CN115750752A - Hybrid electric drive system and hybrid vehicle - Google Patents
Hybrid electric drive system and hybrid vehicle Download PDFInfo
- Publication number
- CN115750752A CN115750752A CN202211306021.7A CN202211306021A CN115750752A CN 115750752 A CN115750752 A CN 115750752A CN 202211306021 A CN202211306021 A CN 202211306021A CN 115750752 A CN115750752 A CN 115750752A
- Authority
- CN
- China
- Prior art keywords
- assembly
- gear
- shaft
- oil
- drive system
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000003921 oil Substances 0.000 claims abstract description 272
- 230000007246 mechanism Effects 0.000 claims abstract description 100
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 claims abstract description 90
- 229910052802 copper Inorganic materials 0.000 claims abstract description 90
- 239000010949 copper Substances 0.000 claims abstract description 90
- 239000010687 lubricating oil Substances 0.000 claims abstract description 44
- 230000008859 change Effects 0.000 claims abstract description 36
- 208000002925 dental caries Diseases 0.000 claims abstract description 22
- 238000003860 storage Methods 0.000 claims abstract description 18
- 238000001816 cooling Methods 0.000 claims description 98
- 230000005540 biological transmission Effects 0.000 claims description 84
- 239000003990 capacitor Substances 0.000 claims description 46
- 238000009434 installation Methods 0.000 claims description 39
- 230000000670 limiting effect Effects 0.000 claims description 37
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 30
- 230000001050 lubricating effect Effects 0.000 claims description 23
- 230000017525 heat dissipation Effects 0.000 claims description 17
- 239000007921 spray Substances 0.000 claims description 13
- 238000007789 sealing Methods 0.000 claims description 11
- 238000005507 spraying Methods 0.000 claims description 7
- HEZMWWAKWCSUCB-PHDIDXHHSA-N (3R,4R)-3,4-dihydroxycyclohexa-1,5-diene-1-carboxylic acid Chemical compound O[C@@H]1C=CC(C(O)=O)=C[C@H]1O HEZMWWAKWCSUCB-PHDIDXHHSA-N 0.000 claims description 5
- 230000000712 assembly Effects 0.000 claims description 4
- 238000000429 assembly Methods 0.000 claims description 4
- 238000005461 lubrication Methods 0.000 description 40
- 238000010586 diagram Methods 0.000 description 15
- 230000008878 coupling Effects 0.000 description 7
- 238000010168 coupling process Methods 0.000 description 7
- 238000005859 coupling reaction Methods 0.000 description 7
- 238000003466 welding Methods 0.000 description 7
- 238000004891 communication Methods 0.000 description 6
- 230000009467 reduction Effects 0.000 description 6
- 230000010354 integration Effects 0.000 description 5
- 238000012986 modification Methods 0.000 description 5
- 230000004048 modification Effects 0.000 description 5
- 238000013461 design Methods 0.000 description 4
- 238000009826 distribution Methods 0.000 description 4
- 239000003292 glue Substances 0.000 description 4
- 239000000463 material Substances 0.000 description 4
- 230000000149 penetrating effect Effects 0.000 description 4
- 238000009423 ventilation Methods 0.000 description 4
- 230000004308 accommodation Effects 0.000 description 3
- 238000005266 casting Methods 0.000 description 3
- 239000000498 cooling water Substances 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 3
- 238000003754 machining Methods 0.000 description 3
- 239000000758 substrate Substances 0.000 description 3
- 230000000903 blocking effect Effects 0.000 description 2
- 230000005611 electricity Effects 0.000 description 2
- 239000012530 fluid Substances 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 239000004033 plastic Substances 0.000 description 2
- 229910000838 Al alloy Inorganic materials 0.000 description 1
- 235000008331 Pinus X rigitaeda Nutrition 0.000 description 1
- 235000011613 Pinus brutia Nutrition 0.000 description 1
- 241000018646 Pinus brutia Species 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 238000002679 ablation Methods 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 238000004378 air conditioning Methods 0.000 description 1
- 239000000956 alloy Substances 0.000 description 1
- 230000004075 alteration Effects 0.000 description 1
- 229910052782 aluminium Inorganic materials 0.000 description 1
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 1
- 230000004323 axial length Effects 0.000 description 1
- 230000003749 cleanliness Effects 0.000 description 1
- 239000011248 coating agent Substances 0.000 description 1
- 238000000576 coating method Methods 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 239000012809 cooling fluid Substances 0.000 description 1
- 239000000110 cooling liquid Substances 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000001746 injection moulding Methods 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000013011 mating Effects 0.000 description 1
- 229910052751 metal Inorganic materials 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 238000005058 metal casting Methods 0.000 description 1
- 239000007769 metal material Substances 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000000717 retained effect Effects 0.000 description 1
- 238000005245 sintering Methods 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 239000010935 stainless steel Substances 0.000 description 1
- 229910001220 stainless steel Inorganic materials 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 238000003756 stirring Methods 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
Images
Classifications
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/08—General details of gearing of gearings with members having orbital motion
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
- H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K9/00—Arrangements for cooling or ventilating
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The application discloses hybrid electric drive system and hybrid vehicle. The hybrid electric drive system comprises a shell assembly, a motor assembly, a speed change mechanism assembly and a controller assembly. The shell assembly is internally provided with a shaft tooth cavity, a motor cavity and an oil storage cavity which are respectively used for installing the speed change mechanism assembly, installing the motor assembly and storing lubricating oil. The motor assembly and the speed change mechanism assembly are integrated in the shell assembly, so that the shell assembly is compact in internal structure and small in size. The controller assembly is installed on the casing equally, and the shell of controller assembly is connected in the casing assembly to can shorten the interval between controller assembly and the motor, make the length of three-phase output copper bar and the three-phase input copper bar of motor shorten in the control assembly, and the wiring length of the low pressure electron device among control assembly and the hybrid electric drive system shortens, the pipeline of being convenient for arranges. Therefore, the whole vehicle carrying performance of the hybrid electric drive system is improved.
Description
Technical Field
The application belongs to the technical field of hybrid electric drive systems, and particularly relates to a hybrid electric drive system and a hybrid vehicle.
Background
With the increasing awareness of people on energy conservation and environmental protection in the current society, new energy automobile technology begins to develop rapidly. The hybrid vehicle driving technology is the core stage of the new energy automobile development process. Improving fuel economy and reducing emissions are important issues facing hybrid technologies.
At present, mainstream hybrid electric drive products in the market are still of an assembled structure, and a motor, a gearbox and a motor controller are separately designed and then assembled, so that the structure of the conventional hybrid electric drive products is huge, more pipelines are provided, and the carrying performance is poor.
Disclosure of Invention
In order to solve the technical problem, the application provides a hybrid electric drive system and hybrid vehicle, and the integrated level is high, and whole small, the piggybacking nature is good.
