CN113547907B - Arrangement structure of hybrid power type driving system shell and vehicle - Google Patents
Arrangement structure of hybrid power type driving system shell and vehicle Download PDFInfo
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- CN113547907B CN113547907B CN202110801004.XA CN202110801004A CN113547907B CN 113547907 B CN113547907 B CN 113547907B CN 202110801004 A CN202110801004 A CN 202110801004A CN 113547907 B CN113547907 B CN 113547907B
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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
- B60K6/40—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 assembly or relative disposition of components
- B60K6/405—Housings
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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
- B60K6/40—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 assembly or relative disposition of components
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- General Details Of Gearings (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses an arrangement structure of a hybrid power type driving system shell and a vehicle, relates to the technical field of hybrid power driving, and solves the technical problem that integration of an electric driving assembly is influenced on a hydraulic system configured with an oil pump in the related technology. The arrangement structure comprises a left shell, a right shell and a rear end cover, wherein the right shell is connected with one side of the left shell and forms a gear cavity, the rear end cover is connected with the other side of the left shell and forms a motor cavity, and a cooling oil pump cavity, a cooling oil pump oil suction oil duct and a cooling oil pump output oil duct which are communicated with the cooling oil pump cavity, a clutch pump cavity, and a clutch pump oil suction oil duct and a clutch pump output oil duct which are communicated with the clutch pump cavity are arranged at the bottom of the left shell. Two electronic pumps are arranged by utilizing the cooling oil pump cavity and the clutch pump cavity of the left shell, so that the space is effectively saved, the structure of the whole hybrid power driving system is more compact, and the integration of an electric drive assembly is facilitated.
Description
Technical Field
The invention relates to the technical field of hybrid power driving, in particular to an arrangement structure of a hybrid power type driving system shell and a vehicle.
Background
Some current products draw original drive or electricity generation gear shafting power to carry out mechanical oil pump drive, need increase the quantity of axle and gear, occupy radial space, and the control to the flow of oil pump or pressure needs extra hydraulic system, the shafting position's that power was drawn from original drive or electricity generation gear shafting decision is received in its hydraulic system arrangement in the assembly, be unfavorable for controlling the size of whole electric drive assembly and then influence the carrying of electric drive assembly in whole car, be unfavorable for the integration of electric drive assembly.
Disclosure of Invention
The application provides an arrangement structure and vehicle of hybrid drive system casing has solved among the correlation technique hydraulic system to the oil pump configuration and has influenced the technical problem that electric drive assembly integrates.
The application provides an arrangement structure of a hybrid drive system shell, which comprises a left shell, a right shell and a rear end cover, wherein a gear cavity for accommodating a gear shaft system is formed between the right shell and the left shell, a motor cavity for accommodating a drive motor and a generator is formed between the rear end cover and the left shell, and the left shell is arranged between the right shell and the rear end cover, wherein the bottom of the left shell is provided with a cooling oil pump cavity, a cooling oil pump oil suction oil duct and a cooling oil pump output oil duct which are communicated with the cooling oil pump cavity, a clutch pump oil suction oil duct and a clutch pump output oil duct which are communicated with the clutch pump cavity, the cooling oil pump cavity is used for accommodating a cooling oil pump, the clutch pump cavity is used for accommodating a clutch pump, the other end of the cooling oil pump oil suction oil duct is communicated with the gear cavity and the motor cavity, the other end of the cooling oil pump output oil duct is connected with a cooling module, and the other end of the clutch oil suction oil duct is communicated with the motor cavity, the other end of the clutch pump output oil passage is connected with the clutch.
Optionally, the cooling oil pump chamber is provided with:
the first hole is communicated with the gear cavity through a cooling oil pump oil suction duct;
the second hole is communicated with the motor cavity through a cooling oil pump oil suction duct; and
the third hole is lower than the first hole and the second hole, higher than the cavity bottom of the cooling oil pump cavity, communicated with the gear cavity and used for discharging oil;
the clutch pump chamber is equipped with:
the fourth hole is communicated with the motor cavity through a clutch oil suction duct; and
and the fifth hole is lower than the fourth hole, is higher than the cavity bottom of the clutch pump cavity, is communicated with the gear cavity and is used for discharging oil.
Optionally, the cooling oil pump chamber and the clutch pump chamber are arranged in parallel.
