WO2018090985A1 - 汽车及其动力系统及其电机-变速箱-电机动力单元 - Google Patents

汽车及其动力系统及其电机-变速箱-电机动力单元 Download PDF

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Publication number
WO2018090985A1
WO2018090985A1 PCT/CN2017/111698 CN2017111698W WO2018090985A1 WO 2018090985 A1 WO2018090985 A1 WO 2018090985A1 CN 2017111698 W CN2017111698 W CN 2017111698W WO 2018090985 A1 WO2018090985 A1 WO 2018090985A1
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WIPO (PCT)
Prior art keywords
motor
oil passage
gearbox
transmission
oil
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PCT/CN2017/111698
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English (en)
French (fr)
Inventor
丁计飞
秦亚坤
康娟
楚志超
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郑州宇通客车股份有限公司
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Publication of WO2018090985A1 publication Critical patent/WO2018090985A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R17/00—Arrangements or adaptations of lubricating systems or devices

Definitions

  • the utility model relates to an automobile and a power system thereof and a motor-transmission box-motor power unit thereof.
  • the power system of a hybrid vehicle generally adopts a power unit of a motor-gearbox-motor structure.
  • This power unit works in cooperation with the engine, and has many advantages in use.
  • a power unit of a motor-gearbox-motor structure in the prior art, as shown in FIG. 1, includes a first motor 1, a second motor 8, and a shifting speed disposed between the first motor 1 and the second motor 8.
  • the box 7, the first motor 1, the second motor 8, and the gearbox 7 share a motor shaft 3, and the right end of the first motor 1 connected to the gearbox 7 and the left end of the second motor 8 connected to the gearbox 7 are respectively disposed.
  • the gearbox 7 is lubricated by splash lubrication, that is, by a gear (not shown) sealed in the transmission case, and the gearbox oil 9 is atomized from the oil droplets into droplets by a relatively large rotational speed of the gear. Bring lubrication to the friction pair. Since the gearbox 7, the first motor 1 and the second motor 8 are connected by the same motor shaft, when the system is in operation, the transmission oil 9 will attempt to penetrate the first motor 1 through the gap between the motor shaft 3 and the end cover 6 and The inside of the second motor 8 has high requirements for insulation inside the motor, so the interface between the motor and the gearbox 7 needs to be sealed.
  • the sealing method that is commonly used now is to provide a skeleton oil seal 5 on the end cover 6 to the place. Perform a dynamic seal.
  • the debris in the transmission oil 9 will wear on the skeleton oil seal 5, destroying the dynamic seal of the motor, causing the transmission oil 9 to enter the motor, reducing the insulation performance of the motor, if not flowing into the motor in time.
  • the lubricant in the discharge will have a risk of failure.
  • the purpose of the utility model is to provide a motor-gearbox-motor power unit with oil return function, which solves the problem that the gearbox oil in the prior art affects the performance of the motor after entering the motor; the purpose of the utility model is also A power system and a car using the power unit are provided.
  • the motor-gearbox-motor power unit includes a first motor, a second motor, and a gearbox disposed between the first motor and the second motor, the motor-gearbox-motor power unit further including one end connected to the interior of the first motor a first return oil passage that communicates with the interior of the transmission at the other end, and a second return oil passage that communicates with the interior of the second motor at one end and communicates with the interior of the transmission at the other end, the first return oil passage and the second A multi-port oil pump is connected to the communication end of the return oil passage communicating with the interior of the transmission to allow the transmission oil entering the first motor and the second motor to be returned to the transmission.
  • the first end of the first motor connected to the gearbox is provided with a first end cover
  • the left end of the second motor connected to the gearbox is provided with a second end cover
  • the first return oil is routed in the casing of the first motor a first end cap and a communicating first oil passage in the casing of the transmission
  • the second return oil is routed in the casing of the second motor, the second end cover, and the casing of the gearbox A connected second oil passage is formed.
  • the first oil passage includes a straight portion in a casing of the first electric machine and a first n-shaped oil passage portion in the first end cover, the height of the first n-shaped oil passage portion being larger than a gearbox in the transmission a liquid level of the oil, the second oil passage including a straight portion in the casing of the second motor and a second n-shaped oil passage portion in the second end cover, the height of the second n-shaped oil passage portion being greater than The level of the tank oil in the gearbox.
  • the first motor and the second motor each include a stator core, and the stator core is provided with a recess facing downward through each of the stator punches, and the first oil return passage communicates with the interior of the first motor.
  • One end and one end of the second return oil passage that communicates with the interior of the second motor are disposed toward the groove.
