CN216507867U

CN216507867U - Hybrid power transmission device

Info

Publication number: CN216507867U
Application number: CN202122672205.2U
Authority: CN
Inventors: 李�赫; 郭秋林; 张天锷
Original assignee: Shanghai Synetec Power System Co ltd
Current assignee: Shanghai Synetec Power System Co ltd
Priority date: 2021-11-03
Filing date: 2021-11-03
Publication date: 2022-05-13
Anticipated expiration: 2031-11-03

Abstract

The utility model discloses a hybrid power transmission device which comprises a differential speed type rotating speed decoupling mechanism and a first speed reducing mechanism, wherein the differential speed type rotating speed decoupling mechanism comprises an engine side gear connected with an engine, a motor side gear connected with a first motor, a differential speed frame connected with the first speed reducing mechanism, a planetary gear shaft connected with the differential speed frame and a planetary gear which is rotatably arranged on the planetary gear shaft and meshed with the engine side gear and the motor side gear, and the first speed reducing mechanism is connected with a second motor. The hybrid power transmission device adopts the structure of the differential mechanism, realizes power split, has simple structure, less parts, flexible processing mode and simple and convenient installation, reduces the complexity of the system and can reduce the cost.

Description

Hybrid power transmission device

Technical Field

The utility model belongs to the technical field of power transmission, and particularly relates to a hybrid power transmission device.

Background

With the gradual reduction of the cost of the motor control system, the technology tends to be mature, and the oil-electricity hybrid power system is further developed. The hybrid system has a coordination control strategy for the motor and the engine, and can better combine the advantages of the motor and the engine. Two motors are used in the hybrid system, and a reasonable transmission structure is added, so that the flexibility of system design is improved, and the effects of energy conservation and emission reduction are finally achieved.

The power sources of the hybrid system comprise an internal combustion engine and a motor, and the schemes of outputting the energy of the two power sources to an output shaft mainly comprise a series connection mode, a parallel connection mode and a series-parallel connection mode. The series connection mode is that the internal combustion engine drives the generator to generate electricity, the generated electric energy drives the motor at the wheel edge, and the output is completely dependent on the motor, and the internal combustion engine has energy loss in the power generation process, so the series connection mode is not widely applied. The parallel connection mode is that the motor and the engine output torque together, so that the parallel connection mode is widely applied, but the oil consumption is reduced to a limited extent. The mechanical structure and the motor in the hybrid system can decouple the rotating speed and the torque of the engine, so that the engine works in a high-efficiency region, and simultaneously has the function of stepless speed change, so that the mode is widely concerned. The THS hybrid power system of Toyota motor company uses a series-parallel scheme with a planetary gear and a gear ring, so that a good effect is achieved, but the cost is high due to the fact that an internal gear ring with high processing difficulty is structurally used.

SUMMERY OF THE UTILITY MODEL

The present invention is directed to solving at least one of the problems of the prior art. Therefore, the utility model provides a hybrid power transmission device, and aims to reduce the complexity of a system and reduce the cost.

In order to achieve the purpose, the utility model adopts the technical scheme that: the hybrid power transmission device comprises a differential type rotating speed decoupling mechanism and a first transmission mechanism, wherein the differential type rotating speed decoupling mechanism comprises an engine side gear connected with an engine, a motor side gear connected with a first motor, a differential mechanism frame connected with the first transmission mechanism, a planetary gear shaft connected with the differential mechanism frame and a planetary gear which is rotatably arranged on the planetary gear shaft and meshed with the engine side gear and the motor side gear, and the first transmission mechanism is connected with a second motor.

The planetary gears are arranged in a plurality of and are distributed along the circumferential direction by taking the axis of the differential mechanism frame rotating shaft as a central line, and the differential mechanism frame rotating shaft is fixedly connected with the differential mechanism frame.

The planetary gear comprises a first gear ring and a second gear ring which is coaxially arranged with the first gear ring, the diameter of the first gear ring is smaller than that of the second gear ring, the first gear ring is meshed with the engine side gear, and the second gear ring is meshed with the motor side gear.

The first transmission mechanism comprises a first driving gear connected with the second motor and a first driven gear meshed with the first driving gear, the first driven gear is connected with a differential mechanism frame rotating shaft, and the differential mechanism frame rotating shaft is fixedly connected with the differential mechanism frame.

The first motor is connected with the motor side gear through a second speed reducing mechanism.

The second speed reducing mechanism comprises a second driving gear connected with the first motor and a second driven gear meshed with the second driving gear, and the second driven gear is connected with the motor side gear.

The hybrid power transmission device adopts the structure of the differential mechanism, realizes power division, has simple structure, less parts, flexible processing mode and simple and convenient installation, reduces the complexity of the system and can reduce the cost.

