CN215360908U - Power transmission device for hybrid electric vehicle - Google Patents
Power transmission device for hybrid electric vehicle Download PDFInfo
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- CN215360908U CN215360908U CN202121197304.3U CN202121197304U CN215360908U CN 215360908 U CN215360908 U CN 215360908U CN 202121197304 U CN202121197304 U CN 202121197304U CN 215360908 U CN215360908 U CN 215360908U
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Abstract
A power transmission device for a hybrid electric vehicle is characterized in that an output shaft, a first transmission shaft and a second transmission shaft are parallel to each other, and an input shaft and the output shaft are positioned on the same axis; the engine is fixedly connected with the input shaft through the clutch, and the first gear and the second gear are circumferentially fixed on the input shaft; rotors of the first driving motor and the second driving motor are sleeved on the output shaft in a hollow mode, a third gear is fixed on a motor shaft of the first driving motor in the circumferential direction, and a fourth gear is fixed on a motor shaft of the second driving motor in the circumferential direction; a fifth gear and a sixth gear are respectively arranged on the first transmission shaft in an empty sleeve manner, and a first synchronizer for speed regulation is arranged between the fifth gear and the sixth gear; a ninth gear and a tenth gear are respectively arranged on the second transmission shaft in a free sleeve manner, and a second synchronizer for speed regulation is arranged between the ninth gear and the tenth gear; a fourteenth gear and a fifteenth gear are respectively arranged on the output shaft in an empty sleeve mode, and a third synchronizer used for speed regulation is arranged between the fourteenth gear and the fifteenth gear.
Description
Technical Field
The utility model relates to the field of hybrid electric vehicles, in particular to a power transmission device for a hybrid electric vehicle.
Background
At present, most hybrid electric vehicles adopt oil-electricity hybrid power transmission devices, and most oil-electricity hybrid power transmission devices adopt a dual-motor structure, namely, the oil-electricity hybrid power transmission devices comprise 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 motor vehicle to provide electric energy for the motor vehicle, and after the engine stops, the driving motor is utilized to drive the motor vehicle to run, so that the exhaust emission of the motor vehicle 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 "a hybrid drive apparatus" with application number CN111098688A discloses a hybrid drive apparatus, which includes a rear drive assembly and a front drive assembly, the rear drive assembly includes a first motor and a transmission shaft, an output shaft of the first motor is configured to be selectively in transmission connection with an engine input shaft and the transmission shaft, and the transmission shaft is used for driving a rear axle; the front drive assembly includes a second motor capable of driving the front axle. The engine of the hybrid power driving device only participates in driving when the automobile runs at a high speed, the hybrid power mode is simple, the requirement on the power torque of the motor is extremely high, and the influence of the heat balance of the motor on the fuel economy when the automobile runs at a high speed is extremely large. Therefore, the automobile utilizes the hybrid power driving device to transmit power, the practicability of a user is poor, the cost is very high, the multi-gear design of the traditional transmission can be omitted, the engine is in the most economic working mode at any time, the cost can be reduced, and the practicability of the user is improved.
Disclosure of Invention
The utility model aims to provide a power transmission device for a hybrid electric vehicle, which aims to overcome the corresponding defects in the prior art, and realizes the power transmission system requirements of a plurality of gears between an engine and a driving motor by using the linkage and matching of a plurality of synchronizers, so that the driving motor with smaller torque requirements can be matched, the driving motor can also realize richer hybrid characteristics by matching with the driving mode of the engine, and the practicability of a user is greatly improved while the cost is reduced.
The purpose of the utility model is realized by adopting the following scheme: a power transmission device for a hybrid electric vehicle comprises an engine, a first driving motor and a second driving motor, wherein an output shaft, a first transmission shaft and a second transmission shaft are supported in a power transmission device box body in parallel, and an input shaft and the output shaft are positioned on the same axis;
the engine is fixedly connected with the input shaft through a clutch, and a first gear and a second gear are fixed on the input shaft in the circumferential direction;
the rotor of the first driving motor is sleeved on the motor shaft of the second driving motor in an empty mode, the rotor of the second driving motor is sleeved on the output shaft in an empty mode, so that the motor shafts of the first driving motor and the second driving motor are located on the same axis with the output shaft, a third gear is fixed on the motor shaft of the first driving motor in the circumferential direction, and a fourth gear is fixed on the motor shaft of the second driving motor in the circumferential direction;
a fifth gear and a sixth gear are respectively arranged on the first transmission shaft in an empty sleeve manner, and a first synchronizer for speed regulation is arranged between the fifth gear and the sixth gear;
a sixteenth gear, a seventh gear and an eighth gear are circumferentially fixed on the first transmission shaft;
a ninth gear and a tenth gear are respectively arranged on the second transmission shaft in a free sleeve manner, and a second synchronizer for speed regulation is arranged between the ninth gear and the tenth gear;
an eleventh gear, a twelfth gear and a thirteenth gear are circumferentially fixed on the second transmission shaft;
a fourteenth gear and a fifteenth gear are respectively arranged on the output shaft in an empty sleeve manner, and a third synchronizer for speed regulation is arranged between the fourteenth gear and the fifteenth gear;
the fifth gear and the ninth gear are both meshed with the first gear, the sixth gear and the tenth gear are both meshed with the second gear, the sixteenth gear and the eleventh gear are both meshed with the fourteenth gear, the seventh gear and the twelfth gear are both meshed with the fifteenth gear, the third gear is meshed with the eighth gear, and the fourth gear is meshed with the thirteenth gear.
