CN115503459A - Multi-gear variable speed hybrid power system with double motors and double middle shafts with power take-off modules - Google Patents
Multi-gear variable speed hybrid power system with double motors and double middle shafts with power take-off modules Download PDFInfo
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- CN115503459A CN115503459A CN202211166220.2A CN202211166220A CN115503459A CN 115503459 A CN115503459 A CN 115503459A CN 202211166220 A CN202211166220 A CN 202211166220A CN 115503459 A CN115503459 A CN 115503459A
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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
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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
- B60K25/00—Auxiliary drives
- B60K25/06—Auxiliary drives from the transmission power take-off
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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
- B60K6/36—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
- B60K6/365—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 with the gears having orbital motion
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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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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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)
- Structure Of Transmissions (AREA)
Abstract
The invention discloses a multi-gear variable-speed hybrid power system with double motors and double middle shafts with a power take-off module, which comprises an engine, a first motor, a second motor, a shell, a first central shaft, a planet row, a second central shaft, an output shaft, a rear axle, a speed change mechanism and the power take-off module, wherein the engine is connected with the first motor through the power take-off module; wherein: the power take-off shaft is parallel to the second central shaft; the second motor is in transmission connection with a second intermediate shaft, an output shaft is in transmission connection with the first intermediate shaft and the second intermediate shaft respectively, and the power take-off shaft is in transmission connection with a second central shaft; the first intermediate shaft and the second intermediate shaft are in transmission connection with the second central shaft through the speed change mechanism respectively, and the second central shaft is also in transmission connection with the output shaft through the speed change mechanism. The invention adopts double middle shafts to ensure that all gear gears are arranged in a staggered way, the axial length of the assembly is shortened, the middle shaft and the reverse gear shaft of the existing motor are eliminated, and the structure is optimized to improve the overall space utilization rate of the system.
Description
Technical Field
The invention relates to the technical field of power systems, in particular to a multi-gear variable-speed hybrid power system with double motors and double middle shafts and a power taking module.
Background
The hybrid power system comprises an engine, a motor and a transmission system (speed changer), wherein the motor has a single-motor scheme and a double-motor scheme, the transmission system has a common gear speed changer or a speed reducer and also has a power split speed changer with a planet row, and the planet row has a single-row scheme, a double-row scheme, a three-row scheme and the like.
The existing scheme, for example, CN112224006a discloses a three-gear parallel shaft type dual-motor three-planet-row hybrid power system, which has the working principle: the engine and a first motor (E1) are connected with a first planetary row to output hybrid power; the second motor is connected with the second planetary row through the two-gear mechanism, and power of the second motor and power of the engine and power of the first motor are combined through the shared gear ring, so that power output is increased. The rear end of the first planetary row is not provided with a speed reduction and torque increase mechanism, the speed reduction and torque increase action of the second planetary row is limited by size and cannot be increased, and the power cannot be increased, so that the planetary gear speed reduction and torque increase mechanism is only suitable for medium and light vehicles. And the pure engine drive is not connected with a speed-reducing torque-increasing gear mechanism, so that the engine can only be applied to high-speed working conditions.
Therefore, in the prior art, a single planet row structure has been adopted to solve the above problems, and before the scheme, the patent CN113602070a discloses a three-gear parallel shaft type lameable belt power-taking module dual-motor single planet row hybrid power system, which comprises an engine, a first motor, a second motor, a speed change mechanism, a shell, a first central shaft, a second central shaft and an output shaft, wherein the front end of the first central shaft penetrates out of the shell to be connected with the engine, a first hollow shaft is sleeved outside the first central shaft, the rear end of the first central shaft is in transmission connection with the hollow shaft through a planet row, the rear end of the planet row is connected with the second central shaft, the rear end of the second central shaft can be in transmission connection with the output shaft, the rear end of the output shaft penetrates out of the shell to transmit power to a rear axle, the speed change mechanism is in transmission connection with the second central shaft and the output shaft respectively, the first motor is in transmission connection with the hollow shaft, and the second motor is in transmission connection with the output shaft. The hybrid power system with the double motors is adopted in the structure, and the structure has the characteristics of rich gears, wide adaptability to vehicle types and the like.
The structure still has some defects, the speed change mechanism adopts a single-intermediate-shaft structure, the speed change mechanism is distributed too intensively, and the axial length of the assembly is too long; the output of the second motor adopts a separately arranged motor intermediate shaft, namely a second motor transition shaft, and the shaft system is complex; reverse gear and reverse gear axle set up alone, and the radial width of assembly is broad, and the structure is complicated, and is with high costs.
