CN215284356U - Dual-motor hybrid power driving system - Google Patents
Dual-motor hybrid power driving system Download PDFInfo
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- CN215284356U CN215284356U CN202022949568.1U CN202022949568U CN215284356U CN 215284356 U CN215284356 U CN 215284356U CN 202022949568 U CN202022949568 U CN 202022949568U CN 215284356 U CN215284356 U CN 215284356U
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- 230000007246 mechanism Effects 0.000 claims abstract description 27
- 230000005540 biological transmission Effects 0.000 claims abstract description 23
- 230000009467 reduction Effects 0.000 claims description 14
- 230000009977 dual effect Effects 0.000 claims description 2
- 238000010248 power generation Methods 0.000 abstract description 11
- 238000011084 recovery Methods 0.000 abstract description 6
- 230000001360 synchronised effect Effects 0.000 description 8
- 230000004323 axial length Effects 0.000 description 5
- 238000000034 method Methods 0.000 description 4
- 238000011217 control strategy Methods 0.000 description 3
- 230000007613 environmental effect Effects 0.000 description 3
- 230000007812 deficiency Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
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Abstract
The utility model discloses a bi-motor hybrid driving system has: an engine; the input shaft is connected with the engine; a first motor; the first motor input shaft is connected with the first motor; the first motor input shaft is connected with the input shaft through the clutch; a second motor; 1/3 gear input shaft connected with the second motor through the first speed reducing mechanism; an output shaft; the first motor input shaft is connected with the output shaft or 1/3 gear input shaft through a first transmission mechanism; 1/3 the input shaft is connected with the output shaft through the second transmission mechanism; the differential mechanism is connected with the output shaft through the second speed reducing mechanism, so that pure electric driving, parallel or serial hybrid driving of a single motor or double motors can be realized, a plurality of functions such as direct driving, braking energy recovery, parking power generation and the like of the engine can be realized, the oil saving rate is higher, and the compactness is higher.
Description
Technical Field
The utility model belongs to the technical field of motor vehicle derailleur field, especially, relate to a bi-motor hybrid drive system.
Background
In the process of implementing the present invention, the inventor finds that the prior art has at least the following problems:
the hybrid electric vehicle is a vehicle with a vehicle drive system formed by combining one or more single drive systems capable of running simultaneously, and the current hybrid electric vehicle generally adopts an engine and a motor as power sources, and the motor is enabled to provide power alone or together with the engine through different control strategies. The advantages of two power sources can be fully exerted, namely, the motor is energy-saving, low in pollution, low in noise, good in medium-low speed power performance, but low in endurance mileage, incomplete in charging facility, good in endurance capacity of the engine and complete in refueling facility. The two can make up for the weakness after being combined, and improve the dynamic property, the economical efficiency and the environmental protection property of the vehicle.
SUMMERY OF THE UTILITY MODEL
The utility model aims to solve the technical problem that a dual-motor hybrid power drive system that can realize single motor or dual-motor pure electric drive, parallelly connected or establish ties and mix, the engine directly drives, a great deal of functions such as braking energy recovery, parking electricity generation, and the rate of economizing on fuel is higher, and is compacter is provided.
In order to solve the technical problem, the utility model discloses the technical scheme who adopts is: a dual motor hybrid drive system having:
an engine;
an input shaft connected with the engine;
a first motor;
the first motor input shaft is connected with the first motor;
the first motor input shaft is connected with the input shaft through a clutch;
a second motor;
1/3 gear input shaft connected with the second motor through a first speed reducing mechanism;
an output shaft; the first motor input shaft is connected with the output shaft or 1/3 gear input shaft through a first transmission mechanism; the 1/3-gear input shaft is connected with the output shaft through a second transmission mechanism; the first transmission mechanism and the second transmission mechanism are gear transmission mechanisms;
and the differential is connected with the output shaft through a second speed reducing mechanism.
The first transmission mechanism includes:
the first gear driving gear is fixedly arranged on the 1/3 gear input shaft;
the second gear driving gear is sleeved on the first motor input shaft in an empty mode;
the second-gear driven gear is fixed on the output shaft; the second-gear driven gear can be meshed with the second-gear driving gear;
the first synchronizer is fixed on the first motor input shaft; the first synchronizer can be matched with the first gear driving gear or the second gear driving gear.