Optionally, the gear cavity is provided with a cooling oil pump filter chamber housing a cooling oil pump filter and a clutch pump filter chamber housing a clutch pump filter, and the cooling oil pump cavity and the clutch pump cavity are arranged side by side including the cooling oil pump filter chamber and the clutch pump filter chamber arranged side by side, including:
the oil baffle plate is vertically arranged, fixed to the left shell and arranged between the cooling oil pump filter chamber and the clutch pump filter chamber; and
the oil passing groove is arranged between the cooling oil pump filter chamber and the clutch pump filter chamber, is arranged at the top or above the oil baffle plate, and is communicated with the cooling oil pump filter chamber and the clutch pump filter chamber at two ends respectively;
the left shell is provided with a main oil return groove, one end of the main oil return groove is communicated with the motor cavity, the other end of the main oil return groove is communicated with a clutch pump filter cavity, the clutch pump filter cavity is provided with an oil suction port connected with a clutch pump, and the cooling oil pump filter cavity is further provided with an oil inlet connected with the gear cavity.
Optionally, the left shell is provided with a shell rib, the shell rib is fixed on the left shell, the shell rib is arranged on one side where the clutch gear stirs oil upwards when the clutch gear moves forwards, and the shell rib is arranged around the clutch so as to separate a cooling oil pump filter cavity from a gear cavity;
when the clutch gear moves forwards, oil drops stirred upwards by the clutch gear enter a filter cavity of the cooling oil pump through the upper part of the shell rib to form an oil inlet positioned at the upper end of the shell rib.
Optionally, the lower end of the casing rib is spaced from the peripheral wall of the left casing to form an oil through port for communicating the filter chamber of the cooling oil pump with the gear chamber.
Optionally, an oil guide plate is arranged above the casing rib at an interval, and the oil guide plate is fixed to the left casing and used for blocking oil drops, which are stirred upwards by the clutch gear when the clutch gear advances, and guiding the oil drops into the cavity of the cooling oil pump filter.
Optionally, the oil guide plate is provided with an L-shaped plate, an opening of the L-shaped plate faces downward, one side plate of the L-shaped plate is arranged in the gear cavity and faces the clutch, and the other side plate is arranged above the filter cavity of the cooling oil pump.
Optionally, the left shell is further provided with at least one precast opening, one side of the precast opening is communicated with the motor cavity or the cooling oil pump cavity, and the other side of the precast opening is communicated with the cooling oil pump filter cavity or the clutch pump filter cavity.
A vehicle includes the arrangement described above.
The beneficial effect of this application is as follows: the utility model provides an arrangement structure of hybrid drive system casing, include by the right casing, left side shell and rear end cap connect gradually, form the hybrid drive system in gear chamber and motor chamber respectively, locate coolant pump chamber and clutch pump chamber in the casing bottom, be used for holding coolant pump and clutch pump respectively, and set up coolant pump oil suction duct and coolant pump output oil duct in the left side shell, an oil feed and the play oil for the coolant pump, set up clutch pump oil suction duct and clutch pump output oil duct in the left side shell, an oil feed and the output for the clutch pump, this application utilizes the coolant pump chamber and the clutch pump chamber of left side shell to arrange two electronic pumps, practice thrift the space effectively, make whole hybrid drive system's structure compacter, be favorable to integrating of electric drive assembly.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments will be briefly introduced, and it is apparent that the drawings in the description are only some embodiments of the present invention.
FIG. 1-1 is a first schematic view of a drive system in an arrangement provided herein;
FIGS. 1-2 are second schematic views of a drive system in the arrangement provided herein;
FIG. 2-1 is a first schematic view of a housing in the arrangement provided herein;
2-2 are second schematic views of the housing in the arrangements provided herein;
2-3 are third schematic views of the housing in the arrangements provided herein;
2-4 are fourth schematic views of the housing in the arrangements provided herein;
2-5 are fifth schematic views of the housing in the arrangements provided herein;
3-1 is a first schematic view of a cooling oil pump chamber and a clutch pump chamber provided herein;
3-2 are second schematic views of the cooling oil pump chamber and the clutch pump chamber provided herein;
FIG. 3-3 is a schematic cross-sectional view taken at A-A of FIG. 3-1;
FIG. 4-1 is another schematic view of a housing in the arrangement provided herein;
fig. 4-2 is a schematic cross-sectional view at B-B in fig. 4-1.