And motor shafts of the first driving motor and the second driving motor are hollow shafts, one end of each hollow shaft is fixedly connected with a rotor of the corresponding driving motor, and the other end of each hollow shaft is used for fixing a gear in the circumferential direction.
The utility model has the following beneficial effects: an output shaft, a first transmission shaft and a second transmission shaft are parallel to each other and supported in the power transmission device box body through bearings, and an input shaft and the output shaft are positioned on the same axis;
an output shaft of the engine is fixedly connected with an input shaft through a clutch, and a first gear and a second gear are fixed on the input shaft in the circumferential direction;
and the driving friction disc of the clutch is fixedly connected with an output shaft of the engine, and the driven friction disc of the clutch is fixedly connected with the input shaft.
The rotor of the first driving motor is sleeved on the motor shaft of the second driving motor in an empty mode, the rotor of the second driving motor is sleeved on the output shaft in an empty mode, so that the motor shafts of the first driving motor and the second driving motor are located on the same axis with the output shaft, a third gear is fixed on the motor shaft of the first driving motor in the circumferential direction, and a fourth gear is fixed on the motor shaft of the second driving motor in the circumferential direction;
a fifth gear and a sixth gear are respectively arranged on the first transmission shaft in an empty sleeve manner, and a first synchronizer for speed regulation is arranged between the fifth gear and the sixth gear;
a sixteenth gear, a seventh gear and an eighth gear are circumferentially fixed on the first transmission shaft;
a ninth gear and a tenth gear are respectively arranged on the second transmission shaft in a free sleeve manner, and a second synchronizer for speed regulation is arranged between the ninth gear and the tenth gear;
an eleventh gear, a twelfth gear and a thirteenth gear are circumferentially fixed on the second transmission shaft;
a fourteenth gear and a fifteenth gear are respectively arranged on the output shaft in an empty sleeve manner, and a third synchronizer for speed regulation is arranged between the fourteenth gear and the fifteenth gear;
the fifth gear and the ninth gear are both meshed with the first gear, the sixth gear and the tenth gear are both meshed with the second gear, the sixteenth gear and the eleventh gear are both meshed with the fourteenth gear, the seventh gear and the twelfth gear are both meshed with the fifteenth gear, the third gear is meshed with the eighth gear, and the fourth gear is meshed with the thirteenth gear.
And motor shafts of the first driving motor and the second driving motor are hollow shafts, one end of each hollow shaft is fixedly connected with a rotor of the corresponding driving motor, and the other end of each hollow shaft is used for fixing a gear in the circumferential direction.
The utility model has the following advantages:
the utility model has simple structure, clear purpose of participating functional components and low cost, and is beneficial to the integrated matching of the hybrid power system vehicle;
the technical scheme of the utility model has good expansibility, and can realize more reasonable modularization and platform development to meet the requirements of more vehicle types;
the technical scheme of the utility model can realize the power transmission system requirement of a plurality of gears between the engine and the electric drive motor by linkage matching of a plurality of synchronizers, and can be matched with the drive motor with smaller torque requirement.
The technical scheme of the utility model can realize the simultaneous or independent power generation of the double motors, can also realize the simultaneous or independent driving of the double motors to the vehicle, and can realize richer hybrid characteristics by matching with the driving mode of the engine.
In the technical scheme of the utility model, the first transmission shaft and the second transmission shaft are respectively arranged on two sides of the input shaft in parallel, so that the structure is compact, the axial space is short, and the arrangement on the whole vehicle is facilitated.
Drawings
FIG. 1 is a schematic structural diagram of the present invention.