The second transmission mechanism has:
the third gear driving gear is fixed on the 1/3 gear input shaft;
the first-gear driven gear and the third-gear driven gear are sleeved on the output shaft in an empty mode; the first-gear driven gear is meshed with the first-gear driving gear, and the third-gear driven gear is meshed with the third-gear driving gear;
the second synchronizer is fixed on the output shaft; the second synchronizer can be matched with the first-gear driven gear or the third-gear driven gear.
The first reduction mechanism includes:
the second motor output gear is fixedly connected with the rotor end of the second motor;
the idle gear is meshed with the second motor output gear; the idler gear is also meshed with the three-gear driving gear.
The second reduction mechanism includes:
the main reducing driving gear is fixed on the output shaft;
and the driving reduction driven gear is fixedly connected with the differential, and is meshed with the driving reduction driving gear.
The first synchronizer is arranged between the first gear driving gear and the second gear driving gear; the second synchronizer is arranged between the first-gear driven gear and the third-gear driven gear.
The clutch, the input shaft, the first motor input shaft and the 1/3 gear input shaft are coaxial.
The 1/3 gear input shaft is at least partially sleeved on the first motor input shaft; the first and second motors at least partially overlap radially.
The first motor and the clutch are at least partially axially overlapped, and the first motor is positioned at the front end of the transmission; the third gear driving gear is located at the rear end of the transmission.
A use method of the dual-motor hybrid power driving system comprises the following steps:
(1) in a first electric-only mode, the engine is in a flameout state, the clutch is in a non-engagement state, the first motor works, and the second motor does not work; the first synchronizer is combined with the first-gear driving gear, and meanwhile, the second synchronizer is combined with the first-gear driven gear; or the first synchronizer is jointed with the two-gear driving gear, and the second synchronizer is in an asynchronous state at the same time; or the first synchronizer is engaged with the first-gear driving gear, and the second synchronizer is combined with the third-gear driven gear;
(2) in a second electric-only mode, the engine is in a flameout state, the clutch is in a non-engagement state, the second motor works, and the first motor does not work; the first synchronizer is in a non-synchronized state while the second synchronizer is engaged with the first-gear driven gear; or the first synchronizer is in a non-synchronous state, and the second synchronizer is combined with the third-gear driven gear;
(3) in a third electric-only mode, the engine is in a flameout state, the clutch is in a non-engaged state, and the first and second electric machines are both operated; the first synchronizer is combined with the first-gear driving gear, and meanwhile, the second synchronizer is combined with the first-gear driven gear; or the first synchronizer is combined with the second gear driving gear, and meanwhile, the second synchronizer is combined with the first gear driven gear; or the first synchronizer is combined with the second gear driving gear, and meanwhile, the second synchronizer is combined with the third gear driven gear; or the first synchronizer is combined with the first-gear driving gear, and meanwhile, the second synchronizer is combined with the third-gear driven gear;
(4) in a first parallel hybrid mode, the engine is in an operating state, the clutch is in an engaged state, the first motor operates, and the second motor does not operate; the first synchronizer is combined with the first-gear driving gear, and meanwhile, the second synchronizer is combined with the first-gear driven gear; or the first synchronizer is combined with the two-gear driving gear, and the second synchronizer is in an asynchronous state; or the first synchronizer is combined with the first-gear driving gear, and the second synchronizer is combined with the third-gear driven gear at the same time;
(5) in a second parallel hybrid mode, the engine is in a working state, the clutch is in a combined state, the second motor works, and the first motor does not work; the first synchronizer is combined with the first-gear driving gear, and meanwhile, the second synchronizer is combined with the first-gear driven gear; or the first synchronizer is combined with the second gear driving gear, and meanwhile, the second synchronizer is combined with the first gear driven gear; or the first synchronizer is combined with the second gear driving gear, and meanwhile, the second synchronizer is combined with the third gear driven gear; or the first synchronizer is combined with the first-gear driving gear, and the second synchronizer is combined with the third-gear driven gear at the same time;