The attached drawings are marked as follows: 1-left housing, 2-right housing, 3-rear end cap, 6-gear chamber, 8-motor chamber, 101-drive motor shaft, 102-intermediate shaft, 103-differential shaft, 105-engine shaft, 106-generator shaft, 107-filter, 108-drive motor, 109-generator, 110-housing cooling oil pump, 111-housing clutch oil pump, 120-oil guide plate, 121-oil baffle, 122-clutch pump filter chamber, 123-housing rib, 127-pre-cast opening, 129-oil through opening, 214-cooling oil pump filter chamber, 215-cooling oil pump chamber, 216-clutch oil pump, 260-first hole, 264-second hole, 261-third hole, 263-fourth hole, 262-fifth hole.
Detailed Description
The embodiment of the application solves the technical problem that the integration of an electric drive assembly is influenced by a hydraulic system configured with an oil pump in the prior art by providing the arrangement structure of the shell of the hybrid drive system and a vehicle.
In order to solve the technical problems, the general idea of the embodiment of the application is as follows:
an arrangement structure of a hybrid power type driving system shell comprises a left shell, a right shell and a rear end cover, wherein a gear cavity for accommodating a gear shaft system is formed between the right shell and the left shell, a motor cavity for accommodating a driving motor and a generator is formed between the rear end cover and the left shell, the left shell is arranged between the right shell and the rear end cover, the cooling oil pump cavity is arranged at the bottom of the left shell, the cooling oil pump oil suction oil duct and the cooling oil pump output oil duct are communicated with the cooling oil pump cavity, the clutch pump cavity is communicated with the clutch pump oil suction oil duct and the clutch pump output oil duct, the cooling oil pump cavity is used for containing a cooling oil pump, the clutch pump cavity is used for containing a clutch pump, the other end of the cooling oil pump oil suction oil duct is communicated with the gear cavity and the motor cavity, the other end of the cooling oil pump output oil duct is connected with the cooling module, the other end of the clutch oil suction oil duct is communicated with the motor cavity, and the other end of the clutch pump output oil duct is connected with a clutch.
In order to better understand the technical solution, the technical solution will be described in detail with reference to the drawings and the specific embodiments.
The embodiment provides an arrangement of a hybrid drive system housing, as shown in fig. 1-1 and fig. 1-2, the drive system comprises a drive motor 108, a generator 109, a differential (differential shaft 103), and a clutch (clutch shaft 104), the drive motor shaft 101 is connected with the differential shaft 103 through an intermediate shaft 102, the engine shaft 105 is connected with a generator shaft 106 and the clutch shaft 104 respectively, the electric drive system is connected side by side in the order of the drive motor shaft 101-intermediate gear shaft 102-differential shaft 103-clutch shaft 104-engine shaft 105-generator shaft 106, the power transmission paths of the drive motor shaft 101-intermediate shaft 102-differential shaft 103 realize that the motor directly drives the vehicle, the power transmission paths of the engine shaft 105-generator shaft 106 realize that power generation, the clutch shaft 104 is between the two power transmission paths, the locking and the disconnection of the switch realize the conversion of a series connection mode or a parallel connection mode.
As shown in fig. 2-1 to 2-5, the housing includes a left housing 1, a right housing 2, and a rear cover 3, and the left housing 1 is disposed between the right housing 2 and the rear cover 3. The space enclosed by the left and right housings 1 and 2 after being combined by the flange face 219 forms a gear chamber 6 for accommodating a gear shaft system such as the intermediate shaft 102, the differential shaft 103, the clutch shaft 104, and the engine shaft 105. The left shell 1 is provided with a differential left bearing hole 209, a middle shaft left bearing hole 208, a drive motor right bearing hole 207, a clutch left bearing hole 210, an engine shaft left bearing hole 211 and an engine right bearing hole 212. The right case 2 is provided with an intermediate shaft right bearing hole 201, a differential right bearing hole 202, a clutch right bearing hole 203, and an engine shaft right bearing hole 205. And the rear end cover 3 is provided with a driving motor left bearing hole 217 and a generator left bearing hole 218.
It should be noted that, the left side of the left shell is not limited by orientation, but is named for description, and similarly, the right side and the back side of the right shell and the back end cover are not limited by orientation.
As shown in fig. 1-1 to 2-5, the left housing 1 and the rear end cover 3 are combined by the flange surface 220 to form a motor cavity 8 for accommodating the driving motor 108 and the generator 109.