Detailed Description
As shown in fig. 1, a power transmission device for a hybrid electric vehicle includes an engine 1, a first driving motor 2, a second driving motor 3, an output shaft 4, a first transmission shaft 5, a second transmission shaft 6 supported in parallel in a power transmission device case, an input shaft 7 and the output shaft 4 located on the same axial line;
the engine 1 is fixedly connected with an input shaft 7 through a clutch 8, and a first gear 9 and a second gear 10 are fixed on the input shaft 7 in the circumferential direction;
the rotor of the first driving motor 2 is sleeved on the motor shaft of the second driving motor 3 in an empty mode, the rotor of the second driving motor 3 is sleeved on the output shaft 4 in an empty mode, so that the motor shafts of the first driving motor 2 and the second driving motor 3 are located on the same axis line with the output shaft 4, a third gear 11 is fixed on the motor shaft of the first driving motor 2 in the circumferential direction, and a fourth gear 12 is fixed on the motor shaft of the second driving motor 3 in the circumferential direction;
the motor shafts of the first driving motor 2 and the second driving motor 3 are hollow shafts, one end of each hollow shaft is fixedly connected with the corresponding rotor of the driving motor, and the other end of each hollow shaft is used for fixing the gear in the circumferential direction.
The motor shafts of the first driving motor 2 and the second driving motor 3 are hollow shafts, one end of each hollow shaft is fixedly connected with the corresponding rotor of the driving motor, and the other end of each hollow shaft is used for fixing the gear in the circumferential direction.
A fifth gear 13 and a sixth gear 14 are respectively arranged on the first transmission shaft 5 in an empty sleeve manner, and a first synchronizer 15 for speed regulation is arranged between the fifth gear 13 and the sixth gear 14;
a sixteenth gear 16, a seventh gear 17 and an eighth gear 18 are circumferentially fixed on the first transmission shaft 5;
a ninth gear 19 and a tenth gear 20 are respectively arranged on the second transmission shaft 6 in an empty sleeve manner, and a second synchronizer 21 for speed regulation is arranged between the ninth gear 19 and the tenth gear 20;
an eleventh gear 22, a twelfth gear 23 and a thirteenth gear 24 are circumferentially fixed on the second transmission shaft 6;
a fourteenth gear 25 and a fifteenth gear 26 are respectively arranged on the output shaft 4 in an empty sleeve manner, and a third synchronizer 27 for speed regulation is arranged between the fourteenth gear 25 and the fifteenth gear 26;
the fifth gear 13 and the ninth gear 19 are both meshed with the first gear 9, the sixth gear 14 and the tenth gear 20 are both meshed with the second gear 10, the sixteenth gear 16 and the eleventh gear 22 are both meshed with the fourteenth gear 25, the seventh gear 17 and the twelfth gear 23 are both meshed with the fifteenth gear 26, the third gear 11 is meshed with the eighth gear 18, and the fourth gear 12 is meshed with the thirteenth gear 24.
In this embodiment, the partial operating modes of the power transmission device are as follows:
engine only mode:
the driving friction disc and the driven friction disc of the clutch 8 are combined, the third synchronizer 27 is combined with the fourteenth gear 25/the fifteenth gear 26, when the first synchronizer 15 is combined with the fifth gear 13/the sixth gear 14 or when the second synchronizer 21 is combined with the ninth gear 19/the tenth gear 20, the torque transmitted to the input shaft 7 by the engine 1 through the clutch 8 is transmitted to the output shaft 4 through the first transmission shaft 5/the second transmission shaft 6 in sequence;
alternatively, when the driving friction disks of the clutch 8 are coupled to the driven friction disks, the third synchronizer 27 is coupled to the fourteenth gear 25/the fifteenth gear 26, the first synchronizer 15 is coupled to the fifth gear 13/the sixth gear 14, and the second synchronizer 21 is coupled to the ninth gear 19/the tenth gear 20, the torque transmitted from the engine 1 to the input shaft 7 via the clutch 8 is transmitted to the output shaft 4 via the first transmission shaft 5 and the second transmission shaft 6 in this order.
In this mode, the first drive motor 2/the second drive motor 3 are both used to generate electricity and stored in a battery.
Pure electric mode:
when the third synchronizer 27 is combined with the fourteenth gear 25/the fifteenth gear 26, the first driving motor 2/the second driving motor 3 transmits torque to the first transmission shaft 5/the second transmission shaft 6 through the third gear 11/the fourth gear 12, and power is transmitted to the output shaft 4 through the gears on the first transmission shaft 5/the second transmission shaft 6 for output;
alternatively, when the third synchronizer 27 is combined with the fourteenth gear 25/the fifteenth gear 26, the first driving motor 2 and the second driving motor 3 transmit torque to the first transmission shaft 5 and the second transmission shaft 6 through the third gear 11 and the fourth gear 12, and power is transmitted to the output shaft 4 through the gears on the first transmission shaft 5 and the second transmission shaft 6 to be output.