The technical scheme adopted for realizing the purpose of the application is that the hybrid power electric driving system comprises:
the shell assembly is provided with a shaft tooth cavity, a motor cavity and an oil storage cavity, and the oil storage cavity is communicated with the shaft tooth cavity and/or the motor cavity;
the motor assembly is arranged in the motor cavity and comprises more than one motor;
the speed change mechanism assembly is arranged in the shaft gear cavity, is in transmission connection with both the engine and the motor and outputs power;
the controller assembly comprises a shell provided with a control cavity and a control component arranged in the control cavity, the shell is connected with the shell assembly, a cooling flow channel for cooling the control component is arranged in the shell, and the control component is provided with a three-phase output copper bar electrically connected with a three-phase input copper bar of the motor;
wherein; a lubricating power device is arranged on the shell assembly; and lubricating oil paths are arranged in the shell assembly, the motor assembly and the speed change mechanism assembly, and the lubricating power device is communicated with the oil storage cavity through the lubricating oil paths.
In some embodiments, the housing assembly includes a right housing, a left housing, and an end cap connected in sequence, the right housing and the left housing enclose the shaft gear cavity, and the left housing and the end cap enclose the motor cavity.
In some embodiments, a mounting area is provided on the left housing, and the controller assembly is mounted to the mounting area; a positioning structure is arranged between the mounting area and the shell; and a drain hole is formed in the side wall of the mounting area.
In some embodiments, the variator assembly comprises a drivingly connected engine input shaft assembly, a differential shaft assembly, and at least one intermediate shaft assembly; the bottom of the shaft tooth cavity forms the oil storage cavity, and the differential shaft assembly is at least partially positioned in the oil storage cavity;
a shaft of the engine input shaft assembly is provided with a first through hollow cavity; a second through hollow cavity is arranged in a rotor of the motor; an oil inlet passage is arranged in the end cover, and the first hollow cavity, the second hollow cavity and the oil inlet passage are sequentially communicated.
In some embodiments, the motor assembly comprises two motors, namely a generator and a driving motor, wherein a rotor of the generator is in transmission connection with a shaft of the engine input shaft assembly; the generator and the rotor of the driving motor are both provided with the second hollow cavities which are communicated, and the first hollow cavities, the second hollow cavities of the rotor of the generator and the oil inlet channel are communicated in sequence;
the speed change mechanism assembly comprises a speed change mechanism assembly, an intermediate shaft assembly and a speed change mechanism assembly, wherein the intermediate shaft assembly comprises an EV intermediate shaft assembly and an ICE intermediate shaft assembly, and the speed change mechanism assembly further comprises a driving motor input shaft assembly in transmission connection with a rotor of a driving motor.
In some embodiments, the engine input shaft assembly is disposed coaxially with the generator, and the drive motor input shaft assembly is disposed coaxially with the drive motor; the generator and the driving motor are positioned on the same side; the installation height of the engine input shaft assembly is positioned between the driving motor and the differential shaft assembly, and the projection of the engine input shaft assembly on a vertical plane and the projection of the driving motor and the differential shaft assembly on the vertical plane have a superposition part;
the axis of the EV middle shaft assembly is positioned in a triangular area surrounded by the axes of the engine input shaft assembly, the driving motor and the differential mechanism shaft assembly; the height of the axis of the ICE intermediate shaft assembly is the lowest.
In some embodiments, the EV intermediate shaft assembly comprises an EV intermediate shaft and first and second EV intermediate gears mounted on the EV intermediate shaft, the EV intermediate shaft assembly being in driving connection with the engine input shaft assembly and the drive motor input shaft assembly through the first EV intermediate gear, the EV intermediate shaft assembly being in driving connection with the differential shaft assembly through the second EV intermediate gear;
the ICE countershaft assembly includes an ICE countershaft and first and second ICE intermediate gears mounted thereon; the ICE intermediate shaft assembly is in transmission connection with the engine input shaft assembly through the first ICE intermediate gear; the ICE intermediate shaft assembly is in driving connection with the differential shaft assembly through the second ICE intermediate gear.
In some embodiments, the hybrid electric drive system further comprises a cooling spray pipeline, wherein the cooling spray pipeline is communicated with the oil inlet channel and is used for spraying oil to cool the generator and the stator of the driving motor; and an electromagnetic valve is communicated between the cooling spraying pipeline and the oil inlet channel.
In some embodiments, an oil baffle plate is arranged on the left shell, the oil baffle plate and the left shell enclose an oil guide area, and at least one oil hole of the cooling spray pipeline is communicated with the oil guide area; the left shell is provided with a through drainage hole, and the oil guide area is communicated with the shaft tooth cavity through the drainage hole.
In some embodiments, the inner side walls of the right shell and the left shell are provided with more than two bearing mounting holes and more than two oil collecting grooves which are communicated with the shaft tooth cavity; the drainage hole more than two oil sumps communicate in proper order, at least one the oil sump with the bearing mounting hole intercommunication.
In some embodiments, the engine input shaft assembly comprises a planetary row, at least one actuator, at least one support bearing, at least one gear, and an inner ring gear shaft; the inner gear ring shaft is sleeved outside the planet row and is in transmission connection with the inner gear ring of the planet row; the at least one actuator, the at least one support bearing and the at least one gear are all arranged on the inner ring gear shaft; and a shaft of the planet row, which is used for connecting an engine, is provided with the first hollow cavity.
In some embodiments, the inner ring gear shaft is mounted by a support bearing; the inner ring gear shaft includes:
the shaft sleeve part is sleeved on a sun wheel shaft or a planet carrier shaft of the planet row, and at least one first mounting position for mounting the actuating mechanism is arranged on the shaft sleeve part;
the cover part is connected with the shaft sleeve part and is used for being in transmission connection with the inner gear ring of the planet row;
wherein the cover part and/or the shaft sleeve part are/is provided with at least one assembling position for arranging the support bearing; the cover part and/or the shaft sleeve part are/is provided with at least one second mounting position for arranging the gear wheel.
In some embodiments, the cover portion comprises a gear sleeve portion and a baffle portion, an inner ring of the baffle portion connects the shaft sleeve portion, and an outer ring of the baffle portion connects the gear sleeve portion; the gear sleeve part and the inner gear ring are in an integrated structure or in key connection; the shaft sleeve part, the baffle part and the gear sleeve part are of an integrated structure.
In some embodiments, the gear sleeve portion and the shaft sleeve portion are both provided with the fitting arrangement; the assembling position of the gear sleeve part is an inner hole wall, and a shaft sleeve for mounting the supporting bearing is arranged on the assembling position of the shaft sleeve part;
a limiting structure for axially limiting the support bearing is arranged between the assembling position of the gear sleeve part and the mounting position of the inner gear ring;
the shaft sleeve part and/or the cover part are/is provided with at least one through oil guide hole; the outer profile of the shaft sleeve part is provided with an oil guide groove communicated with the oil guide hole.