As shown in fig. 1-1 to 2-5, the left housing is provided, between the gear chamber 6 and the motor chamber 8, with a cooling oil pump chamber 215 that accommodates the cooling oil pump 110 and its motor, and a clutch oil pump 216 that accommodates the clutch oil pump 111 and its motor. The left shell is provided with a cooling oil pump oil suction oil duct, a cooling oil pump output oil duct, a clutch pump oil suction oil duct and a clutch pump output oil duct.
The cooling oil pump cavity 215 is communicated with a cooling oil pump oil suction oil duct and a cooling oil pump output oil duct, the clutch pump cavity 216 is communicated with the clutch pump oil suction oil duct and the clutch pump output oil duct, the other end of the cooling oil pump oil suction oil duct is communicated with the gear cavity 6 and the motor cavity 8, the other end of the cooling oil pump output oil duct is connected with the cooling module, the other end of the clutch oil suction oil duct is communicated with the motor cavity 8, and the other end of the clutch pump output oil duct is connected with the clutch to control the locking and the disconnection of the clutch. The cooling module is used for conveying cooled lubricating oil to a part to be lubricated and cooled through a pipeline, and comprises a stator, a rotor and a bearing seat in a motor cavity 8, and each bearing seat and a gear in a gear cavity 6.
As shown in fig. 2-1 and 2-2, the left housing is provided with a space 214, the right housing is provided with a space 204, and belongs to the category of gear chambers, and the space 214 and the space 204 together house a filter 107 including a cooling oil pump filter and a clutch pump filter.
As shown in fig. 3-1 to 3-3, the cooling oil pump chamber 215 of the left housing and the clutch pump chamber 216 are provided with openings to the gear chamber 6 or the motor chamber 8 at lower and upper positions, respectively, the upper opening being for receiving oil from above into the chamber to cool the oil pump; lower opening guarantees that oil discharge forms the heat dissipation that flows in the cavity, and its lower edge is higher than oil pump motor minimum simultaneously, avoids oil pump intracavity to have oil-free cooling completely.
Specifically, as shown in fig. 3-3, the cooling oil pump chamber 215 is provided with a first hole 260, a second hole 264, and a third hole 261. The first hole 260 is communicated with the gear chamber 6 through a cooling oil pump oil suction passage, and the first hole 260 is used for receiving oil from the gear chamber 6. Second hole 264 is through cooling oil pump oil absorption oil duct and motor chamber 8 intercommunication, and second hole 264 is used for receiving the oil that comes from motor chamber 8. The third hole 261 is lower than the first hole 260 and the second hole 264, and the third hole 261 is higher than the cavity bottom of the cooling oil pump cavity 215, the third hole 261 communicates with the gear cavity 6, and the third hole 261 is used for discharging oil, forming flow heat radiation. Wherein the third hole 261 is higher than the bottom of the cooling oil pump chamber 215 to ensure oil retention at a certain oil level.
The clutch pump chamber 216 is provided with a fourth hole 263 and a fifth hole 262, the fourth hole 263 is communicated with the motor chamber 8 through a clutch oil suction passage, and the fourth hole 263 is used for receiving oil from the motor chamber 8. The fifth hole 262 is lower than the fourth hole 263, the fifth hole 262 is higher than the cavity bottom of the clutch pump cavity 216, the fifth hole 262 is communicated with the gear cavity 6, and the fifth hole 262 is used for discharging oil to form flowing heat dissipation. Wherein the fifth bore 262 is above the bottom of the clutch pump chamber 216 to ensure oil retention at a certain oil level.
As shown in fig. 1-1 to 2-5, the cooling oil pump chamber 215 and the clutch pump chamber 216 are disposed at the lower position 112 of the motor chamber 8 without affecting the overall size of the electric drive system, and the hole grooves connected to the gear chamber 6 and the motor chamber 8 realize both the circulation passage of oil between the two chambers and the cooling of the oil pump and the motor thereof. The gear chamber 6, the motor chamber 8, the cooling oil pump chamber 215 and the clutch pump chamber 216 are integrally arranged, so that the integration is realized to the greatest extent.
As shown in fig. 1-1 to 2-5, the cooling oil pump chamber 215 and the clutch pump chamber 216 are disposed in parallel at the bottom of the left housing 1, and are disposed opposite to the gear chamber 6 and the motor chamber 8, which is advantageous for further improving the integration.