The information disclosed in the background section above is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.
Disclosure of Invention
The invention aims to provide a multi-gear variable-speed hybrid power system with double motors and double intermediate shafts and a power take-off module.
In order to achieve the purpose, the technical scheme of the invention is as follows:
a multi-gear variable-speed hybrid power system with double motors and double intermediate shafts with a power take-off module comprises an engine, a first motor, a second motor, a shell, a first central shaft, a planet row, a second central shaft, an output shaft, a rear axle, a speed change mechanism and the power take-off module; the engine, the first central shaft, the planet row and the second central shaft are sequentially connected, and an output shaft is connected with the rear axle; a hollow shaft is sleeved above the first central shaft and is in transmission connection with the first central shaft through a planet row; the first motor is in transmission connection with the hollow shaft; the power take-off module comprises a power take-off shaft; wherein: the power take-off shaft is parallel to the second central shaft; the second motor is in transmission connection with a second intermediate shaft, an output shaft is in transmission connection with the first intermediate shaft and the second intermediate shaft respectively, and the power take-off shaft is in transmission connection with a second central shaft; the first intermediate shaft and the second intermediate shaft are in transmission connection with the second central shaft through the speed change mechanism respectively, and the second central shaft is also in transmission connection with the output shaft through the speed change mechanism.
Specifically, the speed change mechanism comprises a first-gear driving gear, a second-gear driving gear and a third-gear driving gear which are sequentially fixed on a second central shaft, a first-gear driven gear, a third-gear driven gear and a first main speed reduction driving gear which are sequentially arranged on a first intermediate shaft, a reverse-gear driven gear, a second-gear driven gear and a second main speed reduction driving gear which are sequentially arranged on a second intermediate shaft, a main speed reduction driven gear fixed on the output shaft and a power take-off output gear fixed on the power take-off shaft; the first-gear driven gear and the third-gear driven gear are sleeved on the first intermediate shaft in an idle mode, the first main reduction driving gear is fixed on the first intermediate shaft, the second main reduction driving gear is fixed on the second intermediate shaft, and the reverse-gear driven gear and the second-gear driven gear are sleeved on the second intermediate shaft in an idle mode; the first-gear driven gear is respectively meshed with the first-gear driving gear and the reverse-gear driven gear, the second-gear driving gear is respectively meshed with the second-gear driven gear and the power take-off output gear, the third-gear driving gear is meshed with the third-gear driven gear, and the main reduction driven gear is respectively meshed with the first main reduction driving gear and the second main reduction driving gear;
a first gear shifting engagement mechanism is arranged among the shell, the first central shaft and the hollow shaft; a second gear-shifting meshing mechanism is arranged among the first intermediate shaft, the first-gear driven gear and the third-gear driven gear; a third gear-shifting meshing mechanism is arranged among the second intermediate shaft, the reverse gear driven gear and the second gear driven gear; and a fourth gear shifting engagement mechanism is arranged between the second central shaft and the output shaft.
Specifically, a second motor output gear is arranged on the second intermediate shaft, a second motor input gear is arranged on an output shaft of the second motor, and the second motor input gear is meshed with the second motor output gear.
Specifically, a first motor input gear is arranged on an output shaft of the first motor, a first motor output gear is arranged on the hollow shaft, and the first motor output gear is in transmission connection with the first motor input gear through a first motor intermediate gear.
Specifically, the first gear shifting engagement mechanism comprises a first gear shifting tooth holder arranged on the first central shaft, a first gear shifting execution tooth sleeve connected with the first gear shifting tooth holder, a hollow shaft gear shifting joint tooth holder arranged on the hollow shaft and a fixed tooth holder fixed on the shell; the first shifting toothholder can be engaged or disengaged with the hollow shaft shifting engagement toothholder, the fixed toothholder, respectively, by moving the first shifting execution toothholder.
Specifically, the second shifting mechanism comprises a second shifting tooth holder fixed on the first intermediate shaft between the first-gear driven gear and the third-gear driven gear and a second shifting execution tooth sleeve connected with the second shifting tooth holder, and the second shifting tooth holder can be engaged with or disengaged from the first-gear driven gear and the third-gear driven gear respectively by moving the second shifting execution tooth sleeve.
