor are disposed along the first direction, and the engine, the first clutch, the input shaft, the first motor, at least a part of the first gear set, the second clutch and the second motor are not on the same line.

Based on the same inventive concept, the embodiment of the utility model provides a vehicle is provided, this vehicle includes: the dual motor hybrid system described above. The embodiment of the utility model provides a bi-motor hybrid power system and vehicle, wherein, bi-motor hybrid power system includes: the motor, the first clutch, the input shaft, the first gear set, the second gear set, the first motor, the second clutch, the inverter and the battery are sequentially connected, at least a first gear in the first gear set is sleeved on the input shaft and fixedly connected with the input shaft, at least a second gear in the second gear set is sleeved on the input shaft and fixedly connected with the input shaft, the second gear can be connected with the input shaft, the second gear set is connected with wheels, the first motor is connected with the first gear set, the second motor is connected with the second gear set through the second clutch, the first motor and the second motor are both connected with the inverter, and the inverter is connected with the battery; wherein the power of the first motor and the power of the second motor are different. The embodiment of the utility model provides a through the second clutch of addding control second motor, it can enrich the drive mode of vehicle to make the driver can select optimum drive mode according to actual conditions (like the road conditions), and then can promote the economic performance of vehicle.

The above description is only an overview of the technical solution of the present invention, and in order to make the technical means of the present invention clearer and can be implemented according to the content of the description, the following detailed description is made with reference to the preferred embodiments of the present invention and accompanying drawings.

Drawings

Fig. 1 is a schematic diagram of a dual-motor hybrid system according to an embodiment of the present invention;

fig. 2 is a partially enlarged schematic view of the dual-motor hybrid system of fig. 1 according to an embodiment of the present invention;

fig. 3 is a schematic diagram of fig. 1 in a first motor drive mode according to an embodiment of the present invention;

fig. 4 is a schematic diagram of fig. 1 in a second motor drive mode according to an embodiment of the present invention;

fig. 5 is a schematic diagram of fig. 1 in a dual-motor driving mode according to an embodiment of the present invention;

fig. 6 is a schematic diagram of fig. 1 in an engine drive mode in accordance with an embodiment of the present invention;

fig. 7 is a schematic diagram of the embodiment of the present invention shown in fig. 1 in a hybrid driving mode;

fig. 8 is a schematic view of fig. 1 in a range extending mode according to an embodiment of the present invention;

fig. 9 is a schematic view of fig. 1 in an energy brake recovery mode in accordance with an embodiment of the present invention;

fig. 10 is a schematic diagram of the embodiment of the present invention shown in fig. 1 in an energy braking recovery mode.

Description of reference numerals:

100-two-motor hybrid system, 110-motor, 120-first clutch, 130-input shaft, 20-first gear set, 211-first gear, 30-second gear set, 310-first gear set, 311-second gear, 312-second gearwheel, 320-second gear set, 321-second gear, 322-second pinion, 323-connecting gear, 140-first motor, 150-second motor, 160-second clutch, 170-inverter, 180-battery, 190-wheel, 200-synchronizer,

Detailed Description

To make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the drawings of the embodiments of the present invention are combined to clearly and completely describe the technical solutions of the embodiments of the present invention, and obviously, the described embodiments are some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention. Thus, the following detailed description of the embodiments of the present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention.

In the case of conflict, the embodiments and features of the embodiments of the present invention can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

First, the following "sleeving", "fixing", "low speed", "high speed", "low torque" and "high torque" will be described.

The sleeve is arranged, and one part can be sleeved outside the other part, such as: the first component is provided with a through hole, the second component is in a long strip shape, the radial size of the second component is smaller than or equal to that of the through hole, then the second component penetrates through the through hole of the first component, and the first component is sleeved on the outer side of the long strip-shaped second component. It should be noted that, the two sleeved components can move relative to each other, for example: the first member is sleeved outside the elongated second member, and the first member can slide along the elongated second member.

Link firmly, fixed connection promptly, it can be detachable fixed connection, also can be non-detachable fixed connection, for example: the two rigid parts (namely, the two parts are not elastic) are connected in a clamping manner, and the two parts after clamping are made of rigid materials and cannot be separated, so that the two parts are fixedly connected in a non-detachable manner.

Low speed is relative to high speed, with low speed being less than high speed.

Low torque is relative to high torque, with low torque being less than high torque.

