CN216101510U - Parallel shaft type double-motor single-planet-row hybrid power system - Google Patents
Parallel shaft type double-motor single-planet-row hybrid power system Download PDFInfo
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- CN216101510U CN216101510U CN202121826471.XU CN202121826471U CN216101510U CN 216101510 U CN216101510 U CN 216101510U CN 202121826471 U CN202121826471 U CN 202121826471U CN 216101510 U CN216101510 U CN 216101510U
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Abstract
The utility model discloses a parallel shaft type double-motor single-planet-row hybrid power system which comprises an engine, a first motor, a second motor, a speed regulating mechanism and a shell, wherein a first central shaft, a second central shaft and an output shaft are arranged on the shell, the front end of the first central shaft penetrates out of the shell to be connected with the engine, a first hollow shaft is sleeved outside the first central shaft in a hollow mode, 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 the second central shaft, the rear end of the second central shaft can be in transmission connection with the output shaft, the rear end of the output shaft penetrates out of the shell to transmit power to a wheel system, the speed regulating mechanism is in transmission connection with the second central shaft and the output shaft respectively, the first motor is in transmission connection with the hollow shaft, and the second motor is in transmission connection with the output shaft. The utility model has the characteristics of effectively improving the space utilization rate, having rich gears, having wide adaptability to vehicle types and the like.
Description
Technical Field
The utility model relates to the technical field of power systems, in particular to a parallel shaft type 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.
At present, two or more planetary gear trains are adopted to be combined in the market, and although the structure combination of the hybrid power system is more free by adopting the plurality of planetary gear trains, the configuration of the hybrid power system is complex and diversified, and the complexity and the diversity of influencing factors of the power flow direction in the system and the efficiency of the system are increased. 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 highest rotating speeds of the two driving motors are low, the peak torque is large, and the motor cost is high;
(2) the coaxial arrangement scheme causes the power assembly to have larger axial length, high requirement on arrangement space and poor adaptability to vehicle types;
(3) the system adopts a split type sealing scheme, and a plurality of sealing rings exist, so that the sealing difficulty is high, oil leakage is easy, and the maintenance difficulty is high;
(4) the system can only be applied to urban buses alone, cannot be adapted to long-distance buses simultaneously, and can realize direct driving of vehicles by the engine, but the application probability of the direct driving of the vehicle by the engine is very low, and the vehicle type adaptability is poor.
(5) Due to the limitation of gears, the system cannot be applied to vehicle types with large power and torque requirements, and the vehicle type adaptability is poor.
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 parallel shaft type double-motor single-planet-row hybrid power system which has the characteristics of capability of effectively improving the space utilization rate, rich gears, wide adaptability to vehicle types and the like.
In order to realize the purpose of the utility model, the technical proposal of the utility model is as follows:
a parallel shaft type 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 arranged in the shell;
the front end of the first central shaft penetrates out of the shell and is connected with the output end of the engine, the hollow shaft is sleeved on the first central shaft in a hollow mode, and the rear end of the first central shaft is in transmission connection with the hollow shaft through the planet row;
a first gear shifting mechanism is arranged between the first central shaft and the hollow shaft;
the rear end of the planet row is connected with a second central shaft, the rear end of the second central shaft can be connected with an output shaft in a transmission way, and the rear end of the output shaft penetrates out of the shell to be connected with a wheel system in a transmission way;
the first motor is in transmission connection with the hollow shaft, and the second motor is in transmission connection with the output shaft;
a speed regulating mechanism is arranged in the shell on one side of the second central shaft and is in transmission connection with the second central shaft and the output shaft respectively;
a second gear shifting mechanism is arranged between the second central shaft and the output shaft.
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, the ring gear rear end is connected with second central axis.
