CN215360906U - Power transmission device of hybrid electric vehicle - Google Patents
Power transmission device of hybrid electric vehicle Download PDFInfo
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- CN215360906U CN215360906U CN202120933014.4U CN202120933014U CN215360906U CN 215360906 U CN215360906 U CN 215360906U CN 202120933014 U CN202120933014 U CN 202120933014U CN 215360906 U CN215360906 U CN 215360906U
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Abstract
A power transmission device of a hybrid electric vehicle comprises an engine, a first driving motor and a second driving motor, wherein a first gear and a second gear are fixed on the first solid shaft in the circumferential direction, a third gear is fixed on the first hollow shaft in the circumferential direction, an idler gear is in clearance fit with the second solid shaft, a fourth gear is fixed on the second hollow shaft in the circumferential direction, a fifth gear and a sixth gear are fixed on the third solid shaft in the circumferential direction, and a seventh gear is fixed on the third hollow shaft in the circumferential direction; the first gear is meshed with a seventh gear, the second gear is meshed with a fourth gear, the third gear is meshed with a fifth gear, the free gear is meshed with a sixth gear, and the sixth gear is also meshed with an input gear of a differential; a first clutch is arranged between the second solid shaft and the second hollow shaft, and a synchronizer is arranged between the idler gear and the first clutch and is circumferentially fixed with the second solid shaft; and a second clutch is arranged between the third solid shaft and the third hollow shaft.
Description
Technical Field
The utility model relates to the technical field of hybrid power, in particular to a power transmission device of a hybrid electric vehicle.
Background
At present, most hybrid vehicles adopt an oil-electricity hybrid power device, and oil-electricity hybrid power devices developed by a plurality of automobile manufacturers adopt a double-motor structure, namely the oil-electricity hybrid power device comprises an engine obtaining power from fuel oil and a driving motor running by electric power, and a generator is additionally arranged, the generator utilizes the power generated by the running of the vehicles to generate electricity so as to provide electric energy for the vehicles, and after the engine stops, the driving motor is utilized to drive the vehicles to run, so that the exhaust emission of the vehicles is reduced, and the environment is protected. The connection and control among the engine, the generator, and the driving motor have a direct influence on the traveling performance of the hybrid vehicle.
Patent publication No. CN 110962573A, hybrid drive system and vehicle, discloses a hybrid drive system with dual motors, which comprises an engine, a first motor, a second motor, a motor gear, a first shaft, a 1-gear driving gear, a clutch, a 2-gear driving gear, a second shaft, a third shaft, a 1-gear driven gear, a synchronizer, a 2-gear driven gear, a main reduction driving gear and a main reduction driven gear, wherein the two-gear speed ratio and the pure electric drive two-gear speed ratio of the engine can be realized by controlling the engaging state of the clutch and the synchronizer, the working modes of pure electric drive of the motor, series drive, parallel drive, direct drive of the engine and the like are realized, although the engine can work in a region with higher fuel economy, the fuel economy of the vehicle is improved while the power performance of the vehicle is ensured, however, in the two-gear speed ratio switching process of engine power transmission, the clutch and the synchronizer need to cooperate, and due to the structural characteristics of the synchronizer, the control process is complex, power interruption is easy to occur, and the driving performance is affected.
Disclosure of Invention
The utility model aims to provide a power transmission device of a hybrid electric vehicle, aiming at the corresponding defects of the prior art, a synchronizer and a clutch are not used to cooperate with each other to participate in the gear shifting process, the power performance of the motor vehicle is ensured, the fuel economy of the vehicle is improved, meanwhile, the power interruption which is caused by the synchronizer and is very easy to generate in the gear shifting process is avoided, and the driving performance of the motor vehicle is improved.