The embodiment of the utility model provides a bi-motor hybrid system 100, it is shown with reference to fig. 1-2 that this bi-motor hybrid system 100 includes: the engine 110, the first clutch 120, the input shaft 130, the first gear set 20, the second gear set 30, the first motor 140, the second motor 150, the second clutch 160, the inverter 170 and the battery 180, wherein the engine 110, the first clutch 120 and the input shaft 130 are sequentially connected, at least a first gear 211 in the first gear set 20 is sleeved on the input shaft 130 and fixedly connected with the input shaft 130, at least a second gear 311 in the second gear set 30 is sleeved on the input shaft 130, the second gear 311 can be fixedly connected with the input shaft 130, the second gear set 20 is connected with the wheel 190, the first motor 140 is connected with the first gear set 20, the second motor 150 is connected with the second gear set 30 through the second clutch 160, the first motor 20 and the second motor 30 are both connected with the inverter 170, and the inverter 170 is connected with the battery 180; wherein the power of the first motor 140 is different from the power of the second motor 150.

Specifically, the above-described two-motor hybrid system 100 is mounted on a vehicle and is capable of providing a driving force to the wheels 190 to drive the wheels 190 to rotate, such as: the dual-motor hybrid system 100 is assembled in the engine compartment of the vehicle and is connected to the wheels 190.

The engine 110, the first clutch 120 and the input shaft 130 are connected in sequence, so that the first clutch 120 can control the working state of the input shaft 130, such as: when the first clutch 120 is closed, the power output from the engine 110 drives the input shaft 130 to rotate, and when the first clutch 120 is not closed, the engine 110 cannot transmit the output power to the input shaft 130 and drive the input shaft 130 to rotate.

In the above-mentioned first gear set 20, at least the first gear 211 is sleeved on the input shaft 130 and is fixedly connected with the input shaft 130, in other words, the first gear set 20 at least includes the first gear 211, and the first gear 211 is sleeved on the input shaft 130 and is fixedly connected with the input shaft 130, so that the first gear 211 can rotate along with the rotation of the input shaft 130 or the input shaft 130 can rotate along with the rotation of the first gear 211, for example: the joint of the first gear 211 and the input shaft 130 is engaged with each other, and the first gear 211 and the input shaft 130 are both made of rigid materials, so the engagement connection is a fixed connection which is not detachable, so that the first gear 211 can rotate along with the rotation of the input shaft 130 or the input shaft 130 can rotate along with the rotation of the first gear 211.

In the above-mentioned second gear set 30, at least the second gear 311 is sleeved on the input shaft 130, and the second gear 311 may be fixedly connected with the input shaft 130, in other words, the second gear set 30 at least includes the second gear 311, the second gear 311 is sleeved on the input shaft 130, the second gear 311 sleeved on the input shaft 130 can be fixedly connected with the input shaft 130, and after the second gear 311 is fixedly connected, the second gear 311 can rotate along with the rotation of the input shaft 130 or the input shaft 130 can rotate along with the rotation of the second gear 311. It should be noted that, after the second gear 311 is sleeved on the input shaft 130, it cannot be satisfied that the second gear 311 rotates along with the rotation of the input shaft 130 or the input shaft 130 rotates along with the rotation of the second gear 311, and only when the second gear 311 sleeved on the input shaft 130 is fixedly connected with the input shaft 130, the second gear 311 can rotate along with the rotation of the input shaft 130 or the input shaft 130 can rotate along with the rotation of the second gear 311.

The second gear set 20 is connected to the wheel 190, so that the wheel 190 can be driven to rotate when the part of the second gear set 20 connected to the wheel 190 is active.

The first motor 140 is connected to the first gear set 20, so that the first motor 140 can drive the rotation of the gear connected to the first motor 140 in the first gear set 20; the second motor 150 is connected to the second gear set 30 through the second clutch 160, and then the second clutch 160 can control the disconnection or connection between the second motor 150 and the second gear set 30.

The first motor 20 and the second motor 30 are both connected to the inverter 170, and the inverter 170 is connected to the battery 180, so that the electric power of the first motor 20 and the second motor 30 can be transmitted to the battery 180, and the electric power of the battery 180 can be transmitted to the first motor 20 and the second motor 30.

The power of the first motor 140 is different from that of the second motor 150, i.e. the power of the first motor 140 is greater than that of the second motor 150, or the power of the first motor 140 is less than that of the second motor 150.

The two-motor hybrid system 100 in the present embodiment has the following driving modes for driving the rotation of the wheels after being mounted on the vehicle.

The first mode is as follows: a purely electric drive mode comprising: the single motor driving mode and the double motor driving mode, and the single motor driving mode comprises: a first motor drive mode and a second motor drive mode.

The first method comprises the following steps: single motor drive mode

First motor drive mode: the first clutch 120 is disengaged (not closed), the second clutch 160 is disengaged (not closed), and the second gear set 30 is fixedly connected to the input shaft 130, wherein the electric energy of the battery 180 is transmitted to the first motor 140 and the second motor 150 through the inverter 170, respectively, and the power output by the first motor 140 is transmitted to the wheels 190 through the first gear set 20, the input shaft 130, and the second gear set 30 in sequence; the output power of the second motor 150 cannot be transmitted to the wheels 190 due to the disengagement of the second clutch 160. In this mode, the first motor 140 drives the wheel 190 in rotation.

