CN215474438U - Dual-motor single-planet-row hybrid power system - Google Patents
Dual-motor single-planet-row hybrid power system Download PDFInfo
- Publication number
- CN215474438U CN215474438U CN202121193986.0U CN202121193986U CN215474438U CN 215474438 U CN215474438 U CN 215474438U CN 202121193986 U CN202121193986 U CN 202121193986U CN 215474438 U CN215474438 U CN 215474438U
- Authority
- CN
- China
- Prior art keywords
- gear
- shaft
- central shaft
- motor
- planet
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- 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
Landscapes
- Hybrid Electric Vehicles (AREA)
- Structure Of Transmissions (AREA)
Abstract
The utility model discloses a double-motor single-planet-row hybrid power system which comprises an engine, a first motor, a second motor, a first central shaft and a hollow shaft, wherein the first central shaft and the hollow shaft are coaxially arranged from inside to outside; the first motor is in transmission connection with the hollow shaft; the second motor is in transmission connection with a speed regulating mechanism arranged on the second central shaft, and the speed regulating mechanism is in transmission connection with the output shaft. The utility model has the characteristics that the axial length of the assembly is small, the size of the whole motor is reduced, the motor arrangement mode can be suitable for different vehicle types, different modes are switched, the use requirements of different working conditions are met, and the like.
Description
Technical Field
The utility model relates to the technical field of power systems, in particular to a double-motor single-planet-row hybrid power system.
Background
The existing hybrid power system of the vehicle comprises an engine, a motor and a transmission system (speed changer), wherein the motor has a single-motor scheme and a double-motor scheme, the transmission system has a common gear speed changer or a speed reducer and also has a power split speed changer with a planet row, and the planet row has a single-row scheme, a double-row scheme, a three-row scheme and the like.
The planetary gear train mechanism has the characteristic of multiple degrees of freedom, and can realize the free control of multiple working points, so that two motors can be utilized in the hybrid power assembly system, the rotating speed and the torque of the engine are completely decoupled through the two motors, the switching points of the engine and the motors can be freely controlled, the stepless speed change is realized, and the fuel economy of the hybrid power assembly system is improved to the maximum extent.
For example, as shown in fig. 1, the applied planetary row hybrid power assembly system is mainly a double-motor parallel arrangement, double-planetary row coaxial arrangement scheme, and the working principle thereof is as follows: the engine and a first motor E1 are connected with a first planetary gear train to output hybrid power; the second electric motor E2 is connected to the second planetary gear train via a two-speed gear mechanism, and merges with the power of the engine and the power of the first electric motor via a common ring gear to increase the power output.
The prior art described above has the following disadvantages:
(1) the rear end of the planet row is not provided with a speed reduction and torque increase mechanism, the rear end of the planet row cannot be increased due to size limitation, and the power cannot be increased, so that the planet row is only suitable for medium and light vehicles or urban public buses and cannot be adapted to long-distance buses;
(2) the engine driving mode of the existing hybrid power system is single in gear, although the engine can directly drive the vehicle, the pure engine driving is not connected with a speed reduction and torque increase gear mechanism, so that the engine driving system can only be applied to high-speed working conditions, the adaptive working conditions are few, the application probability of the engine directly driving the vehicle is very low, and the vehicle model adaptability is poor;
(3) the highest rotating speeds of the two driving motors are low, the peak torque is large, and the motor cost is high;
(4) the coaxial arrangement scheme causes the power assembly to have larger axial length, high requirement on arrangement space and poor adaptability to vehicle types.
The torque of the engine or the motor refers to the torque output by the engine or the motor from the crankshaft end or the output end. Under the condition of fixed power, the engine or the motor has an inverse relation with the rotating speed, the faster the rotating speed, the smaller the torque and the reverse, the larger the torque, and the load capacity of the automobile in a certain range is reflected.
The information disclosed in the background section above is only for enhancement of understanding of the general background of the utility model and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.
SUMMERY OF THE UTILITY MODEL
The utility model aims to provide a double-motor single-planet-row hybrid power system which effectively improves the space utilization rate, reduces the motor cost and has good adaptability to vehicle types.