In some embodiments, the at least one actuator includes a first actuator and a second actuator distributed at both ends of the boss portion; the at least one support bearing comprises a first support bearing and a second support bearing, the first support bearing is arranged in an inner hole of the cover part, and the second support bearing is arranged between the first actuating mechanism and the second actuating mechanism through a shaft sleeve; the at least one gear comprises a first gear and a second gear, the first gear is sleeved on the cover part in a hollow mode through a bearing, and the second gear is sleeved on the shaft sleeve part in a hollow mode through a bearing and is located between the first executing mechanism and the second supporting bearing;
two first installation positions, two second installation positions and two assembling positions are arranged; the two first mounting positions are distributed at two ends of the shaft sleeve part; the two mounting positions and the two second mounting positions are respectively arranged on the shaft sleeve part and the cover part.
In some embodiments, the first gear includes a ring gear portion and a connecting portion, the ring gear portion is sleeved on the cover portion through a bearing, and the connecting portion is fixedly connected with the combining teeth on one side of the first actuator; the gear hub of the first actuating mechanism is in transmission connection with the first mounting position; and the combining teeth on the other side of the first actuating mechanism are fixedly connected with the second stop gear.
In some embodiments, the planet row is provided with a lubrication channel, the outlet of which is directed towards the planet wheel bearings of the planet row; the sun wheel shaft of the planet row is provided with the first hollow cavity which is communicated along the axial direction, the planet carrier of the planet row is provided with an oil collecting cavity, and the first hollow cavity, the oil collecting cavity and the lubricating channel are sequentially communicated.
In some embodiments, the planet carrier comprises a planet carrier shaft, a connecting plate and a planet wheel shaft which are connected in sequence, the planet carrier shaft is provided with the oil collecting cavity and the first oil guide hole which are communicated, and the planet wheel shaft is provided with the second oil guide hole;
an oil guide piece is arranged on the outer side of the connecting plate; the first oil guide hole, the gap between the oil guide piece and the connecting plate and the second oil guide hole are communicated in sequence to form the lubricating channel.
In some embodiments, the engine input shaft assembly further includes an oil guide pipe, the oil guide pipe is installed in the second hollow cavity and the first hollow cavity, and a near planet row end of the oil guide pipe extends into the oil collecting cavity.
In some embodiments, the hybrid electric drive system further includes a shift mechanism assembly mounted in the shaft tooth cavity; the gear shifting mechanism assembly comprises a gear shifting motor, a gear shifting speed reducing mechanism, a gear shifting hub and a shifting fork, the gear shifting motor, the gear shifting speed reducing mechanism and the gear shifting hub are sequentially in transmission connection, one end of the shifting fork is in sliding fit with the gear shifting hub, and the other end of the shifting fork acts on the executing mechanism.
In some embodiments, the left shell is provided with an intermediate plate, the intermediate plate is a housing, and the intermediate plate is provided with a bearing mounting hole and an avoidance area for avoiding the shifting fork;
one side of the middle plate is provided with a mounting position for mounting one of the combination teeth of the actuating mechanism; or one of the engaging teeth of the actuator is integrally formed with one of the sides of the intermediate plate.
In some embodiments, a rib, a sensor interface for mounting a temperature sensor, a lubrication power interface for mounting the lubrication power device, and a thermostat interface for mounting a thermostat are arranged on one side of the housing assembly close to the engine;
the shell assembly is provided with a radiator, and the radiator is communicated with the thermostat in parallel and is communicated between the lubricating power device and a lubricating oil path of the shell assembly;
the shell assembly is provided with a vent plug and a baffle plate, a vent channel of the vent plug is communicated with the motor cavity and/or the shaft tooth cavity, and the baffle plate is arranged in the motor cavity and/or the shaft tooth cavity and is close to an inlet of the vent channel.
In some embodiments, the heat sink is a recuperator in communication with the cooling channel of the housing.
In some embodiments, the housing includes an upper shell and a water-cooling plate, the upper shell and the water-cooling plate enclose the control cavity, and a cooling groove is formed on the water-cooling plate;
the control assembly comprises a control board, a drive board, an IGBT, a three-phase output copper bar and a high-voltage capacitor, the control board is electrically connected with the IGBT, the IGBT and the high-voltage capacitor are mounted on the water cooling plate, the control board is mounted on the upper shell, the control board is electrically connected with the drive board through a connecting bus, and the IGBT covers the notch of the cooling groove to form the cooling flow channel with the cooling groove in a surrounding mode.
In some embodiments, the water cooling plate comprises a base plate and a cover shell which are connected, and the base plate is provided with the cooling groove and a first through hole for the three-phase output copper bar to pass through; the inner cavity of the housing is communicated with the control cavity through the first through hole; the shell further comprises a lower shell used for sealing the inner cavity of the shell, and the lower shell is provided with a second through hole through which a three-phase input copper bar of a power supply machine penetrates.
In some embodiments, the upper shell and the water-cooling plate are both provided with an operation window; and the upper shell or the water cooling plate is provided with a waterproof vent valve, or at least one operation window is internally provided with a waterproof vent valve.
In some embodiments, the controller assembly further comprises a high voltage junction box, the high voltage junction box comprises a box body, and a high voltage connection assembly, a power connector and at least one high voltage connector which are electrically connected, the box body is arranged on the shell and provided with a high voltage cavity and at least one assembling port which are communicated, the high voltage connection assembly is arranged in the high voltage cavity, and the high voltage connector is arranged in the assembling port; the power supply connector is arranged on the shell or the box body; the control cavity is communicated with the high-voltage cavity so that the copper bar of the high-voltage capacitor extends into the high-voltage cavity and is electrically connected with the high-voltage connector.
In some embodiments, the box body comprises a top cover and a box wall integrally formed with the upper shell, the assembling port is arranged on the box wall, and the upper shell is provided with a mounting port for mounting the power connector;
the box wall is provided with two assembling ports, and the two assembling ports and the mounting port are positioned on different side surfaces; the number of the high-voltage connectors is two, and the two high-voltage connectors are respectively a first high-voltage connector used for being electrically connected with an air conditioner compressor and a second high-voltage connector used for being electrically connected with a DCDC.
In some embodiments, the high voltage connection assembly comprises a positive copper bar, a negative copper bar, and a number of connection harnesses; the positive copper bar and the negative copper bar are electrically connected with the power supply connector and the copper bar of the high-voltage capacitor, and the first high-voltage connector and the second high-voltage connector are connected between the positive copper bar and the negative copper bar in parallel through the connecting wire harnesses; the control assembly further includes a fuse electrically connected with the high voltage connection assembly.
In some embodiments, the high-voltage junction box further comprises a mounting base arranged in the box body, and the positive copper bar, the negative copper bar and the fuse are all mounted on the mounting base; the mounting base is provided with a sinking area, and the electric connection positions of the positive copper bar, the negative copper bar, the power connector and the copper bar of the high-voltage capacitor are positioned in the sinking area; and a baffle is arranged on the side wall of the sinking area.
