CN212195066U

CN212195066U - Electromechanical coupling structure

Info

Publication number: CN212195066U
Application number: CN202020123917.1U
Authority: CN
Inventors: 韦光珍; 张玉平; 黄杰; 林雪峰; 吴有智
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-01-19
Filing date: 2020-01-19
Publication date: 2020-12-22
Anticipated expiration: 2030-01-19

Abstract

The invention discloses an electromechanical coupling structure, which comprises a motor and a transmission, wherein a motor rotating shaft is a hollow rotating shaft and is sleeved on an output shaft of the transmission in an empty way, whether the motor rotating shaft and the output shaft of the transmission form transmission or not is controlled by a clutch mechanism, and the output shaft of the transmission penetrates out of the other side of the motor.

Description

Electromechanical coupling structure

Technical Field

The present invention relates to an electromechanical coupling structure, and more particularly, to an electromechanical coupling structure for a hybrid vehicle.

Background

The hybrid electric vehicle has the problem of how to couple the power of a motor and the power of an engine, and a plurality of different types of electromechanical coupling structures for the hybrid electric vehicle exist, namely, a P0 hybrid structure of the motor, which is positioned at the position of an original generator attached to the engine, is arranged according to the installation position of the motor besides a series-parallel hybrid power structure of Toyota corporation and a double-motor hybrid power structure of Honda corporation; a P1 hybrid located at the engine flywheel; a P2 hybrid located between the engine and the transmission; a P3 hybrid between the transmission and final drive and a P4 hybrid with the engine front-drive vehicle at the rear axle. These different mixing structures have their own strengths and their own weaknesses. The most important defects are that the structure is complex, the cost is high, and the device is monopolized and blocked by the technology of foreign vehicle enterprises.

Disclosure of Invention

Aiming at the problem of how to couple the power of a motor and an engine of a hybrid electric vehicle, the hybrid electric vehicle is provided with a hybrid power structure which has simple structure, low cost and complete functions and can meet the functions and requirements of various different use working conditions of the hybrid electric vehicle.

The technical scheme of the invention is as follows:

the electromechanical coupling structure comprises a motor and a transmission, wherein a motor rotating shaft is a hollow rotating shaft, the hollow rotating shaft is sleeved on a transmission output shaft, whether transmission is formed between the motor rotating shaft and the transmission output shaft is controlled through a clutch mechanism, and the transmission output shaft penetrates out of the other side of the motor.

The end part of the motor rotating shaft is provided with a gear shifting tooth and a gear shifting tooth sleeve, the two sides of the gear shifting tooth sleeve are respectively provided with an output shaft combined tooth and an intermediate shaft combined tooth, the output shaft combined tooth is arranged on the output shaft of the speed changer, the intermediate shaft combined tooth is sleeved on the motor rotating shaft in a hollow mode and is meshed with a driven tooth arranged on the intermediate shaft, and the gear shifting tooth sleeve can be moved to control whether the gear shifting tooth is connected with the output shaft combined tooth or the intermediate shaft combined tooth.

The intermediate shaft coupling teeth are divided into a left half part and a right half part which are connected, the left half part can be combined with the gear shifting gear sleeve, the right half part is meshed with the driven teeth, and the transmission ratios of the left half part and the right half part can be the same or different.

The other structure is that a gear shifting tooth and a gear shifting tooth sleeve are arranged on an output shaft of the speed changer, a motor combining tooth is arranged at the end part of a rotating shaft of the motor, and the gear shifting tooth can be connected with the motor combining tooth through the gear shifting tooth sleeve.

The transmission output shaft is sleeved with a neutral reverse gear driven gear, the reverse gear driven gear is connected with a reverse gear driving gear on the intermediate shaft through a reverse gear intermediate wheel, and a reverse gear combination gear on the side surface of the reverse gear driven gear can be connected with a gear shifting gear through a gear shifting gear sleeve.

The motor driving teeth are arranged on the motor rotating shaft and meshed with the motor driven teeth, and the motor driven teeth are arranged on the intermediate shaft through a clutch mechanism.