Specifically, the third gear shifting mechanism comprises a third gear shifting tooth holder fixed on the second intermediate shaft between the reverse gear driven gear and the secondary gear driven gear and a third gear shifting execution tooth sleeve connected with the third gear shifting tooth holder; the third shift carrier can be engaged with or disengaged from the reverse driven gear and the secondary driven gear, respectively, by moving the third shift execution sleeve.
Specifically, the fourth gear shifting mechanism comprises a fourth gear shifting tooth holder fixed on the second central shaft, a fourth gear shifting execution tooth sleeve connected with the fourth gear shifting tooth holder, and an output shaft gear shifting engagement tooth holder fixed on the output shaft, and the fourth gear shifting tooth holder can be engaged with or disengaged from the output shaft gear shifting engagement tooth holder by moving the fourth gear shifting execution tooth sleeve.
Specifically, the planet row includes sun gear, planet wheel, planet carrier and ring gear, the sun gear sets firmly in the hollow shaft, first center pin and planet carrier fixed connection, and the planet wheel is installed on the planet carrier, the planet wheel meshes with sun gear and ring gear respectively mutually, the ring gear rear end is connected with second center shaft.
The invention has the beneficial effects that:
1. the invention adopts the arrangement mode of the double middle shafts, so that each gear can be arranged in the double middle shafts in a staggered way, the length of the main shaft of the second central shaft is reduced, namely, the axial length of the assembly is shortened, and the overall space utilization rate of the structure-improved system is optimized;
2. the double-intermediate-shaft power take-off system adopts the parallel transmission type connection of the double intermediate shafts, the second central shaft and the four shafts of the power take-off shaft, tends to be compact in structure, and has more space advantages compared with the existing hybrid power system;
3. the scheme cancels a second motor intermediate shaft and a reverse gear shaft in the prior art, has less parts, lower cost and smaller weight, and reduces the radial width of the assembly;
4. the power-assisted torque of the second motor is transmitted through the second intermediate shaft, so that the torque of the first intermediate shaft is reduced, the supporting rigidity of the first gear is improved, the shaft deformation is reduced, and the contact stress distribution condition of the first gear is optimized;
5. compared with the conventional power supplement mode that the second motor is arranged on the intermediate shaft, the scheme belongs to direct connection output and has high power supplement efficiency, and meanwhile, the power compensation of the second motor can realize unpowered gear shift interruption during gear shift of the system, so that the driving comfort is improved;
6. through four gearshift, cooperation single planet row scheme realizes pure engine drive, pure electric drive, hybrid drive's different drive mode and different planet row velocity ratio, can cover more scene demands, accomplishes the switching of various drive modes, all can select one/two/three/directly keep off etc. under various drive mode, keeps off a lot of, can select corresponding fender position according to the scene demand, makes motor and engine operation in the high-efficient district, and the economic nature is higher.
Drawings
FIG. 1 is a schematic diagram of a multi-gear speed-change hybrid system with a double motor and double intermediate shafts with a power take-off module according to the present invention.
In the figure, 100-engine; 200-a clutch; 300-a housing; 301-a first central axis; 302-first shift execution sleeve; 303-a hollow shaft; 304-a first motor output gear; 305-sun gear; 306-a planet wheel; 307-a planet carrier; 308-a gear ring; 309-a second central axis; 310-a first gear drive gear; 311-two gear driving gear; 312-a third gear drive gear; 313-a fourth shift execution sleeve; 314-a main reduction driven gear; 315-output shaft; 316-a first main reduction drive gear; 317-a first intermediate shaft; 318-three driven gear; 319-second shift execution sleeve; 320-first gear driven gear; 321-a second motor output gear; 322-a second main reduction drive gear; 323-second intermediate shaft; 324-two gear driven gear; 325 — third shift execution sleeve; 326 — reverse driven gear; 327-first motor intermediate gear; 328-first motor input gear; 329-second motor input gear; 330 — first shift block; 331-hollow shaft shift engagement tooth holder; 332-fixed toothholder; 333-a second shift carrier; 334-third shifting block; 335-fourth shift block; 336-output shaft shift engagement block; 401 — a first electric machine; 402-a second electric machine; 500-main reducer; 601-left half shaft; 602-right half shaft; 701-left wheel; 702-a right wheel; 800-power take-off module; 801-power take-off gear; 802-power take-off output shaft.
Detailed Description
To explain the technical contents of the present invention, the objects and effects thereof, the following description is made in conjunction with the embodiments with the accompanying drawings. In the description of the embodiments, it is to be understood that the terms indicating an orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are used only for convenience in describing the embodiments and for simplicity in description, and do not indicate or imply that the devices or elements referred to must have a particular orientation-constructed and operated in a particular orientation and therefore should not be construed as limiting the present invention.