Specifically, the speed regulating mechanism comprises an intermediate shaft arranged on one side of the second central shaft in parallel, an intermediate shaft first reduction gear, an intermediate shaft second reduction gear, an intermediate shaft third reduction gear, an intermediate shaft reverse gear and an intermediate shaft output gear are sequentially arranged on the intermediate shaft from the front end to the rear end, the intermediate shaft third reduction gear and the intermediate shaft reverse gear are respectively sleeved on the intermediate shaft in a free manner, and the intermediate shaft first reduction gear, the intermediate shaft second reduction gear and the intermediate shaft output gear are respectively fixedly connected with the intermediate shaft; the transmission ratios of the first reduction gear of the intermediate shaft, the second reduction gear of the intermediate shaft and the third reduction gear of the intermediate shaft are different;
a first central shaft first gear, a second central shaft second gear, a second central shaft third gear and a second central shaft fourth gear are sequentially arranged on the second central shaft from the front end to the rear end; the first gear of the second central shaft and the second gear of the second central shaft are sleeved on the second central shaft in a hollow way, and the third gear of the second central shaft and the fourth gear of the second central shaft are fixedly connected with the second central shaft; the output shaft is fixedly connected with an output shaft first gear;
the first intermediate shaft reduction gear, the second intermediate shaft reduction gear, the third intermediate shaft reduction gear and the output gear of the intermediate shaft are respectively meshed with the first second central shaft gear, the second central shaft second gear, the second central shaft third gear and the output shaft first gear, and the reverse gear of the intermediate shaft is meshed with the fourth second central shaft gear through a reverse gear transition gear;
and a third gear shifting mechanism is arranged among the second central shaft, the second central shaft first gear and the second central shaft second gear, and a fourth gear shifting mechanism is arranged among the intermediate shaft, the intermediate shaft third reduction gear and the intermediate shaft reverse gear.
Specifically, the first gear shifting mechanism comprises a first gear shifting execution gear arranged on a first central shaft, a first gear shifting execution mechanism gear sleeve connected with the first gear shifting execution gear, a hollow shaft gear shifting combination gear arranged on a hollow shaft, and a fixed gear seat fixed on the shell; the first gear shifting execution gear can be respectively combined with or disconnected from the hollow shaft gear shifting combination gear and the fixed tooth holder by moving the gear sleeve of the first gear shifting execution mechanism.
Specifically, the second gear shifting mechanism comprises an output shaft gear shifting execution gear arranged on the output, a second gear shifting execution mechanism gear sleeve connected with the output shaft gear shifting execution gear, and a second central shaft gear shifting combination gear arranged on a second central shaft; the gear sleeve of the second gear shifting actuating mechanism is moved to enable the gear shifting actuating gear of the output shaft to be connected with or disconnected from the gear shifting combining gear of the second central shaft.
Specifically, the third gear shifting mechanism comprises a third gear shifting execution gear and a third gear shifting execution mechanism gear sleeve, wherein the third gear shifting execution gear is arranged on the second central shaft and is arranged between the first gear of the second central shaft and the second gear of the second central shaft, and the third gear shifting execution gear is connected with the third gear shifting execution gear.
Specifically, the fourth gear shifting mechanism comprises a fourth gear shifting execution gear and a fourth gear shifting execution mechanism gear sleeve, wherein the fourth gear shifting execution gear is arranged on the intermediate shaft of the intermediate shaft third reduction gear and the intermediate shaft reverse gear, the fourth gear shifting execution gear is connected with the fourth gear shifting execution gear, and the fourth gear shifting execution gear can be respectively combined with or disconnected from the intermediate shaft third reduction gear or the intermediate shaft reverse gear by moving the fourth gear shifting execution mechanism gear sleeve.
The power take-off module comprises a power take-off front shaft and a power take-off rear shaft which are arranged on one side of the second central shaft in parallel, the power take-off front shaft and the power take-off rear shaft are in transmission connection, and the power take-off front shaft is in transmission through the meshing of a power take-off front shaft first gear fixedly arranged and a second gear of the second central shaft; and a fifth gear shifting mechanism is arranged between the power take-off front shaft and the power take-off rear shaft.
Specifically, the fifth gear shifting mechanism comprises a fifth gear shifting execution gear arranged on the power take-off rear shaft, a fifth gear shifting execution mechanism gear sleeve connected with the fifth gear shifting execution gear, and a power take-off front shaft gear shifting combination gear arranged on the power take-off front shaft; the fifth gear shifting execution gear can be connected with or disconnected from the power take-off front axle gear shifting combination gear by moving the fifth gear shifting execution mechanism gear sleeve.
Specifically, the connection between the first central shaft and the engine is connected or disconnected through a flexible connector.
The utility model has the beneficial effects that:
1. the peak torque of the dual-drive motor can be reduced by at least 50%, the size of the motor is obviously reduced, the cost of the drive motor can be reduced by about 45%, and the core competitiveness of the scheme can be improved in cost;
2. the double motors are arranged in parallel, so that the axial size of the power assembly can be greatly reduced, the arrangement mode is more flexible in a limited installation space of a bus, the double motors can be suitable for different types of vehicles, and the range of the types of the adapted vehicles is enlarged;
3. in all driving modes of the planet row series-parallel scheme, the mode with the highest transmission efficiency is that the engine directly drives the vehicle, and in order to improve the transmission efficiency of the system, the multipurpose engine directly drives the vehicle, so that the fourth gear sleeve is connected with the first gear of the hollow shaft, the direct driving of the engine can be realized, and the fuel saving rate of a whole vehicle system is improved; the system can be used for urban public buses and long-distance high-speed buses simultaneously.
