CN215244313U

CN215244313U - Hybrid electric driving device

Info

Publication number: CN215244313U
Application number: CN202121813700.4U
Authority: CN
Inventors: 李彩丽
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-08-05
Filing date: 2021-08-05
Publication date: 2021-12-21
Anticipated expiration: 2031-08-05

Abstract

The utility model discloses a hybrid electric drive device relates to vehicle transmission and drive technical field, mainly includes engine, first motor, second motor and speed change mechanism. In the speed change mechanism, a second input shaft can rotatably penetrate through a first input shaft, the second input shaft can be connected with the first input shaft or an output shaft through a first gear shifting element, the first input shaft is connected with a middle shaft through a gear set, and the middle shaft is connected with the output shaft through a rear transmission gear set. The engine and the second motor can use all gears of the gear set, and the first motor can use all gears except the direct gear. The gear ratio of the rear drive gear set is configured according to the type of the engine. The second input shaft can be selectively connected to the first input shaft or the output shaft by means of the first shifting element, so that a compact hybrid electric drive without power interruption during shifting is obtained.

Description

Hybrid electric driving device

Technical Field

The utility model relates to a vehicle transmission and drive technical field, more specifically say a hybrid electric drive device.

Background

The existing commercial vehicles are facing increasingly strict energy consumption and emission requirements. For this reason, the vehicle drive system successively starts a transition to the hybrid system. Such vehicles have limited space and impose severe volume requirements on the hybrid system. On the other hand, the power interruption exists when the gearbox shifts gears, and the comfort is poor.

Accordingly, it is also desirable to provide a hybrid electric drive that provides a compact configuration and no power interruption during gear shifting.

Disclosure of Invention

The utility model provides a hybrid electric drive device, aim at solve the above-mentioned problem that exists among the prior art.

The utility model adopts the following technical scheme:

a hybrid electric drive device comprises an engine, a clutch, a first motor, a second motor and a speed change mechanism, wherein the speed change mechanism comprises a first input shaft, a second input shaft, an intermediate shaft, an output shaft and a first gear shift element; the first input shaft is in transmission connection with a first motor; one end of the second input shaft is in transmission connection with the second motor and is in transmission connection with the engine through the clutch; the other end of the second input shaft is provided with a first gear shifting element which is used for selectively connecting the second input shaft with the first input shaft or the output shaft; the intermediate shaft is provided with a gear set for being in transmission connection with the first input shaft and a rear transmission gear set for being in transmission connection with the output shaft.

Further, the second input shaft is rotatably arranged on the first input shaft in a penetrating mode.

Furthermore, the gear wheel set comprises a second shifting element, a first gear wheel set connected to the first input shaft, and a second gear wheel set connected to the first input shaft, wherein the second shifting element can selectively connect the first input shaft with the intermediate shaft in a transmission manner through the first gear wheel set or the second gear wheel set.

Specifically, the first gear set comprises a first driving gear fixedly arranged on the first input shaft and a first driven gear rotatably sleeved on the intermediate shaft, and the second gear set comprises a second driving gear fixedly arranged on the first input shaft and a second driven gear rotatably sleeved on the intermediate shaft; the second shifting element is arranged on the countershaft, and the first driven gear or the second driven gear is connected with the countershaft through the second shifting element.

Furthermore, the gear wheel set also comprises a third shifting element, a four-gear wheel set connected to the first input shaft, and a reverse gear wheel set connected to the first input shaft, wherein the third shifting element can be used for selectively connecting the first input shaft with the intermediate shaft in a transmission manner through the four-gear wheel set or the reverse gear wheel set.

Specifically, the four-gear set comprises a fourth driving gear fixedly arranged on the first input shaft and a fourth driven gear rotatably sleeved on the intermediate shaft, and the reverse gear set comprises a fifth driving gear fixedly arranged on the first input shaft, an idler gear and a fifth driven gear rotatably sleeved on the intermediate shaft; the third shifting element is arranged on the countershaft, and the fourth driven gear or the fifth driven gear is connected with the countershaft through the third shifting element.