In order to realize the purpose of the utility model, the technical proposal of the utility model is as follows:
a double-motor single-planet-row hybrid power system comprises an engine, a first motor, a second motor, a shell, a first central shaft and a hollow shaft, wherein the first central shaft and the hollow shaft are coaxially arranged from inside to outside;
the front end of the first central shaft penetrates out of the shell and is connected with the output end of an engine, the rear end of the first central shaft is in transmission connection with the hollow shaft through a planet row, the rear end of the planet row is connected with a second central shaft, the rear end of the second central shaft is provided with an output shaft, the second central shaft is in transmission connection with the output shaft, and the output shaft penetrates out of the shell and is in transmission connection with a wheel system; the hollow shaft is in transmission connection with a first motor; and a speed regulating mechanism is arranged on the second central shaft, the second motor is in transmission connection with the speed regulating mechanism, and the speed regulating mechanism is in transmission connection with the output shaft.
Specifically, a hollow shaft gear I is fixed on the hollow shaft, a first motor gear is fixed at the output end of the first motor, and the hollow shaft gear I is meshed with the first motor gear through a first reduction gear.
Specifically, the planet row includes sun gear, planet wheel, planet carrier and ring gear, the sun gear sets firmly in the hollow shaft, first center pin and planet carrier fixed connection, and the planet wheel is installed on the planet carrier, the planet wheel meshes with sun gear and ring gear respectively mutually.
Specifically, the speed regulating mechanism comprises a second central shaft three-gear, a second central shaft gear I, a second central shaft two-gear, a second central shaft one-gear and a second central shaft gear II which are sequentially arranged on the second central shaft from the front end to the rear end, wherein the second central shaft gear I and the second central shaft gear II are respectively and fixedly connected with the second central shaft, and the second central shaft three-gear, the second central shaft two-gear and the second central shaft one-gear are respectively arranged on the second central shaft in a penetrating manner;
the transmission ratios of the third gear of the second central shaft, the second gear of the second central shaft and the first gear of the second central shaft are different;
an intermediate shaft is arranged on one side of the second central shaft, an intermediate shaft front end gear, an intermediate shaft three-gear, an intermediate shaft two-gear, an intermediate shaft intermediate gear, an intermediate shaft first-gear and an intermediate shaft rear end gear are sequentially arranged on the intermediate shaft from the front end to the rear end, the intermediate shaft two-gear and the intermediate shaft first-gear are respectively arranged on the intermediate shaft in a penetrating manner, and the intermediate shaft front end gear, the intermediate shaft three-gear, the intermediate shaft intermediate gear and the intermediate shaft rear end gear are respectively fixedly connected with the intermediate shaft; a second motor gear is fixed at the output end of the second motor and is meshed with the front end gear of the intermediate shaft through a second reduction gear; the middle shaft three-gear, the middle shaft two-gear and the middle shaft one-gear are respectively meshed with the second central shaft three-gear, the second central shaft two-gear and the second central shaft one-gear, an output shaft gear I is fixed on the output shaft, and a gear at the rear end of the middle shaft is meshed with the output shaft gear I.
Specifically, a first central shaft gear I is fixed on the first central shaft, a hollow shaft gear II is fixed on the hollow shaft, and a first gear sleeve is arranged among the shell, the first central shaft gear I and the hollow shaft gear II.
Specifically, a second gear sleeve is arranged among the third-gear of the second central shaft, the first central shaft gear I and the second-gear of the second central shaft.
Specifically, an output shaft gear II is fixed on an output shaft at the front end of the output shaft gear I, and a third gear sleeve is arranged among the second central shaft first-gear, the second central shaft gear II and the output shaft gear II.
Specifically, a fourth gear sleeve is arranged among the second gear of the intermediate shaft, the intermediate gear of the intermediate shaft and the first gear of the intermediate shaft.
The power take-off mechanism comprises a power take-off shaft arranged on one side of the second central shaft, and a power take-off shaft first gear and a power take-off shaft second gear are sequentially arranged on the power take-off shaft from front to back; the first gear of the power take-off shaft is meshed with the second central shaft second gear, and the second gear of the power take-off shaft is in transmission connection with the first gear of the intermediate shaft.