4. First gear sleeve links to each other with fixed toothholder, can realize that the bi-motor drives the vehicle with pure electric drive mode jointly, can only single motor work when comparing the pure electric drive of other planet row schemes, and this proposal can reduce the moment of torsion, the power of first motor, reduces system cost.
5. With the same-level system, the system has the advantages of small quantity of gear shifting mechanisms, simple structure and safe and reliable work.
6. The second motor reduces the speed and directly connects the output shaft, can improve the power of whole car process of traveling in the process of shifting, guarantees that the process power of shifting does not have the interrupt, and the ride comfort of shifting is good, improves and drives and takes advantage of.
7. The design has mechanical power takeoff and electronic power takeoff, can select mechanical power takeoff or electronic power takeoff according to the scene demand difference, and nimble different scene demands of adaptation.
8. The system can realize limp forward or backward, and ensure safe driving home under special conditions.
9. The application range is wide, and the method can be used in the fields of urban buses, highway buses, coaches, new energy trucks, new energy automobiles and the like.
Drawings
FIG. 1 is a schematic diagram of a prior art two-motor hybrid system.
Fig. 2 is a schematic diagram of the hybrid system in the embodiment.
FIG. 3 is a schematic diagram of a hybrid powertrain in another manner of embodiment.
In the figure, 100-engine; 200-a flexible connector; 300-a housing; 301-a first central axis; 302-fixed toothholder; 303-first gear shift actuator gear sleeve; 304-hollow shaft shift combination gear; 305-a hollow shaft; 306-hollow shaft gear; 307-sun gear; 308-a planet wheel; 309-planet carrier; 310-a ring gear; 311-power take-off front axle first gear; 312-power take-off front axle; 313-second central shaft first gear; 314-second central shaft second gear; 315-second central shaft third gear; 316-fourth gear of second central shaft; 317-a second central axis; 318-second central shaft shift combination gear; 319-second shift actuator sleeve; 320-output shaft shift execution gear; 321-an output shaft first gear; 323-countershaft output gear; 324-second motor transition shaft rear end gear; 325-second motor transition shaft; 326-second motor transition shaft front end gear; 327-second motor output gear; 328-an output shaft; 329-intermediate shaft; 330-third shift execution gear; 331-reverse transition gear; 332 — countershaft reverse gear; 333-fourth shift actuator sleeve; 334-countershaft third reduction gear; 335 — countershaft second reduction gear; 336-third shift actuator sleeve; 337-countershaft first reduction gear; 338 — first shift execution gear; 339-first motor intermediate gear; 340-first motor output gear; 341-fourth shift execution gear; 401 — a first electric machine; 402-a second electric machine; 500-main reducer; 601-left half shaft; 602-right half shaft; 701-left wheel; 702-a right wheel; 800-power take-off module; 801-fifth gear shift actuator gear sleeve; 802-power take-off rear axle; 803-power take-off front axle shift combination gear; 804-fifth shift execution 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.
According to a specific embodiment of the present disclosure, a parallel shaft type dual-motor single-row planetary hybrid system, as shown in fig. 2, mainly includes: the power take-off module comprises an engine 100, a first motor 401, a second motor 402, a power take-off module 800 and a shell 300.
A first central shaft 301, a second central shaft 319 and an output shaft 334 which are sequentially arranged on the same straight line in the housing 300, wherein the front end of the first central shaft 301 penetrates out of the housing 300 and is connected with the output end of the engine 100 through a flexible connector 200 for inputting the power of the engine 100.
The first hollow shaft 305 is sleeved outside the first central shaft 301, the rear end of the first central shaft 31 is in transmission connection with the hollow shaft 32 through a planet row, and the rear end of the planet row is connected with the second central shaft 317. Specifically, referring to fig. 2, the planet row includes a sun gear 307, a planet gear 308, a planet carrier 309, and a ring gear 310, the sun gear 307 is fixedly disposed on the hollow shaft 305, the first central shaft 301 is fixedly connected to the planet carrier 309, the planet gear 308 is mounted on the planet carrier 309, the planet gear 308 is respectively engaged with the sun gear 307 and the ring gear 310, and the rear end of the ring gear 310 is connected to the second central shaft 317.