Hybrid drive mode:
the driving friction disc and the driven friction disc of the clutch 8 are combined, the third synchronizer 27 is combined with the fourteenth gear 25/the fifteenth gear 26, when the first synchronizer 15 is combined with the fifth gear 13/the sixth gear 14 or when the second synchronizer 21 is combined with the ninth gear 19/the tenth gear 20, the torque transmitted to the input shaft 7 by the engine 1 through the clutch 8 is transmitted to the output shaft 4 through the first transmission shaft 5/the second transmission shaft 6 in sequence;
the first driving motor 2/the second driving motor 3 transmit torque to the first transmission shaft 5/the second transmission shaft 6 through the third gear 11/the fourth gear 12, and power is transmitted to the output shaft 4 through the gears on the first transmission shaft 5/the second transmission shaft 6 for output.
Energy recovery mode:
when the whole automobile is in an idling state, the engine 1 is in an idling state, the driving friction disc and the driven friction disc of the clutch 8 are not combined, the third synchronizer 27 is combined with the fourteenth gear 25/the fifteenth gear 26, due to inertia, the automobile continues to run, so that power generated by wheels is transmitted to the first transmission shaft 5/the second transmission shaft 6 through the output shaft 4, and the third gear 11/the fourth gear 12 drive a motor shaft of the first driving motor 2/the second driving motor 3 to generate power and store the power in a battery.
Starting the engine:
when the engine 1 is in a stop operation state, the driving friction disc and the driven friction disc of the clutch 8 are engaged, the first driving motor 2/the second driving motor 3 are in an operation state, and the power output by the motor shaft of the second motor 4 is transmitted to the crankshaft of the engine 1 through the clutch 8 for starting the engine 1.
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 (2)
1. A power transmission device for a hybrid electric vehicle comprises an engine (1), a first driving motor (2) and a second driving motor (3), and is characterized in that an output shaft (4), a first transmission shaft (5) and a second transmission shaft (6) are supported in a power transmission device box body in parallel, and an input shaft (7) and the output shaft (4) are positioned on the same axis;
the engine (1) is fixedly connected with an input shaft (7) through a clutch (8), and a first gear (9) and a second gear (10) are fixed on the input shaft (7) in the circumferential direction;
the rotor of the first driving motor (2) is sleeved on the motor shaft of the second driving motor (3) in an empty mode, the rotor of the second driving motor (3) is sleeved on the output shaft (4) in an empty mode, so that the motor shafts of the first driving motor (2) and the second driving motor (3) and the output shaft (4) are located on the same axial line, a third gear (11) is fixed on the motor shaft of the first driving motor (2) in the circumferential direction, and a fourth gear (12) is fixed on the motor shaft of the second driving motor (3) in the circumferential direction;
a fifth gear (13) and a sixth gear (14) are respectively arranged on the first transmission shaft (5) in an empty sleeve manner, and a first synchronizer (15) for speed regulation is arranged between the fifth gear (13) and the sixth gear (14);
a sixteenth gear (16), a seventh gear (17) and an eighth gear (18) are circumferentially fixed on the first transmission shaft (5);
a ninth gear (19) and a tenth gear (20) are respectively arranged on the second transmission shaft (6) in an empty sleeve manner, and a second synchronizer (21) for speed regulation is arranged between the ninth gear (19) and the tenth gear (20);
an eleventh gear (22), a twelfth gear (23) and a thirteenth gear (24) are circumferentially fixed on the second transmission shaft (6);
a fourteenth gear (25) and a fifteenth gear (26) are respectively arranged on the output shaft (4) in an empty sleeve manner, and a third synchronizer (27) for speed regulation is arranged between the fourteenth gear (25) and the fifteenth gear (26);
the fifth gear (13) and the ninth gear (19) are meshed with the first gear (9), the sixth gear (14) and the tenth gear (20) are meshed with the second gear (10), the sixteenth gear (16) and the eleventh gear (22) are meshed with the fourteenth gear (25), the seventh gear (17) and the twelfth gear (23) are meshed with the fifteenth gear (26), the third gear (11) is meshed with the eighth gear (18), and the fourth gear (12) is meshed with the thirteenth gear (24).
2. The power transmission device according to claim 1, wherein: and motor shafts of the first driving motor (2) and the second driving motor (3) are hollow shafts.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121197304.3U CN215360908U (en) | 2021-05-31 | 2021-05-31 | Power transmission device for hybrid electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121197304.3U CN215360908U (en) | 2021-05-31 | 2021-05-31 | Power transmission device for hybrid electric vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215360908U true CN215360908U (en) | 2021-12-31 |
Family
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202121197304.3U Active CN215360908U (en) | 2021-05-31 | 2021-05-31 | Power transmission device for hybrid electric vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN215360908U (en) |
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2021
- 2021-05-31 CN CN202121197304.3U patent/CN215360908U/en active Active
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