According to the embodiment of the scheme, the reverse gear and power takeoff shared hybrid power system with the double motors and the direct-connected output power supplement mainly comprises the following components in percentage by weight as shown in fig. 1: the power take-off device comprises an engine 100, a first motor 401, a second motor 402, a shell 300, a first central shaft 301, a planet row, a second central shaft 309, an output shaft 315, a rear axle, a speed change mechanism and a power take-off module 800.
The main points of the embodiment are as follows: the power output device further comprises a first intermediate shaft 317 and a second intermediate shaft 323, wherein the first intermediate shaft 317, the second intermediate shaft 323 and the power take-off shaft 802 are respectively arranged in parallel beside the second central shaft 309; the second motor 402 is in transmission connection with a second intermediate shaft 323, the output shaft 315 is in transmission connection with a first intermediate shaft 317 and the second intermediate shaft 323 respectively, and the power take-off shaft 802 is in transmission connection with a second central shaft 309; the first intermediate shaft 317 and the second intermediate shaft 323 are respectively in transmission connection with the second central shaft 309 through a speed change mechanism, and the second central shaft 309 is also in transmission connection with the output shaft 315 through a speed change mechanism.
The power transmission path of the embodiment is as follows: the power of the engine 100 is transmitted to a second central shaft 309 through a clutch 200, a first central shaft 301 and a planetary row; the power of the first motor 401 is transmitted backwards to the second central shaft 309 through the hollow shaft 303 and the planet row, and the second motor 402 directly outputs power to supplement the output shaft 315 through the second intermediate shaft 323, wherein the kinetic energy of the engine 100 and the first motor 401 at the second central shaft 309 can be selectively converged into the output shaft 315 through the first intermediate shaft 317 or the second intermediate shaft 323 or directly converged into the output shaft 315 through the speed change mechanism, so that the arrangement mode of the double intermediate shafts can ensure that each gear is arranged in the double intermediate shafts in a staggered manner, thereby selecting different gears of the two intermediate shafts respectively. The power take-off shaft 802 in the power take-off module 800 is also directly in transmission connection with the second central shaft 309, that is, the connection mode that the double intermediate shafts, the second central shaft and the power take-off shaft four shafts are in parallel transmission is adopted, the structure tends to be compact, and the hybrid power system has space advantages compared with the existing hybrid power system. In addition, the assisting torque of the second motor 402 is transmitted through the second intermediate shaft 323, the second intermediate shaft of the motor and a reverse gear shaft in the prior art are eliminated, the number of parts is small, the cost is lower, the weight is smaller, and the radial width of the assembly is reduced; the second motor directly links output power and supplyes the implementation, and second motor power directly transmits the output shaft through the second jackshaft, sets up the power supply mode at the jackshaft for some second motors often, and this scheme belongs to and directly links the output, and power supply is efficient, can realize shifting unpowered interrupt through second motor power compensation when the system shifts simultaneously, improves the driving comfort, to sum up reaches the purpose of this embodiment.
As a specific embodiment of this embodiment, the speed change mechanism includes a first-gear driving gear 310, a second-gear driving gear 311, and a third-gear driving gear 312 sequentially fixed to the second central shaft 309, a first-gear driven gear 320, a third-gear driven gear 318, and a first main reduction driving gear 316 sequentially disposed on the first intermediate shaft 317, a reverse-gear driven gear 326, a second-gear driven gear 324, and a second main reduction driving gear 322 sequentially disposed on the second intermediate shaft 323, a main reduction driven gear 314 fixed to the output shaft 315, and a power take-off output gear 801 fixed to the power take-off shaft 802; the first-gear driven gear 320 and the third-gear driven gear 318 are idly sleeved on the first intermediate shaft 317, the first main speed reduction driving gear 316 is fixed on the first intermediate shaft 317, the second main speed reduction driving gear 322 is fixed on the second intermediate shaft 323, and the reverse gear driven gear 326 and the second-gear driven gear 324 are idly sleeved on the second intermediate shaft 323; the first-gear driven gear 320 meshes with the first-gear driving gear 310 and the reverse-gear driven gear 326, the second-gear driving gear 311 meshes with the second-gear driven gear 324 and the power take-off output gear 801, the third-gear driving gear 312 meshes with the third-gear driven gear 318, and the main reduction driven gear 314 meshes with the first main reduction driving gear 316 and the second main reduction driving gear 322, respectively.