  • the technical scheme of the power system in the utility model is:
  • a power system includes an engine and a motor-gearbox-motor power unit coupled to the engine, the motor-gearbox-motor power unit including a first motor, a second motor, and a first motor and a second motor
  • the gearbox, motor-gearbox-motor power unit further includes a first return oil passage that communicates with the interior of the first motor at one end and communicates with the interior of the transmission at the other end, and one end communicates with the interior of the second motor and the other end and the interior of the transmission a second oil return passage connected to the communication end of the first return oil passage and the second return oil passage connected to the interior of the transmission is connected with a multi-interface oil pump to enter the first motor and the second motor
  • the transmission oil can be returned to the gearbox.
  • the first end of the first motor connected to the gearbox is provided with a first end cap, and the second motor is connected to the gearbox a second end cap is disposed at the left end, and the first oil return route is formed in a first oil passage of the first motor, the first end cover, and the connected first oil passage in the casing of the transmission, the second The return oil route is formed in a second oil passage formed in the casing of the second motor, the second end cover, and the casing of the transmission.
  • the first oil passage includes a straight portion in a casing of the first electric machine and a first n-shaped oil passage portion in the first end cover, the height of the first n-shaped oil passage portion being larger than a gearbox in the transmission a liquid level of the oil, the second oil passage including a straight portion in the casing of the second motor and a second n-shaped oil passage portion in the second end cover, the height of the second n-shaped oil passage portion being greater than The level of the tank oil in the gearbox.
  • the first motor and the second motor each include a stator core, and the stator core is provided with a recess facing downward through each of the stator punches, and the first oil return passage communicates with the interior of the first motor.
  • One end and one end of the second return oil passage that communicates with the interior of the second motor are disposed toward the groove.
  • the technical scheme of the automobile in the utility model is:
  • a vehicle includes a frame and a power system disposed on the frame.
  • the power system includes an engine and a motor-gearbox-motor power unit connected to the engine, and the motor-gearbox-motor power unit includes a first motor and a second a motor and a gearbox disposed between the first motor and the second motor, the motor-gearbox-motor power unit further includes a first return oil passage that communicates with the interior of the first motor at one end and communicates with the interior of the transmission at the other end a second return oil passage communicating with the interior of the second motor at one end and communicating with the interior of the transmission at the other end, and a communication end of the first return oil passage and the second return oil passage connected to the interior of the transmission is connected
  • the multi-interface oil pump allows the transmission oil entering the interior of the first motor and the second motor to be returned to the transmission.
  • the first end of the first motor connected to the gearbox is provided with a first end cover
  • the left end of the second motor connected to the gearbox is provided with a second end cover
  • the first return oil is routed in the casing of the first motor a first end cap and a communicating first oil passage in the casing of the transmission
  • the second return oil is routed in the casing of the second motor, the second end cover, and the casing of the gearbox A connected second oil passage is formed.
  • the first oil passage includes a straight portion in a casing of the first electric machine and a first n-shaped oil passage portion in the first end cover, the height of the first n-shaped oil passage portion being larger than a gearbox in the transmission a liquid level of the oil, the second oil passage including a straight portion in the casing of the second motor and a second n-shaped oil passage portion in the second end cover, the height of the second n-shaped oil passage portion being greater than The level of the tank oil in the gearbox.
  • the first motor and the second motor each include a stator core, and the stator core is provided with a recess facing downward through each of the stator punches, and the first oil return passage communicates with the interior of the first motor.
  • One end and one end of the second return oil passage that communicates with the interior of the second motor are disposed toward the groove.
  • the utility model has the beneficial effects that one end of the first oil return oil passage communicates with the interior of the first motor, and the other end communicates with the interior of the gearbox, and one end of the second return oil passage is connected with the interior of the second motor, and the other end is connected with the interior of the gearbox.
  • a multi-interface oil pump is connected to the communication end of the first return oil passage and the second return oil passage connected to the interior of the transmission, so that the transmission oil in the transmission penetrates into the first motor and the second motor
  • the multi-interface oil pump can be turned on, so that the oil inside the first motor and the second motor is returned to the gearbox, thereby ensuring the insulation performance of the motor and ensuring that the performance of the motor is not affected. Avoid motor failure.
  • FIG. 1 is a schematic structural view of a motor-gearbox-motor power unit in the prior art
  • FIG. 2 is a schematic structural view of an embodiment of a motor-gearbox-motor power unit of the present invention
  • Figure 3 is a front elevational view of the stator core of Figure 2;
  • Figure 4 is a left side view of Figure 3;
  • Figure 5 is a perspective structural view of another embodiment of the motor-gearbox-motor power unit of the present invention.