The purpose of the utility model is realized by adopting the following scheme: a power transmission device of a hybrid electric vehicle comprises an engine, a first driving motor and a second driving motor, wherein the engine is fixedly connected with a first solid shaft, the first driving motor is fixedly connected with a first hollow shaft, and the first hollow shaft is sleeved on the first solid shaft in a hollow mode to form a concentric shaft;
the second driving motor is fixedly connected with the second solid shaft, the second hollow shaft is sleeved on the second solid shaft in a hollow mode to form a concentric shaft, and the second solid shaft is parallel to the first solid shaft;
the third solid shaft is parallel to the first solid shaft, and the third hollow shaft is sleeved on the third solid shaft to form a concentric shaft;
a first gear and a second gear are circumferentially fixed on the first solid shaft, a third gear is circumferentially fixed on the first hollow shaft, an empty gear is in clearance fit with the second solid shaft, a fourth gear is circumferentially fixed on the second hollow shaft, a fifth gear and a sixth gear are circumferentially fixed on the third solid shaft, and a seventh gear is circumferentially fixed on the third hollow shaft;
the first gear is meshed with a seventh gear, the second gear is meshed with a fourth gear, the third gear is meshed with a fifth gear, the free gear is meshed with a sixth gear, the sixth gear is also meshed with an input gear of a differential, and an output shaft of the differential is parallel to the first solid shaft;
a first clutch is arranged between the second solid shaft and the second hollow shaft, a first friction disc of the first clutch is fixedly connected with the fourth gear, a second friction disc is circumferentially fixed with the second solid shaft, and a synchronizer is arranged between the free gear and the first clutch and is circumferentially fixed with the second solid shaft;
a second clutch is arranged between the third solid shaft and the third hollow shaft, a first friction disc of the second clutch is fixedly connected with the seventh gear, and the second friction disc is circumferentially fixed with the third hollow shaft;
the first solid shaft, the first hollow shaft, the second solid shaft, the second hollow shaft, the third solid shaft and the output shaft are supported on the box body through bearings respectively.
The utility model has the following beneficial effects: the engine is fixedly connected with the first solid shaft, the first driving motor is fixedly connected with the first hollow shaft, and the first hollow shaft is sleeved on the first solid shaft in a hollow mode to form a concentric shaft;
the second driving motor is fixedly connected with the second solid shaft, the second hollow shaft is sleeved on the second solid shaft in a hollow mode to form a concentric shaft, and the second solid shaft is parallel to the first solid shaft;
the third solid shaft is parallel to the first solid shaft, and the third hollow shaft is sleeved on the third solid shaft to form a concentric shaft;
a first gear and a second gear are circumferentially fixed on the first solid shaft, a third gear is circumferentially fixed on the first hollow shaft, an empty gear is in clearance fit with the second solid shaft, a fourth gear is circumferentially fixed on the second hollow shaft, a fifth gear and a sixth gear are circumferentially fixed on the third solid shaft, and a seventh gear is circumferentially fixed on the third hollow shaft;
the first gear is meshed with the seventh gear, the second gear is meshed with the fourth gear, and the power transmitted to the second driving motor by the engine is adjusted by the transmission ratio of a gear pair consisting of the second gear and the fourth gear; the third gear is meshed with the fifth gear, the idler gear is meshed with the sixth gear, the sixth gear is also meshed with an input gear of a differential, and an output shaft of the differential is parallel to the first solid shaft;
a first clutch is arranged between the second solid shaft and the second hollow shaft, a first friction disc of the first clutch is fixedly connected with the fourth gear, the second friction disc is circumferentially fixed with the second solid shaft, a synchronizer is arranged between the free gear and the first clutch and is circumferentially fixed with the second solid shaft, and the synchronizer is used for disconnecting power to enable the vehicle to be in a neutral gear state;
a second clutch is arranged between the third solid shaft and the third hollow shaft, a first friction disc of the second clutch is fixedly connected with the seventh gear, and the second friction disc is circumferentially fixed with the third hollow shaft, so that the connection and the interruption of the power of the engine are realized;
the first solid shaft, the first hollow shaft, the second solid shaft, the second hollow shaft, the third solid shaft and the output shaft are supported on the box body through bearings respectively.
The utility model has the following advantages:
although the utility model also adopts a synchronizer, the synchronizer is not used for adjusting the change of the gear speed, thereby avoiding the power interruption which is very easy to generate in the gear shifting process caused by the synchronizer and improving the driving performance of the motor vehicle;
the utility model has simple structure, clear function of each component and low cost, and is more beneficial to the integration and matching of the hybrid power of the motor vehicle;
the technical scheme of the utility model has good expansibility, can realize more reasonable modularization and platformization development, and can meet the requirements of more vehicle types;
the technical scheme of the utility model can realize that two driving motors participate in power transmission at the same time, is more favorable for the size arrangement of the driving motors and meets the requirements of a transmission system of a hybrid vehicle.
