CN214138222U

CN214138222U - Dual-motor hybrid power driving system

Info

Publication number: CN214138222U
Application number: CN202022843018.1U
Authority: CN
Inventors: 徐海林; 邹大庆; 夏乐春; 陈长辉; 石放辉; 陈才; 郭育成
Original assignee: Jiangsu New Energy Vehicle Research Institute Co ltd
Current assignee: Jiangsu New Energy Vehicle Research Institute Co ltd
Priority date: 2020-12-01
Filing date: 2020-12-01
Publication date: 2021-09-07
Anticipated expiration: 2030-12-01

Abstract

The utility model discloses a bi-motor hybrid driving system, include: the device comprises a generator, an engine, a driving motor, a clutch, a synchronizer, a differential, a first input shaft, a second input shaft, a third input shaft, an intermediate shaft, an output shaft and a gear set. The first input shaft is connected with the generator. And the second input shaft is connected with the engine through a clutch, the generator and the engine are connected through a gear pair, and the second input shaft is provided with a synchronizer. And the third input shaft is connected with the driving motor. The intermediate shaft is connected with the second input shaft through a gear pair, is combined with and disconnected from the second input shaft through a synchronizer, and is connected with the third input shaft through the gear pair. And the differential is connected with an output shaft and is connected with the intermediate shaft through a gear pair. The utility model discloses compact structure, the cost is lower, and control logic is simple, can realize multiple control mode, can realize bi-motor drive under the electricelectric operating mode, and automotive dynamic nature is better.

Description

Dual-motor hybrid power driving system

Technical Field

The utility model belongs to the technical field of the hybrid gearbox, concretely relates to bi-motor hybrid driving system.

Background

A hybrid vehicle is a vehicle in which a vehicle drive system is combined from two or more individual drive systems that can be operated simultaneously, and the vehicle drive power is provided by the individual drive systems individually or together depending on the actual vehicle driving state. The hybrid vehicle is generally a gasoline-electric hybrid vehicle, i.e. a conventional internal combustion engine is adopted, and a gasoline engine and an electric motor are commonly used as power sources. With the stricter and stricter environmental protection measures in various countries in the world, hybrid vehicles have become a key point in automobile research and development due to their characteristics of energy saving, low emission, and the like, and have already begun to be commercialized.

The traditional hybrid power transmission comprises six shafting including a generator input shaft, an engine input shaft, a clutch transmission shaft circuit, a driving motor input shaft, a driving motor transmission shaft and a differential mechanism output shaft, and the traditional hybrid power transmission has the advantages of large occupied space and complex control logic while realizing multiple driving modes.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a bi-motor hybrid drive system, adopt novel transmission mode, solve current hybrid drive system occupation space great, the comparatively complicated problem of control logic to the above-mentioned not enough that prior art exists.

In order to achieve the above object, the utility model provides a bi-motor hybrid drive system, include: a generator, an engine, a driving motor, a clutch, a synchronizer, a differential mechanism, a first input shaft, a second input shaft, a third input shaft, an intermediate shaft, an output shaft and a gear set,

a first input shaft connected with the generator,

the second input shaft is connected with the engine through a clutch, the generator and the engine are connected through a gear pair, the second input shaft is provided with a synchronizer,

a third input shaft connected with the driving motor,

an intermediate shaft which is connected with the second input shaft through a gear pair and is combined with and disconnected from the second input shaft through a synchronizer, the intermediate shaft is connected with the third input shaft through the gear pair,

and the differential is connected with an output shaft and is connected with the intermediate shaft through a gear pair.

Further, the generator is an ISG motor and is a starting and power generating integrated motor.

Further, a first gear is installed on the first input shaft, a second gear is installed on the second input shaft and meshed with the first gear, a third gear is further installed on the second input shaft through a bearing, and the third gear is driven by the second input shaft when the synchronizer is combined.

Furthermore, a sixth gear is mounted on the third input shaft, a fourth gear and a fifth gear are mounted on the intermediate shaft, a seventh gear is mounted on the differential and the output shaft, the fourth gear is meshed with the sixth gear, and the fifth gear is meshed with the seventh gear.