A first gear shifting engagement mechanism is arranged among the shell 300, the first central shaft 301 and the hollow shaft 303; the first shift engagement mechanism includes a first shift carrier 330 provided on the first center shaft 301, a first shift execution sleeve 302 connected to the first shift carrier 330, a hollow shaft shift engagement carrier 331 provided on the hollow shaft 303, a fixed carrier 332 fixed to the housing 300; the first shift carrier 330 can be engaged or disengaged with the hollow shaft shift engagement carrier 331, the fixed carrier 332, respectively, by moving the first shift execution sleeve 302 to the right or left.
A second gear shifting engagement mechanism is arranged among the first intermediate shaft 317, the first-gear driven gear 320 and the third-gear driven gear 318; the second shift mechanism includes a second shift carrier 333 fixed to the first countershaft 317 between the first-speed driven gear 320 and the third-speed driven gear 318, and a second shift executing sleeve 319 connected to the second shift carrier 333, and the second shift carrier 333 can be engaged with or disengaged from the first-speed driven gear 320 and the third-speed driven gear 318, respectively, by moving the second shift executing sleeve 319 to the left or right.
A third gear-shifting meshing mechanism is arranged among the second intermediate shaft 323, the reverse gear driven gear 326 and the second gear driven gear 324; the third shift mechanism includes a third shift carrier 334 fixed to the second countershaft 323 between the reverse driven gear 326 and the second driven gear 324, and a third shift execution sleeve 325 connected to the third shift carrier 334; third shift carrier 334 can be engaged with or disengaged from reverse driven gear 326 and second shift driven gear 324 by moving third shift execution sleeve 325 left or right, respectively.
A fourth shift engagement mechanism is provided between the second center shaft 309 and the output shaft 315. The fourth shift mechanism includes a fourth shift dog 335 fixed to the second center shaft 309, a fourth shift executing dog 313 connected to the fourth shift dog 335, and an output shaft shift engaging dog 336 fixed to the output shaft 315, and the fourth shift dog 335 can be engaged with or disengaged from the output shaft shift engaging dog 336 by moving the fourth shift executing dog 313.
In a particular embodiment, a second motor output gear 321 is provided on the second intermediate shaft 323, a second motor input gear 329 is provided on the output shaft of the second motor 402, and the second motor input gear 329 is meshed with the second motor output gear 321. The assisting torque of the second motor 402 is transmitted through the second intermediate shaft 323, so that the torque of the first intermediate shaft 317 is reduced, the first-gear support rigidity is improved, the shaft deformation is reduced, and the contact stress distribution condition of the first-gear is optimized.
In a specific embodiment, a first motor input gear 328 is disposed on the output shaft of the first motor 401, a first motor output gear 304 is disposed on the hollow shaft 303, and the first motor output gear 304 is in transmission connection with the first motor input gear 328 through a first motor intermediate gear 327.
The planet row of this embodiment includes sun gear 305, planet wheel 306, planet carrier 307 and ring gear 308, sun gear 305 is fixed in hollow shaft 303, first center axle 301 and planet carrier 307 fixed connection, planet wheel 306 is installed on planet carrier 307, planet wheel 306 meshes with sun gear 305 and ring gear 308 respectively, ring gear 308 rear end is connected with second center axle 309.
By combining the speed change mechanism and the gear shifting mechanism, the following working modes can be realized:
an engine drive mode: clutch 200 is engaged, first shift actuator sleeve 302 is shifted to the right, carrier 307 is locked to sun gear 305, and engine 100 power is directly transmitted to ring gear 308. In this mode, the first motor 401 can compensate the power, and the power is transmitted to the planetary row through the first motor input gear 328, the first motor intermediate gear 327, and the first motor output gear 304.