The rear end of the second central shaft 317 can be connected with an output shaft 328 in a transmission way, and the rear end of the output shaft 328 penetrates out of the shell 300 to transmit power to the wheel system. Specifically, the wheel system includes a final drive 500, the output shaft 328 is in transmission connection with the final drive 500, and the final drive 500 is in transmission connection with a left wheel 701 and a right wheel 702 through a left half shaft 601 and a right half shaft 602, respectively.
A speed regulating mechanism is arranged in the housing 300 on one side of the second central shaft 317, and the speed regulating mechanism is in transmission connection with the second central shaft 317 and the output shaft 328 respectively. Specifically referring to fig. 2, the speed regulation mechanism includes an intermediate shaft 329 disposed in parallel on one side of the second central shaft 317, the intermediate shaft 329 is sequentially provided with an intermediate shaft first reduction gear 337, an intermediate shaft second reduction gear 335, an intermediate shaft third reduction gear 334, an intermediate shaft reverse gear 332, and an intermediate shaft output gear 323 from the front end to the rear end, the intermediate shaft third reduction gear 334 and the intermediate shaft reverse gear 332 are respectively fitted on the intermediate shaft in an empty manner, and the intermediate shaft first reduction gear 337, the intermediate shaft second reduction gear 335, and the intermediate shaft output gear 323 are respectively fixedly connected with the intermediate shaft 329; the transmission ratios of the first reduction gear 337, the second reduction gear 335 and the third reduction gear 334 are all different; a second center shaft first gear 313, a second center shaft second gear 314, a second center shaft third gear 315, and a second center shaft fourth gear 316, which are provided in this order from the front end to the rear end on the second center shaft 317; the second central shaft first gear 313 and the second central shaft second gear 314 are sleeved on the second central shaft 317 in a hollow manner, and the second central shaft third gear 315 and the second central shaft fourth gear 316 are fixedly connected with the second central shaft 317; an output shaft first gear 321 is fixedly connected to the output shaft 328; the counter first reduction gear 337, the counter second reduction gear 335, the counter third reduction gear 334, and the counter output gear 323 are engaged with the second center shaft first gear 313, the second center shaft second gear 314, the second center shaft third gear 315, and the output shaft first gear 321, respectively, and the counter reverse gear 332 is engaged with the second center shaft fourth gear 316 through the reverse transition gear 331.
The first electric machine 401 is in driving connection with the hollow shaft 305. Specifically, the output shaft of the first motor 401 is provided with a first motor output gear 340, the hollow shaft 305 is provided with a hollow shaft gear 306, and the first motor output gear 340 and the hollow shaft gear 306 are respectively driven by engaging with a first motor intermediate gear 339.
The second motor 402 is drivingly connected to the output shaft 328. Specifically, an output shaft of the second motor 402 is provided with a second motor output gear 327, one side of the output shaft 328 is provided with a second motor transition shaft 325, front and rear ends of the second motor transition shaft 325 are provided with a second motor transition shaft front end gear 326 and a second motor transition shaft rear end gear 324, the second motor output gear 327 is engaged with the second motor transition shaft front end gear 326, and the second motor transition shaft rear end gear 324 is engaged with the output shaft first gear 321.
The transmission connection of the two motors and the engine is realized.
Specifically, the hybrid power system of this embodiment further includes a first gear shifting mechanism, a second gear shifting mechanism, a third gear shifting mechanism, and a fourth gear shifting mechanism that can control braking or linkage to further adjust mode selection, wherein:
a first shift mechanism is provided between the first center shaft 301 and the hollow shaft 305; the first shifting mechanism includes a first shift execution gear 338 disposed on the first central shaft 301, a first shift execution mechanism sleeve 303 connected to the first shift execution gear 338, a hollow shaft shift combination gear 304 disposed on the hollow shaft 305, and a fixed carrier 302 fixed to the housing 300.
The first shift actuator sleeve 303 includes three gears of the drive mode: the first one is: the first shift actuator sleeve 303 can slide toward the front end and is connected to the fixed gear holder 302 and the first shift actuator gear 338 at the same time, so as to brake the first center shaft 301, and the first hollow shaft 305 rotates. The second is that: the first shift actuator sleeve 303 can slide toward the rear end to connect the first shift actuator gear 338 and the hollow shaft shift combination gear 304, i.e. the first central shaft 301 and the hollow shaft 305 rotate together at the same speed to drive the ring gear 310 to rotate. The third is that: the first gear shift actuator sleeve 303 remains in the neutral position and the first central shaft 301 and the hollow shaft 305 can rotate at different rates.