As shown in fig. 4-1 and 4-2, the gear chamber 6 is provided with a cooling oil pump filter chamber 214 accommodating a cooling oil pump filter and a clutch pump filter chamber 122 accommodating a clutch pump filter. The cooling oil pump chamber 215 and the clutch pump chamber 216 are arranged in parallel at the bottom of the left housing 1, and the cooling oil pump filter chamber 214 and the clutch pump filter chamber 122 are also arranged in parallel. The cooling pump filter chamber 214 includes a cooling pump filter oil suction space and the clutch pump filter chamber 122 includes a clutch pump filter oil suction space.
It will be appreciated that the cooling oil pump chamber 215 and the clutch pump chamber 216 may also be disposed separately at the bottom of the housing depending on the particular arrangement of the hybrid drive system housing, among other ways. This embodiment tends to have the cooling oil pump chamber 215 and the clutch pump chamber 216 arranged in parallel.
As shown in fig. 4-1 and 4-2, the cooling oil pump filter chamber 214 and the clutch pump filter chamber 122 are arranged in parallel, and specifically, include an oil baffle plate 121 and an oil passing groove, the oil baffle plate 121 is arranged vertically, the oil baffle plate 121 is fixed to the left housing 1, and the oil baffle plate 121 is disposed between the cooling oil pump filter chamber 214 and the clutch pump filter chamber 122. The oil passing groove is arranged between the cooling oil pump filter chamber 214 and the clutch pump filter chamber 122, the oil passing groove is arranged at the top or above the oil baffle plate 121, and two ends of the oil passing groove are respectively communicated with the cooling oil pump filter chamber 215 and the clutch pump filter chamber 122. The left shell 1 is provided with a main oil return groove 128, one end of the main oil return groove 128 is communicated with the motor cavity 8, the other end of the main oil return groove 128 is communicated with the clutch pump filter cavity 122, the clutch pump filter cavity 122 is provided with an oil suction port 124 connected with the clutch oil pump 111, the cooling oil pump filter cavity 215 is further provided with an oil inlet connected with the gear cavity 6, and the gear cavity 6 is filled with oil into the cooling oil pump filter cavity 215 through the oil inlet.
In the above scheme, the oil baffle plate 121 separates the cooling oil pump filter chamber 214 (cooling pump filter oil suction space) from the clutch pump filter chamber 122 (clutch oil pump filter oil suction space), and the oil flow 125 of the motor cavity 8 firstly flows into the clutch pump filter chamber 122 through the main oil return groove 128 and then is sucked into the clutch oil pump 111 through the oil suction opening 124; the oil in the clutch pump filter chamber 122 rises until the oil passing groove is at a high position, and the oil flow 126 overflows to the cooling oil pump filter chamber 214 through the oil passing groove, so that the stable oil supply of the clutch is preferentially ensured, and the uncontrollable series-parallel connection is avoided.
The oil passing groove is formed at the top or above the oil baffle 121, including as shown in fig. 4-1 and 4-2, the top of the oil baffle 121 and other housings are arranged at intervals to form a gap, which is equivalent to the oil passing groove, and the oil passing groove is formed above the oil baffle 121. If the oil passing groove is formed in the top of the oil baffle 121, a groove hole may be formed in the oil baffle 121 to form the oil passing groove.
As shown in fig. 4-1 and 4-2, the left housing 1 is provided with a housing rib 123, the housing rib 123 is fixed to the left housing 1, the housing rib 123 is provided on the side of the clutch shaft 104 where the gear stirs oil upward when the clutch shaft advances, and the housing rib 123 is provided around the clutch to separate the cooling oil pump filter chamber 214 from the gear chamber 6. When the clutch gear moves forwards, oil drops of the upward oil stirred by the clutch gear enter the cooling oil pump filter cavity 214 through the upper part of the shell rib 123 to form an oil inlet positioned at the upper end of the shell rib 123.
The gear cavity 6 and the cooling oil pump filter cavity 214 are separated by the shell ribs 123, so that the oil quantity of the filter is not interfered by the oil after the oil at the bottom of the gear cavity 6 is stirred and splashed away. The oil at the bottom of the gear chamber 6 is divided into three spaces by a housing oil dam 123 surrounding the clutch, separating the clutch and filter spaces, and an oil dam 121 separating the cooling oil pump filter chamber 214 and the clutch pump filter chamber 122.