(6) in a third parallel hybrid mode, the engine is in a working state, the clutch is in an engaged state, and the first motor and the second motor work; the first synchronizer is combined with the first-gear driving gear, and meanwhile, the second synchronizer is combined with the first-gear driven gear; or the first synchronizer is combined with the second gear driving gear, and meanwhile, the second synchronizer is combined with the first gear driven gear; or the first synchronizer is combined with the second gear driving gear, and meanwhile, the second synchronizer is combined with the third gear driven gear; or the first synchronizer is combined with the first-gear driving gear, and the second synchronizer is combined with the third-gear driven gear at the same time;
(7) when the range extending mode is adopted, the engine is in a working state, the clutch is in an engaged state, the first motor is in a power generation mode, and the second motor works; the first synchronizer is in a non-synchronous state, and meanwhile, the second synchronizer is combined with the first-gear driven gear; or the first synchronizer is in a non-synchronous state, and the second synchronizer is combined with the third-gear driven gear;
(8) in the parking charging mode, the engine is in a working state, the clutch is in an engaged state, and the first motor and the second motor are both in a power generation mode; the first synchronizer and the second synchronizer are both in an asynchronous state; or the first synchronizer is jointed with the first gear driving gear, and the second synchronizer is in an asynchronous state;
(9) in the energy recovery mode, the engine is in a flameout state, the clutch is in a non-engagement state, and the first motor is in a power generation mode; the first synchronizer is combined with the first-gear driving gear, and the second synchronizer is combined with the first-gear driven gear; or the first synchronizer is combined with the second-gear driving gear, and simultaneously the second synchronizer is combined with the first-gear driven gear; or the first synchronizer is combined with the first-gear driving gear, and the second synchronizer is combined with the third-gear driven gear simultaneously;
(10) when the engine is in a direct drive mode, the engine is in a working state, the clutch is in an engaged state, the first motor and the second motor are both in a non-working mode, and the first synchronizer is combined with the second-gear driving gear; or the first synchronizer is combined with the first-gear driving gear, and the second synchronizer is combined with the first-gear driven gear or the third-gear driven gear.
One of the technical schemes has the advantages or beneficial effects that the structure is compact, the axial length is short, and the hybrid power system formed by the hybrid power system and the engine can realize pure electric drive, parallel or serial hybrid power of a single motor or double motors, and multiple functions of direct drive, braking energy recovery, parking power generation and the like of the engine. The electric machine is powered alone or in conjunction with the engine through different control strategies. Therefore, the advantages of the two power sources can be fully exerted, the two power sources can make up for the deficiency after being combined, and the dynamic property, the economical efficiency and the environmental protection property of the vehicle are improved.
Drawings
Fig. 1 is a schematic structural diagram of a dual-motor hybrid power driving system provided in an embodiment of the present invention;
the labels in the above figures are: 1. the engine, 2, first motor, 3, second motor, 4, clutch, 5, input shaft, 6, first motor input shaft, 7, second motor output gear, 8, idler, 9, 1/3 fender input shaft, 10, two keep off driving gear, 11, synchronizer, 12, one keep off driving gear, 13, three keep off driving gear, 14, main subtracting driving gear, 15, two keep off driven gear, 16, one keep off driven gear, 17, synchronizer, 18, three keep off driven gear, 19, output shaft, 20, main subtracting driven gear, 21, differential mechanism assembly.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.
Referring to fig. 1, a hybrid transmission for a motor vehicle and a method for using the same includes an engine 1, a first motor 2, a second motor 3, a clutch 4, an input shaft 5, a first motor input shaft 6, a second motor output gear 7, an idler 8, an 1/3 gear input shaft 9, a second gear driving gear 10, a first synchronizer, a first gear driving gear 12, a third gear driving gear 13, a main reduction driving gear 14, a second gear driven gear 15, a first gear driven gear 16, a second synchronizer, a third gear driven gear 18, an output shaft 19, a main reduction driven gear 20 and a differential assembly 21, wherein the first motor 2 and the second motor 3 both have driving and power generation functions. The power generated by the engine, the first motor 2 and the second motor 3 is transmitted to the differential assembly after speed change, and then transmitted to the left wheel and the right wheel of the vehicle to drive the vehicle to run.
The first electric machine 2 and the second electric machine 3 comprise two parts, a stator and a rotor.
The clutch 4 is preferably a wet clutch of the multiple friction plate type.
The input shaft 5, the clutch 4, the first motor input shaft 6 and the 1/3 gear input shaft 9 are coaxial.