  • the first motor 2. The stator core; 3. The motor shaft; 4. The bearing; 5. The skeleton oil seal; 6. The end cover; 7. The gearbox; 8. The second motor; 9. The gearbox oil 10. Dovetail slot; 11. First motor oil passage; 12. Transmission oil passage; 13. Multi-interface oil pump; 14. Oil return line; 15. Second motor oil passage; 16. First end cover; Second end cap.
  • An embodiment of the motor-gearbox-motor power unit includes a first motor 1, a second motor 8, and a gearbox 7 disposed between the first motor 1 and the second motor 8,
  • a motor 1 and a second motor 8 have the same structure and are symmetric with respect to the gearbox 7.
  • the first motor 1 and the second motor 8 are each provided with a stator core 2, and the first motor 1, the second motor 8 and the gearbox 7 are shared.
  • the first end of the first motor 1 connected to the gearbox 7 is provided with a first end cover 16, and the left end of the second motor 8 connected to the gearbox 7 is provided with a second end cover 17, a first end cover 16 and a second end cover 17 is provided with a motor for supporting Bearing 4 of shaft 3.
  • the gearbox 7 is lubricated by splash lubrication, that is, by a gear (not shown) sealed in the transmission case, and the gearbox oil 9 is atomized from the oil droplets into droplets by a relatively large rotational speed of the gear. Bring lubrication to the friction pair.
  • the cover 17 is respectively provided with a skeleton oil seal 5 for sealing the interface between the first motor 1 and the second motor 8 and the gearbox 7, and this part of the structure and the structure of the motor-gearbox-motor power unit of the prior art Are the same.
  • the motor-gearbox-motor power unit further includes a first return oil passage that communicates with the interior of the first motor 1 at one end and communicates with the interior of the transmission 7 at the other end, and one end communicates with the interior of the second motor 8, and the other a second return oil passage that communicates with the interior of the transmission case 7 at one end, the first return oil route is opened in the casing of the first motor 1, the first end cover 16 and the connected body of the gearbox 7 An oil passage is formed, and the second return oil passage is formed in a second oil passage that is opened in the casing of the second electric motor 8, the second end cover 17, and the casing of the transmission 7.
  • the first oil passage and the second oil passage are identical in shape and arranged symmetrically, and the first oil passage includes a first motor oil passage 11 located in a straight portion in the casing of the first motor 1, and is located in a casing of the transmission case 7.
  • An L-shaped transmission oil passage 12 located in the casing of the transmission case 7 and a second n-shaped oil passage portion located in the second end cover 17.
  • the communication end of the first oil passage communicating with the interior of the transmission case 7 and the communication end of the second oil passage communicating with the interior of the transmission case 7 are connected to the same multi-port oil pump 13 when the transmission oil in the transmission case 7 9 penetrates into the inside of the first motor 1 and the second motor 8 and reaches a certain amount of accumulation, the multi-interface oil pump 13 can be turned on, and when the multi-interface oil pump 13 is in operation, the interface between the first oil passage and the multi-interface oil pump 13 A negative pressure is generated at the interface of the second oil passage and the multi-port oil pump 13, so that the transmission oil in the first motor 1 and the second motor 8 is returned to the inside of the transmission 10.
  • the heights of the first n-shaped oil passage portion and the second n-shaped oil passage portion are greater than the liquid level of the transmission oil 9 in the transmission, so that when the multi-port oil pump 13 is not working, the transmission oil 9 does not It flows back into the inside of the first motor 1 and the second motor 8.
  • the two stator cores 2 are respectively provided with recesses facing downwards of each of the stator punches, and the recesses are dovetail slots 10, and one end of the first motor oil passage 11 communicating with the inside of the first motor 1 Towards the dovetail slot 10 Arranged, the end of the second motor oil passage 15 communicating with the inside of the second motor 8 is also disposed toward the dovetail groove 10.
  • the transmission oil 9 enters the inside of the first motor 1 or the second motor 8, it is deposited on the bottom of the motor. Or, along each stator punch, it flows down to the bottom of the motor, and the oil flows into the first motor oil passage 11 or the second motor oil passage 15 along the dovetail groove 10, and functions as a multi-interface oil pump 13. The bottom is returned to the inside of the gearbox 7, thereby ensuring the insulation performance of the motor and avoiding the malfunction of the motor.
  • the dovetail groove 10 is formed in the stator core 2 because the stator core 2 is in close contact with the motor casing. If there is only one oil passage inlet, the motor is located at the left of the stator core 2. The transmission oil in the side or right side cannot be returned to the oil passage, and the oil falling down on each stator punch cannot be returned to the oil passage. Therefore, the dovetail groove 10 is opened at the bottom of the stator core 2, which is very A good solution to this problem, otherwise you can only set up multiple inlets, so the structure of the oil passage becomes very complicated.