The second motor drive mode: the first clutch 120 is disengaged (not engaged), the second clutch 160 is engaged, and the second gear set 30 is not fixedly connected to the input shaft 130, wherein the electric energy of the battery 180 is transmitted to the first electric machine 140 and the second electric machine 150 through the inverter 170, respectively, the power output by the first electric machine 140 is transmitted to the input shaft 130 and drives the input shaft 130 to rotate, and the output power cannot be further transmitted to the wheels 190 because the input shaft 130 is not fixedly connected to the second gear set 30; the second motor 150 outputs power, and the output power is transmitted to the wheels 190 via the second gear set 30 and drives the wheels 190 to rotate. In this mode, the second motor 150 drives the wheel 190 in rotation.

It is appreciated that when the power of the first motor 140 is less than the power of the second motor 150, the first motor drive mode is suitable for low speed, low torque city conditions, the second motor drive mode is suitable for low speed, high torque city conditions, and the dual motor drive mode is suitable for low speed, high torque city conditions, wherein the torque of the dual motor drive mode may be higher than the torque of the second motor drive mode.

And the second method comprises the following steps: dual motor drive mode

The first clutch 120 is disengaged (not engaged), the second clutch 160 is engaged, and the second gear set 30 is fixedly connected to the input shaft 130, wherein the electric energy of the battery 180 is transmitted to the first electric machine 140 and the second electric machine 150 through the inverter 170, respectively, and the power output by the first electric machine 140 is transmitted to the wheels 190 through the first gear set 20, the input shaft 130, and the second gear set 30 in sequence; meanwhile, the output power of the second motor 150 is transmitted to the wheels 190 via the second gear set 30. In this mode, the first motor 140 and the second motor 150 simultaneously drive the wheel 190 to rotate.

And a second mode: engine drive mode

The first clutch 120 is closed, the second clutch 160 is separated (not closed), the second gear set 30 is fixedly connected with the input shaft 130, wherein the engine 110 outputs power, part of the output power is transmitted to the first motor 140 through the first gear set 20, and the first motor 140 generates power at low power and supplies power to electric appliances (such as an air conditioner) of the vehicle; the other part is transmitted to the wheels 190 via the input shaft 130 and the second gear set 30 and drives the wheels 190 to rotate. In this mode, only the engine 110 drives the wheels 190 in rotation.

And a third mode: hybrid drive mode

The first clutch 120 is closed, the second clutch 160 is closed, and the second gear set 30 is fixedly connected with the input shaft 130, wherein the power output by the engine 110 is transmitted to the wheels 190 via the input shaft 130 and the second gear set 30; meanwhile, the electric power of the battery 180 is transmitted to the first motor 140 and the second motor 150 through the inverter 170, respectively, the power output from the first motor 140 is transmitted to the wheels 190 through the first gear set 20, the input shaft 130, and the second gear set 30 in sequence, and the power output from the second motor 150 is transmitted to the wheels 190 through the second gear set 30. In this mode, the engine 110, the first electric machine 140, and the second electric machine 150 simultaneously drive the wheels 190 to rotate.

And a fourth mode: extended range mode

The first clutch 120 is closed, the second clutch 160 is closed, and the second gear set 30 is not fixedly connected with the input shaft 130, wherein the power output by the engine 110 is transmitted to the first motor 140 via the input shaft 130 and the first gear set 20, the first motor 140 generates electricity and stores the generated electricity in the battery 180 via the inverter 170; meanwhile, the battery 180 supplies power to the second motor 150, the second motor 150 outputs power, and the output power is transmitted to the wheels 190 through the second gear set 30 and drives the wheels 190 to rotate. In this mode, the second motor 150 drives the wheel 190 in rotation.

And a fifth mode: parking power generation mode

The first clutch 120 is closed, the second clutch 160 is disengaged (not closed), and the second gear set 30 is not fixed to the input shaft 130, wherein the power output from the engine 110 is transmitted to the first motor 140 via the input shaft 130 and the first gear set 20, and the first motor 140 generates electricity and stores the generated electricity in the battery 180 via the inverter 170. In this mode, the wheels 190 are not rotating, i.e., a parked state.

Mode six: energy brake recovery mode

The first clutch 120 is disengaged (not engaged), the second clutch 160 is engaged, and the second gear set 30 is not fixed to the input shaft 130, at this time, the power of the wheel 190 is transmitted to the second electric machine 150 through the second gear set 30 and the second clutch 160 in sequence, and the second electric machine 150 generates electricity and stores the generated electricity in the battery 180 through the inverter 170.