The utility model has the beneficial effects that:
1. according to the utility model, through a transmission mode of a double-motor single-planet row, the front-end power decoupling of an engine is realized by arranging the planet row, one part of the power is transmitted to a first motor for power generation, the other part of the power is transmitted to a torque increasing mechanism at the rear end, and the use requirements of different working conditions are met through different mode switching;
2. the double motors are arranged in a parallel shaft mode, so that the axial size of the power assembly can be greatly reduced, and the arrangement mode is more flexible in a limited installation space of a bus;
3. in each driving mode output by the rear end of the planet row, the oil saving rate of the whole vehicle system is improved by optimizing the mode with the highest transmission efficiency for directly driving the vehicle by using the engine;
4. compared with the motor working when the other planet row scheme is driven by pure electric power, the scheme can reduce the peak torque of the dual-drive motor, obviously reduce the size of the motor, reduce the cost of the drive motor and improve the core competitiveness of the scheme from the cost;
5. the utility model can be suitable for different vehicle types, including urban buses, highway buses, coaches, new energy trucks, new energy automobiles and other fields.
Drawings
FIG. 1 is a schematic diagram of a dual-motor dual-planetary-row hybrid power system in the prior art.
Fig. 2 is a schematic diagram of a dual-motor single-planetary-row hybrid power system in embodiment 1.
Fig. 3 is a schematic diagram of a dual-motor single-planetary-row hybrid power system in embodiment 2.
In the figure, 1-engine, 11-clutch, 10-housing, 21-first electric machine, 211-first electric machine gear, 212-first reduction gear, 22-second electric machine, 221-second electric machine gear, 222-second reduction gear, 31-first central shaft, 311-first central shaft gear i, 32-hollow shaft, 33-hollow shaft gear i, 331-hollow shaft gear ii, 34-first gear sleeve, 4-planet carrier, 41-sun gear, 42-planet gear, 43-ring gear, 51-second central shaft, 511-second central shaft gear i, 512-second central shaft gear ii, 52-second central shaft third gear, 53-second gear sleeve, 54-second central shaft second gear, 55-second central shaft first gear, 61-output shaft, 611-output shaft gear II, 62-output shaft gear I, 63-third gear sleeve, 71-intermediate shaft, 711-intermediate shaft intermediate gear, 72-intermediate shaft front end gear, 73-intermediate shaft three-gear, 74-intermediate shaft two-gear, 75-intermediate shaft one-gear, 76-intermediate shaft rear end gear, 77-fourth gear sleeve, 81-power take-off shaft, 82-power take-off shaft first gear, 83-power take-off shaft second gear.
Detailed Description
To explain the technical contents of the present invention in detail, the objects and effects thereof will be described below with reference to the embodiments and the accompanying drawings. In the description of the embodiments, it is to be understood that the terms indicating an orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are used only for convenience in describing the embodiments and for simplicity in description, and do not indicate or imply that the devices or elements referred to must have a particular orientation-constructed and operated in a particular orientation and therefore should not be construed as limiting the present invention.
Example 1
According to the embodiment of the scheme, the double-motor single-planet row hybrid power system mainly comprises: the motor comprises an engine 1, a first motor 21, a second motor 22, a shell 10, a first central shaft 31, a hollow shaft 32 and a planet row; the first central shaft 31, the hollow shaft 32, the first motor 21 and the second motor 22 are all arranged in the shell 10; the hollow shaft 32 is disposed on the first central shaft 31 with a clearance therebetween.
As shown in fig. 2, the front end of the first central shaft 31 passes through the housing 10 and is connected to the output end of the engine 1 via the clutch 11 for inputting the power of the engine 1.
The rear end of the first central shaft 31 is in transmission connection with the hollow shaft 32 through a planetary row, specifically, as shown in fig. 2, the planetary row includes a sun gear 41, a planetary gear 42, a planet carrier 4 and a ring gear 43, the sun gear 41 is fixedly arranged on the hollow shaft 32, the first central shaft 31 is fixedly connected with the planet carrier 4, the planetary gear 42 is arranged on the planet carrier 4, and the planetary gear 42 is respectively engaged with the sun gear 41 and the ring gear 43.
The planet row is connected to a wheel system through a second central shaft 51 and an output shaft 61, specifically, the rear end of the planet carrier 4 is fixedly connected with the second central shaft 51, the rear end of the second central shaft 51 is provided with the output shaft 61, the second central shaft 51 is in transmission connection with the output shaft 61, the output shaft 61 penetrates through the shell 10 to be in transmission connection with a main reducer, and the main reducer is in transmission connection with a left wheel and a right wheel through a left half shaft and a right half shaft respectively.
The first motor 21 is in transmission connection with the hollow shaft 32, specifically, a hollow shaft gear i 33 is fixed on the hollow shaft 32, a first motor gear 211 is fixed on an output end of the first motor 21, and the hollow shaft gear i 33 is meshed with the first motor gear 211 through a first reduction gear 212.