The clutch mechanism is a one-way clutch, the inner ring of the one-way clutch is arranged on the intermediate shaft, and the outer ring of the one-way clutch is connected with the driven gear of the motor.

The other structure is that an output shaft clutch is arranged on an output shaft of the speed changer, the output shaft clutch is connected with the output shaft of the speed changer and a driving tooth of a motor, the driving tooth of the motor is arranged at the end part of a rotating shaft of the motor, the driving tooth of the motor is meshed with a driven tooth of the motor, and the driven tooth of the motor is connected with an intermediate shaft through the driven shaft clutch.

The driven shaft clutch is a one-way clutch, the inner ring of the one-way clutch is arranged on the intermediate shaft, and the outer ring of the one-way clutch is connected with the driven teeth of the motor.

The output shaft clutch is an electrically controlled clutch.

The invention has the beneficial effects that:

the hybrid power structure has the advantages of simple structure, low cost, easy manufacture, convenient maintenance and complete functions, can meet the functions and requirements of various different use conditions of the hybrid power vehicle, and has great practical significance for enhancing the core competitiveness of independent brands and breaking monopoly and blockade of foreign automobile oligopeptides on the automobile hybrid power technology. The transmission is suitable for all hybrid vehicles with front-engine rear-drive or longitudinal transmission systems and mechanical transmissions.

Description of the drawings:

fig. 1 is a transmission principle diagram of the embodiment 2.

FIG. 2 is a schematic structural view of example 3.

Fig. 3 is a prior art mechanical five speed transmission layout.

Fig. 4 is a structure diagram of a reverse gear and a fifth gear of a conventional mechanical five-gear transmission.

FIG. 5 is a schematic structural view of example 4.

FIG. 6 is a schematic structural view of example 5.

Detailed Description

Example 1:

the motor rotating shaft in the embodiment is a hollow rotating shaft, the motor rotating shaft is sleeved on the output shaft of the fuel engine transmission in a hollow mode, the clutch is additionally arranged between the hollow rotating shaft and the output shaft, when the clutch is communicated, the motor torque acts on the output shaft to achieve electromechanical coupling, and when the clutch is disconnected, the motor torque does not act on the output shaft.

Example 2:

as shown in FIG. 1: an electromechanical coupling structure comprises a motor 5 and a transmission 1, wherein a motor rotating shaft 4 is a hollow shaft and is sleeved on a transmission output shaft 6 in an empty mode, whether the motor rotating shaft 5 and the transmission output shaft 6 form transmission or not is controlled through a clutch mechanism, and the transmission output shaft 6 penetrates out from the other side of the motor.

The end part of the motor rotating shaft 4 is provided with a shifting tooth 20 and a shifting gear sleeve 17, two sides of the shifting tooth 20 are respectively provided with an output shaft combination tooth 21 and an intermediate shaft combination tooth 22, the output shaft combination tooth 21 is arranged on the output shaft 6 of the speed changer, the intermediate shaft combination tooth 22 is sleeved on the motor rotating shaft 4 in a hollow way and is meshed with a driven tooth 23 arranged on the intermediate shaft 9, and the shifting gear sleeve 17 can be moved to control whether the shifting tooth 20 is connected with the output shaft combination tooth 21 or the intermediate shaft combination tooth 22.

The intermediate shaft coupling teeth 22 are divided into left and right halves connected to each other, the left half can be coupled to the shift sleeve 17, the right half can be engaged with the driven teeth 23, and the transmission ratios of the left and right halves can be the same or different.

When the gear shifting gear sleeve 17 is in the middle, the motor rotating shaft 4 is disconnected with the transmission output shaft 6 and the intermediate shaft 9, the motor is decoupled, and the vehicle is in a pure fuel running working condition at the moment;

when the gear shifting gear sleeve 17 is arranged on the left side, the motor rotating shaft 4 is connected with the transmission output shaft 6, the motor torque can be transmitted to the transmission output shaft 6, or the transmission output shaft 6 transmits the torque to the motor 5, at the moment, pure electric drive can be realized, P3 hybrid motion can be realized after the torque is coupled with the output torque of the engine 1, and in addition, the starting and stopping functions and parking charging can also be realized.