Alternatively, the first clutch 120 is disengaged (not engaged), the second clutch 160 is disengaged (not engaged), and the second gear set 30 is fixedly connected to the input shaft 130, at this time, the power of the wheels 190 is transmitted to the first motor 140 through the second gear set 30, the input shaft 130, and the first gear set 20 in sequence, and the first motor 140 generates power and stores the generated power in the battery 180 through the inverter 170.

In the embodiment, the second clutch for controlling the working state of the second motor (such as the starting of the second motor or the closing of the second motor) is additionally arranged, so that the first motor driving mode and the second motor driving mode of the single-motor driving mode are added to the vehicle, and therefore, the driving modes of the vehicle can be enriched, a driver can select the optimal driving mode according to actual conditions (such as road conditions), and the economic performance of the vehicle can be improved.

In an embodiment of the present invention, referring to fig. 1 and 2, the second gear set 30 includes: a first gear set 310 and a second gear set 320, wherein the first gear set 310 and the second gear set 320 are respectively provided with a second gear 311, and the first gear set 310 and the second gear set 320 are respectively connected with the wheels 190; wherein the radial dimension of the second gear of the first gear set 310 is smaller than the radial dimension of the second gear set 320.

Specifically, the first gear set 310 and the second gear set 320 in the above description respectively have the second gear 311, and the second gear 311 is sleeved on the input shaft 130 and can be fixedly connected with the input shaft 130, so that the second gear set 30 can have the following three situations: first, the second gear of the first gear set 310 is sleeved on the input shaft 130 and is fixedly connected with the input shaft 130, and the second gear of the second gear set 320 is only sleeved on the input shaft 130; second, the second gear of the first gear set 310 is only sleeved on the input shaft 130, and the second gear of the second gear set 320 is sleeved on the input shaft 130 and is fixedly connected with the input shaft 130; third, the second gear of the first gear set 310 is only sleeved on the input shaft 130, and the second gear of the second gear set 320 is also only sleeved on the input shaft 130.

In the present embodiment, since the radial dimension of the second gear in the first gear set is smaller than the radial dimension of the second gear in the second gear set, the rotation speeds when the wheels are rotated by the same driving force in the above-mentioned case one and case two are different, thereby enabling the driver to give more choices.

In a specific embodiment of the present invention, referring to fig. 1 and fig. 2, the dual-motor hybrid system 100 further includes: the synchronizer 200, the synchronizer 200 is sleeved on the input shaft 130 between the first gear set 310 and the second gear set 320; wherein, the synchronizer 200 can fixedly connect the second gear of the first gear set 310 with the input shaft 130; alternatively, the second gear of the second gear set 320 may be secured to the input shaft 130.

Specifically, the synchronizer 200 is used to realize the fixed connection between the second gear of the first gear set 310 sleeved on the input shaft 130 and the input shaft 130, or the synchronizer 200 is used to realize the fixed connection between the second gear of the second gear set 320 sleeved on the input shaft 130 and the input shaft 130, thereby realizing the adjustment of the gears.

In an embodiment of the present invention, referring to fig. 2, the first gear set 310 includes: a second gear 311 and a second bull gear 312 engaged with the second gear 311, the second bull gear 312 being connected to the wheel 190; the radial dimension of the second gear 311 is smaller than the radial dimension of the second gearwheel 312, so that when the second gear 311 is sleeved on the input shaft 130 and fixedly connected with the input shaft 130, the second gear 311 rotates along with the rotation of the input shaft 130, and then the second gearwheel 312 transmits the rotating force to the wheel 190 connected thereto, thereby realizing the rotation of the wheel 190; alternatively, the rotation of the wheel 190 is transmitted to the input shaft 130 through the second large gear 312 and the second gear 311 in sequence, and drives the input shaft 130 to rotate. The first gear set in the embodiment has a simple structure and is easy to manufacture.

In an embodiment of the present invention, referring to fig. 2, the second gear set 320 includes: a second gear 321, a second pinion 322 and a connecting gear 323, wherein the second pinion 322 is meshed with one side of the second gear 321, the connecting gear 323 is meshed with the other side of the second gear 321, the second pinion 322 is connected with the wheel 190, and the connecting gear 323 is connected with the second motor 150 through the second clutch 160; the radial dimension of the second gear 321 is greater than the radial dimension of the second pinion 322, so that when the second gear 321 is sleeved on the input shaft 130 and fixedly connected with the input shaft 130, the second gear 321 rotates along with the rotation of the input shaft 130, and then the second pinion 322 transmits power to the wheel 190 connected thereto, thereby realizing the rotation of the wheel 190; or the rotation of the wheel 190 is transmitted to the input shaft 130 through the second pinion 322 and the second gear 321 in sequence and drives the input shaft 130 to rotate. The second gear set in the embodiment has a simple structure and is easy to manufacture.