The second motor 22 is in transmission connection with a speed regulating mechanism arranged on the second central shaft 51, specifically, the speed regulating mechanism includes a second central shaft three-gear 52, a second central shaft gear i 511, a second central shaft two-gear 54, a second central shaft first-gear 55, and a second central shaft gear ii 512, which are sequentially arranged on the second central shaft 51 from the front end to the rear end, wherein the second central shaft gear i 511 and the second central shaft gear ii 512 are respectively fixedly connected with the second central shaft 51, and the second central shaft three-gear 52, the second central shaft two-gear 54, and the second central shaft first-gear 55 are respectively arranged on the second central shaft 51 in a penetrating manner; wherein, the transmission ratios of the second central shaft three-gear 52, the second central shaft two-gear 54 and the second central shaft one-gear 55 are all different; an intermediate shaft 71 is arranged on one side of the second central shaft 51, an intermediate shaft front end gear 72, an intermediate shaft three-gear 73, an intermediate shaft two-gear 74, an intermediate shaft intermediate gear 711, an intermediate shaft first-gear 75 and an intermediate shaft rear end gear 76 are sequentially arranged on the intermediate shaft 71 from the front end to the rear end, the intermediate shaft two-gear 74 and the intermediate shaft first-gear 75 are respectively arranged on the intermediate shaft 71 in a penetrating manner, and the intermediate shaft front end gear 72, the intermediate shaft three-gear 73, the intermediate shaft intermediate gear 711 and the intermediate shaft rear end gear 76 are respectively fixedly connected with the intermediate shaft 71; a second motor gear 221 is fixed at the output end of the second motor 22, and the second motor gear 221 is meshed with the front end gear 72 of the intermediate shaft through a second reduction gear 222; the counter shaft third-speed gear 73, the counter shaft second-speed gear 74, and the counter shaft first-speed gear 75 are engaged with the second center shaft third-speed gear 52, the second center shaft second-speed gear 54, and the second center shaft first-speed gear 55, respectively.
The speed regulating mechanism is in transmission connection with the output shaft 61, specifically, an output shaft gear I62 is fixed on the output shaft 61, and a gear 76 at the rear end of the intermediate shaft is meshed with the output shaft gear I62.
The transmission connection of the two motors and the engine is realized.
Specifically, the hybrid system of the embodiment further includes a first gear sleeve 34, a second gear sleeve 53, a third gear sleeve 63, and a fourth gear sleeve 77 capable of controlling braking or linkage to further adjust mode selection, wherein:
a first central shaft gear I311 is fixed on the first central shaft 31, a hollow shaft gear II 331 is fixed on the hollow shaft 32, and the first gear sleeve 34 is arranged among the shell 10, the first central shaft gear I311 and the hollow shaft gear II 331.
The first gear sleeve 34 comprises three gears of the drive mode: the first one is: the first gear sleeve 34 can slide towards the front end and is connected with the shell 10 and the first central shaft gear I311 at the same time, so that the first central shaft 31 is braked, and the hollow shaft 32 rotates. The second is that: the first gear sleeve 34 can slide toward the rear end to connect the first central shaft gear i 311 and the hollow shaft gear ii 331, i.e. the first central shaft 31 and the hollow shaft 32 rotate together at the same speed to drive the gear ring 43 to rotate. The third is that: the first gear sleeve 34 remains in the neutral position and the first central shaft 31 and the hollow shaft 32 rotate at different rates.
The second gear sleeve 53 is provided between the second central shaft third-speed gear 52, the second central shaft gear i 511, and the second central shaft second-speed gear 54.
The second gear sleeve 53 includes three gear shifts of the speed adjusting mechanism: the first one is: the second gear sleeve 53 can slide towards the front end, so that the second central shaft three-gear 52 is meshed with the second central shaft gear I511, and the second central shaft 51 is in transmission connection with the intermediate shaft 71 through the intermediate shaft three-gear 73, so that third-gear speed reduction transmission is realized; the second is that: the second gear sleeve 53 can slide towards the rear end to enable the second central shaft gear I511 to be meshed with the second central shaft second gear 54, and then the second central shaft 51 is in transmission connection with the intermediate shaft 71 through the intermediate shaft second gear 74, so that second gear reduction transmission is realized; the third is that: the second gear sleeve 53 remains in place, and the entire reduction mechanism is not driven by the intermediate shaft 71.