Drawings
FIG. 1 is a schematic structural diagram of the present invention.
Detailed Description
As shown in fig. 1, a power transmission device of a hybrid electric vehicle includes an engine 1, a first driving motor 2, and a second driving motor 3, where the engine 1 is fixedly connected with a first solid shaft 4, the first driving motor 2 is fixedly connected with a first hollow shaft 5, and the first hollow shaft 5 is sleeved on the first solid shaft 4 in an empty manner to form a concentric shaft;
the second driving motor 3 is fixedly connected with a second solid shaft 6, a second hollow shaft 7 is sleeved on the second solid shaft 6 in an empty mode to form a concentric shaft, and the second solid shaft 6 is parallel to the first solid shaft 4;
the third solid shaft 8 is parallel to the first solid shaft 4, and the third hollow shaft 9 is sleeved on the third solid shaft 8 in an empty mode to form a concentric shaft;
a first gear 10 and a second gear 11 are circumferentially fixed on the first solid shaft 4, a third gear 12 is circumferentially fixed on the first hollow shaft 5, an idler gear 13 is in clearance fit with the second solid shaft 6, a fourth gear 14 is circumferentially fixed on the second hollow shaft 7, a fifth gear 15 and a sixth gear 16 are circumferentially fixed on the third solid shaft 8, and a seventh gear 17 is circumferentially fixed on the third hollow shaft 9;
the first gear 10 is meshed with a seventh gear 17, the second gear 11 is meshed with a fourth gear 14, the third gear 12 is meshed with a fifth gear 15, the idler gear 13 is meshed with a sixth gear 16, the sixth gear 16 is also meshed with an input gear 21 of a differential 20, and an output shaft 23 of the differential 20 is parallel to the first solid shaft 4;
a first clutch 18 is arranged between the second solid shaft 6 and the second hollow shaft 7, a first friction disc of the first clutch 18 is fixedly connected with the fourth gear 14, a second friction disc is circumferentially fixed with the second solid shaft 6, and a synchronizer 19 is arranged between the free gear 13 and the first clutch 18 and is circumferentially fixed with the second solid shaft 6;
a second clutch 22 is arranged between the third solid shaft 8 and the third hollow shaft 9, a first friction disc of the second clutch 22 is fixedly connected with the seventh gear 17, and the second friction disc is circumferentially fixed with the third hollow shaft 9;
the first solid shaft 4, the first hollow shaft 5, the second solid shaft 6, the second hollow shaft 7, the third solid shaft 8 and the output shaft 23 are supported on the box body through bearings respectively.
The operating modes are as follows:
engine power shift mode: the first clutch 18 and the second clutch 22 are both combined, the first driving motor 2 and the second driving motor 3 do not output power, the power of the engine 1 is sequentially transmitted to the first gear 10 and the second gear 11 through the first solid shaft 4, the power is sequentially transmitted to the second solid shaft 6 through the fourth gear 14 and the first clutch 18 which are meshed with the second gear 11, the second driving motor 3 is driven to generate power, when the synchronizer 19 on the second solid shaft 6 is meshed with the idler gear 13, the power is transmitted to the sixth gear 16 through the idler gear 13, or the power is sequentially transmitted to the third solid shaft 8 through the seventh gear 17 and the second clutch 22 which are meshed with the first gear 10, the power on the third solid shaft 8 is respectively transmitted to the fifth gear 15 and the sixth gear 16, the power is transmitted to the first hollow shaft 5 through the third gear 12 which is meshed with the fifth gear 15, the first driving motor 2 is driven to generate power, power is transmitted to the differential 20 by the input gear 21 meshing with the sixth gear 16, and is output by the output shaft 23 of the differential 20 for driving the wheels or the transmission.
The motor power gear mode: the first clutch 18 and the second clutch 22 are both disconnected, the first driving motor 2 and the second driving motor 3 can both output power, the power of the first driving motor 2 is transmitted to the sixth gear 16 from the third gear 12, the fifth gear 15 and the third solid shaft 8 in sequence, the power of the second driving motor 3 is transmitted to the sixth gear 16 from the idler gear 13 after being meshed with the idler gear 13 through the synchronizer 19 fixed in the circumferential direction of the second solid shaft 6, and finally, the power is transmitted to the differential 20 from the input gear 21 meshed with the sixth gear 16 and is output by the output shaft 23 of the differential 20 to drive wheels or a transmission.