In one embodiment of the present invention, referring to fig. 2, the first gear set 20 includes: the first gear 211 is sleeved on the input shaft 130 and is fixedly connected with the input shaft 130, the pinion 212 is meshed with the first gear 211, and the pinion 212 is connected with the first motor 140; wherein the radial dimension of the first gear 211 is larger than the radial dimension of the pinion 212.

Specifically, the first gear 211 is sleeved on the input shaft 130 and fixedly connected to the input shaft 130, that is, when the first gear 211 rotates, the rotation of the first gear 211 can drive the input shaft 130 to rotate, and when the input shaft 130 rotates, the rotation of the input shaft 130 can drive the first gear 211 to rotate. The first gear set in the embodiment has a simple structure and is easy to manufacture.

In one embodiment of the present invention, the power of the first motor 140 is less than the power of the second motor 150, so that, in the low-speed and low-torque city operating mode, the first motor 140 can be selectively started without starting the second motor 150; and during low speed, high torque city conditions, the second electric machine 150 may be selectively activated without activating the first electric machine 140, or both the first electric machine 140 and the second electric machine 150 may be activated.

In an embodiment of the present invention, referring to fig. 1 and 2, the engine 110, the first motor 140 and the second motor 150 are connected in pairs to form a triangle.

Specifically, the general arrangement is: the engine 110, the first motor 140 and the second motor 150 are coaxially arranged, that is, the engine 110, the first motor 140 and the second motor 150 are arranged on the same shaft, so that the length of the shaft is long, which results in higher requirement on assembly space, and the engine 110, the first motor 140 and the second motor 150 in the embodiment are connected in pairs to form a triangle, that is, the three are not coaxially arranged, but arranged in two shafts or three shafts. The two-axis arrangement and the three-axis arrangement are explained below by way of two examples.

Example one: two shafts are arranged

The engine 110, the first clutch 120, the input shaft 130, the second clutch 160 and the second motor 150 are arranged along a first direction and are all connected to the input shaft 130, and the output shaft of the first motor 140 and one gear of the first gear set 20 are arranged along the first direction; here, the input shaft 130 is a first shaft and the output shaft of the first motor 140 is a second shaft, the first and second shafts being spaced apart (e.g., parallel) from one another.

Example two: three shafts are arranged

Referring to fig. 1 and 2, the engine 110, the first clutch 120, and the input shaft 130 are disposed in a first direction, the first motor 140 and at least a portion of the first gear set 20 (the first motor 140 and the pinion gear 212 of the first gear set 20 as shown in fig. 1 and 2) are disposed in the first direction, the second clutch 160 and the second motor 150 are disposed in the first direction, and the engine 110, the first clutch 120, the input shaft 130, the first motor 140, at least a portion of the first gear set 20, the second clutch 160, and the second motor 150 are not on the same line. Referring to fig. 1, the engine 110, the first clutch 120 and the input shaft 130 form a first shaft, the first motor 140 and the first gear set 20 are connected to form a second shaft, the second motor 150 and the second clutch 160 are connected to form a third shaft, and the first shaft, the second shaft and the third shaft are parallel to each other.

The dual-motor hybrid system is more compact in structure and lower in requirement on assembly space through the multi-shaft arrangement.

The dual-motor hybrid system proposed by the present invention will be described in detail with reference to a specific embodiment.

Referring to fig. 1 and 2, the two-motor hybrid system 100 includes: an engine 110, a first clutch 120, an input shaft 130, a first gear set 20, a second gear set 30, a first motor 140, a second motor 150, a second clutch 160, an inverter 170, a battery 180, and a synchronizer 200; wherein:

the engine 110, the first clutch 120, and the input shaft 130 are connected in sequence;

the first gear set 20 includes: the first gear 211 is sleeved on the input shaft 130 and is fixedly connected with the input shaft 130, the pinion 212 is meshed with the first gear 211, and the pinion 212 is connected with the first motor 140; here, the radial dimension of the first gear 211 is larger than that of the pinion gear 212;

the second gear set 30 includes: a first gear gearset 310 and a second gear gearset 320, the first gear gearset 310 including: a second gear 311 and a second gearwheel 312 engaged with the second gear 311, wherein the second gearwheel 312 is connected with the wheel 190, and the radial size of the second gear 311 is smaller than that of the second gearwheel 312; the second gear gearset 320 includes: a second gear 321, a second pinion 322, and a connecting gear 323, wherein the second pinion 322 is engaged with one side of the second gear 321, the connecting gear 323 is engaged with the other side of the second gear 321, the second pinion 322 is connected with the wheel 190, the connecting gear 323 is connected with the second motor 150 through the second clutch 160, and here, the radial dimension of the second gear 321 is greater than the radial dimension of the second pinion 322 and greater than the radial dimension of the second gear 311;

the synchronizer 200 is sleeved on the input shaft 130 between the first gear set 310 and the second gear set 320, wherein the synchronizer 200 can fixedly connect the second gear 311 in the first gear set 310 with the input shaft 130; alternatively, the second gear 321 of the second gear set 320 may be fixedly connected to the input shaft 130;

the first motor 20 and the second motor 30 are both connected to an inverter 170, and the inverter 170 is connected to a battery 180, where the power of the first motor 140 is smaller than that of the second motor 150;

the engine 110, the first motor 140 and the second motor 150 are connected in pairs to form a triangle.