The input shaft 5 receives power transmitted by the engine 1, the clutch 4 is arranged between the input shaft 5 and the first motor input shaft 6, and the connection and disconnection between the engine 1 and the first motor input shaft 6 are realized through the combination and the separation of the clutch 4.
The 1/3 gear input shaft 9 is provided with a first gear drive gear 12 and a third gear drive gear 13 fixedly connected thereto.
The output shaft 19 is provided with a main reduction driving gear 14, a second-gear driven gear 15 and a second synchronizer which are fixedly connected with the output shaft 19, the output shaft 19 is provided with a first-gear driven gear 16 and a third-gear driven gear 18 which are sleeved in an empty way, the second synchronizer is positioned between the first-gear driven gear 16 and the third-gear driven gear 18 which are sleeved in an empty way, and the second synchronizer can selectively enable the output shaft 19 to be fixedly connected with the first-gear driven gear 16 or the third-gear driven gear 18 or rotate independently; the second synchronizer may be hydraulically or mechanically engaged with or disengaged from the first-speed driven gear 16 and the third-speed driven gear 18.
The differential assembly 21 is provided with a driving reduction driven gear 20 fixedly connected therewith.
The first motor input shaft 6 is provided with a hollow second gear driving gear 10 and a first synchronizer fixedly connected with the second gear driving gear 10, the first synchronizer is positioned between the second gear driving gear 10 and the first gear driving gear 12, and the first synchronizer can selectively enable the first motor input shaft 6 to be fixedly connected with the second gear driving gear 10 or the first gear driving gear 12 or independently rotate; the first synchronizer may be hydraulically or mechanically coupled to or decoupled from the second gear driving gear 10 and the first gear driving gear 12.
1/3 the input shaft 9 is at least partially sleeved on the first motor input shaft 6, the structure is compact, and the axial length is short.
The first motor 2 and the clutch 4 are at least partially overlapped in the axial direction and are positioned at the front end of the transmission, the structure is compact, and the axial length is short.
One end of the second motor 3 is fixedly connected with the second motor output gear 7, the output gear 7 is meshed with the idler wheel 8, the idler wheel 8 is meshed with the third-gear driving gear 13, and the third-gear driving gear 13 is located at the rear end of the transmission.
The second motor 3 and the first motor 2 are at least partially overlapped in the radial direction, the structure is compact, and the axial length is short.
The second gear driving gear 10 is engaged with the second gear driven gear 15, the first gear driving gear 12 is engaged with the first gear driven gear 16, the third gear driving gear 13 is engaged with the third gear driven gear 18, and the main reduction driving gear 14 is engaged with the main reduction driven gear 20.
The second motor 3 decelerates the second motor 3 through three gears 7, 8 and 13, so that the second motor 3 can be a high-speed motor.
According to the above arrangement, the following functions can be realized:
the system is defined in that in a first electric-only mode, the engine 1 is in a flameout state, the clutch 4 is in a non-engagement state, the first electric machine 2 is operated, and the second electric machine 3 is not operated; the first synchronizer 11 is engaged with the first-gear driving gear 12 while the second synchronizer 17 is engaged with the first-gear driven gear 16, or the first synchronizer 11 is engaged with the second-gear driving gear 10 while the second synchronizer 17 is in an asynchronous state, or the first synchronizer 11 is engaged with the first-gear driving gear 12 while the second synchronizer 17 is engaged with the third-gear driven gear 18.
The system is defined in that in the second pure electric mode, the engine 1 is in a flameout state, the clutch 4 is in a non-engagement state, the second motor 3 is operated, and the first motor 2 is not operated; the first synchronizer 11 is in the non-synchronized state while the second synchronizer 17 is engaged with the first-speed driven gear 16, or the first synchronizer 11 is in the non-synchronized state while the second synchronizer 17 is engaged with the third-speed driven gear 18.
The system is defined such that in the third electric-only mode, the engine 1 is in a deactivated state, the clutch 4 is in a non-engaged state, and both the first electric machine 2 and the second electric machine 3 are operated; the first synchronizer 11 is coupled to the first-gear driving gear 12 while the second synchronizer 17 is coupled to the first-gear driven gear 16, or the first synchronizer 11 is coupled to the second-gear driving gear 10 while the second synchronizer 17 is coupled to the third-gear driven gear 18, or the EM1 is coupled to the first synchronizer 11 and the first-gear driving gear 12 while the second synchronizer 17 is coupled to the third-gear driven gear 18.