An output shaft gear II 611 is fixed to the output shaft 61 at the front end of the output shaft gear I62, and the third gear sleeve 63 is provided among the second center shaft first gear 55, the second center shaft gear II 512, and the output shaft gear II 611.
The third gear sleeve 63 includes three gear shifts of the speed adjusting mechanism: the first one is: the third gear sleeve 63 slides forwards to connect the second central shaft first gear 55 with the second central shaft gear II 512, so that the first gear is switched; the second is that: the third gear sleeve 63 slides backwards to enable the second central shaft gear II 512 to be connected with the output shaft gear II 611, and direct gear switching is achieved; the third is that: the third gear sleeve 63 remains stationary in the intermediate position.
The fourth gear sleeve 77 is provided between the intermediate shaft second gear 74, the intermediate shaft intermediate gear 711, and the intermediate shaft first gear 75.
The fourth gear sleeve 77 includes three gear shifts: in the first gear, when the second gear sleeve 53 can slide towards the rear end to enable the second central shaft gear I511 to be meshed with the second central shaft secondary gear 54, the fourth gear sleeve 77 slides and is simultaneously connected with the intermediate shaft secondary gear 74 and the intermediate shaft intermediate gear 711; the second gear is: when the third gear sleeve 63 slides forward to connect the second central shaft first gear 55 with the second central shaft gear ii 512, the fourth gear sleeve 77 is simultaneously connected with the intermediate shaft intermediate gear 711 and the intermediate shaft first gear 75; the third gear is: the fourth gear sleeve 77 remains in the neutral position.
Through the operation of the gear sleeve, the system can realize the following operation modes:
1-pure electric mode
When the first gear sleeve 312 slides forward, it is connected to the housing 10, i.e. the central shaft gear i 310, thereby forming a brake for the central shaft 31. At this time, the engine 1 temporarily does not provide power, and the first motor 21 drives the first central shaft 32 to rotate, so as to output power to the output shaft 75 through the first planetary row and the second planetary row; similarly, the second motor 22 outputs power to the output shaft 75 through the speed reducing mechanism, and the system drives the vehicle in a pure electric driving mode by the double motors of the first motor 21 and the second motor 22, so that compared with the pure electric driving mode of other planetary row schemes in which only one motor works, the scheme can reduce the torque and power of the first motor 21 and reduce the system cost.
2-pure Engine mode
When the first gear sleeve 34 is moved toward the rear end to connect the first central shaft gear i 311 and the hollow shaft gear ii 331, the first central shaft 31 and the hollow shaft 32 are connected. At the moment, the engine 1 directly drives the vehicle, and the mode improves the use probability that the engine directly drives the whole vehicle to run, so that the transmission efficiency of a power assembly system is higher, the fuel consumption of the system is reduced, and the fuel saving rate of the whole vehicle system is improved. The pure engine mode is suitable for high-speed working conditions, oil consumption can be saved, and the system can be used for urban public buses and long-distance high-speed buses at the same time.
3-hybrid drive mode
In this mode, the first gear sleeve 34 stays at the middle position, and is not connected to the housing 10 or the hollow shaft gear ii 331, and the first central shaft 31 and the hollow shaft 32 keep a non-same speed rotation state. At this time, the whole vehicle is driven by the engine 1 and the second motor 22 in a hybrid manner to output power.
4-regenerative braking
When braking is performed, the counter torque transmits power to the hollow shaft 32 through the planetary row and the hollow shaft 32 through the first central shaft 31 to rotate the hollow shaft 32, braking energy is recovered for the first motor 21, and then the first motor 21 generates electricity.
5-Power Shift
Through the adjustment of the second gear sleeve 53, the third gear sleeve 63 and the fourth gear sleeve 77, that is, the second central shaft third gear 52, the second central shaft second gear 54, the second central shaft first gear 55 and the output shaft gear ii 611 correspond to high-middle-low-direct fourth gear speed reduction control respectively, the second motor 22 or the engine 1 can carry out speed and torque regulation and increase through the intermediate shaft third gear 73, the intermediate shaft second gear 74 and the intermediate shaft first gear 75, and in the direct driving mode of the engine, the torque of the engine can be transmitted to a direct gear through a speed regulation mechanism to realize power output, so that different torques can be output through selecting various gears.