From the above description to the structure of the present invention, the present invention has the following advantages:

one of them, the utility model discloses mainly include engine, first motor, second motor and speed change mechanism. In the transmission, the first shifting element can connect the second input shaft to the first input shaft or the output shaft, so that the engine and the second electric machine can use all gear wheel sets, and the first electric machine can use all gears except the direct gear. The gear ratio of the rear drive gear set is configured according to the type of the engine. It can be seen that the utility model discloses have the bi-motor to through design and overall arrangement setting, avoided respectively for first motor, engine set up speed change mechanism alone respectively, thereby obtain the lower mixed electric drive device of a compact structure cost.

Its two, the utility model discloses in, first shift element can be with second input shaft and output shaft lug connection for the power of engine and/or second motor can direct output, has realized that the direct that transmission efficiency is high keeps off, and can be when shifting, utilizes the power drive vehicle of engine and/or second motor, and first motor shifts and accomplishes back drive vehicle, and engine and/or second motor participate in drive vehicle after shifting the completion again, and power interruption when consequently having avoided shifting.

Thirdly, the utility model discloses can realize keeping off four fender positions of advancing including directly keeping off, can satisfy the demand of going better to the haulage vehicle of commercial car class one kind. Of course, the number of gears is not limited to four, and can be increased or decreased as needed.

Drawings

Fig. 1 is a schematic structural diagram of the present invention.

Fig. 2 is a schematic diagram of power flow when the first gear is engaged in the pure electric mode of the present invention. Wherein the open triangles represent the power flow of the first motor; the solid triangles represent the power flow of the first electric machine.

Fig. 3 is the power flow diagram of the series working condition in the hybrid power mode of the present invention. Wherein the open triangles represent the power flow of the first motor; the solid triangles represent the power flow of the engine.

Fig. 4 is a schematic diagram of the power flow of the engine in the hybrid mode.

Fig. 5 is a power flow diagram of the present invention during parking power generation in the hybrid mode.

Fig. 6 is a schematic diagram of the power flow of the engine driving reverse in the hybrid mode according to the present invention.

Detailed Description

The following describes embodiments of the present invention with reference to the drawings.

As shown in fig. 1 to 6, a hybrid electric drive device mainly includes an engine 1, a first electric machine 2, a second electric machine 3, a transmission mechanism 4, and a clutch 5. The transmission mechanism 4 mainly includes three parts, a transmission shaft including a first input shaft 411, a second input shaft 412, an intermediate shaft 42, and an output shaft 43, a transmission gear, and a shift element.

As shown in fig. 1 to 6, the first motor 2 includes a first motor stator 22 and a first motor rotor 21, and an output shaft of the first motor rotor 21 is fixedly connected to one end of a first input shaft 411, so that the first motor 2 is drivingly connected to the first input shaft 411.

As shown in fig. 1 to 6, the second input shaft 412 is rotatably disposed through the first input shaft 411, and one end of the second input shaft 412 is drivingly connected to the engine 1 and the second motor 3.

As shown in fig. 1 to 6, the engine 1 is drivingly connected to the second input shaft 412 via the clutch 5, and the clutch 5 may be a dry or wet clutch. In this case, for hybrid electric drives with long-distance electric-only driving modes, i.e., for hybrid electric drives that can be charged externally, normally open clutches are preferably used, and hybrid electric drives without this requirement may then be provided with a main clutch.

As shown in fig. 1, specifically, the second motor 3 includes a second motor stator 32 and a second motor rotor 31, and an output shaft of the second motor rotor 31 is fixedly connected to the second input shaft 412, so that the second motor 3 is directly connected to the second input shaft 412 in a transmission manner.

As shown in fig. 1 to 6, the other end of the second input shaft 412 is provided with a first shifting element 45 for driving connection with the first input shaft 411 or the output shaft 43. The first shift element 45 selectively connects the second input shaft 412 with the first input shaft 411 to transmit the power of the engine 1 and/or the second electric machine 3 to the first output shaft 411, or connects the second input shaft 412 with the output shaft 43 to transmit the power of the engine 1 and/or the second electric machine 3 to the output shaft 43, thereby realizing a direct gear.

As shown in fig. 1 to 6, during gear shifting, the first gear shifting element 45 connects the second input shaft 412 with the output shaft 43, the power of the engine 1 and/or the second motor 3 is transmitted to the output shaft 43 to drive the vehicle, the first motor 2 can shift simultaneously, and after the gear shifting is finished, the power is output to drive the vehicle, at this time, the engine 1 and/or the second motor 3 starts to shift, the first gear shifting element 45 is engaged in neutral, when the rotation speed of the engine 1 and/or the second motor 3 is adjusted to a proper rotation speed, the first gear shifting element 45 connects the second input shaft 412 with the output shaft 43, the engine 1 and/or the second motor 3 participates in driving the vehicle, thereby avoiding the power interruption during gear shifting.