  • FIG. 5 Another embodiment of the motor-gearbox-motor power unit is shown in Fig. 5.
  • the structure of the motor-gearbox-motor power unit is the same as that of the above embodiment, the only difference being that the return oil passage is not It is formed by a connected oil passage formed in a casing of the motor casing, the end cover and the gearbox, but is constituted by a return oil line 14 provided outside the motor-gearbox-motor power unit, and one end of the oil return line 14 It is connected to the inside of the second motor 8 and communicates with the inside of the gearbox 7.
  • the gearbox 7 is also provided with an oil pump, and the stator core is also provided with a dovetail groove.
  • the first motor 1 and the gearbox 7 are also provided with a return line (not shown).
  • the shapes of the first oil passage and the second oil passage may also be different; the oil passage portions in the first end cover and the second end cover may also be linear.
  • the groove on the stator core may also be a rectangular groove; the stator core may not have a groove, and a groove may be formed in the motor casing, or the motor casing may be located on the stator core.
  • the oil passage inlet is provided on both sides.
  • the power system includes an engine (not shown) and a motor-gearbox-motor power unit connected to the engine, and the specific structure of the motor-gearbox-motor power unit
  • the structure of the above-described motor-gearbox-motor power unit embodiment is the same and will not be described in detail herein.
  • the automobile is implemented as shown in FIG. 2 to FIG. 5, the automobile is a hybrid vehicle, including a frame (not shown) and a power system disposed on the frame, and the power system includes an engine (not shown)
  • the specific structure of the motor-gearbox-motor power unit, motor-gearbox-motor power unit connected to the engine is the same as that in the above-mentioned motor-gearbox-motor power unit embodiment, and will not be described in detail herein. .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Details Of Gearings (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Motor Or Generator Cooling System (AREA)