In some embodiments, the control panel is connected to a top plate of the housing; the top plate is provided with a heat dissipation structure, a low-voltage connector and a containing part, wherein the low-voltage connector is electrically connected with the control panel, the containing part is used for containing the capacitor of the control panel, the heat dissipation structure is opposite to the chip of the control panel in position, and the low-voltage connector and the containing part protrude out of the upper surface of the top plate.
Based on the same inventive concept, the present application also provides a hybrid vehicle including:
a vehicle body provided with a front cabin;
an engine mounted in the forward nacelle;
the hybrid electric drive system is arranged in the front engine room, and the speed change mechanism assembly is in transmission connection with the engine.
In some embodiments, a left side of the hybrid electric drive system is fixed to a left side rail of the vehicle body, a right side of the hybrid electric drive system is fixedly connected to a left side of the engine, and a right side of the engine is fixed to a right side rail of the vehicle body; the lower part of the hybrid electric drive system is fixed on a lower bracket of the vehicle body.
According to the technical scheme, the hybrid electric drive system comprises a shell assembly, a motor assembly, a speed change mechanism assembly and a controller assembly. The shell assembly is internally provided with a shaft tooth cavity, a motor cavity and an oil storage cavity which are respectively used for installing a speed change mechanism assembly, installing a motor assembly and storing lubricating oil. The motor assembly and the speed change mechanism assembly are integrated in the shell assembly, so that the shell assembly is compact in internal structure and small in size. The controller assembly is also installed on the shell, and the shell of the controller assembly is connected to the shell assembly, so that the distance between the controller assembly and the motor can be shortened, the lengths of a three-phase output copper bar and a three-phase input copper bar of the motor in the control assembly are shortened, the wiring lengths of the control assembly and low-voltage electronic devices (pumps, sensors and the like) in the hybrid power electric drive system are shortened, and the pipeline arrangement is facilitated. The shell assembly, the motor assembly and the speed change mechanism assembly are all provided with lubricating oil passages, the shell assembly is provided with a lubricating power device, the lubricating power device drives lubricating oil to flow in the lubricating oil passages, active lubrication of all bearings in the speed change mechanism assembly is realized, and the lubricating oil passages are all arranged in the shell assembly, the motor assembly and the speed change mechanism assembly, so that an inner cavity of the shell assembly does not need to be provided with oil pipes independently, and the size of a hybrid power electric drive system is further reduced.
Compared with the prior art, according to the hybrid electric drive system provided by the application, the motor assembly, the speed change mechanism assembly and the controller assembly are fixedly installed through the shell assembly, the integration level is high, the size is small, the distance between the controller assembly and the motor assembly and the distance between the controller assembly and the speed change mechanism assembly are shortened, the lengths of structures such as a high-pressure copper plate, a low-pressure wire harness and a fluid pipeline are shortened, the structure is simple, and wiring is convenient; and lubricating oil paths are integrated in the shell assembly, the motor assembly and the speed change mechanism assembly, and the volume of the hybrid power electric drive system is further reduced. The whole vehicle carrying performance of the hybrid electric drive system is improved.
Drawings
Fig. 1 is a schematic structural diagram of a hybrid electric drive system in an embodiment of the present application from a certain perspective.
Fig. 2 is a schematic structural diagram of a hybrid electric drive system in another view in the embodiment of the present application.
FIG. 3 is a schematic end cover-removed configuration of the hybrid electric drive system of FIG. 1.
FIG. 4 is a schematic structural diagram of the hybrid electric drive system of FIG. 1 with the right housing removed.
Fig. 5 is a schematic structural diagram of a controller assembly in the hybrid electric drive system of fig. 1.
Fig. 6 is an exploded view of the controller assembly of fig. 5.
Fig. 7 is a front view of the controller assembly of fig. 5.
Fig. 8 isbase:Sub>A cross-sectional viewbase:Sub>A-base:Sub>A of the controller assembly of fig. 7.
Fig. 9 is a rear view of the controller assembly of fig. 5.
FIG. 10 is an internal block diagram of the controller assembly of FIG. 5 with the housing removed.
FIG. 11 is a schematic diagram of the structure of the upper housing of the controller assembly of FIG. 5.
FIG. 12 is a top view of the upper housing of the controller assembly of FIG. 7.
FIG. 13 is a cross-sectional view B-B of the upper housing of the controller assembly of FIG. 8.
FIG. 14 is a schematic diagram of the arrangement of the water cooled panels in the controller assembly of FIG. 5.
FIG. 15 is a front view of a water cooled panel in the controller assembly of FIG. 10.
FIG. 16 is a top view of a water cooled plate in the controller assembly of FIG. 10.
Fig. 17 is a top view of the high pressure adapter box of the controller assembly of fig. 5 with the top cover of the box removed.
Fig. 18 is a schematic diagram of an internal structure of a high-voltage junction box in the controller assembly of fig. 13.
Fig. 19 is a wiring circuit diagram of a high voltage junction box in the controller assembly of fig. 5.
Fig. 20 is a schematic structural diagram of a hybrid transmission assembly in the hybrid electric drive system of fig. 1.
Fig. 21 is a schematic structural view of the hybrid transmission assembly of fig. 20 from a certain perspective.
Fig. 22 is a schematic structural view of the hybrid transmission mechanism assembly of fig. 20 from another view angle.
FIG. 23 is a full cross-sectional view of the engine input shaft assembly of the hybrid transmission mechanism assembly of FIG. 20.
FIG. 24 is a schematic illustration of the internal lubrication passages of the engine input shaft assembly of FIG. 23.
FIG. 25 is a schematic illustration of the inner ring gear shaft of the engine input shaft assembly of FIG. 23.
Fig. 26 is a full sectional view of the inner ring gear shaft of fig. 25.
Fig. 27 is a schematic structural diagram of a shift mechanism assembly in the hybrid electric drive system of fig. 1.
FIG. 28 is a schematic illustration of a mounting area of the left housing in the hybrid electric drive system of FIG. 1.
FIG. 29 is a schematic illustration of a mid-plane of the hybrid electric drive system of FIG. 1.
Fig. 30 is a block diagram of the cooling spray piping installation in the hybrid electric drive system of fig. 1.
FIG. 31 is a schematic diagram of a sump structure on the left housing of the hybrid electric drive system of FIG. 1.
Fig. 32 is a schematic structural diagram of a hybrid vehicle in the embodiment of the present application.
Description of the reference numerals:
1000-hybrid electric drive system; 2000-vehicle body; 3000-engine.
