CN213108971U

CN213108971U - Hybrid power device and vehicle

Info

Publication number: CN213108971U
Application number: CN202021046721.3U
Authority: CN
Inventors: 邓华红; 夏承钢; 孙江明
Original assignee: Shanghai Zhongke Shenjiang Electric Vehicle Co Ltd
Current assignee: Shanghai Zhongke Shenjiang Electric Vehicle Co Ltd
Priority date: 2020-06-09
Filing date: 2020-06-09
Publication date: 2021-05-04
Anticipated expiration: 2030-06-09

Abstract

The utility model discloses a hybrid power device and vehicle. The method comprises the following steps: the speed change mechanism comprises a first shaft, a second shaft, a first gear pair, a second gear pair and a gear shifting element, wherein the engine and the first motor are respectively arranged at two opposite ends of the first shaft, a driving gear of the first gear pair and a driving gear of the second gear pair penetrate through the first shaft and are positioned between the first motor and the engine, the gear shifting element is positioned between the two driving gears, a driven gear of the first gear pair and a driven gear of the second gear pair penetrate through the second shaft, and the second shaft is connected with the differential mechanism; the second motor is arranged in parallel with the first motor, a rotor shaft of the second motor is connected with a speed reducing mechanism, and the speed reducing mechanism is also connected with one input end of the differential mechanism; the intermediate transmission shaft is rotatably arranged in an inner cavity of a rotor shaft of the second motor in a penetrating way and is connected with one output end of the differential mechanism. Compared with the prior art, the device has a more compact structure.

Description

Hybrid power device and vehicle

Technical Field

The utility model relates to a vehicle drive technical field, concretely relates to hybrid power device and vehicle.

Background

The existing hybrid power device is formed by mostly adopting two motors and matching a fixed speed ratio speed reducing mechanism and a multi-gear speed changing mechanism. However, since the front cabin of the automobile is very compact in structure, the three-axis hybrid power device adopting the two motors and the engine in parallel obviously increases the volume, is not beneficial to the arrangement of the whole automobile, and is difficult to carry more automobile types. Therefore, the market also expects to provide a hybrid device with a more compact structure.

SUMMERY OF THE UTILITY MODEL

In view of the above problems in the prior art, it is an object of the present invention to provide a hybrid device and a vehicle having a more compact structure.

The specific technical scheme is as follows:

a hybrid power unit, consisting essentially of: the device comprises an engine, a speed change mechanism, a first motor, a second motor, a speed reduction mechanism, a differential and an intermediate transmission shaft;

the speed change mechanism comprises a first shaft, a second shaft, a first gear pair, a second gear pair and a gear shifting element, wherein the first gear pair comprises a first gear driving gear and a first gear driven gear which are mutually meshed, and the second gear pair comprises a second gear driving gear and a second gear driven gear which are mutually meshed;

the engine and the first motor are respectively arranged at two opposite ends of the first shaft, the first gear driving gear and the second gear driving gear penetrate through the first shaft and are positioned between the first motor and the engine, the gear shifting element is positioned between the two driving gears, the first gear driven gear and the second gear driven gear penetrate through the second shaft, and the second shaft is connected with the differential mechanism;

the second motor and the first motor are arranged in parallel, a rotor shaft of the second motor is connected with the speed reducing mechanism, and the speed reducing mechanism is also connected with one input end of the differential mechanism;

the intermediate transmission shaft movably penetrates through an inner cavity of a rotor shaft of the second motor and is connected with one output end of the differential mechanism.

In the hybrid device of the above-described type, the gear ratio of the first gear pair is smaller than the gear ratio of the second gear pair or the gear ratio of the second gear pair is smaller than the gear ratio of the first gear pair.

In the hybrid device described above, the second shaft is connected to the differential through a main reduction drive gear and a main reduction driven gear on the differential that mesh with each other, and the main reduction drive gear is located between the first stage driven gear and the second stage driven gear.

In a hybrid drive unit of the type described above, it is also characterized in that the shifting element is a shifting synchronizer.

In a hybrid device of the above kind, further characterized in that the device further comprises a torsional vibration damper, one end of which is connected to the output end of the engine and the other end of which is connected to the first shaft.