Abstract

一种汽车及其动力系统及其电机‐变速箱‐电机动力单元，电机‐变速箱‐电机动力单元包括第一电机(1)、第二电机(8)以及设置在第一电机(1)和第二电机(8)之间的变速箱(7)，电机-变速箱‐电机动力单元还包括一端与第一电机(1)内部连通、另一端与变速箱(7)内部连通的第一回油油路以及一端与第二电机(8)内部连通、另一端与变速箱(7)内部连通的第二回油油路，第一回油油路和第二回油油路的与变速箱(7)内部连通的连通端连接有一个多接口油泵(13)以使进入第一电机(1)和第二电机(8)内部的变速箱油均可以回流到变速箱(7)内。当开启多接口油泵(13)时，第一电机(1)和第二电机(8)内部的油液回流到变速箱(7)内，保证了电机的绝缘性能以及使用性能，避免电机工作失效。

Description

汽车及其动力系统及其电机-变速箱-电机动力单元 技术领域
本实用新型涉及一种汽车及其动力系统及其电机‐变速箱‐电机动力单元。
背景技术
目前，混合动力汽车的动力系统普遍采用电机-变速箱‐电机结构的动力单元，这种动力单元与发动机配合工作，在使用时有许多优点，首先是在车辆速度较高时，发动机单独工作，运行在高效率区，其次是在车辆启动和速度较低时，电机单独工作，避开发动机的低效率区，另外是在道路坡度较大时，发动机通过变速箱减速增扭和电机同时工作，能够提高车辆的爬坡能力。
现有技术中的一种电机-变速箱‐电机结构的动力单元如附图1所示，包括第一电机1、第二电机8以及设置在第一电机1和第二电机8之间的变速箱7，第一电机1、第二电机8和变速箱7共用一根电机轴3，第一电机1的与变速箱7相连的右端、第二电机8的与变速箱7相连的左端分别设置有端盖6，端盖6上设置有用于支撑电机轴3的轴承4。变速箱7的润滑方式为飞溅润滑，即靠密封在变速箱箱体中的齿轮(图中未示出)，通过齿轮比较大的旋转速度将变速箱油9从油滴溅洒雾化成小滴带到摩擦副上形成润滑。由于变速箱7、第一电机1和第二电机8为同一根电机轴连接，系统工作时，变速箱油9会试图通过电机轴3与端盖6之间的间隙渗透到第一电机1和第二电机8的内部，而电机内部对绝缘要求较高，因此电机和变速箱7的接口处需要做密封处理，现在普遍采用的密封方式为在端盖6上设置骨架油封5来对该处进行动密封。
但是，在长期工作过程中，变速箱油9中的碎屑会对骨架油封5进行磨损，破坏电机的动密封，使变速箱油9进入电机内部，降低电机绝缘性能，如果不及时将流入电机中的润滑油排出，电机将存在失效风险。
实用新型内容
本实用新型的目的在于提供一种具有回油功能的电机-变速箱‐电机动力单元，以解决现有技术中变速箱油进入电机内部后影响电机使用性能的问题；本实用新型的目的还在于提供一种使用该动力单元的动力系统和汽车。
为了解决上述技术问题，本实用新型中电机-变速箱‐电机动力单元的技术方案为：
电机‐变速箱‐电机动力单元，包括第一电机、第二电机以及设置在第一电机和第二电机之间的变速箱，电机-变速箱‐电机动力单元还包括一端与第一电机内部连通、另一端与变速箱内部连通的第一回油油路以及一端与第二电机内部连通、另一端与变速箱内部连通的第二回油油路，所述第一回油油路和第二回油油路的与变速箱内部连通的连通端连接有一个多接口油泵以使进入第一电机和第二电机内部的变速箱油均可以回流到变速箱内。
第一电机的与变速箱相连的右端设置有第一端盖，第二电机的与变速箱相连的左端设置有第二端盖，所述第一回油油路由开设在第一电机的机壳、第一端盖以及变速箱的箱体中的连通的第一油道形成，所述第二回油油路由开设在第二电机的机壳、第二端盖以及变速箱的箱体中的连通的第二油道形成。
所述第一油道包括位于第一电机的机壳中的直线部分以及位于第一端盖中的第一n形油道部分，第一n形油道部分的高度大于变速箱内的变速箱油的液面高度，所述第二油道包括位于第二电机的机壳中的直线部分以及位于第二端盖中的第二n形油道部分，第二n形油道部分的高度大于变速箱内的变速箱油的液面高度。
第一电机和第二电机均包括定子铁芯，定子铁芯上开设有贯穿每一个定子冲片的凹口朝下的凹槽，所述第一回油油路的与第一电机内部连通的一端以及所述第二回油油路的与第二电机内部连通的一端均朝向所述凹槽布置。
本实用新型中动力系统的技术方案为：