300-a housing assembly; 301-motor cavity; 302-axial tooth chamber; 303-an oil inlet channel; 304-an oil sump; 305-bearing mounting hole, 3041-gap; 310-a right housing; 320-left shell, 321-middle plate, 3211-bearing hole, 3212-avoiding area, 322-mounting area, 3221-drain hole, 3222-pin hole, 3223-oil baffle plate, 3224-oil guide area and 3225-drainage hole; 323-convex rib; 324-a baffle; 325-cooling spray pipeline; 330-end cap; 340-lubricating the power plant; 350-a blocking cover for covering the thermostat; 360-temperature sensor; 370-a solenoid valve; 380-a radiator; 390-Vent plug.
400-controller assembly, 401-control chamber, 402-high pressure chamber. 410-a housing; 411-an upper shell, 4111-a top plate, 4112-a heat dissipation structure, 4113-an accommodating part, 4114-a through hole, 4115-a third through hole and 4116-a mounting port; 412-water-cooled plate, 4121-base plate, 4122-housing, 4123-cooling groove, 4124-first through hole, 4125-capacitor mounting position, 4126-sealing groove; 413-lower housing, 4131-second through hole, 4132-positioning pin; 414 — operating window; 415-waterproof vent valve; 416-a cover plate; 417-an inlet tube; 418-an outlet pipe; 419-sealing ring. 420-a control component; 421-a control panel; 422-drive plate; 423-IGBT; 424-three-phase output copper bars; 425-high voltage capacitors; 426-a current sensor; 427-low-voltage connector, 428-connecting cable. 430-high voltage junction box; 431-box, 4311-box wall, 4312-top cover, 4313-assembly port; 432-high voltage connection component, 4321-positive copper bar, 4322-negative copper bar and 4323-connection wiring harness; 433-power connector; 434-high voltage connector, 4341-first high voltage connector, 4342-second high voltage connector; 435-fuse; 436-mounting base, 4361-sink region, 4362-baffle.
500-a gear shift mechanism assembly; 510-a gear shifting motor; 520-a shift speed reduction mechanism; 530-a shift hub; 540-shifting fork.
600-hybrid transmission assembly; 610-an engine input shaft assembly; 620-generator, 621-rotor of generator, 622-second hollow cavity; 630-ICE countershaft assembly, 631-ICE countershaft, 632-first ICE intermediate gear, 633-second ICE intermediate gear; 640-a differential axle assembly; 650-EV countershaft assembly, 651-EV countershaft, 652-first EV intermediate gear, 653-second EV intermediate gear; 660-drive motor input shaft assembly, 661-input shaft, 662-transmission gear; 670-drive motor, 671-drive rotor of motor.
200-inner gear shaft, 201-inner hole; 210-a boss portion; 220-cover part, 221-gear sleeve part, 222-baffle part, 223-internal spline; 230-a first mounting location; 240-assembly position, 241-inner hole wall; 250-a second mounting location; 260-limiting structure, 261-clamp spring groove, 262-end surface, 263-convex edge and 264-hole shoulder; 270-oil guide hole; 280-oil guide groove.
100-planet row; 110-a sun wheel shaft, 111-a first hollow cavity, 1111-an oil storage cavity, 1112-an expanding section, 112-a fourth oil guide hole and 113-a bearing mounting groove; 120-planet carrier, 121-planet carrier shaft, 122-connecting plate, 123-planet carrier shaft, 124-oil collecting cavity, 1241-large hole section, 1242-small hole section, 125-first oil guide hole, 126-second oil guide hole, 1261-axial oil guide hole, 1262-radial oil guide hole and 127-third oil guide hole; 130-sun gear; 140-a planet wheel; 150-ring gear; 160-lubrication channels; 171-planet wheel bearings; 172-a first carrier bearing; 173-second planet carrier bearing; 174-intermediate bearing; 175-a first support bearing; 176-a second support bearing; 177 a-a needle bearing for mounting a first gear, 177 b-a needle bearing for mounting an inner ring gear shaft, and 177 c-a needle bearing for mounting a second gear; 178-a thrust bearing; 179-ball bearing.
10-oil guide pipe, 11-oil outlet hole and 12-oil outlet; 20-oil guide; 30-a liner; 40-actuator, 41-gear hub, 42-engagement gear, S1-first actuator, S2-second actuator; 50-first gear, 51-race, 52-connection; 60-a second gear; 70-clamp spring; 80-shaft sleeve.
Detailed Description
In order to make the present application more clearly understood by those skilled in the art to which the present application pertains, the following detailed description of the present application is made with reference to the accompanying drawings.
Example 1:
referring to fig. 1 to 4, the hybrid electric drive system 1000 includes a housing assembly 100, a hybrid transmission mechanism assembly 600, and a controller assembly 400, wherein the hybrid transmission mechanism assembly 600 is mounted inside the housing assembly 100, and the controller assembly 400 is mounted outside the housing assembly 100.
Specifically, the housing assembly 100 is provided therein with a shaft tooth chamber 302, a motor chamber 301, and an oil storage chamber for storing lubricating oil required by the hybrid electric drive system 1000, and the oil storage chamber is communicated with the shaft tooth chamber 302 and/or the motor chamber 301. The hybrid transmission assembly 600 is composed of a motor assembly and a transmission assembly, the motor assembly includes more than one motor, that is, the hybrid electric drive system 1000 may be a single-motor hybrid electric drive system or a multi-motor hybrid electric drive system. The motor assembly is installed in the motor cavity 301, and the speed change mechanism assembly is installed in the shaft tooth cavity 302. The speed change mechanism assembly is in transmission connection with the engine and the more than one motor and outputs power to the wheels. The transmission assembly may adopt any structure disclosed in the prior art, for example, the invention with the publication number CN111873780A discloses a hybrid transmission, system and vehicle with single motor, single planet row and multiple gears, or the invention with the publication number CN111942138A discloses a hybrid transmission system, a using method and a hybrid vehicle, which is not limited in the present application.
The controller assembly 400 is used to control the motor assembly, as well as the low voltage electronics of the hybrid electric drive system 1000, such as the oil pump, radiator, temperature sensor 360, and the like. The controller assembly 400 includes a housing 410 and a control assembly 420, the housing 410 is provided with a control chamber 401, and the control assembly 420 is installed in the control chamber 401. The housing 410 is connected to the housing assembly 300, and a cooling flow passage for cooling the control assembly 420 is provided in the housing 410. And a three-phase output copper bar 424 is arranged in the control assembly and is electrically connected with a three-phase input copper bar of each motor.
The housing assembly 300 is externally mounted with a lubrication power device 340, and the lubrication power device 340 may be an oil pump. The housing assembly 100, the motor assembly, and the transmission assembly are provided with lubricating oil passages, which may be spaces obtained by removing part of the material of the housing or the shaft, or spaces surrounded by a plurality of parts. The lubricating power device 340 provides power for lubricating oil circulation, so that the lubricating oil circularly flows between the lubricating oil channel and the oil storage cavity.