The two-motor hybrid system 100 in the present embodiment has the following driving modes for driving the rotation of the wheels after being mounted to the vehicle.

The first mode is as follows: a purely electric drive mode comprising: the single motor driving mode and the double motor driving mode, and the single motor driving mode comprises: a first motor drive mode and a second motor drive mode.

The first method comprises the following steps: single motor drive mode

First motor drive mode: referring to fig. 1, 2 and 3, the first clutch 120 is disengaged (not closed), the second clutch 160 is disengaged (not closed), and the synchronizer 200 fixedly connects the first gear gearset 310 to the input shaft 130, wherein the electric energy of the battery 180 is transmitted to the first motor 140 and the second motor 150 through the inverter 170, and the power output by the first motor 140 is transmitted to the wheels 190 through the pinion 212, the first gear 211, the input shaft 130, the second gear 311 and the second bull gear 312 in sequence; the output power of the second motor 150 cannot be transmitted to the wheels 190 due to the disengagement of the second clutch 160. In this mode, the first electric machine 140 drives the wheels 190 to rotate, and since the power of the first electric machine 140 is small compared to the power of the second electric machine 150, this mode is suitable for low-speed and low-torque urban conditions.

The second motor drive mode: referring to fig. 1, 2 and 4, the first clutch 120 is disengaged (not engaged), the second clutch 160 is engaged, and the synchronizer 200 is located at the neutral position (i.e. the synchronizer 200 neither connects the first gear gearset 310 with the input shaft 130 nor connects the second gear gearset 310 with the input shaft 130), wherein the electric energy of the battery 180 is transmitted to the first motor 140 and the second motor 150 through the inverter 170, respectively, and the power output by the first motor 140 is transmitted to the input shaft 130 and drives the input shaft 130 to rotate, while the input shaft 130 idles because the input shaft 130 is not connected to either the first gear gearset 310 or the second gear gearset 320; the second motor 150 outputs power, and the output power is transmitted to the wheel 190 via the connecting gear 323, the second gear 321, and the second pinion gear 322 in sequence and drives the wheel 190 to rotate. In this mode, the second electric machine 150 drives the wheels 190 to rotate, and since the power of the first electric machine 140 is smaller than that of the second electric machine 150, the mode is suitable for low-speed and high-torque city conditions. It will be appreciated that to further improve economy, the control module may be configured to disconnect the transfer of electrical energy between the battery 180 and the first electrical machine 140 to prevent energy loss from idling the input shaft 130.

And the second method comprises the following steps: dual motor drive mode

Referring to fig. 1, 2 and 5, the first clutch 120 is disengaged (not engaged), the second clutch 160 is engaged, and the synchronizer 200 fixedly connects the first gear set 310 with the input shaft 130, wherein the electric energy of the battery 180 is transmitted to the first motor 140 and the second motor 150 through the inverter 170, respectively, and the power output by the first motor 140 is transmitted to the wheels 190 through the pinion 212, the first gear 211, the input shaft 130, the second gear 311 and the second bull gear 312 in sequence; meanwhile, the power output from the second motor 150 is transmitted to the wheel 190 via the connecting gear 323, the second gear 321, and the second pinion gear 322 and drives the wheel 190 to rotate. The mode is driven by the first motor 140 and the second motor 150, so the mode is suitable for the city condition of low speed and high torque, and the torque in the mode can be larger than that in the second motor driving mode.

And a second mode: engine drive mode

Referring to fig. 1, 2 and 6, the first clutch 120 is closed, the second clutch 160 is disengaged (not closed), and the synchronizer 200 fixedly connects the first gear set 310 with the input shaft 130, wherein the engine 110 outputs power, part of the output power is transmitted to the first motor 140 via the first gear 211 and the pinion 212, and the first motor 140 generates power at low power and supplies power to the electric appliances (such as an air conditioner) of the vehicle; the other part is transmitted to the wheels 190 via the input shaft 130, the second gear 311 and the second gearwheel 312 and drives the wheels 190 to rotate. In this mode, only the engine 110 drives the wheels 190 in rotation. This mode is suitable for situations where the battery 190 is low on power.