The system is defined in that in the first parallel hybrid mode, the engine 1 is in an operating state, the clutch 4 is in an engaged state, the first electric machine 2 is operated, and the second electric machine 3 is not operated; the first synchronizer 11 is combined with the first-gear driving gear 12 while the second synchronizer 17 is combined with the first-gear driven gear 16, or the first synchronizer 11 is combined with the second-gear driving gear 10 while the second synchronizer 17 is in an asynchronous state, or the first synchronizer 11 is combined with the first-gear driving gear 12 while the second synchronizer 17 is combined with the third-gear driven gear 18.
The system is defined in a second parallel hybrid mode, wherein the engine 1 is in an operating state, the clutch 4 is in a combined state, the second motor 3 is operated, and the first motor 2 is not operated; the first synchronizer 11 is combined with the first gear driving gear 12, and the second synchronizer 17 is combined with the first gear driven gear 16, or the first synchronizer 11 is combined with the second gear driving gear 10, and the second synchronizer 17 is combined with the third gear driven gear 18, or the first synchronizer 11 is combined with the first gear driving gear 12, and the second synchronizer 17 is combined with the third gear driven gear 18.
The system is defined in a third parallel hybrid mode, in which the engine 1 is in an operating state, the clutch 4 is in an engaged state, and both the first electric machine 2 and the second electric machine 3 are in operation; the first synchronizer 11 is combined with the first gear driving gear 12, and the second synchronizer 17 is combined with the first gear driven gear 16, or the first synchronizer 11 is combined with the second gear driving gear 10, and the second synchronizer 17 is combined with the third gear driven gear 18, or the first synchronizer 11 is combined with the first gear driving gear 12, and the second synchronizer 17 is combined with the third gear driven gear 18.
The system is defined in that when in the range extending mode, the engine 1 is in an operating state, the clutch 4 is in an engaging state, the first motor 2 is in a power generation mode, and the second motor 3 is in operation; the first synchronizer 11 is in the non-synchronized state while the second synchronizer 17 is engaged with the first-speed driven gear 16, or the first synchronizer 11 is in the non-synchronized state while the second synchronizer 17 is engaged with the third-speed driven gear 18.
The system is defined in a parking charging mode, wherein the engine 1 is in a working state, the clutch 4 is in an engaging state, and the first motor 2 and the second motor 3 are both in a power generation mode; the first synchronizer 11 and the second synchronizer 17 are in an asynchronous state, or the first synchronizer 11 is engaged with the first gear driving gear 12, and the second synchronizer 17 is in an asynchronous state.
The system is defined such that in the energy recovery mode, the engine 1 is in a stall state, the clutch 4 is in a non-engaged state, and the first electric machine 2 is in a power generation mode; the first synchronizer 11 is combined with the first-gear driving gear 12, and the second synchronizer 17 is combined with the first-gear driven gear 16, or the first synchronizer 11 is combined with the second-gear driving gear 10, and the second synchronizer 17 is combined with the first-gear driven gear 16, and when the second motor 3 is in the power generation mode, the first synchronizer 11 is combined with the first-gear driving gear 12, and the second synchronizer 17 is combined with the first-gear driven gear 16, or the first synchronizer 11 is combined with the first-gear driving gear 12, and the second synchronizer 17 is combined with the third-gear driven gear 18.
The system is defined in that when the engine is in a direct drive mode, the engine 1 is in an operating state, the clutch 4 is in an engaged state, the first motor 2 and the second motor 3 are both in a non-operating mode, and the first synchronizer 11 is combined with the second driving gear 10. Or the first synchronizer 11 is coupled with the first-speed drive gear 12, while the second synchronizer 17 is coupled with the first-speed driven gear 16 or the third-speed driven gear 18.
After the structure is adopted, the hybrid power system formed by the hybrid power system and the engine has compact structure and short axial length, and can realize a plurality of functions of pure electric drive of a single motor or double motors, parallel or serial hybrid power, direct drive of the engine, braking energy recovery, parking power generation and the like. The electric machine is powered alone or in conjunction with the engine through different control strategies. Therefore, the advantages of the two power sources can be fully exerted, the two power sources can make up for the deficiency after being combined, and the dynamic property, the economical efficiency and the environmental protection property of the vehicle are improved.