For the convenience of installation of hybrid transmission assembly 600, housing assembly 300 adopts split type structure, and the concrete division mode is not limited in this application, for example, housing assembly 300 can be cut apart with the horizontal plane, forms two upper and lower casings, or cut apart with the vertical plane, forms three casings on left, middle and right. Referring to fig. 8, the housing assembly 300 includes a right housing 310, a left housing 320, and an end cap 330, which are connected in sequence, wherein the right housing 310 and the left housing 320 enclose an axial tooth cavity 302. The left housing 320 and the end cap 330 enclose the motor cavity 303.
Since the left housing 320 is located in the middle of the housing assembly 300 and is used for mounting the motor assembly and the transmission assembly at the same time, the overall volume of the left housing 320 is maximized compared to the right housing 310 and the end cap 330, see fig. 28, and in some embodiments, the controller assembly 400 is mounted on the left housing 320. Referring specifically to fig. 28, the left housing 320 is provided with a mounting area 322, and the controller assembly 400 is mounted in the mounting area 322. Installing zone 322 is the groove structure of integrated into one piece on left casing 320, and the lateral wall of installing zone 322 can certain degree parcel controller assembly 400, improves controller assembly 400's installation stability. In some embodiments, the side wall of the mounting region 322 is provided with a drain hole 3221, which facilitates draining water stored in the mounting region 322 and improves electricity safety.
In order to ensure that the three-phase output copper bar 424 of the controller assembly 400 is accurately aligned with the three-phase input copper bar of each motor, in some embodiments, a positioning structure is disposed between the mounting region 322 and the housing 410, and the positioning structure may adopt a structure of matching the positioning pin 4132 with a pin hole or a step surface, which is not limited in this application. Referring to fig. 28, the bottom of the housing 410 is provided with a positioning pin 4132, and the mounting area 322 is provided with a pin hole 3222, so that the positioning pin 4132 is inserted into the pin hole 3222 during mounting, thereby ensuring that the three-phase output copper bar 424 is opposite to the three-phase input copper bar of each motor, and facilitating mounting of the high-voltage bolt.
Referring to fig. 6 to 9, in order to facilitate the installation of the control assembly 420, the housing 410 is a split structure, and the specific division manner is not limited in this application, for example, the housing 410 may be divided by a horizontal plane to form an upper housing and a lower housing, or divided by a vertical plane to form a left housing, a middle housing and a right housing. In summary, unlike the conventional motor controller, the housing 410 of the present application does not include a water cooling plate separate from the housing 410, but the cooling groove 4123 is directly formed in the housing 410 for flowing the cooling fluid, and it is understood that the present application includes the water cooling plate as a part of the housing 410.
The housing 410 includes an upper housing 411 and a water-cooling plate 412, the upper housing 411 and the water-cooling plate 412 surround to form a control chamber 401, bolt holes are formed in both the upper housing 411 and the water-cooling plate 412, and the upper housing 411 and the water-cooling plate 412 are sealed by a sealing ring 419 and then fixed by bolts. The water cooling plate 412 is provided with a cooling groove 4123, and the cooling groove 4123 is formed by the downward depression of the top surface of the water cooling plate 412. In some embodiments, the number of the cooling grooves 4123 is the same as the number of the motors, and the respective cooling grooves 4123 are uniformly distributed in the horizontal direction and are sequentially communicated with each other for the convenience of arrangement. In other embodiments, the cooling groove 4123 may be a full-length groove, and the number of open cooling positions corresponding to the number of motors may be formed by welding or bonding a cover plate to the groove opening.
Referring to fig. 6 and 10, the control assembly 420 includes a control board 421, a drive board 422, an IGBT423, a three-phase output copper bar 424, and a high-voltage capacitor 425, which are electrically connected, the control board 421, the drive board 422, the IGBT423, and the three-phase output copper bar 424 are sequentially electrically connected, and the high-voltage capacitor 425 is electrically connected to the IGBT 423. In the control assembly 420, the driving board 422, the IGBT423 and the high-voltage capacitor 425 are all mounted on the water cooling plate 412, in order to make full use of the mounting space, the IGBT423 and the high-voltage capacitor 425 are arranged side by side in the horizontal direction, the driving board 422 is located above the IGBT423 and fixed on the water cooling plate 412 through screws, and the IGBT423 covers the notch of the cooling groove 4123 to form a cooling flow channel with the cooling groove 4123.
Referring specifically to fig. 14 to 16, the water-cooling plate 412 includes a base plate 4121 and a cover 4122 which are connected, the base plate 4121 is substantially plate-shaped, and the base plate 4121 is provided with a cooling groove 4123 and a first through hole 4124 through which the three-phase output copper bar 424 passes. The base plate 4121 has a flow passage formed therein, which is open, and forms a cooling groove 4123. The housing 4122 is integrally sleeve-shaped and provided with an inner cavity, the inner cavity of the housing 4122 is communicated with the control cavity 401 of the housing 410 through the first through hole 4124, so that the three-phase output copper bar 424 can extend into the inner cavity of the housing 4122 through the first through hole 4124 after being electrically connected with the IGBT423 positioned in the control cavity 401, and is electrically connected with the three-phase input copper bar of the motor extending into the inner cavity of the housing 4122. The base plate 4121 and the housing 4122 may be integrally formed by injection molding or metal casting, or may be fixedly connected by welding, bonding, bolting, or the like, and in this embodiment, both the base plate 4121 and the housing 4122 are made of an aluminum alloy material and are directly cast.
Since the cooling groove 4123 has an open notch, in order to ensure the sealing performance, the base plate 4121 is provided with a sealing groove 4126 at the periphery of the notch of the cooling groove 4123, a sealing ring 419 is provided in the sealing groove 4126, the igbt423 has a mounting edge extending horizontally outward, and the mounting edge presses the sealing ring 419 to seal the cooling flow channel, as shown in fig. 8.
The high-voltage capacitor 425 is mounted beside the IGBT423, and referring to fig. 16 in particular, the substrate 4121 is provided with a capacitor mounting location 4125, where the capacitor mounting location 4125 may be a boss protruding from the surface of the substrate 4121, or a sunken groove matching with the high-voltage capacitor 425. In order to increase the contact area between the high voltage capacitor 425 and the substrate 4121, the capacitor mounting location 4125 is a sinker in this embodiment. In order to further improve the heat dissipation performance, in the present embodiment, a heat conducting member, such as a heat conducting pad or a heat conducting glue, is disposed in the capacitor mounting location 4125, and the heat conducting member can rapidly transfer the heat of the high-voltage capacitor 425 to the water cooling plate 412.