Or, the first clutch 120 is closed, the second clutch 160 is separated (not closed), and the synchronizer 200 fixedly connects the second gear set 320 with the input shaft 130, wherein the engine 110 outputs power, part of the output power is transmitted to the first motor 140 through the first gear 211 and the pinion 212, and the first motor 140 generates low-power electricity and supplies power to the electric appliances (such as an air conditioner) of the vehicle; the other part is transmitted to the wheel 190 via the input shaft 130, the second gear 321 and the second pinion 322 and drives the wheel 190 to rotate. In this mode, only the engine 110 drives the wheels 190 in rotation. This mode is suitable for situations where the battery 190 is low on power. Since the radial dimension of the second gear 321 is larger than the radial dimension of the first gear 311, the rotation speeds of the wheels 190 are different under the same condition, so that the driver can adjust the rotation speeds according to actual conditions.

And a third mode: hybrid drive mode

Referring to fig. 1, 2 and 7, the first clutch 120 is closed, the second clutch 160 is closed, and the synchronizer 200 fixedly connects the first gear set 310 with the input shaft 130, wherein the power output by the engine 110 is transmitted to the wheels 190 via the input shaft 130, the second gear 311 and the second bull gear 312; meanwhile, the electric energy of the battery 180 is transmitted to the first motor 140 and the second motor 150 through the inverter 170, the power output from the first motor 140 is transmitted to the wheels 190 through the pinion gear 212, the first gear 211, the input shaft 130, the second gear 311, and the second bull gear 312 in turn, and the power output from the second motor 150 is transmitted to the wheels 190 through the connecting gear 323, the second gear 321, and the second pinion gear 322. In this mode, the engine 110, the first electric machine 140, and the second electric machine 150 simultaneously drive the wheels 190 to rotate. The power performance under the mode is better, and the mode is suitable for vehicle climbing and full-accelerator acceleration.

Alternatively, the first clutch 120 is closed, the second clutch 160 is closed, and the synchronizer 200 fixedly connects the second gear set 320 with the input shaft 130, wherein the power output by the engine 110 is transmitted to the wheels 190 via the input shaft 130, the second gear 321 and the second pinion 322; meanwhile, the electric energy of the battery 180 is transmitted to the first motor 140 and the second motor 150 through the inverter 170, respectively, the power output from the first motor 140 is transmitted to the wheel 190 via the pinion gear 212, the first gear 211, the input shaft 130, the second gear 321, and the second pinion gear 322 in turn, and the power output from the second motor 150 is transmitted to the wheel 190 via the connecting gear 323, the second gear 321, and the second pinion gear 322. In this mode, the engine 110, the first electric machine 140, and the second electric machine 150 simultaneously drive the wheels 190 to rotate. The power performance under the mode is better, and the mode is suitable for vehicle climbing and full-accelerator acceleration.

And a fourth mode: extended range mode

Referring to fig. 1, 2 and 8, the first clutch 120 is closed, the second clutch 160 is closed, and the synchronizer 200 is in a neutral position, wherein the power output from the engine 110 is transmitted to the first motor 140 via the input shaft 130, the first gear 211 and the pinion 212, the first motor 140 generates electricity and stores the generated electricity in the battery 180 via the inverter 170; meanwhile, the battery 180 supplies power to the second motor 150, the second motor 150 outputs power, and the output power is transmitted to the wheel 190 via the connecting gear 323, the second gear 321, and the second pinion gear 322 and drives the wheel 190 to rotate. In this mode, only the second motor 150 drives the wheel 190 in rotation. The mode is suitable for urban conditions of low-speed and high-torque due to insufficient electric quantity of the battery 190.

And a fifth mode: parking power generation mode

The first clutch 120 is closed, the second clutch 160 is disengaged (not closed), and the synchronizer 200 is shifted to the neutral position, in which the power output from the engine 110 is transmitted to the first motor 140 via the input shaft 130, the first gear 211, and the pinion gear 212, and the first motor 140 generates electricity and stores the generated electricity in the battery 180 via the inverter 170. In this mode, the wheels 190 are not rotating, i.e., a parked state.

Mode six: energy brake recovery mode

Referring to fig. 1, 2, and 9, the first clutch 120 is disengaged (not engaged), the second clutch 160 is engaged, and the synchronizer 200 is shifted to the neutral position, in which the power of the wheels 190 is transmitted to the second motor 150 via the second pinion 322, the second gear 321, the connecting gear 323, and the second clutch 160 in sequence, and the second motor 150 generates power and stores the generated power in the battery 180 via the inverter 170.

Alternatively, as shown in fig. 1, 2 and 10, the first clutch 120 is disengaged (not engaged), the second clutch 160 is disengaged (not engaged), the synchronizer 200 fixedly connects the first gear set 310 to the input shaft 130, at this time, the power of the wheel 190 is transmitted to the first motor 140 through the second large gear 312, the second gear 311, the input shaft 130, the first gear 211 and the small gear 212 in sequence, and the first motor 140 generates power and stores the generated power in the battery 180 through the inverter 170.