As shown in fig. 4-1 and 4-2, the lower end of the casing rib 123 is spaced from the peripheral wall of the left casing 1 to form an oil through hole 129 for communicating the cooling oil pump filter chamber 214 with the gear chamber 6, and the oil through hole 129 is a shallow opening formed in the lower portion of the casing rib 123, so that incomplete isolation between the gear chamber 6 and the cooling oil pump filter chamber 214 is ensured, and oil can be circulated between the two chambers through the hole when the gear is not in high-speed operation.
As shown in fig. 4-1 and 4-2, an oil guide plate 120 is disposed above the casing rib 123 at an interval, the oil guide plate 120 is fixed to the left casing 1, and the oil guide plate 120 is configured to block and guide oil droplets that stir up oil by the clutch gear when the clutch gear moves forward into the cooling oil pump filter chamber 214, so as to increase the amount of oil that enters the cooling oil pump filter chamber 214 from the gear cavity 6 after the oil baffle plate 121 is disposed.
Alternatively, as shown in fig. 4-1 and 4-2, the oil guide plate 120 is an L-shaped plate, the opening of the L-shaped plate is disposed downward, one side plate of the L-shaped plate is disposed in the gear cavity and disposed toward the clutch, and the other side plate is disposed above the filter cavity of the cooling oil pump. It is also understood that one side of the L-shaped plate extends to the clutch side and the other side extends to the cooling oil pump filter side. By the L-shaped plate, the oil stirred up from the clutch gear is blocked and guided into the cooling oil pump filter chamber 214, increasing the amount of oil supplied to the cooling oil pump 110.
Optionally, as shown in fig. 4-1 and 4-2, the left shell 1 is further provided with at least one precast opening 127, the precast opening 127 communicates with the motor chamber 8 or the cooling oil pump chamber 215 or the clutch pump chamber 216 on one side, and communicates with the cooling oil pump filter chamber 214 or the clutch pump filter chamber 122 on the other side. The oil in the motor cavity 8 or the cooling oil pump cavity 215 or the clutch pump cavity 216 is returned to the cooling oil pump filter cavity 214 through the precast opening 127, or the oil in the motor cavity 8 or the cooling oil pump cavity 215 or the clutch pump cavity 216 is returned to the clutch pump filter cavity 122, so that the oil quantity in the filter cavity is ensured to be stable.
The embodiment also provides a vehicle, which comprises the arrangement structure, and the oil cavities for accommodating the two electronic pumps of the clutch oil pump and the cooling oil pump are arranged in parallel in the bottom space between the gear cavity 6 and the motor cavity 8 of the left shell 1, so that the space can be effectively saved, and the structure of the whole hybrid power driving system is more compact. And, still through setting up oil baffle 121 and casing muscle 123 in gear chamber 6 bottom, divide into three spaces with gear chamber 6 bottom, guarantee that the oil in the motor chamber flows into clutch pump filter chamber 122 earlier, and then flows into cooling oil pump filter chamber 214, just at last flows back into gear chamber 6, guarantees promptly that fluid is the priority clutch oil pump of supplying with, then supplies with the cooling oil pump, guarantees the normal operating of system.
While preferred embodiments of the present invention have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all such alterations and modifications as fall within the scope of the invention.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.
Claims (10)
1. An arrangement of hybrid drive system housings, comprising:
a left shell;
the right shell and the left shell form a gear cavity for accommodating a gear shaft system;
the rear end cover and the left shell form a motor cavity for accommodating a driving motor and a generator; the left shell is arranged between the right shell and the rear end cover;
wherein, left shell bottom be equipped with the cooling oil pump chamber, with the cooling oil pump oil absorption oil duct and the cooling oil pump output oil duct of cooling oil pump chamber intercommunication, clutch pump chamber and with clutch pump oil absorption oil duct and the clutch pump output oil duct of clutch pump chamber intercommunication, the cooling oil pump chamber is used for the holding cooling oil pump, clutch pump chamber is used for the holding clutch pump, the cooling oil pump oil absorption oil duct other end with the gear chamber with motor chamber intercommunication, cooling module is connected to the cooling oil pump output oil duct other end, the clutch pump oil absorption oil duct other end with motor chamber intercommunication, the clutch pump output oil duct other end is connected with the clutch.