In the hybrid power device of the above-described type, the first stator core of the first motor and the second stator core of the second motor are an integral member, the integral member is provided with a hollow area in a region where the first stator core and the second stator core are close to each other, and the hollow area is located at a distance from an edge of the integral member adjacent to the hollow area to form a connecting bridge connecting the first stator core and the second stator core.

In the hybrid device described above, further characterized in that the excavated area is provided with a cooling pipe therein.

A vehicle comprising a hybrid power unit as hereinbefore described.

The positive effects of the technical scheme are as follows:

the utility model provides a hybrid power device and vehicle, in the device, speed change mechanism has primary shaft and secondary shaft to set up two fender positions between primary shaft and secondary shaft, primary shaft one end and engine coaxial coupling, the other end and first motor coaxial coupling, namely first motor and engine coaxial coupling, the secondary shaft is connected with the input of differential mechanism; the second motor and the first motor are arranged in parallel, the intermediate transmission shaft movably penetrates through an inner cavity of a rotor shaft of the second motor and is connected with one output end of the differential mechanism through the speed reducing mechanism, and the second motor and the differential mechanism are coaxially arranged. Through the coaxial setting of first motor and engine, the coaxial setting of second motor and differential mechanism can not only realize the power transmission control effect, compares the triaxial of two motors of prior art and engine axis parallel configuration moreover, has reduced an axis, consequently obtains a more compact structure's hybrid power device.

Drawings

Fig. 1 is a schematic structural diagram of a hybrid power device of the present invention;

fig. 2 is a schematic structural diagram of an embodiment of the first motor and the second motor of the present invention.

In the drawings: 1. an engine; 2. a first motor; 21. a first rotor shaft; 22. a first stator core; 231. Digging a dead zone; 232. a connecting bridge; 242. a cooling tube; 3. a second motor; 31. a second rotor shaft; 311. a second motor gear; 312. an inner cavity of the second rotor shaft; 32. a second stator core; 4. a differential mechanism; 41. A first output of the differential; 42. a main reduction driven gear on the differential; 5. a speed change mechanism; 51. a first shaft; 52. a second shaft; 53. a first gear drive gear; 54. a first-gear driven gear; 55. a second gear driving gear; 56. a second driven gear; 57. a shift element; 58. a main reduction drive gear; 6. a speed reduction mechanism; 61. a first reduction gear; 62. a second reduction gear; 7. an intermediate transmission shaft; 8. a torsional damper; 9. a first wheel; 10. a second wheel.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail by the following embodiments in combination with the accompanying drawings. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the invention.

The numbering of the components themselves, such as "first", "second", etc., is used herein only to distinguish between the objects depicted and not to have any sequential or technical meaning. The term "connected" and "coupled" when used in this application, unless otherwise indicated, includes both direct and indirect connections (couplings). In the description of the present invention, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like 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 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 the present application, unless expressly stated or limited otherwise, the first feature may be directly on or directly under the second feature or indirectly via intermediate members. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

Referring to fig. 1 and 2, fig. 1 is a schematic structural diagram of a hybrid power device according to an embodiment of the present invention; fig. 2 is a schematic structural diagram of an embodiment of the first motor and the second motor of the present invention. The utility model discloses a hybrid power device, the device includes: the engine 1, speed change mechanism 5, first motor 2, second motor 3, reduction gears 6, differential 4, intermediate drive shaft 7.

The transmission 5 comprises a first shaft 51, a second shaft 52, a first gear wheel set comprising a first gear driving gear 53 and a first gear driven gear 54 which mesh with each other, a second gear wheel set comprising a second gear driving gear 55 and a second gear driven gear 56 which mesh with each other, and a shifting element 57.

The engine 1 and the first motor 2 are respectively disposed at opposite ends of the first shaft 51, that is, the first motor 2 is disposed coaxially with the engine 1. Specifically, the first rotor shaft 21 is sleeved on the first shaft 51.

The first gear driving gear 53 and the second gear driving gear 55 are disposed through the first shaft 51 and between the first motor 2 and the engine 1, the shift element 57 is disposed between the two driving gears, and the first gear driven gear 54 and the second gear driven gear 56 are disposed through the second shaft 52.

Optionally, the transmission ratio of the first gear pair is smaller than the transmission ratio of the second gear pair. This is merely an example and is not intended to limit the present invention.