The present embodiment exemplarily shows the speed adjusting mechanism composed of the third central shaft gear 52, the second central shaft gear 54, the first central shaft gear 55, and the output shaft gear ii 611, and the speed adjusting mechanism may also be set to be in one-to-two or three-gear or more according to other embodiments or practical applications.
Therefore, the scheme of the utility model can reduce the peak torque of the dual-drive motor, obviously reduce the size of the motor and reduce the cost of the drive motor; the axial size of the power assembly can be greatly reduced, and the arrangement mode is more flexible in a limited installation space of a bus; the direct drive of the engine can be realized, and the fuel saving rate of the whole vehicle system is improved; meanwhile, the scheme can reduce the torque-power of the double motors and reduce the system cost; the utility model can be suitable for different vehicle types, including the fields of urban buses, highway buses, coaches, new energy trucks, new energy automobiles and the like, and achieves the aim of the utility model.
Example 2
As shown in fig. 3, in the present embodiment, in addition to the hybrid power system of embodiment 1, a power take-off mechanism is further added, the power take-off mechanism includes a power take-off shaft 81 disposed on one side of the second central shaft 51, and a power take-off shaft first gear 82 and a power take-off shaft second gear 83 are disposed on the power take-off shaft 81 in sequence from front to back; the first gear 82 of the power take-off shaft is meshed with the second central shaft second gear 54, and the second gear 83 of the power take-off shaft is in transmission connection with the first gear 75 of the intermediate shaft
Therefore, the system in this embodiment may also operate in the following operating modes:
1-power take-off shift
In this mode, the second center shaft second gear 54 is connected to the power take-off shaft first gear 82 or the intermediate shaft first gear 75 is connected to the power take-off shaft second gear 83 by the sliding of the second gear sleeve 53 and the third gear sleeve 63, and the power output is: the power of the engine 1 is transmitted to the power take-off shaft 81 through the second central shaft second gear 54 or the intermediate shaft first gear 75 for output, so that different power take-off torques are realized.
2-reverse mode
In this mode, when the second gear sleeve 53 slides backward to engage the second central shaft gear i 511 with the second central shaft second-speed gear 54 and the fourth gear sleeve 77 slides backward to engage the intermediate shaft intermediate gear 711 with the intermediate shaft first-speed gear 75, power is transmitted from the second central shaft second-speed gear 54 → the power take-off shaft first gear 82 → the power take-off shaft 81 → the power take-off shaft second gear 83 → the intermediate shaft first-speed gear 75 → the intermediate shaft 71 → the intermediate shaft rear end gear 76 → the output shaft gear i 62 → the output shaft 61, thereby achieving reverse gear.
In addition, in some embodiments, the first gear sleeve 34, the second gear sleeve 53, the third gear sleeve 63 and the fourth gear sleeve 77 can be switched in a sliding manner through an electric control mode.
In conclusion, the double-motor parallel-shaft power assembly has the advantages that the double motors are arranged in parallel shafts, the axial length of the power assembly can be greatly reduced, the arrangement space of the power assembly is reduced, and the application range of the power assembly to different vehicle types is widened. By designing the connection mode of the double-motor single-planet row and the engine, the use probability of the engine for directly driving the whole vehicle to run is improved, the transmission efficiency of a power assembly system is higher, and the fuel consumption of the system is reduced. The dynamic decoupling of the engine is realized through the star row, and different torques are met through the torque adjustment of the speed adjusting mechanism. And the use requirements of different working conditions are met by switching different modes.
Although the utility model has been described in detail above with reference to specific embodiments, it will be apparent to one skilled in the art that modifications or improvements may be made based on the utility model. Accordingly, such modifications and improvements are intended to be within the scope of the utility model as claimed.
Claims (9)
1. The utility model provides a bi-motor single planet row hybrid power system which characterized in that: the motor comprises an engine (1), a first motor (21), a second motor (22), a shell (10), a first central shaft (31) and a hollow shaft (32), wherein the first central shaft (31) and the hollow shaft (32) are coaxially arranged from inside to outside, and the first motor (21) and the second motor (22) are all arranged in the shell (10);
the front end of the first central shaft (31) penetrates out of the shell (10) and is connected with the output end of an engine (1), the rear end of the first central shaft (31) is in transmission connection with the hollow shaft (32) through a planet row, the rear end of the planet row is connected with a second central shaft (51), the rear end of the second central shaft (51) is provided with an output shaft (61), the second central shaft (51) is in transmission connection with the output shaft (61), and the output shaft (61) penetrates out of the shell (10) and is in transmission connection with a wheel system; the hollow shaft (32) is in transmission connection with the first motor (21); a speed regulating mechanism is arranged on the second central shaft (51), the second motor (22) is in transmission connection with the speed regulating mechanism, and the speed regulating mechanism is in transmission connection with the output shaft (61).