一种动力系统，包括发动机和与发动机相连的电机-变速箱‐电机动力单元，电机-变速箱‐电机动力单元包括第一电机、第二电机以及设置在第一电机和第二电机之间的变速箱，电机-变速箱‐电机动力单元还包括一端与第一电机内部连通、另一端与变速箱内部连通的第一回油油路以及一端与第二电机内部连通、另一端与变速箱内部连通的第二回油油路，所述第一回油油路和第二回油油路的与变速箱内部连通的连通端连接有一个多接口油泵以使进入第一电机和第二电机内部的变速箱油均可以回流到变速箱内。
第一电机的与变速箱相连的右端设置有第一端盖，第二电机的与变速箱相连 的左端设置有第二端盖，所述第一回油油路由开设在第一电机的机壳、第一端盖以及变速箱的箱体中的连通的第一油道形成，所述第二回油油路由开设在第二电机的机壳、第二端盖以及变速箱的箱体中的连通的第二油道形成。
所述第一油道包括位于第一电机的机壳中的直线部分以及位于第一端盖中的第一n形油道部分，第一n形油道部分的高度大于变速箱内的变速箱油的液面高度，所述第二油道包括位于第二电机的机壳中的直线部分以及位于第二端盖中的第二n形油道部分，第二n形油道部分的高度大于变速箱内的变速箱油的液面高度。
第一电机和第二电机均包括定子铁芯，定子铁芯上开设有贯穿每一个定子冲片的凹口朝下的凹槽，所述第一回油油路的与第一电机内部连通的一端以及所述第二回油油路的与第二电机内部连通的一端均朝向所述凹槽布置。
本实用新型中汽车的技术方案为：
一种汽车，包括车架和设置在车架上的动力系统，动力系统包括发动机和与发动机相连的电机-变速箱‐电机动力单元，电机-变速箱‐电机动力单元包括第一电机、第二电机以及设置在第一电机和第二电机之间的变速箱，电机-变速箱‐电机动力单元还包括一端与第一电机内部连通、另一端与变速箱内部连通的第一回油油路以及一端与第二电机内部连通、另一端与变速箱内部连通的第二回油油路，所述第一回油油路和第二回油油路的与变速箱内部连通的连通端连接有一个多接口油泵以使进入第一电机和第二电机内部的变速箱油均可以回流到变速箱内。
第一电机的与变速箱相连的右端设置有第一端盖，第二电机的与变速箱相连的左端设置有第二端盖，所述第一回油油路由开设在第一电机的机壳、第一端盖以及变速箱的箱体中的连通的第一油道形成，所述第二回油油路由开设在第二电机的机壳、第二端盖以及变速箱的箱体中的连通的第二油道形成。
所述第一油道包括位于第一电机的机壳中的直线部分以及位于第一端盖中的第一n形油道部分，第一n形油道部分的高度大于变速箱内的变速箱油的液面高度，所述第二油道包括位于第二电机的机壳中的直线部分以及位于第二端盖中的第二n形油道部分，第二n形油道部分的高度大于变速箱内的变速箱油的液面高度。
第一电机和第二电机均包括定子铁芯，定子铁芯上开设有贯穿每一个定子冲片的凹口朝下的凹槽，所述第一回油油路的与第一电机内部连通的一端以及所述第二回油油路的与第二电机内部连通的一端均朝向所述凹槽布置。
本实用新型的有益效果在于：第一回油油路一端与第一电机内部连通、另一端与变速箱内部连通，第二回油油路一端与第二电机内部连通、另一端与变速箱内部连通，并且第一回油油路和第二回油油路的与变速箱内部连通的连通端连接有一个多接口油泵，这样当变速箱内的变速箱油渗透到第一电机和第二电机内部并达到一定的聚集量时，就可以开启多接口油泵，使第一电机和第二电机内部的油液回流到变速箱内，从而保证电机的绝缘性能，保证电机的使用性能不受影响，避免电机工作失效。
附图说明
图1为现有技术中电机-变速箱-电机动力单元的结构示意图；
图2为本实用新型中电机-变速箱-电机动力单元的一个实施例的结构示意图；
图3为图2中定子铁芯的主视图；
图4为图3的左视图；
图5为本实用新型中电机-变速箱-电机动力单元的另一个实施例的立体结构图。
图中：1.第一电机；2.定子铁芯；3.电机轴；4.轴承；5.骨架油封；6.端盖；7.变速箱；8.第二电机；9.变速箱油；10.燕尾槽；11.第一电机油道；12.变速箱油道；13.多接口油泵；14.回油管路；15.第二电机油道；16.第一端盖；17.第二端盖。
具体实施方式
电机-变速箱-电机动力单元的一个实施例如图2～图4所示，包括第一电机1、第二电机8以及设置在第一电机1和第二电机8之间的变速箱7，第一电机1和第二电机8的结构相同并关于变速箱7对称，第一电机1和第二电机8内均设有定子铁芯2，第一电机1、第二电机8和变速箱7共用一根电机轴3。第一电机1的与变速箱7相连的右端设置有第一端盖16，第二电机8的与变速箱7相连的左端设置有第二端盖17，第一端盖16和第二端盖17上均设置有用于支撑电机 轴3的轴承4。
变速箱7的润滑方式为飞溅润滑，即靠密封在变速箱箱体中的齿轮(图中未示出)，通过齿轮比较大的旋转速度将变速箱油9从油滴溅洒雾化成小滴带到摩擦副上形成润滑。为了防止变速箱油9通过电机轴3与第一端盖16和第二端盖17之间的间隙渗透到第一电机1和第二电机8的内部，在第一端盖16和第二端盖17上分别设置有骨架油封5来对第一电机1和第二电机8与变速箱7的接口处做密封处理，这一部分结构与现有技术中的电机-变速箱‐电机动力单元的结构是相同的。