The utility model has the advantages that:

bi-motor hybrid actuating system, compact structure, the cost is lower, control logic is simple, can realize multiple control mode, can realize bi-motor drive under the electricelectric operating mode, automobile dynamic nature is better.

Drawings

Fig. 1 is a schematic structural view of a dual-motor hybrid power driving system according to the present invention;

fig. 2 is a schematic diagram of a power transmission route of the dual-motor hybrid drive system in the pure electric mode according to the present invention;

fig. 3 is a schematic diagram of a power transmission route of the dual-motor hybrid power driving system according to the present invention in the dual-motor mode;

fig. 4 is a schematic diagram of a power transmission route of the dual-motor hybrid power driving system in the series range extending mode according to the present invention;

fig. 5 is a schematic diagram of a power transmission route of the dual-motor hybrid driving system in the parallel mode according to the present invention;

fig. 6 is a schematic diagram of a power transmission route of the five-axis hybrid transmission in the direct drive mode of the engine.

In the figure: 1. a generator; 2. an engine; 3. a synchronizer; 4. a drive motor; 5. a differential mechanism; 6. a first input shaft; 7. a second input shaft; 8. an intermediate shaft; 9. a gear set; 901. a first gear; 902. a second gear; 903. a third gear; 904. a fourth gear; 905. a fifth gear; 906. a sixth gear; 907. A seventh gear; 10. an output shaft; 11. a third input shaft; 12. a clutch.

Detailed Description

The preferred embodiments of the present invention will be described in conjunction with the accompanying drawings, and it will be understood that they are presented herein only to illustrate and explain the present invention, and not to limit the present invention.

As shown in fig. 1, the utility model provides a two motor hybrid drive system, include: a generator 1, an engine 2, a driving motor 4, a clutch 12, a synchronizer 3, a differential 5, a first input shaft 6, a second input shaft 7, a third input shaft 11, an intermediate shaft 8, an output shaft 10 and a gear set 9,

a first input shaft 6, connected to the generator 1,

a second input shaft 7 connected with the engine 2 through a clutch 12, the generator 1 and the engine 2 are connected through a gear pair, the second input shaft 7 is provided with a synchronizer 3,

a third input shaft 11 connected with the driving motor 4,

an intermediate shaft 8 which is connected with the second input shaft 7 through a gear pair, is combined with and disconnected from the second input shaft 7 through the synchronizer 3, the intermediate shaft 8 is connected with a third input shaft 11 through a gear pair,

and the differential 5 is connected with an output shaft 10, and the differential 5 is connected with the intermediate shaft 8 through a gear pair.

In practical application, the generator 1 is an ISG motor, and is a starting and generating integrated motor.

In practical application, a first gear 901 is mounted on the first input shaft 6, a second gear 902 is mounted on the second input shaft 7, the second gear 902 is meshed with the first gear 901, a third gear 903 is further mounted on the second input shaft 7 through a bearing, and the third gear 903 is driven by the second input shaft 7 when the synchronizer 3 is combined.

In practical applications, a sixth gear 906 is mounted on the third input shaft 11, a fourth gear 904 and a fifth gear 905 are mounted on the intermediate shaft 8, a seventh gear 907 is mounted on the differential 5 and the output shaft 10, the fourth gear 904 is meshed with the sixth gear 906, and the fifth gear 905 is meshed with the seventh gear 907.

The utility model discloses a theory of operation:

the structure has five shafting: the generator 1 shaft, the engine 2 shaft, the intermediate shaft 8, the driving motor 4 shaft, the differential 5 shaft/output shaft 10 comprise a clutch 12, a

synchronizer

3, 7 gears and 10 bearings. The shaft of the engine 2 is connected with the shaft of the generator 1 through the engagement of a first gear 901 and a second gear 902, the third gear 903 transmits torque to the intermediate shaft 8 through the synchronizer 3, and the clutch 12 is used for cutting off the torque of the engine 2, so that the synchronizer 3 is convenient to engage gears. The fourth gear 904 on the intermediate shaft 8 meshes with the third gear 903 and the sixth gear 906 at the same time, and transmits the torque transmitted by the shaft of the engine 2 and the shaft of the driving motor 4. Fifth gear 905 meshes with seventh gear 907, and seventh gear 907 connects to differential 5, eventually transmitting torque to the wheels.