Pure electric drive mode: the clutch 200 is disengaged and the first shift execution sleeve 302 is engaged left or right. When the first gear shift execution sleeve 302 is shifted to the left, the planet carrier 301 and the housing 300 are in a locked state, and the power of the first motor 401 is transmitted to the planetary gear train through the first motor input gear 328, the first motor intermediate gear 327, the first motor output gear 304 and the hollow shaft 303, and is transmitted to the ring gear 308 through the sun gear 305 and the planetary gear 306, at this time, the planetary gear train is decelerated. When the first gear shift execution sleeve 302 is shifted to the right, the planet carrier 301 and the sun gear 305 are in a locked state, the speed ratio of the whole planetary gear set is 1, and the power of the first motor 401 is transmitted to the planetary gear set through the first motor input gear 328, the first motor intermediate gear 327, the first motor output gear 304 and the hollow shaft 303, and is output through the gear ring 308.
e-CVT mode: the clutch 200 is connected and the first shift execution sleeve 302 is in the neutral position. At this time, the engine 100 is used as a main power source, and the power of the engine 100 is transmitted to the planet carrier 307 through the first central shaft 301 and transmitted to the ring gear 308 through the planet row; the power of the first motor 401 is transmitted to the sun gear 305 through a first motor input gear 328, a first motor intermediate gear 327, a first motor output gear 304 and the hollow shaft 303; at the moment, the first motor 401 can control the rotating speed of the sun gear 305, so that the engine 100 works in an economic area, and the comprehensive oil saving rate of the system is improved; part of power of the engine 100 can be consumed through a power route to generate power, and the SOC of the battery is maintained; or may be used as a second power source to be driven in combination with engine 100, thereby improving the system dynamic property.
Under above-mentioned various operating mode, can also switch various different fender position and realize power output, pass through different routes with power transmission to second center pin. The power routes of all gears are as follows:
first gear: the second gear shift execution sleeve 319 is in gear to the left, the third gear shift execution sleeve 325 is in the neutral position and the fourth gear shift execution sleeve 313 is in the off state. The power of the second central shaft 309 is output to the rear axle through the first gear driving gear 310, the first gear driven gear 320, the first intermediate shaft 317, the first main speed reduction driving gear 316, the main speed reduction driven gear 314 and the output shaft 315.
And (2) second: the third shift execution sleeve 325 is in gear to the right, the second shift execution sleeve 319 is in the neutral position and the fourth shift execution sleeve 313 is in the off state. The power of the second central shaft 309 is output to the rear axle through the second driving gear 311, the second driven gear 324, the second intermediate shaft 323, the second main reduction driving gear 322, the main reduction driven gear 314 and the output shaft 315.
And (3) third gear: the second gear shift execution sleeve 319 is in gear to the right, the third gear shift execution sleeve 325 is in the neutral position and the fourth gear shift execution sleeve 313 is in the off state. The power of the second central shaft 309 is output to the rear axle through the third gear driving gear 312, the third gear driven gear 318, the first intermediate shaft 317, the first main speed reduction driving gear 316, the main speed reduction driven gear 314 and the output shaft 315.
Fourth gear/direct gear: the fourth shift execution sleeve 313 is in the engaged state, and the second and third shift execution sleeves 319 and 325 are in the neutral position. The power of the second central shaft 309 is directly transmitted to the output shaft 315 and output to the rear axle.
Reversing gear: the third shift execution sleeve 325 is in left gear, the second shift execution sleeve 319 is in neutral position and the fourth shift execution sleeve 313 is in off state. The power of the two central shafts 309 is transmitted to the second intermediate shaft 323 through the first gear driving gear 310 → the first gear driven gear 320 → the reverse gear driven gear 326, and then transmitted to the output shaft 315 through the second main reduction gear 322 and the main reduction driven gear 314, and finally outputted to the rear axle.
The arrangement of the gears can improve the utilization rate of the driving mode of the engine, improve the system efficiency, increase the possibility of the operation of the engine and the motor in a high-efficiency area, and effectively improve the comprehensive oil saving rate of the system under wider applicable working conditions.
The power compensation mode is as follows: in any driving mode, the second motor 402 can perform power compensation through power routes of a second motor input gear 329, a second motor output gear 321, a second intermediate shaft 323, a second main speed reduction driving gear 322, a second main speed reduction driving gear 314 and an output shaft 315, so that the dynamic property of the system is improved, and the large-torque output requirement of the whole vehicle is met; meanwhile, when the system shifts gears, the power compensation of the second motor 402 can realize unpowered gear shifting interruption, so that the driving comfort is improved.
A power taking mode: in any driving mode, power is transmitted from the second gear driving gear 311 to the power take-off shaft 802 through the power take-off gear 801.
Braking energy recovery: when the whole vehicle is braked, the braking torque is transmitted to the second motor 402 through the output shaft 315, the main speed reduction driven gear 314, the second main speed reduction driving gear 322, the second intermediate shaft 323, the second motor output gear 321 and the second motor input gear 329 to generate electricity, so that the energy recovery is realized, and the comprehensive oil saving rate of the system is improved.