Drawings

The description includes the following figures, the contents shown are respectively:

FIG. 1 is a diagram of a hybrid transmission according to an embodiment;

FIG. 2 is a diagram of a hybrid transmission according to an embodiment;

labeled as: 1. an engine shaft; 2. a rotor shaft of a first motor; 3. a rotor shaft of a second motor; 4. a differential frame shaft; 5. an output shaft; 6. an engine-side gear; 7. a motor-side gear; 8. a planetary gear; 9. a first ring gear; 10. a second ring gear; 11. a planetary gear shaft; 12. a differential frame; 13. a first drive gear; 14. a first driven gear; 15. a third driven gear; 16. a rotor of a first motor; 17. a stator of a first motor; 18. a rotor of a second motor; 19. a stator of a second motor; 20. a second driving gear; 21. a second driven gear; 22. a motor side half shaft.

Detailed Description

The following detailed description of the embodiments of the present invention will be given with reference to the accompanying drawings for a purpose of helping those skilled in the art to more fully, accurately and deeply understand the concept and technical solution of the present invention and to facilitate its implementation.

It should be noted that, in the following embodiments, the terms "first", "second" and "third" do not denote absolute differences in structure and/or function, nor do they denote a sequential order of execution, but rather are used for convenience of description.

Example one

As shown in fig. 1, the first embodiment provides a hybrid power transmission device, which includes a differential rotational speed decoupling mechanism and a first transmission mechanism, the differential rotational speed decoupling mechanism includes an engine-side gear 6 connected to an engine, a motor-side gear 7 connected to a first motor, a differential frame 12 connected to the first transmission mechanism, a planetary gear shaft 11 connected to the differential frame 12, and a planetary gear 8 rotatably disposed on the planetary gear shaft 11 and engaged with the engine-side gear 6 and the motor-side gear 7, and the first transmission mechanism is connected to a second motor. The planet gears 8 are rotatable about planet pins 11, and the planet pins 11 are fixed to a differential frame 12, which rotates the differential frame 12 about the differential frame shaft 4.

Specifically, as shown in fig. 1, the engine-side gear 6 is fixedly connected to the engine shaft 1, and the engine shaft 1 is also connected to a one-way brake that prevents reverse rotation of the engine. Rotor shaft 2 and the motor side gear 7 fixed connection of first motor, engine side gear 6 and motor side gear 7 are coaxial setting, the one end fixed connection of planet gear axle 11 and differential mechanism frame 12, the other end and the differential mechanism frame pivot 4 fixed connection of differential mechanism frame 12, differential mechanism frame pivot 4 is the hollow shaft, and rotor shaft 2 of first motor passes differential mechanism frame pivot 4 and both are coaxial. The first transmission mechanism comprises a first driving gear 13 fixedly connected with a rotor shaft 3 of the second motor and a first driven gear 14 meshed with the first driving gear 13, the first driven gear 14 is fixedly connected with a rotating shaft 4 of the differential mechanism frame, the first driven gear 14 is meshed with a third driven gear 15, the third driven gear 15 is fixedly connected with an output shaft 5, the output shaft 5 is parallel to the rotor shaft of the first motor, and the output shaft 5 transmits torque to the outside for the hybrid device. The rotor shaft 3 of the second motor can be meshed with the gear on the rotating shaft 4 or the output shaft 5 of the differential mechanism frame through the first driven gear 14, so that the mechanical energy transmission of the second motor and the external and the torque decoupling of the engine are completed.

Preferably, the number of the planetary gears 8 may be two, three, or even more depending on the space utilization, and all the planetary gears 8 are circumferentially distributed with the axis of the differential frame rotating shaft 4 as the center line.

As shown in fig. 1, the planetary gear 8 includes a first ring gear 9 and a second ring gear 10 disposed coaxially with the first ring gear 9, the first ring gear 9 has a smaller diameter than the second ring gear 10, the first ring gear 9 meshes with the engine-side gear 6, and the second ring gear 10 meshes with the motor-side gear 7. The first gear ring 9 is sleeved on the planet gear shaft 11, the axis of the planet gear shaft 11 is vertical to the axis of the rotor shaft of the first motor, the first gear ring 9 and the second gear ring 10 are fixed together to form the planet gear 8, and the engine side gear 6 and the motor side gear 7 are both bevel gears.

In the parking charging mode, a parking mechanism on the vehicle fixes the output shaft 5, or controls the second motor to be at zero rotation speed, so that the differential frame rotating shaft 4 does not rotate, and the planet gear shaft 11 is also fixed. The engine drives the engine side teeth to rotate, the first gear ring 9 meshed with the engine drives the planet gear 8 to rotate around the planet gear shaft 11, the second gear ring 10 drives the motor side gear 7 connected with the rotor shaft 2 of the first motor to rotate, and the first motor works in a negative torque power generation mode to charge the battery.

In the pure electric mode, the second motor drives the first driving gear 13 to rotate, the differential frame 12 is driven to rotate around the differential frame rotating shaft 4, and meanwhile, the first motor can control the rotating speed or the torque, so that the engine is prevented from being driven when the rotating speed of the engine is 0, and the influence of the rotating speed of the output shaft 5 is avoided.