The motor charging gear mode: when the first clutch 18 is disconnected and the second clutch 22 is combined, the engine 1 and the first driving motor 2 output power, and the second driving motor 3 does not output power and is only used for generating power;
when the first clutch 18 is engaged and the second clutch 22 is disengaged, both the engine 1 and the second drive motor 3 can output power, and the first drive motor 2 is used only for power generation.
The utility model can combine the power output by the engine and the driving motor to be transmitted to the differential mechanism and output to the transmission or wheels, and can convert mechanical energy into electric energy by utilizing the generator and the driving motor, thereby not only improving the fuel economy of the motor vehicle in various ways, but also realizing various power flow matching schemes through the iteration of a multi-stage transmission route, and meeting the richer economical and dynamic requirements of various vehicles such as passenger vehicles, trucks, pickup trucks and the like.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the present invention, and modifications of the present invention by those skilled in the art are within the scope of the present invention without departing from the spirit of the present invention.
Claims (1)
1. The utility model provides a hybrid vehicle's power transmission, includes engine (1), first driving motor (2), second driving motor (3), its characterized in that:
the engine (1) is fixedly connected with the first solid shaft (4), the first driving motor (2) is fixedly connected with the first hollow shaft (5), and the first hollow shaft (5) is sleeved on the first solid shaft (4) in an empty mode to form a concentric shaft;
the second driving motor (3) is fixedly connected with the second solid shaft (6), the second hollow shaft (7) is sleeved on the second solid shaft (6) in a hollow mode to form a concentric shaft, and the second solid shaft (6) is parallel to the first solid shaft (4);
the third solid shaft (8) is parallel to the first solid shaft (4), and the third hollow shaft (9) is sleeved on the third solid shaft (8) to form a concentric shaft;
a first gear (10) and a second gear (11) are circumferentially fixed on the first solid shaft (4), a third gear (12) is circumferentially fixed on the first hollow shaft (5), an idler gear (13) is in clearance fit with the second solid shaft (6), a fourth gear (14) is circumferentially fixed on the second hollow shaft (7), a fifth gear (15) and a sixth gear (16) are circumferentially fixed on the third solid shaft (8), and a seventh gear (17) is circumferentially fixed on the third hollow shaft (9);
the first gear (10) is meshed with a seventh gear (17), the second gear (11) is meshed with a fourth gear (14), the third gear (12) is meshed with a fifth gear (15), the idler gear (13) is meshed with a sixth gear (16), the sixth gear (16) is further meshed with an input gear (21) of a differential (20), and an output shaft (23) of the differential (20) is parallel to the first solid shaft (4);
a first clutch (18) is arranged between the second solid shaft (6) and the second hollow shaft (7), a first friction disc of the first clutch (18) is fixedly connected with the fourth gear (14), the second friction disc is circumferentially fixed with the second solid shaft (6), and a synchronizer (19) is arranged between the free gear (13) and the first clutch (18) and is circumferentially fixed with the second solid shaft (6);
a second clutch (22) is arranged between the third solid shaft (8) and the third hollow shaft (9), a first friction disc of the second clutch (22) is fixedly connected with the seventh gear (17), and the second friction disc is circumferentially fixed with the third hollow shaft (9);
the first solid shaft (4), the first hollow shaft (5), the second solid shaft (6), the second hollow shaft (7), the third solid shaft (8) and the output shaft (23) are supported on the box body through bearings respectively.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120933014.4U CN215360906U (en) | 2021-04-30 | 2021-04-30 | Power transmission device of hybrid electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120933014.4U CN215360906U (en) | 2021-04-30 | 2021-04-30 | Power transmission device of hybrid electric vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215360906U true CN215360906U (en) | 2021-12-31 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202120933014.4U Active CN215360906U (en) | 2021-04-30 | 2021-04-30 | Power transmission device of hybrid electric vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN215360906U (en) |
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2021
- 2021-04-30 CN CN202120933014.4U patent/CN215360906U/en active Active
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