Referring to fig. 6 and 7, in some embodiments, the housing 410 further includes a lower housing 413 for closing an inner cavity of the housing 4122, the lower housing 413 is provided with a second through hole 4131 for passing a three-phase input copper bar of the motor, and a sealing ring 419 is provided between the lower housing 413 and the housing 4122 of the water cooling plate 412 and then is fixedly connected by bolts. In some embodiments, the lower housing 413 and/or the water-cooled plate 412 are provided with positioning structures, which may be positioning pins or pin holes, and a matching pin hole or positioning pin is provided in the mounting area of the controller assembly 400, so as to enable the controller assembly 400 to be mounted and positioned. Referring to fig. 6, the bottom surface of the lower housing 413 is provided with a positioning pin 4132, and the positioning pin 4132 is detachably connected to or integrally formed with the lower housing 413.
An inlet pipe 417 and an outlet pipe 418 are attached to the end of the base plate 4121, and communicate with the cooling groove 4123. Since the hybrid electric drive system 1000 is in transmission connection with the engine, and the engine has a set of independent cooling system, the inlet pipe 417 and the outlet pipe 418 can be connected into the cooling system of the engine, specifically, the inlet pipe 417 and the outlet pipe 418 are communicated with the pipeline of the cooling system of the engine, and the power of the cooling water circulation is provided by the water pump of the cooling system of the engine, and the cooling water is radiated by the low-temperature radiator installed in the front engine room.
Referring to fig. 8, in the control assembly 420, the control board 421 is connected to the top plate 4111 of the housing 410, specifically, the control board 421 is installed on the upper housing 411, the inner surface of the upper housing 411 is provided with a plurality of columns with threaded holes, the control board 421 is installed on the columns through screws, and the control board 421 is electrically connected to the driving board 422 through a connecting cable 428. In some embodiments, the control assembly 420 further includes a current sensor 426, the current sensor 426 being electrically connected to the control board 421, the current sensor 426 being disposed in the interior cavity of the housing 4122.
In some embodiments, the upper housing 411 and the water cooling plate 412 are both provided with an operation window 414, wherein the operation window 414 of the upper housing 411 is used for performing plugging operation of the connecting flat cable 428, and the operation window 414 of the water cooling plate 412 is used for performing electrical connection operation between the three-phase output copper bar 424 and the three-phase input copper bar of the motor. The cover plate 416 is disposed on the operation window 414, the cover plate 416 may be a metal cover plate 416 or a plastic cover plate 416, and the connection manner of the cover plate 416 and the upper housing 411/the water cooling plate 412 may be a screw connection, a thread connection, or a snap connection, which is a detachable manner.
To reduce the effects of pressure changes due to heat generated by the control assembly 420 during operation, in some embodiments, a waterproof vent valve 415 is mounted in at least one of the operating windows 414, the waterproof vent valve 415 being capable of blocking water from entering the control chamber 401 and the interior of the housing 4122, but allowing air flow to pass through the waterproof vent valve 415 to accommodate the pressure changes in the control chamber 401. In other embodiments, a cover plate 416 may be installed on each operation window 414, and a waterproof and air-permeable valve 415 may be installed on the upper housing 411 or other portions of the water-cooling plate 412, as shown in fig. 9.
In the control assembly 420, the number of the drive boards 422, the IGBTs 423 and the three-phase output copper bars 424 is the same as that of the motors, and for a dual-motor electric drive system, two drive boards 422, two IGBTs 423 and two sets of three-phase output copper bars 424 need to be arranged. The control board 421 is an integrated PCB, and the control chips of the motors are mounted on the control board 421. When the controller assembly 400 is applied to a hybrid electric drive system, especially a hybrid electric drive system with gears, each sensor and the shifting mechanism in the hybrid electric drive system are also electrically connected to the control board 421, and the control board 421 directly collects sensor signals and sends a shifting control command.
Therefore, in order to ensure the normal operation of the control board 421, the control board 421 needs to be cooled. The cooling may be performed by disposing a heat dissipation fan on a chip of the control board 421, and the specific structure may refer to a heat dissipation structure of a CPU of a desktop computer. In some embodiments, the control board 421 is cooled by providing a heat dissipating structure on the top plate 4111 of the housing 410 (i.e., the upper plate of the upper housing 411).
Referring to fig. 11 in particular, the top plate 4111 is provided with a heat dissipating structure 4112, wherein the heat dissipating structure 4112 is opposite to the chip of the control board 421. The heat dissipation structure 4112 may adopt a heat dissipation fin, a heat dissipation pin, or the like, which is not limited in this application. As an embodiment, the outer surface of the top plate 4111 is provided with a groove, and a plurality of needle bar structures are spaced in the groove to form the heat dissipation structure 4112, and if the upper housing 411 is a casting, the needle bar structures may be integrally cast.
In order to improve the heat dissipation effect, in some embodiments, a heat conducting pad (not shown) is disposed in the housing 410, two side surfaces of the heat conducting pad are respectively in contact with the chip and the heat dissipation structure 4112, the heat conducting pad may be a heat conducting glue coating or a gasket with good heat conducting property, and the chip is completely in contact with the heat dissipation structure 4112 by the heat conducting pad.
If a capacitor with a large capacity is provided on the control board 421, the heat dissipation of the capacitor needs to be considered. Referring to fig. 11, in some embodiments, the top plate 4111 of the housing 410 (i.e., the upper plate of the upper housing 411) is provided with accommodating portions 4113 for accommodating capacitors of the control board 421, the accommodating portions 4113 protrude from the upper surface of the top plate 4111, and the capacitor is accommodated in the accommodating portions 4113, so that the top plate 4111 is prevented from being raised integrally, and the volume of the controller assembly 400 is reduced.
The size of the accommodation portion 4113 can be larger than the size of the capacitor or be matched with the shape of the capacitor, at least one of the length and the width of the accommodation portion 4113 is matched with the size of the capacitor to play a certain limiting role, so that the inner profile of the accommodation portion 4113 can directly constitute a limiting structure, and the capacitor is prevented from being failed due to vibration connection. Be equipped with the heat conduction of parcel electric capacity in the inner chamber of portion 4113 and solidify and glue for electric capacity and the interior surface of portion 4113 fully contact satisfy the heat dissipation demand of electric capacity, and the heat conduction solidifies to glue the parcel electric capacity and can further stabilize electric capacity, guarantee that electric capacity and control panel 421 stabilize the electricity and be connected.
In some embodiments, the top plate 4111 further has a low-voltage connector 427 electrically connected to the control board 421, and the low-voltage connector 427 is used for plugging a low-voltage wiring harness plug, so as to satisfy the communication requirement of the controller assembly 400 with the ECU of the whole vehicle. Referring to fig. 12, a through hole 4114 is formed in the top plate 4111, the low voltage connector 427 is installed in the through hole 4114 and also protrudes from the top surface of the top plate 4111, and the low voltage connector 427 and the accommodating portion 4113 are arranged side by side and utilize the height space generated by the two connectors, so that the structural protrusion height of the outer surface of the controller assembly 400 is not increased as a whole, and the normal use and installation of other structural members are not affected. In some embodiments, the low pressure socket 427, the housing 4113 and the high pressure adapter box 430 are arranged in series along the direction of fluid flow in the cooling channel 4123, making full use of the space on the top surface of the top plate 4111.