As shown in fig. 1 to 6, the intermediate shaft 42 is provided with at least one gear wheel set for driving connection to the first input shaft 411 and a rear drive gear set 47 for driving connection to the output shaft 43.

As shown in fig. 1 to 6, the gear sets include, in particular, a first gear set 44 and a second gear set 46.

As shown in fig. 1 to 6, the first gear gearset 44 comprises a second shifting element 443, a first gear gearset 441 connected to the first input shaft 411, and a second gear gearset 442 connected to the first input shaft 411, the second shifting element 443 drivingly connecting the first input shaft 411 to the countershaft 42, optionally via the first gear gearset 441 or the second gear gearset 442.

More specifically, the first gear set 441 includes a first driving gear 4411 and a first driven gear 4412, the first driving gear 4411 is fixedly disposed on the first input shaft 411, and the first driven gear 4412 is rotatably disposed on the intermediate shaft 42. The two-gear set 442 includes a second driving gear 4421 and a second driven gear 4422, the second driving gear 4421 is fixedly disposed on the first input shaft 411, and the second driven gear 4422 is rotatably disposed on the intermediate shaft 42. A second shifting element 443 is arranged on the countershaft 42 and can connect the first driven gear 4412 or the second driven gear 4422 with the countershaft 42.

As shown in fig. 1 to 6, the second gear set 46 comprises a third shifting element 463, a four-gear gearset 461 connected to the first input shaft 411, and a reverse gear gearset 462 connected to the first input shaft 411, the third shifting element 463 drivingly connecting the first input shaft 411 to the intermediate shaft 42, optionally via the four-gear gearset 461 or the reverse gear gearset 442.

More specifically, the four-gear set 461 includes a fourth driving gear 4611 and a fourth driven gear 4612, the fourth driving gear 4611 is fixedly disposed on the first input shaft 411, and the fourth driven gear 4612 is rotatably disposed on the intermediate shaft 42. The reverse gear set 462 includes a fifth drive gear 4621, an idler gear 4623, and a fifth driven gear 4622; a fifth driving gear 4621 is fixedly disposed on the first input shaft 411, a fifth driven gear 4622 is rotatably sleeved on the intermediate shaft 42, and an idler gear 4623 is meshed with the fifth driving gear 4621 and the fifth driven gear 4622. A third shifting element 463 is arranged on countershaft 42 and can connect fourth driven gear 4612 or fifth driven gear 4622 with countershaft 42.

As shown in fig. 1 to 6, the rear transmission gear set 47 includes a rear transmission driving gear 471 and a rear transmission driven gear 472, the driving gear 471 is fixedly disposed on the intermediate shaft 42, and the rear transmission driven gear 472 is fixedly disposed on the output shaft 43. Further, the gear ratio of the rear drive gear group 47 can be appropriately configured according to the type of the engine 1.

The following describes several operation modes of the present invention.

As shown in fig. 2, the pure electric mode takes a first gear start as an example: the clutch 5 is kept in the disengaged state, the first input shaft 411 and the second input shaft 412 are connected by the first shifting element 45, the first-gear driven gear 4412 is connected with the intermediate shaft 42 by the second shifting element 443, namely, the first gear is connected with the speed change mechanism 4, the power of the first motor 2 and the power of the second motor 3 are output from the output shaft 43 through speed change to drive wheels, and therefore, the dual-motor first-gear starting is realized.

As shown in fig. 3, the hybrid mode takes a series start as an example: the first electric machine 2 is engaged in a first gear to drive the vehicle to start, the first gear shifting element 45 is engaged in a neutral gear, and simultaneously the engine 1 drives the second electric machine 3 to generate electricity to supply power to the first electric machine 2 or charge the electric storage device.

As shown in fig. 4, taking the four-gear drive as an example: when the engine 1 drives the vehicle in the fourth gear, the first input shaft 411 and the second input shaft 412 are connected by the first shift element 45, and the fourth driven gear 4612 is connected to the intermediate shaft 42 by the third shift element 463, the first electric machine 2 and the second electric machine 3 are in the power generation state, the boosting state, or the dragged state.