除此之外，电机-变速箱‐电机动力单元还包括一端与第一电机1内部连通、另一端与变速箱7内部连通的第一回油油路以及一端与第二电机8内部连通、另一端与变速箱7内部连通的第二回油油路，所述第一回油油路由开设在第一电机1的机壳、第一端盖16以及变速箱7的箱体中的连通的第一油道形成，所述第二回油油路由开设在第二电机8的机壳、第二端盖17以及变速箱7的箱体中的连通的第二油道形成。
第一油道和第二油道的形状相同并呈对称布置，第一油道包括位于第一电机1的机壳中的直线部分的第一电机油道11、位于变速箱7的箱体中的呈L形的变速箱油道12、位于第一端盖16中的第一n形油道部分；第二油道包括位于第二电机8的机壳中的直线部分的第二电机油道15、位于变速箱7的箱体中的呈L形的变速箱油道12、位于第二端盖17中的第二n形油道部分。
其中，第一油道的与变速箱7内部连通的连通端以及第二油道的与变速箱7内部连通的连通端连接在同一个多接口油泵13上，当变速箱7内的变速箱油9渗透到第一电机1和第二电机8内部并达到一定的聚集量时，就可以开启多接口油泵13，当多接口油泵13工作时，第一油道与多接口油泵13的接口处以及第二油道与多接口油泵13的接口处产生负压，从而使第一电机1和第二电机8内的变速箱油回流到变速箱10内部。同时，第一n形油道部分和第二n形油道部分的高度均大于变速箱内的变速箱油9的液面高度，这样当多接口油泵13不工作时，变速箱油9不会回流到第一电机1和第二电机8内部。
两个定子铁芯2上均开设有贯穿每一个定子冲片的凹口朝下的凹槽，所述凹槽为燕尾槽10，第一电机油道11的与第一电机1内部连通的一端朝向燕尾槽10 布置，第二电机油道15的与第二电机8内部连通的一端也朝向燕尾槽10布置，当变速箱油9进入第一电机1或第二电机8内部后，会沉积到电机的底部，或者沿着每一个定子冲片顺流下落到电机的底部，这些油液会沿着燕尾槽10流入到第一电机油道11或第二电机油道15中，并在多接口油泵13的作用下回流到变速箱7内部，从而保证电机的绝缘性能，避免电机工作失效。
之所以在定子铁芯2上开设贯穿的燕尾槽10，是由于定子铁芯2与电机壳体之间是紧密接触的，如果只有一个油道入口的话，电机内位于定子铁芯2的左侧或者右侧区域的变速箱油就无法回流到油道中，同时每一个定子冲片上顺流下落的油液也无法回流到油道中，因此在定子铁芯2的底部开设燕尾槽10，就很好的解决了这个问题，否则就只能设置多个入口端，那样油道的结构就变得十分复杂了。
电机-变速箱-电机动力单元的另一个实施例如图5所示，该电机-变速箱-电机动力单元的结构与上述实施例中的结构相同，唯一的不同之处在于，回油油路不是由开设在电机机壳、端盖以及变速箱的箱体中的连通的油道形成，而是由设置在电机-变速箱‐电机动力单元外部的回油管路14构成，回油管路14的一端与第二电机8内部连通、另一端与变速箱7内部连通，这时变速箱7内同样设有油泵，定子铁芯上同样开设有燕尾槽。当然，第一电机1和变速箱7上也设置有回油管路(图中未示出)。
在电机-变速箱-电机动力单元的其他实施例中：第一油道和第二油道的形状也可以不同；第一端盖和第二端盖中的油道部分也可以均是直线形的；定子铁芯上的凹槽也可以是矩形槽；定子铁芯上可以不开设凹槽，此时可以在电机壳体上开设凹槽，或者电机壳体上位于定子铁芯的两侧均设置油道入口。
动力系统的实施例如图2～图5所示，动力系统包括发动机(图中未示出)和与发动机相连的电机-变速箱‐电机动力单元，电机-变速箱‐电机动力单元的具体结构与上述电机-变速箱-电机动力单元实施例中的结构相同，在此不再详述。
汽车的实施例如图2～图5所示，该汽车是一种混合动力汽车，包括车架(图中未示出)和设置在车架上的动力系统，动力系统包括发动机(图中未示出)和与发动机相连的电机-变速箱‐电机动力单元，电机-变速箱‐电机动力单元的具体结构与上述电机-变速箱-电机动力单元实施例中的结构相同，在此不再详述。

Claims (12)

  1. 电机‐变速箱‐电机动力单元，包括第一电机、第二电机以及设置在第一电机和第二电机之间的变速箱，其特征在于：电机-变速箱‐电机动力单元还包括一端与第一电机内部连通、另一端与变速箱内部连通的第一回油油路以及一端与第二电机内部连通、另一端与变速箱内部连通的第二回油油路，所述第一回油油路和第二回油油路的与变速箱内部连通的连通端连接有一个多接口油泵以使进入第一电机和第二电机内部的变速箱油均可以回流到变速箱内。
  2. 根据权利要求1所述的电机-变速箱‐电机动力单元，其特征在于：第一电机的与变速箱相连的右端设置有第一端盖，第二电机的与变速箱相连的左端设置有第二端盖，所述第一回油油路由开设在第一电机的机壳、第一端盖以及变速箱的箱体中的连通的第一油道形成，所述第二回油油路由开设在第二电机的机壳、第二端盖以及变速箱的箱体中的连通的第二油道形成。