As shown in fig. 1, the first gear pair is disposed at the end of the shifting element 57 where the engine 1 is disposed, and the second gear pair is disposed at the end of the shifting element 57 where the first electric machine 2 is disposed, so that when the first gear pair or the second gear pair is engaged through the shifting element 57, the engine 1 can realize two forward gears as a power source. When the engine 1 is not operating, and the first electric machine 2 is now acting as a power source, the first electric machine 2 can also realize two forward gears when the first gear wheel set or the second gear wheel set is engaged via the shifting element 57.

The second shaft 52 is connected to the differential 4.

Alternatively, in the present embodiment, the second shaft 52 is connected to the differential 4 through a main reduction driving gear 58 and a main reduction driven gear 42 on the differential 4, which are meshed with each other, and the main reduction driving gear 58 is located between the first-stage driven gear 54 and the second-stage driven gear 56.

Specifically, the main reduction drive gear 58 is disposed through the second shaft 52 and between the first stage driven gear 54 and the second stage driven gear 56, and the main reduction drive gear 58 is in meshing transmission with the main reduction driven gear 42 on the differential 4 to reduce the speed of the rotation transmitted from the first shaft 51 to the second shaft 52, and then to the differential 4.

The second motor 3 and the first motor 2 are arranged in parallel, the second rotor shaft 31 is connected with the speed reducing mechanism 6, and the speed reducing mechanism 6 is also connected with one input end of the differential 4. The speed reduction mechanism 6 is used for reducing the speed and increasing the torque of the power output from the second electric motor 3.

Specifically, the output end of the second rotor shaft 31 is provided with a second motor gear 311, and the second motor gear 311 is in meshing connection with the speed reducing mechanism 6.

Specifically, the speed reducing mechanism 6 includes a first speed reducing gear 61 and a second speed reducing gear 62 which are arranged on the same shaft, the first speed reducing gear 61 is meshed with the second motor gear 311, and the second speed reducing gear 62 is meshed with the main speed reducing driven gear 42 on the differential 4 for transmission. The speed reduction mechanism 6 reduces the rotation coming out of the second motor 3 and then transmits it to the differential 4.

The intermediate transmission shaft 7 is rotatably disposed through the inner cavity 312 of the second rotor shaft 31, and the intermediate transmission shaft 7 is connected to the first output end 41 of the differential 4.

Specifically, the intermediate transmission shaft 7 is rotatably disposed through the inner cavity 312 of the second rotor shaft 31 without any contact between the intermediate transmission shaft 7 and the second rotor shaft 31.

The output end of the intermediate transmission shaft 7 is connected with the second wheel 10 to drive the second wheel 10 to rotate and walk. The power output from the output of the differential 4 is transmitted to the intermediate drive shaft 7 and further to the second wheel 10.

The other output of the differential 4 is connected to the first wheel 9 to drive the first wheel 9 in rotation.

Alternatively, the shift element 57 may be a shift synchronizer. In addition, the clutch that also can be shifted, the multiple disc wet clutch promptly, because generally two fender position can not put into gear simultaneously in the reality, consequently the clutch that shifts can be the clutch of single piston double action position to the simplified structure.

A torsional damper or main clutch may be provided at the output of the engine 1 depending on the specific requirements of the vehicle and the type of shift element 57. The torsional vibration damper is mainly used for reducing the torsional rigidity of the joint part of the engine crankshaft and the transmission system, so that the torsional vibration natural frequency of the transmission system is reduced, the torsional damping of the transmission system is increased, the corresponding amplitude of torsional resonance is inhibited, the transient torsional vibration generated by impact is attenuated, and the NVH performance of a vehicle is improved.

When the vehicle is an HEV, i.e., the vehicle does not have a purely electric drive mode, the torsional damper is employed when the shift element 57 is a shift clutch; when the shifting element 57 is a shifting synchronizer, a main clutch may be used, and for the sake of simplifying the structure, a torsional damper may be used, and the speed-adjusting shock-free shifting is realized in cooperation with the first electric motor 2. When the vehicle is the PHEV, namely the vehicle has a pure electric driving mode, the power of the second motor 3 is enough to meet the requirement of the pure electric driving performance, the first motor 2 does not participate in driving, the torsional damper is adopted, the first motor 2 also participates in driving, and then the main clutch is adopted.