As shown in fig. 5, the first motor 2 and the second motor 3 are driven by the engine 1 to generate power, taking parking power generation as an example. Of course, the engine 1 may drive only one of the first motor 2 and the second motor 3 to generate power, that is, may provide a plurality of generated powers during parking power generation, which is easy to ensure the power balance of the power storage device.

As shown in fig. 6, the vehicle can be driven in reverse by the engine 1 with the reverse gear engaged. When the high-voltage electrical component fails and cannot work, the engine 1 is started by the starter to ignite to drive the vehicle to return home at a low speed, and the vehicle is backed up by engaging a reverse gear when needed, so that the function of backing up the vehicle is avoided, and the complete function and performance of the vehicle in low-speed running are ensured. When high-voltage electrical components such as the electrical storage device, the first motor 2, and the second motor 3 are normally operated, the reverse rotation may be performed by the reverse rotation of the first motor 2 and/or the second motor 3.

As shown in figure 1, the utility model discloses a four keep off the position that gos forward, can satisfy the demand of traveling better to the haulage vehicle of a class of commercial car, and the required drive ratio of the different power supplies of compatible more easily. Of course, the number of gears is not limited to four, and can be increased or decreased as needed. The first motor 2 and the second motor 3 are disposed between the clutch 5 and the speed change mechanism 4. The first electric machine 2 and the second electric machine 3 are arranged close to each other and coaxially. The first motor 2 and the second motor 3 may be connected to the first input shaft 411 and the second input shaft 412 by using a high-speed motor acceleration/deceleration gear.

The above-mentioned be the utility model discloses a concrete implementation way, nevertheless the utility model discloses a design concept is not limited to this, and the ordinary use of this design is right the utility model discloses carry out immaterial change, all should belong to the act of infringement the protection scope of the utility model.

Claims

1. A hybrid electric drive device comprises an engine, a clutch, a first motor, a second motor and a speed change mechanism, and is characterized in that: the speed change mechanism comprises a first input shaft, a second input shaft, an intermediate shaft, an output shaft and a first gear shifting element; the first input shaft is in transmission connection with a first motor; one end of the second input shaft is in transmission connection with the second motor and is in transmission connection with the engine through the clutch; the other end of the second input shaft is provided with a first gear shifting element which is used for selectively connecting the second input shaft with the first input shaft or the output shaft; the intermediate shaft is provided with a gear set for being in transmission connection with the first input shaft and a rear transmission gear set for being in transmission connection with the output shaft.

2. A hybrid electric drive as set forth in claim 1 wherein: the second input shaft is rotatably arranged on the first input shaft in a penetrating mode.

3. A hybrid electric drive as set forth in claim 2 wherein: the gear wheel set comprises a second shifting element, a first gear wheel set connected to the first input shaft, and a second gear wheel set connected to the first input shaft, wherein the second shifting element selectively connects the first input shaft with the intermediate shaft in a transmission manner through the first gear wheel set or the second gear wheel set.

4. A hybrid electric drive as set forth in claim 3 wherein: the first gear set comprises a first driving gear fixedly arranged on the first input shaft and a first driven gear rotatably sleeved on the intermediate shaft, and the second gear set comprises a second driving gear fixedly arranged on the first input shaft and a second driven gear rotatably sleeved on the intermediate shaft; the second shifting element is arranged on the countershaft, and the first driven gear or the second driven gear is connected with the countershaft through the second shifting element.

5. A hybrid electric drive as set forth in claim 3 wherein: the gear wheel set further comprises a third shifting element, a four-gear wheel set connected to the first input shaft, and a reverse gear wheel set connected to the first input shaft, wherein the third shifting element can be used for selectively connecting the first input shaft with the intermediate shaft in a transmission manner through the four-gear wheel set or the reverse gear wheel set.

6. A hybrid electric drive as set forth in claim 5 wherein: the reverse gear set comprises a fifth driving gear fixedly arranged on the first input shaft, an idler gear and a fifth driven gear rotatably sleeved on the intermediate shaft; the third shifting element is arranged on the countershaft, and the fourth driven gear or the fifth driven gear is connected with the countershaft through the third shifting element.