When the gear shifting gear sleeve 17 is arranged on the right, the motor rotating shaft 4 is connected with the transmission intermediate shaft 9, the output torque of the motor 5 can be transmitted to the transmission intermediate shaft 9 through the gear shifting gear sleeve 17, and the output torque of the motor 6 is amplified and adjusted and then transmitted to the transmission output shaft 6 through the mechanical transmission 1, at the moment, pure electric drive can be achieved, P2 hybrid motion can be achieved after the output torque of the motor 1 is coupled, and besides, the starting and stopping functions and parking charging can be achieved.

Example 3:

a dual clutch electromechanical coupling arrangement (see fig. 2), comprising: the transmission comprises a transmission 1, an electric control clutch 2, a one-way clutch 8, a motor driving tooth 3, a motor hollow rotating shaft 4, a motor 5, a transmission output shaft 6, a motor driven tooth 7 and a transmission intermediate shaft 9. The motor adopts a hollow rotating shaft 4, and a transmission output shaft 6 penetrates through the hollow rotating shaft; the electric control clutch 2 is positioned on a transmission output shaft 5 and connected with a motor driving gear 4, and is controlled to be jointed and separated by an electric control unit such as a motor controller MCU (microprogrammed control Unit), a transmission controller TCU (transmission control Unit) or a vehicle control unit VCU (vehicle control Unit), and the like, so that the jointing and the separation of the motor 5 and the transmission output shaft 6 are controlled; the one-way clutch 8 is positioned on the transmission intermediate shaft 9 and is arranged between the motor driven gear 7 and the transmission intermediate shaft 9, the connection or the disconnection of the motor 5 and the transmission intermediate shaft 9 is automatically controlled by the rotation speed difference between the motor driven gear 7 and the transmission intermediate shaft 9, when the rotation speeds of the motor driven gear 7 and the transmission intermediate shaft 9 are equal, the one-way clutch 8 is connected, and when the rotation speed of the motor driven gear 5 is zero or less than the rotation speed of the transmission intermediate shaft 9, the one-way clutch 8 is automatically disconnected; when the electric control clutch 2 and the one-way clutch 8 are both separated, the output shaft (6) of the speed changer can only output the torque of the engine, and the motor is decoupled; when the electric control clutch 2 is separated, the motor 5 can stop rotating or can be electrified to rotate to drive the motor driven gear 7 to rotate, when the rotating speed of the latter is equal to that of the transmission intermediate shaft 9, the one-way clutch 8 is engaged, the output torque of the motor 5 can be transmitted to the transmission intermediate shaft 9 through the one-way clutch 8 at the moment, then the output torque of the motor 5 is coupled with the output torque of the engine through each gear of the transmission 1, and the output torque of the motor 5 is amplified and adjusted and then transmitted to the transmission output shaft 6; when the electric control clutch 2 is engaged, because the gear ratio of the motor driving gear 3 and the motor transmission gear 7 is smaller than the transmission ratio of each gear of the transmission, the rotating speed of the motor transmission gear 7 is always smaller than the rotating speed of the transmission intermediate shaft 9, so the one-way clutch 8 is automatically disengaged, the output torque of the motor 5 is transmitted to the transmission output shaft 6 through the electric control clutch 2, and then is coupled with the output torque of the engine through the transmission output shaft 6 and then is output.

When the electric control clutch 2 and the one-way clutch 8 are both separated, the output shaft (6) of the transmission only outputs the torque of the engine, the motor is decoupled, and the vehicle is in a pure fuel oil running working condition at the moment; when the electric control clutch 2 is disengaged, if the rotating speed of the motor 5 is equal to the rotating speed of the transmission intermediate shaft 9, it must be pointed out that, because the original five-gear transmission ratio, that is, the gear ratio of the driving gear of the motor and the driven gear of the motor, is smaller than the gear ratios of all other gears, in any other working condition, the one-way clutch is in the disengaged state, the output torque of the motor 5 can be transmitted to the transmission intermediate shaft 9 through the one-way clutch 8, and the output torque of the motor 5 is amplified and adjusted through the mechanical transmission 8 and then transmitted to the transmission output shaft 6, at this time, the electric control clutch can be driven purely, or can be coupled with the output torque of the engine to realize P2 hybrid, besides, the start-stop function and parking charging can be realized, when the electric control clutch 2 is engaged in any working condition, due to the difference in rotating speed, the one-way clutch 8 will be automatically disengaged, the, at the moment, the hybrid electric vehicle can be driven purely electrically, can also be coupled with the output torque of an engine to realize P3 hybrid power, and can also recover braking energy.

