CN218054841U

CN218054841U - Hybrid power chassis power system

Info

Publication number: CN218054841U
Application number: CN202221872166.9U
Authority: CN
Inventors: 高超; 湛时时; 薛正成; 曾庆华; 管子谦
Original assignee: Nanjing Sikaiqi Automobile Technology Co ltd
Current assignee: Nanjing Sikaiqi Automobile Technology Co ltd
Priority date: 2022-07-15
Filing date: 2022-07-15
Publication date: 2022-12-16
Anticipated expiration: 2032-07-15

Abstract

The utility model provides a hybrid chassis power system, which comprises a front axle as a steering axle, a middle axle and a rear axle both of which are drive axles; the engine, the first motor and the first gearbox which are sequentially connected with the front axle are connected with a first differential mechanism of the middle axle through a first transmission shaft, the first differential mechanism of the middle axle is connected with a second differential mechanism of the rear axle through a second transmission shaft and a second motor, and the second differential mechanism is further sequentially connected with a third motor and a second gearbox. The utility model has the advantages that one side of the middle axle is driven by the engine and the first motor, the two sides of the rear axle are respectively driven by the second motor and the third motor, and the middle axle and the rear axle can both provide power independently, thereby solving the problem that the power of a single motor is too small; the engine outputs power to drive the middle axle, meanwhile, the power transmitted to the rear axle through the transmission shaft is coupled with the power of the second gearbox, and the torque input of the whole vehicle can be increased by the engine and multi-motor structure, so that the bearing capacity of the whole vehicle is improved.

Description

Hybrid power chassis power system

Technical Field

The utility model relates to an automobile, concretely relates to automobile brake device.

Background

When a 6 x 4 truck generally adopts double-axle drive, a front axle is a steering axle, two axles of a middle axle and a rear axle are drive axles, and power output by an engine and a motor is respectively output to the middle axle and the rear axle through an interaxle differential mechanism through a gearbox and a transmission shaft. The hybrid power system has the defects that the existing hybrid power scheme only has one motor, the power of the motor is low, the double drive axles do not have independent power sources and cannot be independently controlled, and an interaxle differential is required to realize torque distribution under the condition of wheel slip.

SUMMERY OF THE UTILITY MODEL

Utility model purpose: an object of the utility model is to prior art not enough, provide a front axle as steering axle, well axle and rear axle can independently provide the hybrid chassis driving system of power as the transaxle homoenergetic.

The technical scheme is as follows: a hybrid power chassis power system comprises a front axle serving as a steering axle, a middle axle and a rear axle, wherein the middle axle and the rear axle are both driving axles; the engine, the first motor and the first gearbox which are sequentially connected with the front axle are connected with the first differential mechanism of the middle axle through the first transmission shaft, the first differential mechanism of the middle axle is connected with the second differential mechanism of the rear axle through the second transmission shaft and the second motor, the second differential mechanism is further connected with the third motor and the second gearbox in sequence, the second motor on one side of the rear axle provides torque, the third motor and the second gearbox on the other side provide torque, and the third motor, the second gearbox and the second gearbox are coupled to the second differential mechanism of the rear axle.

Further, a first clutch is arranged between the engine and the first motor, and the disconnection and connection of the power of the engine are controlled.

Further, the second transmission shaft is connected with a second motor through a second clutch, and the second clutch can be connected and disconnected.

Furthermore, the second motor is longitudinally arranged, and the second transmission shaft is fixedly connected with a rotor of the second motor.

Further, the third motor is disposed laterally.

Has the beneficial effects that: 1. the utility model has the advantages that one side of the middle axle is driven by the engine and the first motor, the two sides of the rear axle are respectively driven by the second motor and the third motor, and the middle axle and the rear axle can both provide power independently, thereby solving the problem that the power of a single motor is too small; the engine outputs power to drive the middle axle, and meanwhile, the power transmitted to the rear axle through the transmission shaft is coupled with the power of the second gearbox, so that the torque input of the whole vehicle can be increased by the engine and multi-motor structure, and the bearing capacity of the whole vehicle is improved;

2. the two driving axles can work simultaneously or independently, so that the power performance of the whole vehicle is improved;

3. the two driving axles can respectively and independently provide power for the whole vehicle, and particularly when one driving axle assembly fails, the other driving axle can independently work, so that the risk of vehicle anchorage is reduced, and the safety of the vehicle is improved;

4. a second clutch is arranged between the middle axle and the rear axle to control the transmission and disconnection of the braking force, and when the second clutch is connected, the torque transmitted by the engine is coupled with the torque of the double motors of the rear axle; when the second clutch is disconnected, the middle axle and the rear axle can independently provide power, the torque distribution problem under the condition of wheel slip can be solved by combining the electronic differential function, and an inter-axle differential lock of the traditional vehicle is omitted.