A second shift mechanism is provided between the second center shaft 317 and the output shaft 328; the second shift mechanism includes an output shaft shift execution gear 320 provided on the output, a second shift execution mechanism sleeve 319 connected to the output shaft shift execution gear 320, and a second center shaft shift coupling gear 318 provided on the second center shaft 317.
The second shift actuator sleeve 319 comprises two gear shifts: the first one is: the second gear shifting actuating mechanism gear sleeve 319 can slide towards the front end to enable the output shaft gear shifting actuating gear 320 to be meshed with the two central shaft gear shifting combination gear 318, so that the same-speed rotating connection of the second central shaft 317 and the output shaft 328 is realized; the second is that: the second shift actuator sleeve 319 remains in place and the second central shaft 317 is not in drive communication with the output shaft 328.
A third shift mechanism is provided between the second center shaft 317, the second center shaft first gear 313, and the second center shaft second gear 314, and the third shift mechanism includes a third shift execution gear 330 provided on the second center shaft 317 between the second center shaft first gear 313 and the second center shaft second gear 314, and a third shift execution gear sleeve 336 connected to the third shift execution gear 330.
The third shift actuator sleeve 336 includes three gear shifts for speed regulation: the first and second are respectively: the third shift actuator sleeve 336 enables the third shift actuator gear 330 to be connected in combination with the second central shaft first gear 313 or the second central shaft second gear 314 by sliding forwards or backwards to realize transmission connection of different speed ratios between the second central shaft 317 and the intermediate shaft 329; the third is that: the third shift actuator sleeve 336 remains stationary in the neutral position and power is directed out of the second central shaft 317.
A fourth shift mechanism is provided between the counter shaft 329, the counter shaft third reduction gear 334, and the counter shaft reverse gear 332; the fourth shift mechanism includes a fourth shift execution gear 341 provided on the counter shaft third reduction gear 334, the counter shaft 329 of the counter shaft reverse gear 332, and a fourth shift execution mechanism sleeve 333 connected to the fourth shift execution gear 341.
The fourth gear shift actuator sleeve 333 also includes three speed gear shifts: in the first gear or the second gear, the fourth gear shift execution mechanism gear sleeve 333 can slide forwards or backwards to realize the transmission of different speed ratios between the second central shaft and the intermediate shaft 329 when the fourth gear shift execution gear 341 is meshed with the intermediate shaft third reduction gear 334 or the intermediate shaft reverse gear 332; similarly, the third gear is the fourth shift actuator sleeve 333 is held in the neutral position and power is pulled out of the countershaft 329.
Through the operation of the gear sleeve, the system can realize the following operation modes:
1-pure electric mode
Switching the first gear shifting mechanism to lock the first central shaft 301 to brake the first central shaft 301, wherein the engine 100 temporarily does not provide power, and power is switched in and out from the first planet row through the meshing gear set of the first motor 401; similarly, the second motor 402 outputs power from the output shaft 328 through the meshing gear set, and the system drives the vehicle in a pure electric driving mode by the double motors of the first motor 401 and the second motor 402, so that compared with the pure electric driving mode of other planetary row schemes, which only can work by a single motor, the scheme can reduce the torque and the power of the first motor 401 and reduce the system cost.
2-pure Engine mode
The first gear shifting actuating mechanism is switched to connect the first central shaft 301 with the first hollow shaft 305, at the moment, the engine 100 directly drives the vehicle, the use probability of the engine directly driving the whole vehicle to run is improved, the transmission efficiency of a power assembly system is higher, the fuel consumption of the system is reduced, the fuel saving rate of the whole vehicle system is improved, and the system can be simultaneously used for urban buses and long-distance high-speed buses.
3-hybrid drive mode
In this mode, the first shift actuator sleeve 303 is not connected to the hollow shaft shift combination gear 304 and the fixed carrier 302, and the first central shaft 301 and the first hollow shaft 305 keep rotating at different speeds. At this time, the whole vehicle outputs power through hybrid driving of the engine 100 and the first motor 401, and the power performance and the economical efficiency balance of the assembly system are kept.
4-regenerative braking
When braking is carried out, the counter torque is discharged to the second motor through the meshing gear set and the planet, or the braking energy is simultaneously recovered by the first motor and the second motor.
5-Power Shift
Through the adjustment of the third gear shifting mechanism and the fourth gear shifting mechanism, the second central shaft 317 is meshed with the first intermediate shaft reduction gear 337, the second intermediate shaft second reduction gear 335 and the third intermediate shaft reduction gear 334 through the first second central shaft first gear 313, the second central shaft second gear 314 and the second central shaft third gear 315, and corresponds to three speed reduction ratios of high, medium and low respectively, so that the reduction gears of three different gears can be selected, and different torques can be output through selecting different gears. Different operation modes implemented above can adopt power gear shifting, so that the gear modes are rich and the gear shifting device is suitable for different application scenes.