The present invention has been described above with reference to the accompanying drawings, and it is to be understood that the specific implementation of the present invention is not limited to the above-described embodiments, and that various insubstantial modifications can be made by using the method concept and technical solutions of the present invention; or the conception and the technical proposal of the utility model can be directly applied to other occasions without improvement, and are all within the protection scope of the utility model.
Claims (9)
1. A dual motor hybrid drive system, comprising:
an engine;
an input shaft connected with the engine;
a first motor;
the first motor input shaft is connected with the first motor;
the first motor input shaft is connected with the input shaft through a clutch;
a second motor;
1/3 gear input shaft connected with the second motor through a first speed reducing mechanism;
an output shaft; the first motor input shaft is connected with the output shaft or 1/3 gear input shaft through a first transmission mechanism; the 1/3-gear input shaft is connected with the output shaft through a second transmission mechanism; the first transmission mechanism and the second transmission mechanism are gear transmission mechanisms;
and the differential is connected with the output shaft through a second speed reducing mechanism.
2. The dual-motor hybrid drive system of claim 1, wherein the first transmission has:
the first gear driving gear is fixedly arranged on the 1/3 gear input shaft;
the second gear driving gear is sleeved on the first motor input shaft in an empty mode;
the second-gear driven gear is fixed on the output shaft; the second-gear driven gear can be meshed with the second-gear driving gear;
the first synchronizer is fixed on the first motor input shaft; the first synchronizer can be matched with the first gear driving gear or the second gear driving gear.
3. The dual-motor hybrid drive system of claim 2, wherein the second transmission mechanism has:
the third gear driving gear is fixed on the 1/3 gear input shaft;
the first-gear driven gear and the third-gear driven gear are sleeved on the output shaft in an empty mode; the first-gear driven gear is meshed with the first-gear driving gear, and the third-gear driven gear is meshed with the third-gear driving gear;
the second synchronizer is fixed on the output shaft; the second synchronizer can be matched with the first-gear driven gear or the third-gear driven gear.
4. The dual-motor hybrid drive system according to claim 3, wherein the first reduction mechanism has:
the second motor output gear is fixedly connected with the rotor end of the second motor;
the idle gear is meshed with the second motor output gear; the idler gear is also meshed with the three-gear driving gear.
5. The dual-motor hybrid drive system according to claim 4, wherein the second reduction mechanism has:
the main reducing driving gear is fixed on the output shaft;
and the driving reduction driven gear is fixedly connected with the differential, and is meshed with the driving reduction driving gear.
6. The dual-motor hybrid drive system of claim 5, wherein the first synchronizer is disposed between the first gear drive gear and the second gear drive gear; the second synchronizer is arranged between the first-gear driven gear and the third-gear driven gear.
7. The dual-motor hybrid drive system of claim 3, wherein the clutch, the input shaft, the first motor input shaft, and the 1/3 gear input shaft are coaxial.
8. The dual-motor hybrid drive system of claim 7, wherein the 1/3 input shaft is at least partially hollow on the first motor input shaft; the first and second motors at least partially overlap radially.
9. The dual-motor hybrid drive system of claim 8, wherein the first motor at least partially axially overlaps the clutch, the first motor being located at a forward end of the transmission; the three-gear driving gear is located at the rear end of the transmission.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022949568.1U CN215284356U (en) | 2020-12-08 | 2020-12-08 | Dual-motor hybrid power driving system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202022949568.1U CN215284356U (en) | 2020-12-08 | 2020-12-08 | Dual-motor hybrid power driving system |
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| CN215284356U true CN215284356U (en) | 2021-12-24 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117507786A (en) * | 2022-04-28 | 2024-02-06 | 厦门国创中心先进电驱动技术创新中心 | Double-motor multi-gear series-parallel hybrid power transmission |
-
2020
- 2020-12-08 CN CN202022949568.1U patent/CN215284356U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117507786A (en) * | 2022-04-28 | 2024-02-06 | 厦门国创中心先进电驱动技术创新中心 | Double-motor multi-gear series-parallel hybrid power transmission |
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