Entering a hybrid mode, firstly, providing a sufficiently high rotating speed and torque by the first motor to start the engine, and after starting, controlling the rotating speed of the side gear 7 of the motor by the first motor through the decoupling function of the differential mechanism to reflect the vehicle speed on the rotating shaft 4 of the frame of the differential mechanism to decouple the rotating speed of the rotating shaft 1 of the engine; and controlling the second motor to output proper torque, so that the rotating speed and the torque of the engine work in an optimal oil consumption range.

Meanwhile, the stepless speed change function can be realized by utilizing the speed regulation function of the motor, for example, the first motor enables the engine to work in the optimal working range when the engine is in the hybrid state of forward running at present. If positive acceleration is desired, the first electric machine outputs a positive torque to increase the rotational speed, rotationally accelerating the differential frame 12 without affecting the engine speed. Meanwhile, the second motor can increase the forward torque, the effect that the two motors and the engine output power simultaneously is achieved, and the power performance is good. If deceleration is desired, or excess energy is recovered from the engine, the first electric machine outputs a negative torque to reduce the rotational speed, which rotationally decelerates the differential frame 12 without affecting the engine speed. Thus, a part of energy of the engine drives the output shaft 5 through the rotating shaft 4 of the differential mechanism frame, and a part of energy is recovered to be electric energy by the first motor and is used for charging a battery or the second motor, so that the power division of the energy of the engine is completed.

Example two

As shown in fig. 2, the engine-side gear 6, the motor-side gear 7, the planetary gears 8, the planetary gear shafts 11, and the differential frame 12 fixed to the differential frame rotating shaft 4 constitute a power decoupling mechanism. The working principle is the same as that of the embodiment, and the difference is that:

in this embodiment example, a common differential is used, the planetary gear 8 of which has only one bevel gear, that is, the planetary gear 8 has only the first ring gear 9, and the engine-side gear 6 and the motor-side gear 7 are both meshed with the first ring gear 9. In this way, the differential gear is smaller in size, and a plurality of planetary gears 8 can be conveniently added.

Meanwhile, in order to match the rotating speed ranges of the engine and the first motor, the first motor is connected with the motor side gear 7 through a second speed reducing mechanism, the second speed reducing mechanism comprises a second driving gear 20 fixedly connected with a rotor shaft 2 of the first motor and a second driven gear 21 meshed with the second driving gear 20, the second driven gear 21 is connected with the motor side gear 7 through a motor side half shaft 22, the motor side half shaft 22 penetrates through a rotating shaft 4 of the differential mechanism frame and is coaxially arranged with the rotating shaft 4, one end of the motor side half shaft 22 is fixedly connected with the motor side gear 7, and the other end of the motor side half shaft 22 is fixedly connected with the second driven gear 21.

The utility model is described above with reference to the accompanying drawings. It is to be understood that the specific implementations of the utility model are not limited in this respect. Various insubstantial improvements are made by adopting the method conception and the technical scheme of the utility model; the present invention is not limited to the above embodiments, and can be modified in various ways.

Claims

1. A hybrid transmission characterized by: the differential speed type rotating speed decoupling mechanism comprises an engine side gear connected with an engine, a motor side gear connected with a first motor, a differential mechanism frame connected with the first transmission mechanism, a planetary gear shaft connected with the differential mechanism frame and a planetary gear which is rotatably arranged on the planetary gear shaft and meshed with the engine side gear and the motor side gear, and the first transmission mechanism is connected with a second motor.

2. The hybrid transmission of claim 1, wherein: the planetary gears are arranged in a plurality of and are distributed along the circumferential direction by taking the axis of the differential mechanism frame rotating shaft as a central line, and the differential mechanism frame rotating shaft is fixedly connected with the differential mechanism frame.

3. The hybrid transmission device according to claim 1 or 2, characterized in that: the planetary gear comprises a first gear ring and a second gear ring which is coaxially arranged with the first gear ring, the diameter of the first gear ring is smaller than that of the second gear ring, the first gear ring is meshed with the engine side gear, and the second gear ring is meshed with the motor side gear.

4. The hybrid transmission device according to claim 1 or 2, characterized in that: the first transmission mechanism comprises a first driving gear connected with the second motor and a first driven gear meshed with the first driving gear, the first driven gear is connected with a differential mechanism frame rotating shaft, and the differential mechanism frame rotating shaft is fixedly connected with the differential mechanism frame.

5. The hybrid transmission device according to claim 1 or 2, characterized in that: the first motor is connected with the motor side gear through a second speed reducing mechanism.

6. The hybrid transmission of claim 5, wherein: the second speed reducing mechanism comprises a second driving gear connected with the first motor and a second driven gear meshed with the second driving gear, and the second driven gear is connected with the motor side gear.