Example 4:

the specific implementation of the invention is to select the most common mechanical five-gear transmission used on the domestic micro-surface micro-card at present and shown in figure 3, wherein the first gear, the second gear, the third gear and the fourth gear are installed in the middle shell of the transmission, the reverse gear and the fifth gear are installed at the tail end of the transmission and shown in figure 4, a reverse gear driven tooth 11 and a fifth gear driven tooth 13 are sleeved on an output shaft 6 of the transmission, a reverse gear driving tooth 19 and a fifth gear driving tooth 16 are installed on an intermediate shaft 9, the reverse gear driven tooth 11 is connected with the reverse gear driving tooth 19 through a reverse gear intermediate wheel 18, and the fifth gear driven tooth 13 is meshed with the fifth gear driven tooth 13; a gear shifting tooth and a gear shifting tooth sleeve 17 are arranged between the reverse gear driven tooth 11 and the five-gear driven tooth 13, the gear shifting tooth sleeve 17 is controlled by a gear shifting fork 12, when the gear shifting tooth sleeve 17 moves left, a combined tooth connected to the right side of the reverse gear driven tooth 11 is connected with a gear shifting tooth through the gear shifting tooth sleeve 17, when the gear shifting tooth sleeve 17 moves right, a combined tooth connected to the left side of the five-gear driven tooth 13 is connected with a gear shifting tooth through the gear shifting tooth sleeve 17, and when the gear shifting tooth sleeve 17 is located in the middle, the five gear and the reverse gear do not work.

As shown in fig. 5, the reverse gear speed-changing gear pair is removed, the output shaft 6 of the speed changer 1 passes through the hollow rotating shaft 4 of the motor rotor, the original five-gear driven tooth 13 of the speed changer 1 is arranged on the hollow rotating shaft 4 to be used as the driving tooth 3 of the motor 5, the original gear-engaging and gear-disengaging mechanism gear-shifting gear sleeve 17 and the shifting fork 12 of the speed changer are used as a clutch, the gear engaging corresponds to the engagement of the clutch, the gear disengaging corresponds to the disengagement of the clutch, and the disengagement or engagement of the clutch can be controlled by controlling the gear engaging and gear disengaging; meanwhile, the original five-gear driving tooth 16 of the transmission 1 on the intermediate shaft 9 is redesigned to be used as a motor driven tooth 7, a one-way clutch 8 is arranged between the tooth and the intermediate shaft 9, and the tooth and the intermediate shaft 9 are automatically controlled to be separated and engaged by using the rotation speed difference.

Example 5:

In the embodiment, an original reverse gear pair is not changed, a double-clutch electromechanical coupling structure is arranged between a transmission 1 and a motor 5, an output shaft 6 penetrates through a hollow rotating shaft 4 of a motor rotor, an original five-gear driven tooth 13 of the transmission is arranged on the hollow rotating shaft 4 instead to serve as a motor driving tooth 3, a gear engaging and gear disengaging mechanism which is the same as the original five-gear of the transmission is used as a clutch, the gear engaging is equivalent to the engagement of the clutch, the gear disengaging is equivalent to the disengagement of the clutch, and the disengagement or the engagement of the clutch can be controlled by controlling the gear engaging and the gear disengaging; meanwhile, the original five-gear driving tooth 16 on the intermediate shaft of the transmission is redesigned to be used as a motor driven tooth 7, a one-way clutch 8 is arranged between the tooth and the intermediate shaft 9, and the tooth and the intermediate shaft are automatically controlled to be separated and connected by using the rotating speed difference. It can be seen from this that: by adopting the double-clutch electromechanical coupling structure, the invention of 'simple structure, low cost, easy manufacture, convenient maintenance, complete functions and capability of meeting the functions and requirements of various different use conditions of the hybrid vehicle' is originally designed and easily implemented and realized. FIG. 6 is a schematic illustration of a dual clutch electromechanical coupling configuration of the electro-mechanically coupled transmission.