2. The arrangement as claimed in claim 1, characterized in that the cooling oil pump chamber is provided with:
the first hole is communicated with the gear cavity through the cooling oil pump oil suction duct;
the second hole is communicated with the motor cavity through the cooling oil pump oil suction duct; and
a third hole lower than the first hole and the second hole, higher than a cavity bottom of the cooling oil pump cavity, communicated with the gear cavity, and used for discharging oil;
the clutch pump chamber is provided with:
the fourth hole is communicated with the motor cavity through the clutch pump oil suction duct; and
and the fifth hole is lower than the fourth hole, higher than the cavity bottom of the clutch pump cavity, communicated with the gear cavity and used for discharging oil.
3. The arrangement of claim 1 wherein said cooling oil pump chamber and said clutch pump chamber are juxtaposed.
4. The arrangement of claim 3 wherein said gear cavity is provided with a cooling oil pump filter chamber housing a cooling oil pump filter and a clutch pump filter chamber housing a clutch pump filter, said cooling oil pump cavity and said clutch pump cavity being juxtaposed including said cooling oil pump filter chamber and said clutch pump filter chamber being juxtaposed, comprising:
the oil baffle plate is vertically arranged, is fixed on the left shell and is arranged between the cooling oil pump filter chamber and the clutch pump filter chamber; and
the oil passing groove is arranged between the cooling oil pump filter chamber and the clutch pump filter chamber, is arranged at the top or above the oil baffle plate, and is communicated with the cooling oil pump filter chamber and the clutch pump filter chamber at two ends respectively;
the left shell is provided with a main oil return groove, one end of the main oil return groove is communicated with the motor cavity, the other end of the main oil return groove is communicated with the clutch pump filter cavity, the clutch pump filter cavity is provided with an oil suction port connected with the clutch pump, and the cooling oil pump filter cavity is further provided with an oil inlet connected with the gear cavity.
5. The arrangement as claimed in claim 4, wherein the left housing is provided with a housing rib fixed to the left housing, the housing rib being provided on a side where the clutch gear stirs oil upward when advancing, the housing rib being provided around the clutch to separate the cooling oil pump filter chamber from the gear chamber;
oil drops of the clutch gear which stirs oil upwards enter the cooling oil pump filter cavity through the upper portion of the shell rib during advancing, and the oil inlet which is located at the upper end of the shell rib is formed.
6. The arrangement structure according to claim 5, wherein the lower end of the casing rib is spaced from the peripheral wall of the left casing to form an oil passage for communicating the cooling oil pump filter chamber with the gear chamber.
7. The arrangement as claimed in claim 5, wherein an oil guide plate is spaced above the housing rib, and the oil guide plate is fixed to the left housing and is used for blocking and guiding oil drops stirred upwards by the clutch gear in the forward motion into the cooling oil pump filter chamber.
8. The arrangement structure according to claim 7, wherein the oil guide plate is provided in an L-shaped plate, an opening of the L-shaped plate is provided downward, one side plate of the L-shaped plate is provided in the gear cavity and provided toward the clutch, and the other side plate is provided above the filter chamber of the cooling oil pump.
9. The arrangement as claimed in claim 4, characterized in that the left shell is also provided with at least one precast opening which communicates on one side with the motor chamber or the cooling oil pump chamber or the clutch pump chamber and on the other side with the cooling oil pump filter chamber or the clutch pump filter chamber.
10. A vehicle, characterized in that it comprises an arrangement according to any one of claims 1-9.
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| CN202110801004.XA CN113547907B (en) | 2021-07-15 | 2021-07-15 | Arrangement structure of hybrid power type driving system shell and vehicle |
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| CN202110801004.XA CN113547907B (en) | 2021-07-15 | 2021-07-15 | Arrangement structure of hybrid power type driving system shell and vehicle |
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| CN113547907B true CN113547907B (en) | 2022-06-03 |
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| CN116928325A (en) * | 2022-03-30 | 2023-10-24 | 比亚迪股份有限公司 | Transmission of vehicle, powertrain and vehicle |
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| JP5705928B2 (en) * | 2013-08-08 | 2015-04-22 | 株式会社小松製作所 | Wheel loader |
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| CN102906439A (en) * | 2010-05-20 | 2013-01-30 | 日产自动车株式会社 | Driving force transmission device |
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| CN113547907A (en) | 2021-10-26 |
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