In some further embodiments, the first shift execution sleeve 302, the second shift execution sleeve 319, the third shift execution sleeve 325 and the fourth shift execution sleeve 313 are all electronically controlled to slide.
Although the invention has been described in detail above with reference to specific embodiments, it will be apparent to one skilled in the art that modifications or improvements may be made based on the invention. Accordingly, such modifications and improvements are intended to be within the scope of the invention as claimed.
Claims (9)
1. A multi-gear speed-changing hybrid power system with double motors and double intermediate shafts and a power take-off module comprises an engine (100), a first motor (401), a second motor (402), a shell (300), a first central shaft (301), a planet row, a second central shaft (309), an output shaft (315), a rear axle, a speed change mechanism and the power take-off module (800);
the engine (100), the first central shaft (301), the planet row and the second central shaft (309) are sequentially connected, and the output shaft (315) is connected with the rear axle;
a hollow shaft (303) is sleeved on the first central shaft (301) in an empty mode, and the hollow shaft (303) is in transmission connection with the first central shaft (301) through a planet row; the first motor (401) is in transmission connection with the hollow shaft (303);
the power take-off module (800) comprises a power take-off shaft (802);
the method is characterized in that:
the power output shaft further comprises a first intermediate shaft (317) and a second intermediate shaft (323), wherein the first intermediate shaft (317), the second intermediate shaft (323) and the power take-off shaft (802) are respectively arranged in parallel beside the second central shaft (309);
the second motor (402) is in transmission connection with a second intermediate shaft (323), the output shaft (315) is in transmission connection with the first intermediate shaft (317) and the second intermediate shaft (323) respectively, and the power take-off shaft (802) is in transmission connection with the second central shaft (309);
the first intermediate shaft (317) and the second intermediate shaft (323) can be respectively in transmission connection with the second central shaft (309) through the speed change mechanism, and the second central shaft (309) can also be in transmission connection with the output shaft (315) through the speed change mechanism.
2. The multi-gear variable-speed hybrid power system with the double motors and the double intermediate shafts and the power take-off module as claimed in claim 1, is characterized in that: the speed change mechanism comprises a first-gear driving gear (310), a second-gear driving gear (311) and a third-gear driving gear (312) which are sequentially fixed on a second central shaft (309), a first-gear driven gear (320), a third-gear driven gear (318) and a first main reducing driving gear (316) which are sequentially arranged on a first intermediate shaft (317), a reverse-gear driven gear (326), a second-gear driven gear (324) and a second main reducing driving gear (322) which are sequentially arranged on a second intermediate shaft (323), a main reducing driven gear (314) fixed on an output shaft (315) and a power take-off output gear (801) fixed on a power take-off shaft (802);
the first-gear driven gear (320) and the third-gear driven gear (318) are sleeved on the first intermediate shaft (317) in an idle mode, the first main speed reduction driving gear (316) is fixed on the first intermediate shaft (317), the second main speed reduction driving gear (322) is fixed on the second intermediate shaft (323), and the reverse gear driven gear (326) and the second-gear driven gear (324) are sleeved on the second intermediate shaft (323) in an idle mode;
the first-gear driven gear (320) is respectively meshed with the first-gear driving gear (310) and the reverse-gear driven gear (326), the second-gear driving gear (311) is respectively meshed with the second-gear driven gear (324) and the power take-off output gear (801), the third-gear driving gear (312) is meshed with the third-gear driven gear (318), and the main speed reduction driven gear (314) is respectively meshed with the first main speed reduction driving gear (316) and the second main speed reduction driving gear (322);
a first gear shifting engagement mechanism is arranged among the shell (300), the first central shaft (301) and the hollow shaft (303); a second gear shifting engagement mechanism is arranged among the first intermediate shaft (317), the first-gear driven gear (320) and the third-gear driven gear (318); a third gear shifting engagement mechanism is arranged among the second intermediate shaft (323), the reverse gear driven gear (326) and the second gear driven gear (324); a fourth gear shifting engagement mechanism is arranged between the second central shaft (309) and the output shaft (315).
3. The multi-gear variable-speed hybrid power system with the double motors and the double intermediate shafts and the power take-off module as claimed in claim 1, is characterized in that: a second motor output gear (321) is arranged on the second intermediate shaft (323), a second motor input gear (329) is arranged on an output shaft of the second motor (402), and the second motor input gear (329) is meshed with the second motor output gear (321).