In the embodiment, firstly, a second clutch for controlling the working state of the second motor (such as the starting of the second motor or the closing of the second motor) is additionally arranged, so that the first motor driving mode and the second motor driving mode of a single-motor driving mode are added to the vehicle, and therefore, the driving modes of the vehicle can be enriched, so that a driver can select the optimal driving mode according to the actual conditions (such as road conditions), and the economic performance of the vehicle can be improved; and secondly, through the connection state of the first gear set and the second gear set with the input shaft, the selection of different gears can be provided for a driver, and further the economic performance of the vehicle can be improved.

Based on the same inventive concept, the embodiment of the utility model provides a vehicle is provided, this vehicle includes: the two-motor hybrid system 100 described above.

In the embodiment, the dual-motor hybrid power system is assembled on the vehicle, so that the driving modes of the vehicle can be enriched, a driver can select the optimal driving mode according to actual conditions (such as road conditions), and the economic performance of the vehicle can be improved. It should be noted that the embodiment of the present invention provides a dual-motor hybrid system in a vehicle, which is similar to the description of the dual-motor hybrid system embodiment in the foregoing, and has similar beneficial effects to the dual-motor hybrid system embodiment in the foregoing. For the technical details not disclosed in the vehicle embodiment of the present invention, please refer to the description of the embodiment of the dual-motor hybrid system of the present invention for understanding, which will not be described herein again.

In the description of the present invention, it is to be understood that the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature.

In addition, in the description of the present invention, it should be understood that the terms "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

In addition, in the present invention, unless otherwise explicitly specified or limited, the terms "connected", and the like are to be construed broadly, and may be, for example, a mechanical connection or an electrical connection; the term "connected" refers to a direct connection or an indirect connection through an intermediate medium, and refers to a connection between two elements or an interaction relationship between two elements, unless otherwise specifically defined, and the specific meaning of the terms in the present invention is understood by those skilled in the art according to specific situations.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention.

Claims (10)

1. A dual motor hybrid system, comprising: the device comprises an engine, a first clutch, an input shaft, a first gear set, a second gear set, a first motor, a second clutch, an inverter and a battery;

the engine, the first clutch and the input shaft are sequentially connected, at least a first gear in the first gear set is sleeved on the input shaft and fixedly connected with the input shaft, at least a second gear in the second gear set is sleeved on the input shaft, the second gear can be fixedly connected with the input shaft, and the second gear set is connected with wheels;

the first motor is connected with the first gear set, the second motor is connected with the second gear set through the second clutch, the first motor and the second motor are both connected with the inverter, and the inverter is connected with the battery;

wherein the power of the first motor and the power of the second motor are different.

2. The system of claim 1,

the second gear set includes: the first gear set and the second gear set are respectively provided with the second gear, and the first gear set and the second gear set are respectively connected with the wheels;

wherein a radial dimension of a second gear of the first gear set is less than a radial dimension of a second gear of the second gear set.

3. The system of claim 2, further comprising:

the synchronizer is sleeved on the input shaft between the first gear set and the second gear set;

wherein the synchronizer can fixedly connect a second gear of the first gear set with the input shaft; alternatively, the second gear of the second gear set may be fixedly connected to the input shaft.

4. The system of claim 2 or 3,

the first gear gearset includes: the second gear and a second gearwheel meshed with the second gear are connected with the wheel;

wherein a radial dimension of the second gear is smaller than a radial dimension of the second bull gear.

5. The system of claim 2 or 3,

the second gear gearset includes: the second pinion is meshed with one side of the second gear, the connecting gear is meshed with the other side of the second gear and is connected with the wheel, and the connecting gear is connected with the second motor through the second clutch;

wherein a radial dimension of the second gear is greater than a radial dimension of the second pinion gear.

6. The system of claim 1,

the first gear set includes: the first gear is sleeved on the input shaft and fixedly connected with the input shaft, the pinion is meshed with the first gear, and the pinion is connected with the first motor;

wherein a radial dimension of the first gear is greater than a radial dimension of the pinion gear.

7. The system of claim 1,

the power of the first motor is less than the power of the second motor.

8. The system of claim 1,

the engine, the first motor and the second motor are connected in pairs to form a triangle.

9. The system of claim 8,

the engine, the first clutch with the input shaft sets up along first direction, first motor and at least part first gear train sets up along first direction, the second clutch with the second motor sets up along first direction, just the engine the first clutch the input shaft the first motor at least part first gear train, the second clutch and the second motor is not on same line.

10. A vehicle, characterized by comprising:

the dual-motor hybrid system of any one of claims 1-9.

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