The embodiment exemplarily shows the speed regulating mechanism composed of the three-gear reduction gear, and the speed regulating mechanism can also be set in a first-two gear or three-gear or more arrangement according to other embodiments or practical applications.
6-limp Forward, limp reverse mode
The power of the engine 100 is input through the first central shaft 301, transmitted to the planet carrier 309, transmitted out of the gear ring 310, transmitted to the second central shaft 317, transmitted to the intermediate shaft 329 through the intermediate shaft first reduction gear 337, and transmitted to the output shaft 328 through the intermediate shaft output gear 323, so that the limp forward mode is realized. The power of the engine 100 is input through the first central shaft 301, transmitted to the planet carrier 309, transmitted out of the gear ring 310, transmitted to the second central shaft 317, transmitted to the intermediate shaft 329 through the second central shaft fourth gear 316, the reverse gear transition gear 331, the intermediate shaft reverse gear 332 and transmitted to the output shaft 328 through the intermediate shaft output gear 323, so that the limp-home mode is realized. The limp home mode can ensure vehicle travel when the motor fails.
In another embodiment, referring to fig. 3, a power take-off module 800 is further included, the power take-off module 800 includes a power take-off front shaft 312 and a power take-off rear shaft 802 which are arranged in parallel on one side of the second central shaft 317, the power take-off front shaft 312 is in transmission connection with the power take-off rear shaft 802, and the power take-off front shaft 312 is in transmission through the engagement of a power take-off front shaft first gear 311 and a second central shaft second gear 314 which are fixedly arranged.
A fifth shift mechanism is provided between the power take-off front shaft 312 and the power take-off rear shaft 802. The fifth gear shifting mechanism comprises a fifth gear shifting execution gear 804 arranged on the power take-off rear shaft 802, a fifth gear shifting execution gear sleeve 801 connected with the fifth gear shifting execution gear 804, and a power take-off front shaft gear shifting combination gear 803 arranged on the power take-off front shaft 312; the fifth shift execution gear 804 can be engaged with or disengaged from the power take-off front axle shift engagement gear 803 by moving the fifth shift execution mechanism sleeve 801.
The system in this embodiment may therefore also operate in the following operating modes:
7-mechanical power take-off mode
The power of the engine 100 is input through the first central shaft 301, transmitted to the planet carrier 309, transmitted out of the gear ring 310, transmitted to the second central shaft 317, and transmitted to the power take-off front shaft 312 and the power take-off rear shaft 802 through the second central shaft and the second gear 314, so that the mechanical power take-off mode is realized.
8-electric power takeoff mode
The power of the first motor 401 is transmitted to the hollow shaft 305 through gear transmission, transmitted to the second central shaft 317 through a planetary row, and transmitted to the power take-off front shaft 312 and the power take-off rear shaft 802 through the second central shaft second gear 314 in the same way, so that the electric power take-off mode is realized.
Therefore, the scheme of the utility model adopts the parallel arrangement of the double motors which are respectively connected through the speed reducing mechanisms, so that 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 improved. The planetary gear set is designed to be connected with the engine and the motor, power decoupling is achieved, high, medium and low three-gear speed ratios are designed, the use probability of the engine for directly driving the whole vehicle to run is improved through switching of different modes and gears, the efficiency of the motor is improved, the transmission efficiency of a power assembly system is higher, the fuel consumption of the system is reduced, and the use requirements of different working conditions are met. The second motor directly links through reduction gear with the output shaft, and the process of shifting provides whole car driving demand power through the second click, can guarantee that whole car driving process shifts the power and does not break off, improves ride comfort, passenger's travelling comfort of shifting. Meanwhile, a limp forward mode and a limp backward mode are designed, and the use convenience and the use safety are improved. In addition, a force taking module is designed and installed, and electric force taking or mechanical force taking can be selected according to scene requirements so as to meet the use requirements in different scenes. The purpose of the utility model is achieved.
Furthermore, in some embodiments, the first shift actuator sleeve 303, the second shift actuator sleeve 319, the third shift actuator sleeve 336, the fourth shift actuator sleeve 333, and the fifth shift actuator sleeve 801 may be electronically controlled to effect a sliding shift.
In other embodiments, the power take-off module 800 may be integrally mounted on the housing 300 or mounted outside the housing 300, and may be modularly mounted according to different requirements.