The utility model discloses an each gear power transmission route:

as shown in fig. 2, the clutch 12 is disengaged, the engine 2 and the generator 1 do not provide power, the driving motor 4 is driven separately, at this time, the power flow is transmitted to the wheels from the driving motor 4 and the intermediate shaft 8, and at this time, the pure electric mode is adopted;

as shown in fig. 3, the clutch 12 is disengaged, the synchronizer 3 is engaged, the engine 2 does not provide power, and the driving motor 4 and the generator 1 are driven together, and the dual-motor mode is adopted;

as shown in fig. 4, the clutch 12 is engaged, the synchronizer 3 is disengaged, the engine 2 drives the generator 1 to generate electricity, a part of the electricity charges the battery, a part of the electricity supplies power to the driving motor 4, and the driving motor 4 drives the vehicle alone. The mode is mainly used for the working condition that the battery has low electric quantity or the urgent acceleration requires large torque and is a series range extending mode;

as shown in fig. 5, the clutch 12 is engaged, the synchronizer 3 is engaged, the engine 2 and the driving motor 4 drive the vehicle together, and the second input shaft 7 drives the intermediate shaft 8 and the output shaft 10 in a meshing manner through the third gear 903 and the fourth gear 904, and the parallel mode is adopted;

as shown in fig. 6, the clutch 12 is engaged, the synchronizer 3 is engaged, the driving motor 4 and the generator 1 are idle, the engine 2 alone drives the vehicle, and the vehicle is suitable for high-speed cruising, in this case, the direct-drive mode of the engine 2.

To sum up, the utility model discloses compact structure, the cost is lower, and control logic is simple, can realize multiple control mode, can realize bi-motor drive under the electricelectric motor work condition, and automotive dynamic nature is better.

The foregoing illustrates and describes the principles, general features, and advantages of the present invention. It should be understood by those skilled in the art that the foregoing embodiments are merely illustrative of the technical concepts and features of the present invention, and the purpose of the present invention is to provide a person skilled in the art with the ability to understand the contents of the present invention and implement the same, and not to limit the scope of the present invention.

Claims

1. A dual-motor hybrid drive system, characterized in that: the method comprises the following steps: a generator (1), an engine (2), a driving motor (4), a clutch (12), a synchronizer (3), a differential (5), a first input shaft (6), a second input shaft (7), a third input shaft (11), an intermediate shaft (8), an output shaft (10) and a gear set (9),

a first input shaft (6) connected to the generator (1),

a second input shaft (7) connected with the engine (2) through a clutch (12), the generator (1) and the engine (2) are connected through a gear pair, a synchronizer (3) is arranged on the second input shaft (7),

a third input shaft (11) connected with the driving motor (4),

an intermediate shaft (8) which can be connected with the second input shaft (7) through a gear pair and can be combined with and disconnected from the second input shaft (7) through a synchronizer (3), wherein the intermediate shaft (8) is connected with a third input shaft (11) through the gear pair,

and the differential (5) is connected with an output shaft (10), and the differential (5) is connected with the intermediate shaft (8) through a gear pair.

2. The dual-motor hybrid drive system of claim 1, wherein: the generator (1) is an ISG motor and is a starting and power generation integrated motor.

3. The dual-motor hybrid drive system of claim 1, wherein: the synchronizer is characterized in that a first gear (901) is installed on the first input shaft (6), a second gear (902) is installed on the second input shaft (7), the second gear (902) is meshed with the first gear (901), a third gear (903) is further installed on the second input shaft (7) through a bearing, and the third gear (903) is driven by the second input shaft (7) when the synchronizer (3) is combined.

4. The dual-motor hybrid drive system according to claim 1 or 3, characterized in that: a sixth gear (906) is mounted on the third input shaft (11), a fourth gear (904) and a fifth gear (905) are mounted on the intermediate shaft (8), a seventh gear (907) is mounted on the differential (5) and the output shaft (10), the fourth gear (904) is meshed with the sixth gear (906), and the fifth gear (905) is meshed with the seventh gear (907).