2. The dual-motor single-planet-row hybrid power system according to claim 1, characterized in that: a hollow shaft gear I (33) is fixed on the hollow shaft (32), a first motor gear (211) is fixed at the output end of the first motor (21), and the hollow shaft gear I (33) is meshed with the first motor gear (211) through a first reduction gear (212).
3. The dual-motor single-planet-row hybrid power system according to claim 1, characterized in that: the planet row comprises a sun wheel (41), a planet wheel (42), a planet carrier (4) and a gear ring (43), wherein the sun wheel (41) is fixedly arranged on a hollow shaft (32), a first central shaft (31) is fixedly connected with the planet carrier (4), the planet wheel (42) is arranged on the planet carrier (4), and the planet wheel (42) is respectively meshed with the sun wheel (41) and the gear ring (43).
4. The dual-motor single-planet-row hybrid power system according to claim 1, characterized in that: the speed regulating mechanism comprises a second central shaft three-gear (52), a second central shaft gear I (511), a second central shaft two-gear (54), a second central shaft first-gear (55) and a second central shaft gear II (512) which are sequentially arranged on the second central shaft (51) from the front end to the rear end, wherein the second central shaft gear I (511) and the second central shaft gear II (512) are respectively and fixedly connected with the second central shaft (51), and the second central shaft three-gear (52), the second central shaft two-gear (54) and the second central shaft first-gear (55) are respectively arranged on the second central shaft (51) in a penetrating manner;
the transmission ratios of the second central shaft three-gear (52), the second central shaft two-gear (54) and the second central shaft one-gear (55) are different;
an intermediate shaft (71) is arranged on one side of the second central shaft (51), an intermediate shaft front end gear (72), an intermediate shaft three-gear (73), an intermediate shaft two-gear (74), an intermediate shaft intermediate gear (711), an intermediate shaft one-gear (75) and an intermediate shaft rear end gear (76) are sequentially arranged on the intermediate shaft (71) from the front end to the rear end, the intermediate shaft two-gear (74) and the intermediate shaft one-gear (75) are respectively arranged on the intermediate shaft (71) in a penetrating manner, and the intermediate shaft front end gear (72), the intermediate shaft three-gear (73), the intermediate shaft intermediate gear (711) and the intermediate shaft rear end gear (76) are respectively fixedly connected with the intermediate shaft (71); a second motor gear (221) is fixed at the output end of the second motor (22), and the second motor gear (221) is meshed with the front end gear (72) of the intermediate shaft through a second reduction gear (222); the middle shaft three-gear (73), the middle shaft two-gear (74) and the middle shaft one-gear (75) are respectively meshed with the second center shaft three-gear (52), the second center shaft two-gear (54) and the second center shaft one-gear (55), an output shaft gear I (62) is fixed on the output shaft (61), and a middle shaft rear end gear (76) is meshed with the output shaft gear I (62).
5. The dual-motor single-planet-row hybrid power system according to claim 1, characterized in that: a first central shaft gear I (311) is fixed on the first central shaft (31), a hollow shaft gear II (331) is fixed on the hollow shaft (32), and a first gear sleeve (34) is arranged among the shell (10), the first central shaft gear I (311) and the hollow shaft gear II (331).
6. The dual-motor single-planet-row hybrid power system according to claim 4, characterized in that: and a second gear sleeve (53) is arranged among the second central shaft three-gear (52), the second central shaft gear I (511) and the second central shaft two-gear (54).
7. The dual-motor single-planet-row hybrid power system according to claim 4, characterized in that: an output shaft gear II (611) is fixed on an output shaft (61) at the front end of the output shaft gear I (62), and a third gear sleeve (63) is arranged among the second central shaft first gear (55), the second central shaft gear II (512) and the output shaft gear II (611).
8. The dual-motor single-planet-row hybrid power system according to claim 4, characterized in that: and a fourth gear sleeve (77) is arranged among the intermediate shaft two-gear (74), the intermediate shaft intermediate gear (711) and the intermediate shaft first-gear (75).