4. The multi-gear variable-speed hybrid power system with the double motors and the double intermediate shafts and the power take-off module as claimed in claim 1, is characterized in that: a first motor input gear (328) is arranged on an output shaft of the first motor (401), a first motor output gear (304) is arranged on the hollow shaft (303), and the first motor output gear (304) is in transmission connection with the first motor input gear (328) through a first motor intermediate gear (327).
5. The multi-gear speed-changing hybrid power system with the double motors and the double intermediate shafts and the power take-off module as claimed in claim 2, is characterized in that: the first gear shifting engagement mechanism comprises a first gear shifting tooth holder (330) arranged on the first central shaft (301), a first gear shifting execution tooth sleeve (302) connected with the first gear shifting tooth holder (330), a hollow shaft gear shifting engagement tooth holder (331) arranged on the hollow shaft (303), and a fixed tooth holder (332) fixed on the shell (300); the first shift block (330) can be engaged or disengaged with the hollow shaft shift engagement block (331) and the fixed block (332), respectively, by moving the first shift execution sleeve (302).
6. The multi-gear speed-changing hybrid power system with the double motors and the double intermediate shafts and the power take-off module as claimed in claim 2, is characterized in that: the second gear shifting mechanism comprises a second gear shifting tooth holder (333) fixed on the first intermediate shaft (317) between the first-gear driven gear (320) and the third-gear driven gear (318), and a second gear shifting executing tooth sleeve (319) connected with the second gear shifting tooth holder (333), wherein the second gear shifting tooth holder (333) can be engaged with or disengaged from the first-gear driven gear (320) and the third-gear driven gear (318) respectively by moving the second gear shifting executing tooth sleeve (319).
7. The multi-gear speed-changing hybrid power system with the double motors and the double intermediate shafts and the power take-off module as claimed in claim 2, is characterized in that: the third gear shifting mechanism comprises a third gear shifting tooth holder (334) fixed on the second intermediate shaft (323) between the reverse gear driven gear (326) and the second gear driven gear (324), and a third gear shifting execution tooth sleeve (325) connected with the third gear shifting tooth holder (334); the third shift carrier (334) can be engaged with or disengaged from the reverse driven gear (326) and the second driven gear (324) by moving the third shift execution sleeve (325).
8. The multi-gear speed-changing hybrid power system with the double motors and the double intermediate shafts and the power take-off module as claimed in claim 2, is characterized in that: the fourth shifting mechanism comprises a fourth shifting tooth holder (335) fixed on the second central shaft (309), a fourth shifting execution tooth sleeve (313) connected with the fourth shifting tooth holder (335), and an output shaft shifting engagement tooth holder (336) fixed on the output shaft (315), and the fourth shifting tooth holder (335) can be engaged with or disengaged from the output shaft shifting engagement tooth holder (336) by moving the fourth shifting execution tooth sleeve (313).
9. The multi-gear variable-speed hybrid power system with the double motors and the double intermediate shafts and the power take-off module as claimed in claim 1, is characterized in that: the planet row comprises a sun wheel (305), planet wheels (306), a planet carrier (307) and a gear ring (308), wherein the sun wheel (305) is fixedly arranged on a hollow shaft (303), a first central shaft (301) is fixedly connected with the planet carrier (307), the planet wheels (306) are arranged on the planet carrier (307), the planet wheels (306) are respectively meshed with the sun wheel (305) and the gear ring (308), and the rear end of the gear ring (308) is connected with a second central shaft (309).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211166220.2A CN115503459A (en) | 2022-09-23 | 2022-09-23 | Multi-gear variable speed hybrid power system with double motors and double middle shafts with power take-off modules |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211166220.2A CN115503459A (en) | 2022-09-23 | 2022-09-23 | Multi-gear variable speed hybrid power system with double motors and double middle shafts with power take-off modules |
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| CN115503459A true CN115503459A (en) | 2022-12-23 |
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| CN202211166220.2A Pending CN115503459A (en) | 2022-09-23 | 2022-09-23 | Multi-gear variable speed hybrid power system with double motors and double middle shafts with power take-off modules |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117681641A (en) * | 2023-12-29 | 2024-03-12 | 中联重科股份有限公司 | Hybrid power system and tractor |
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2022
- 2022-09-23 CN CN202211166220.2A patent/CN115503459A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117681641A (en) * | 2023-12-29 | 2024-03-12 | 中联重科股份有限公司 | Hybrid power system and tractor |
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