In some other implementation scenarios, the first motor 401 and the second motor 402 may be disposed outside the housing 300 or inside the housing 300 between the first planetary row and the second planetary row in opposite output directions, further improving the compactness of the system.
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 (10)
1. A parallel shaft type double-motor single-planet row hybrid power system is characterized in that: the hybrid power generation device comprises an engine (100), a first motor (401), a second motor (402), a shell (300), a first central shaft (301) and a hollow shaft (305), wherein the first central shaft and the hollow shaft are arranged in the shell (300);
the front end of the first central shaft (301) penetrates out of the shell (300) and is connected with the output end of the engine (100), the hollow shaft (305) is sleeved on the first central shaft (301), and the rear end of the first central shaft (301) is in transmission connection with the hollow shaft (305) through a planet row;
a first gear shifting mechanism is arranged between the first central shaft (301) and the hollow shaft (305);
the rear end of the planet row is connected with a second central shaft (317), the rear end of the second central shaft (317) is connected with an output shaft (328) in a transmission manner, and the rear end of the output shaft (328) penetrates out of the shell (300) to be connected with a wheel system in a transmission manner;
the first motor (401) is in transmission connection with the hollow shaft (305), and the second motor (402) is in transmission connection with the output shaft (328);
a speed regulating mechanism is arranged in the shell (300) on one side of the second central shaft (317), and the speed regulating mechanism is in transmission connection with the second central shaft (317) and the output shaft (328) respectively;
a second shift mechanism is provided between the second center shaft (317) and the output shaft (328).
2. The parallel shaft type dual-motor single-planet-row hybrid power system as claimed in claim 1, wherein: the planet row comprises a sun wheel (307), planet wheels (308), a planet carrier (309) and a gear ring (310), wherein the sun wheel (307) is fixedly arranged on a hollow shaft (305), a first central shaft (301) is fixedly connected with the planet carrier (309), the planet wheels (308) are arranged on the planet carrier (309), the planet wheels (308) are respectively meshed with the sun wheel (307) and the gear ring (310), and the rear end of the gear ring (310) is connected with a second central shaft (317).
3. The parallel shaft type dual-motor single-planet-row hybrid power system as claimed in claim 1, wherein: the speed regulating mechanism comprises an intermediate shaft (329) arranged on one side of the second central shaft (317) in parallel, an intermediate shaft first reduction gear (337), an intermediate shaft second reduction gear (335), an intermediate shaft third reduction gear (334), an intermediate shaft reverse gear (332) and an intermediate shaft output gear (323) are sequentially arranged on the intermediate shaft (329) from the front end to the rear end, the intermediate shaft third reduction gear (334) and the intermediate shaft reverse gear (332) are respectively sleeved on the intermediate shaft in an empty mode, and the intermediate shaft first reduction gear (337), the intermediate shaft second reduction gear (335) and the intermediate shaft output gear (323) are respectively and fixedly connected with the intermediate shaft (329); the transmission ratios of the first intermediate shaft reduction gear (337), the second intermediate shaft reduction gear (335) and the third intermediate shaft reduction gear (334) are different;
a second center shaft first gear (313), a second center shaft second gear (314), a second center shaft third gear (315), and a second center shaft fourth gear (316) that are provided in this order from the front end to the rear end on the second center shaft (317); wherein the first gear (313) of the second central shaft and the second gear (314) of the second central shaft are sleeved on the second central shaft (317) in a hollow way, and the third gear (315) of the second central shaft and the fourth gear (316) of the second central shaft are fixedly connected with the second central shaft (317); an output shaft first gear (321) is fixedly connected to the output shaft (328);
the first intermediate shaft reduction gear (337), the second intermediate shaft reduction gear (335), the third intermediate shaft reduction gear (334) and the output intermediate shaft gear (323) are respectively meshed with the first second central shaft gear (313), the second central shaft second gear (314), the third second central shaft gear (315) and the output shaft first gear (321), and the reverse gear (332) of the intermediate shaft is meshed with the fourth second central shaft gear (316) through the reverse gear transition gear (331);
a third gear shift mechanism is provided between the second center shaft (317), the second center shaft first gear (313), and the second center shaft second gear (314), and a fourth gear shift mechanism is provided between the counter shaft (329), the counter shaft third reduction gear (334), and the counter shaft reverse gear (332).