9. A dual motor single planet row hybrid system according to any of claims 4-8, wherein: the power take-off mechanism comprises a power take-off shaft (81) arranged on one side of the second central shaft (51), and a power take-off shaft first gear (82) and a power take-off shaft second gear (83) are sequentially arranged on the power take-off shaft (81) from front to back; the first gear (82) of the power take-off shaft is meshed with the second central shaft second gear (54), and the second gear (83) of the power take-off shaft is in transmission connection with the first intermediate shaft first gear (75).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121193986.0U CN215474438U (en) | 2021-05-31 | 2021-05-31 | Dual-motor single-planet-row hybrid power system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121193986.0U CN215474438U (en) | 2021-05-31 | 2021-05-31 | Dual-motor single-planet-row hybrid power system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215474438U true CN215474438U (en) | 2022-01-11 |
Family
ID=79781430
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202121193986.0U Active CN215474438U (en) | 2021-05-31 | 2021-05-31 | Dual-motor single-planet-row hybrid power system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN215474438U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113427994A (en) * | 2021-05-31 | 2021-09-24 | 广西玉柴机器股份有限公司 | Dual-motor single-planet-row hybrid power system |
-
2021
- 2021-05-31 CN CN202121193986.0U patent/CN215474438U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113427994A (en) * | 2021-05-31 | 2021-09-24 | 广西玉柴机器股份有限公司 | Dual-motor single-planet-row hybrid power system |
| CN113427994B (en) * | 2021-05-31 | 2024-05-10 | 广西玉柴机器股份有限公司 | Double-motor single-planetary-row hybrid power system |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111114278B (en) | Hybrid power driving system and vehicle | |
| WO2022041545A1 (en) | Three-gear parallel-shaft dual-motor three-planetary gear set hybrid power system | |
| CN108116218B (en) | Multi-gear series-parallel driving system based on planetary gear train | |
| CN112959881B (en) | Three-gear parallel shaft type lameable double-motor single-row planet row hybrid power system with power take-off module | |
| CN210652645U (en) | Pure electric vehicle and electric drive power system thereof | |
| CN113427994B (en) | Double-motor single-planetary-row hybrid power system | |
| CN110962572B (en) | Hybrid power driving system and vehicle | |
| CN210174608U (en) | Hybrid electric vehicle and power system and transmission system thereof | |
| CN215474438U (en) | Dual-motor single-planet-row hybrid power system | |
| CN210174609U (en) | Hybrid electric vehicle and power system and transmission system thereof | |
| CN112455208A (en) | Automobile hybrid power coupling system | |
| CN218430828U (en) | Four-gear single-intermediate-shaft double-motor single-planet-row hybrid power system | |
| CN216101509U (en) | Four-gear lameable double-motor double-planet-row hybrid power system with power taking module | |
| CN216101510U (en) | Parallel shaft type double-motor single-planet-row hybrid power system | |
| CN113602070B (en) | Three-gear parallel shaft type claudication belt power take-off module double-motor single-planetary-row hybrid power system | |
| CN113580917B (en) | Four-gear claudication double-motor double-planetary-row hybrid power system with power take-off module | |
| CN217623106U (en) | Double-motor two-gear planet row hybrid transmission | |
| CN115503459A (en) | Multi-gear variable speed hybrid power system with double motors and double middle shafts with power take-off modules | |
| CN215806075U (en) | Transmission, power assembly and vehicle | |
| CN214450254U (en) | Dual-motor dual-planet-row hybrid power system | |
| WO2020259518A1 (en) | Battery electric vehicle and electric drive power system therefor | |
| CN210212021U (en) | Bevel gear type oil-electricity series-parallel hybrid power system | |
| CN111114279B (en) | Hybrid power driving system and vehicle | |
| CN111114280B (en) | Power driving system and vehicle | |
| CN111845316A (en) | Hybrid power driving system and vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20220915 Address after: No. 9, Keyuan East 11th Road, High-tech Zone, Nanning City, Guangxi Zhuang Autonomous Region, 530009 Patentee after: Yuchaixinlan New Energy Power Technology Co.,Ltd. Address before: 537005 No. 88 flyover West Road, the Guangxi Zhuang Autonomous Region, Yulin Patentee before: Guangxi Yuchai Machinery Co.,Ltd. |