In summary, the following steps: by adopting the double-clutch electromechanical coupling structure, the invention of 'simple structure, low cost, easy manufacture, convenient maintenance, complete functions and capability of meeting the functions and requirements of various different use conditions of the hybrid vehicle' is originally designed and easily implemented and realized.

Finally, particular emphasis is given to: the double-clutch electromechanical coupling structure is also suitable for all hybrid vehicles with front-engine rear-drive or longitudinal transmission systems and mechanical transmissions.

Claims

1. An electromechanical coupling structure comprising an electric machine and a transmission, characterized in that: the motor rotating shaft is a hollow rotating shaft, the hollow rotating shaft is sleeved on the transmission output shaft, whether the motor rotating shaft and the transmission output shaft form transmission or not is controlled through the clutch mechanism, and the transmission output shaft penetrates out from the other side of the motor.

2. The electromechanical coupling structure of claim 1, wherein: the end part of the motor rotating shaft is provided with a gear shifting tooth and a gear shifting tooth sleeve, the two sides of the gear shifting tooth sleeve are respectively provided with an output shaft combined tooth and an intermediate shaft combined tooth, the output shaft combined tooth is arranged on the output shaft of the speed changer, the intermediate shaft combined tooth is sleeved on the motor rotating shaft in a hollow mode and is meshed with a driven tooth arranged on the intermediate shaft, and the gear shifting tooth sleeve can be moved to control whether the gear shifting tooth is connected with the output shaft combined tooth or the intermediate shaft combined tooth.

3. The electromechanical coupling structure of claim 2, wherein: the intermediate shaft coupling teeth are divided into a left half part and a right half part which are connected, the left half part can be combined with the gear shifting gear sleeve, the right half part is meshed with the driven teeth, and the transmission ratios of the left half part and the right half part can be the same or different.

4. The electromechanical coupling structure of claim 1, wherein: the output shaft of the speed changer is provided with a gear shifting tooth and a gear shifting tooth sleeve, the end part of the rotating shaft of the motor is provided with a motor combining tooth, and the gear shifting tooth can be connected with the motor combining tooth through the gear shifting tooth sleeve.

5. The electromechanical coupling structure of claim 4, wherein: the transmission output shaft is sleeved with a neutral reverse gear driven gear, the reverse gear driven gear is connected with a reverse gear driving gear on the intermediate shaft through a reverse gear intermediate wheel, and a reverse gear combination gear on the side surface of the reverse gear driven gear can be connected with a gear shifting gear through a gear shifting gear sleeve.

6. The electromechanical coupling structure according to claim 4 or 5, characterized in that: the motor driving teeth are arranged on the motor rotating shaft and meshed with the motor driven teeth, and the motor driven teeth are arranged on the intermediate shaft through a clutch mechanism.

7. The electromechanical coupling structure of claim 6, wherein: the clutch mechanism is a one-way clutch, the inner ring of the one-way clutch is arranged on the intermediate shaft, and the outer ring of the one-way clutch is connected with the driven gear of the motor.

8. The electromechanical coupling structure of claim 1, wherein: an output shaft clutch is arranged on an output shaft of the transmission, the output shaft clutch is connected with the output shaft of the transmission and a motor driving tooth, the motor driving tooth is arranged at the end part of a rotating shaft of the motor, the motor driving tooth is meshed with a motor driven tooth, and the motor driven tooth is connected with the intermediate shaft through the driven shaft clutch.

9. The electromechanical coupling structure of claim 8, wherein: the driven shaft clutch is a one-way clutch, the inner ring of the one-way clutch is arranged on the intermediate shaft, and the outer ring of the one-way clutch is connected with the driven teeth of the motor.

10. The electromechanical coupling structure according to claim 8 or 9, characterized in that: the output shaft clutch is an electrically controlled clutch.