Drawings

Fig. 1 is a schematic structural diagram of the device of the present invention.

Detailed Description

A6 x 4 hybrid power chassis power system comprises a front axle 2 with a first wheel 1 and a second wheel 7 arranged on two sides, a middle axle 9 with a third wheel 8 and a fourth wheel 11 arranged on two sides, a rear axle 14 with a fifth wheel 13 and a sixth wheel 20 arranged on two sides, a first clutch 3, an engine 4, a first motor 5, a gearbox 6, a first transmission shaft, a first differential 10, a second transmission shaft 12, a second clutch 15, a second gearbox 16, a third motor 17, a second differential 18 and a second motor 19, as shown in figure 1. Wherein, the front axle 2 is a steering axle, and the middle axle 9 and the rear axle 14 are driving axles.

The engine 4, the first motor 5 and the first gearbox 6 are fixed on a whole vehicle chassis, the first clutch 3 is arranged between the engine 4 and the first motor 5, and torque can be provided independently or simultaneously through the combination and disconnection of the first clutch 3. The torque of the engine 4, the first electric machine 5 and the first gearbox 6 of the front axle 2 is transmitted to the intermediate axle 9 through the first transmission shaft and the first differential 10, and is transmitted to the second differential 18 of the rear axle 14 through the second transmission shaft 12 and the second clutch 15. The rotor of the second electric machine 19 is fixedly connected to the second transmission shaft 12 and outputs a torque to the second differential 18. The output torque of the third electric machine 17 is transmitted via the second gearbox 16 to the second differential 18. Disconnection and connection of torque can be achieved by disconnection and connection of the second clutch 15 between the first differential 10 and the second differential 18.

The first clutch 3 is combined, the second clutch 15 is combined, the power transmission route is that the engine 4 and the first motor 5 jointly output power to be transmitted to the middle

rear axle

9 and 14, and the second motor 19 and the third motor 17 output power are coupled with part of the power transmitted by the middle axle 9 and output to the rear axle 14.

The first clutch 3 is combined, the second clutch 15 is disconnected, the power transmission route is that the engine 4 and the first motor 5 jointly output power to be transmitted to the middle axle 9, and the second motor 19 and the third motor 17 output power to be transmitted to the rear axle 14.

The first clutch 3 is disconnected, the second clutch 15 is connected, the power transmission route is that the output power of the first motor 5 is transmitted to the middle

rear axle

9 and 14, and the output power of the second motor 19 and the third motor 17 is coupled with part of the power transmitted by the middle axle 9 and is output to the rear axle 14.

The first clutch 3 is disconnected, the second clutch 15 is disconnected, the power transmission route is that the output power of the first motor 5 is transmitted to the intermediate axle 9, and the output power of the second motor 19 and the output power of the third motor 17 are coupled and output to the rear axle 14. When the second clutch 15 is disengaged, the intermediate axle 9 and the rear axle 14 are now operated separately, requiring an electronic differential function.

As above, while the invention has been shown and described with reference to certain preferred embodiments, it is not to be construed as limiting the invention itself. Various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

Claims

1. A hybrid chassis power system characterized in that: the front axle is used as a steering axle, and the middle axle and the rear axle are both driving axles; the engine, the first motor and the first gearbox which are sequentially connected with the front axle are connected with a first differential mechanism of the middle axle through a first transmission shaft, the first differential mechanism of the middle axle is connected with a second differential mechanism of the rear axle through a second transmission shaft and a second motor, and the second differential mechanism is further sequentially connected with a third motor and a second gearbox.

2. The hybrid chassis power system of claim 1, wherein: a first clutch is arranged between the engine and the first motor.

3. The hybrid chassis power system of claim 1, wherein: the second transmission shaft is connected with a second motor through a second clutch.

4. The hybrid chassis powertrain system of claim 1, wherein: the second motor is longitudinally arranged, and the second transmission shaft is fixedly connected with a rotor of the second motor.

5. The hybrid chassis power system of claim 1, wherein: the third motor is transversely arranged.