The device therefore also comprises a torsional vibration damper 8, which torsional vibration damper 8 is connected at one end to the output shaft of the engine 1 and at the other end to the first shaft 51.

Alternatively, the first stator core 22 of the first motor 2 and the second stator core 32 of the second motor 3 may be provided separately.

As shown in fig. 2, alternatively, the first stator core 22 of the first motor 2 and the second stator core 32 of the second motor 3 are an integral member, the integral member is provided with a hollow 231 in a region where the first stator core 22 and the second stator core 32 are close to each other, and the hollow 231 has a certain distance from an edge of the integral member adjacent to itself to form a connecting bridge 232 connecting the first stator core 22 and the second stator core 32.

Specifically, the first stator core 22 of the first motor 2 and the second stator core 32 of the second motor 3 are arranged to have the same circular arc diameter, and the outer edge shape of the integrated member is a kidney-shaped member, specifically including two semicircular arcs and a straight line tangent to the two semicircular arcs. A certain distance is arranged between two semicircular arcs that the first stator core 22 and the second stator core 32 are close to each other, a hollowed-out area 231 is arranged in an area between the two semicircular arcs, the magnetic fields of the two stator cores can be prevented from influencing each other by the arrangement of the hollowed-out area 231, and the hollowed-out area 231 has a certain distance towards the linear edge of the integrated component and away from the linear edge of the integrated component adjacent to the hollowed-out area 231, so that a connecting bridge 232 for connecting the first stator core 22 and the second stator core 32 is formed.

Further, a cooling pipe 242 is provided in the hollowed-out area 231. The cooling pipe 242 contains a cooling fluid such as cooling water, cooling oil, or the like for cooling the first and

second stator cores

22 and 32 and the corresponding winding end portions.

The first stator core 22 and the second stator core 32 can be formed through one-time stamping, and compared with split arrangement, production efficiency is improved.

Preferably, the diameters of the first stator core 22 and the second stator core 32 are set to be the same, the first stator core 22 and the second stator core 32 which are formed in a stamping mode at one time are matched with the hairpin winding, stators of two motors, namely the stators of the first motor 2 and the second motor 3, can be manufactured at one time, and compared with split arrangement, the production efficiency is greatly improved.

The hybrid power device in the embodiment is provided with the first motor 2 and the engine 1 coaxially, and the second motor 3 and the differential 4 coaxially, so that not only can the power transmission control function be realized, but also an axis is reduced compared with three axes in which two motors (for example, the first motor 2 and the second motor 3) and the engine 1 are arranged in parallel in the prior art, and therefore the hybrid power device with a more compact structure is obtained.

The utility model also provides a vehicle, this vehicle includes preceding hybrid power device, because this hybrid power device's structure is compacter, can do benefit to whole car more and arrange, can arrange more motorcycle types in pairs and pairs of rows.

The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above examples only represent some embodiments of the present invention, and the description thereof is more specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.

Claims

1. A hybrid power device characterized by comprising: the device comprises an engine, a speed change mechanism, a first motor, a second motor, a speed reduction mechanism, a differential and an intermediate transmission shaft;

the intermediate transmission shaft is rotatably arranged in an inner cavity of a rotor shaft of the second motor in a penetrating mode and is connected with one output end of the differential mechanism.

2. A hybrid device according to claim 1, characterized in that the gear ratio of the first gear pair is smaller than the gear ratio of the second gear pair.

3. A hybrid device according to claim 2, wherein the second shaft is connected to the differential via a main reduction drive gear and a main reduction driven gear on the differential which mesh with each other, the main reduction drive gear being located between the first gear driven gear and the second gear driven gear.

4. A hybrid device according to claim 3, wherein the shift element is a shift synchronizer.

5. A hybrid device according to claim 4, further comprising a torsional vibration damper connected at one end to the output of the engine and at the other end to the first shaft.

6. The hybrid device according to any one of claims 1 to 5, wherein the first stator core of the first motor and the second stator core of the second motor are an integral member provided with a hollowed-out area in a region where the first stator core and the second stator core are close to each other, the hollowed-out area having a distance from an edge of the integral member adjacent to itself to form a connecting bridge connecting the first stator core and the second stator core.

7. A hybrid power unit as claimed in claim 6, characterized in that a cooling tube is provided in the excavated area.

8. A vehicle characterized by comprising the hybrid power device of any one of claims 1 to 7.