4. The parallel shaft type dual-motor single-planet-row hybrid power system as claimed in claim 1, wherein: the first gear shifting mechanism comprises a first gear shifting execution gear (338) arranged on the first central shaft (301), a first gear shifting execution mechanism gear sleeve (303) connected with the first gear shifting execution gear (338), a hollow shaft gear shifting combination gear (304) arranged on the hollow shaft (305), and a fixed gear seat (302) fixed on the shell (300); the first gear shifting actuating gear (338) can be respectively connected with or disconnected from the hollow shaft gear shifting combination gear (304) and the fixed tooth holder (302) by moving the first gear shifting actuating mechanism gear sleeve (303).
5. The parallel shaft type dual-motor single-planet-row hybrid power system as claimed in claim 1, wherein: the second gear shifting mechanism comprises an output shaft gear shifting executing gear (320) arranged on the output, a second gear shifting executing mechanism gear sleeve (319) connected with the output shaft gear shifting executing gear (320), and a second central shaft gear shifting combination gear (318) arranged on a second central shaft (317); the output shaft shift actuation gear (320) can be engaged or disengaged with the second central shaft shift engagement gear (318) by moving the second shift actuation mechanism gear sleeve (319).
6. The parallel shaft type dual-motor single-planet-row hybrid power system as claimed in claim 3, wherein: the third gear shift mechanism comprises a third gear shift execution gear (330) arranged on the second central shaft (317) between the second central shaft first gear (313) and the second central shaft second gear (314), and a third gear shift execution gear sleeve (336) connected with the third gear shift execution gear (330), and the third gear shift execution gear (330) can be respectively connected with or disconnected from the second central shaft first gear (313) or the second central shaft second gear (314) by moving the third gear shift execution gear sleeve (336).
7. The parallel shaft type dual-motor single-planet-row hybrid power system as claimed in claim 3, wherein: the fourth gear shift mechanism comprises a fourth gear shift execution gear (341) arranged on the countershaft third reduction gear (334) and the countershaft reverse gear (332) on the countershaft (329), and a fourth gear shift execution mechanism sleeve (333) connected with the fourth gear shift execution gear (341), and the fourth gear shift execution gear (341) can be engaged with or disengaged from the countershaft third reduction gear (334) or the countershaft reverse gear (332) by moving the fourth gear shift execution mechanism sleeve (333), respectively.
8. The parallel shaft type dual-motor single-planet-row hybrid power system as claimed in claim 3, wherein: the power take-off module (800) comprises a power take-off front shaft (312) and a power take-off rear shaft (802) which are arranged on one side of a second central shaft (317) in parallel, the power take-off front shaft (312) is in transmission connection with the power take-off rear shaft (802), and the power take-off front shaft (312) is in transmission through the meshing of a power take-off front shaft first gear (311) and a second central shaft second gear (314) which are fixedly arranged; a fifth gear shifting mechanism is arranged between the power take-off front shaft (312) and the power take-off rear shaft (802).
9. The parallel shaft type dual-motor single-row planetary hybrid system as claimed in claim 8, wherein: the fifth gear shifting mechanism comprises a fifth gear shifting execution gear (804) arranged on the power take-off rear shaft (802), a fifth gear shifting execution mechanism gear sleeve (801) connected with the fifth gear shifting execution gear (804), and a power take-off front shaft gear shifting combination gear (803) arranged on the power take-off front shaft (312); the fifth shift execution gear (804) can be engaged with or disengaged from the power take-off front axle shift engagement gear (803) by moving the fifth shift execution mechanism sleeve (801).
10. The parallel shaft type dual-motor single-planet-row hybrid power system as claimed in claim 1, wherein: the connection position of the first central shaft (301) and the engine (100) is connected or disconnected through a flexible connector (200).
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121826471.XU CN216101510U (en) | 2021-08-06 | 2021-08-06 | Parallel shaft type double-motor single-planet-row hybrid power system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202121826471.XU CN216101510U (en) | 2021-08-06 | 2021-08-06 | Parallel shaft type double-motor single-planet-row hybrid power system |
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| CN216101510U true CN216101510U (en) | 2022-03-22 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113602070A (en) * | 2021-08-06 | 2021-11-05 | 广西玉柴机器股份有限公司 | Three-gear parallel shaft type lameable double-motor single-row planet row hybrid power system with power take-off module |
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2021
- 2021-08-06 CN CN202121826471.XU patent/CN216101510U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113602070A (en) * | 2021-08-06 | 2021-11-05 | 广西玉柴机器股份有限公司 | Three-gear parallel shaft type lameable double-motor single-row planet row hybrid power system with power take-off module |
| CN113602070B (en) * | 2021-08-06 | 2024-05-10 | 广西玉柴机器股份有限公司 | Three-gear parallel shaft type claudication belt power take-off module double-motor single-planetary-row hybrid power system |
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Effective date of registration: 20221025 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. |