  3. 根据权利要求2所述的电机-变速箱‐电机动力单元，其特征在于：所述第一油道包括位于第一电机的机壳中的直线部分以及位于第一端盖中的第一n形油道部分，第一n形油道部分的高度大于变速箱内的变速箱油的液面高度，所述第二油道包括位于第二电机的机壳中的直线部分以及位于第二端盖中的第二n形油道部分，第二n形油道部分的高度大于变速箱内的变速箱油的液面高度。
  4. 根据权利要求1～3任意一项所述的电机-变速箱‐电机动力单元，其特征在于：第一电机和第二电机均包括定子铁芯，定子铁芯上开设有贯穿每一个定子冲片的凹口朝下的凹槽，所述第一回油油路的与第一电机内部连通的一端以及所述第二回油油路的与第二电机内部连通的一端均朝向所述凹槽布置。
  5. 一种动力系统，包括发动机和与发动机相连的电机-变速箱‐电机动力单元，电机-变速箱‐电机动力单元包括第一电机、第二电机以及设置在第一电机和第二电机之间的变速箱，其特征在于：电机-变速箱‐电机动力单元还包括一端与第一电机内部连通、另一端与变速箱内部连通的第一回油油路以及一端与第二电机内部连通、另一端与变速箱内部连通的第二回油油路，所述第一回油油路和第二回油油路的与变速箱内部连通的连通端连接有一个多接口油泵以使进入第一电机和第二电机内部的变速箱油均可以回流到变速箱内。
  6. 根据权利要求5所述的动力系统，其特征在于：第一电机的与变速箱相连的 右端设置有第一端盖，第二电机的与变速箱相连的左端设置有第二端盖，所述第一回油油路由开设在第一电机的机壳、第一端盖以及变速箱的箱体中的连通的第一油道形成，所述第二回油油路由开设在第二电机的机壳、第二端盖以及变速箱的箱体中的连通的第二油道形成。
  7. 根据权利要求6所述的动力系统，其特征在于：所述第一油道包括位于第一电机的机壳中的直线部分以及位于第一端盖中的第一n形油道部分，第一n形油道部分的高度大于变速箱内的变速箱油的液面高度，所述第二油道包括位于第二电机的机壳中的直线部分以及位于第二端盖中的第二n形油道部分，第二n形油道部分的高度大于变速箱内的变速箱油的液面高度。
  8. 根据权利要求5～7任意一项所述的动力系统，其特征在于：第一电机和第二电机均包括定子铁芯，定子铁芯上开设有贯穿每一个定子冲片的凹口朝下的凹槽，所述第一回油油路的与第一电机内部连通的一端以及所述第二回油油路的与第二电机内部连通的一端均朝向所述凹槽布置。
  9. 一种汽车，包括车架和设置在车架上的动力系统，动力系统包括发动机和与发动机相连的电机-变速箱‐电机动力单元，电机-变速箱‐电机动力单元包括第一电机、第二电机以及设置在第一电机和第二电机之间的变速箱，其特征在于：电机-变速箱‐电机动力单元还包括一端与第一电机内部连通、另一端与变速箱内部连通的第一回油油路以及一端与第二电机内部连通、另一端与变速箱内部连通的第二回油油路，所述第一回油油路和第二回油油路的与变速箱内部连通的连通端连接有一个多接口油泵以使进入第一电机和第二电机内部的变速箱油均可以回流到变速箱内。
  10. 根据权利要求9所述的汽车，其特征在于：第一电机的与变速箱相连的右端设置有第一端盖，第二电机的与变速箱相连的左端设置有第二端盖，所述第一回油油路由开设在第一电机的机壳、第一端盖以及变速箱的箱体中的连通的第一油道形成，所述第二回油油路由开设在第二电机的机壳、第二端盖以及变速箱的箱体中的连通的第二油道形成。
  11. 根据权利要求10所述的汽车，其特征在于：所述第一油道包括位于第一电机的机壳中的直线部分以及位于第一端盖中的第一n形油道部分，第一n形油道部分的高度大于变速箱内的变速箱油的液面高度，所述第二油道包括位于第二电 机的机壳中的直线部分以及位于第二端盖中的第二n形油道部分，第二n形油道部分的高度大于变速箱内的变速箱油的液面高度。
  12. 根据权利要求9-11任意一项所述的汽车，其特征在于：第一电机和第二电机均包括定子铁芯，定子铁芯上开设有贯穿每一个定子冲片的凹口朝下的凹槽，所述第一回油油路的与第一电机内部连通的一端以及所述第二回油油路的与第二电机内部连通的一端均朝向所述凹槽布置。
PCT/CN2017/111698 2016-11-17 2017-11-17 汽车及其动力系统及其电机-变速箱-电机动力单元 WO2018090985A1 (zh)

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CN109347251A (zh) * 2018-10-17 2019-02-15 江麓机电集团有限公司 车用一体化驱动电机装置

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