Referring to the drawings, in some embodiments, the controller assembly 400 further includes a high voltage junction box 430, the high voltage junction box 430 is capable of electrically connecting a high voltage dc power source to high voltage devices (a high voltage capacitor 425, a DCDC, an air conditioner compressor, etc.), the high voltage connection module 432 inside the high voltage junction box 430 is used for electrically connecting a power connector 433 and a high voltage connector 434, and a corresponding number of high voltage connectors 434 may be arranged according to the number of high voltage devices of the vehicle, so that the high voltage junction box 430 functions as a multi-pass electrical connector.
Referring specifically to fig. 6 and 17, the high voltage adapter 430 includes a housing 431, and electrically connected high voltage connection assembly 432, power connector 433, and at least one high voltage connector 434. The housing 431 is connected to the housing 410, the housing 431 is provided with a high-pressure chamber 402 for accommodating a high-voltage connection assembly 432, and the housing 431 is provided with at least one mounting opening 4313 for mounting a power connector 433 and/or at least one high-voltage connector 434. Specifically, in the present embodiment, the high voltage connector 434 is installed in the mounting opening 4313, and the power connector 433 is installed on the housing 410 or the box 431.
The high voltage connectors 434 are used for interfacing with connectors of high voltage equipment in a vehicle, such as DCDC (voltage converter), air conditioning compressor, PDU (high voltage distribution box), PTC (car heater), high voltage cable, etc., and the number of the high voltage connectors 434 is determined according to actual needs. The power connector 433 is used to interface with a high voltage dc power plug to obtain power from a power source (power cell, fuel cell, etc.). During the use, during positive negative pole copper bar of high voltage dc power plug (not shown in the figure) stretched into high-pressure chamber 402, high voltage dc power plug's body passed through the fix with screw on shell 410 or box body 431, prevented that high voltage dc power plug pine from taking off. High voltage capacitor 425 draws power from the high voltage dc power plug and since high voltage capacitor 425 is mounted in control chamber 401, control chamber 401 and high voltage chamber 402 should be placed in communication so that the copper bar of high voltage capacitor 425 extends into high voltage chamber 402 and is electrically connected to high voltage connector 434.
Referring to fig. 11 and 17, the box body 431 of the high-voltage adapter box 430 has a bottomless structure, and includes a top cover 4312 and a box wall 4311, and the box wall 4311 and the upper housing 411 are integrally formed, or are fixedly connected and sealed by welding, bonding, or the like. In this embodiment, the box wall 4311 and the upper housing 411 are integrally formed, the assembling port 4313 is disposed on the box wall 4311, a third through hole 4115 is disposed on a portion of the upper housing 411 located in an area surrounded by the box wall 4311, the third through hole 4115 communicates the high voltage cavity 402 with the control cavity 401, and the copper bar of the high voltage capacitor 425 extends into the high voltage cavity 402. Considering that the mounting position of the high-voltage capacitor 425 is lower relative to the high-voltage adapter 430, in order to facilitate connection of the copper bar of the high-voltage capacitor 425, the mounting port 4116 for mounting the power connector 433 is disposed on the upper housing 411, and the overall height is lower relative to the mounting port 4313, as shown in fig. 11.
In this embodiment, the box wall 4311 is provided with two assembling holes 4313, and the corresponding high voltage connectors 434 are two, namely a first high voltage connector 4341 for electrically connecting with the air conditioner compressor and a second high voltage connector 4342 for electrically connecting with the DCDC, as shown in fig. 15. The two fitting ports 4313 are located on different sides from the fitting port 4116 to prevent the mating plugs of the first high-voltage connector 4341, the second high-voltage connector 4342 and the power connector 433 from interfering with each other.
In some embodiments, the axial directions of the first high-voltage connector 4341 and the power connector 433 are respectively along the width direction and the length direction of the vehicle body, and the axial direction of the second high-voltage connector 4342 is arranged at an angle relative to both the length direction and the width direction of the vehicle body, i.e., the high-voltage connector of the air conditioner compressor butted with the second high-voltage connector 4342 is obliquely led out relative to the length direction and the width direction of the vehicle body, so that structural equipment such as an intake manifold of an engine compartment can be avoided, and interference with the structural equipment can be avoided.
In order to ensure that each high voltage device operates independently, in the present embodiment, each high voltage connector 434 is connected in parallel with the power connector 433. Referring specifically to fig. 17 and 18, the high voltage connection assembly 432 includes a positive copper bar 4321, a negative copper bar 4322, and a plurality of connection harnesses 4323; the positive copper bar 4321 and the negative copper bar 4322 are electrically connected to the power connector 433 and the copper bar of the high voltage capacitor 425, that is, the positive copper bar 4321 and the negative copper bar 4322 are respectively used as a positive access port and a negative access port of the high voltage connection assembly 432 and are electrically connected to the positive electrode and the negative electrode of the power connector 433, and the copper bar of the high voltage capacitor 425 is also electrically connected to the positive electrode and the negative electrode of the power connector 433. The first high-voltage connector 4341 and the second high-voltage connector 4342 are connected in parallel between the positive copper bar 4321 and the negative copper bar 4322 by a plurality of connecting harnesses 4323, and the connecting harnesses 4323 can be copper bars or wires.
In order to improve the electrical safety, in some embodiments, referring to fig. 18 and 9, the control assembly 420 further includes a fuse 435, the fuse 435 is electrically connected to the high-voltage connection assembly 432, and the fuse 435 may be disposed on a connection branch of the first high-voltage connector 4341 or the second high-voltage connector 4342, which is not limited in the present application.
In order to facilitate the installation of the high-voltage connection assembly 432, referring to fig. 17 and 18, in some embodiments, the high-voltage adapter 430 further includes an installation base 426 disposed in the box body 431, the installation base 426 is fixedly connected to the box wall 4311 or the upper housing 411, the positive copper bar 4321, the negative copper bar 4322 and the fuse 435 are all installed on the installation base 426, and the connection harness 4323 specifically employs a conductive wire having certain flexibility to facilitate the connection between the copper bar and the connector.
Considering that the power connector 433 needs to be electrically connected to the positive copper bar 4321/the negative copper bar 4322 and the copper bar of the high-voltage capacitor 425 at the same time, in order to reduce the length of the copper bar, referring to fig. 18, the mounting base 426 has a sinking region 4361, the sinking region 4361 is opposite to the third through hole 4115, and the electrical connection positions of the positive copper bar 4321, the negative copper bar 4322, the power connector 433 and the copper bar of the high-voltage capacitor 425 are located in the sinking region 4361, so that the power connector 433 and/or the copper bar of the high-voltage capacitor 425 can be directly purchased and obtained by using straight copper bars without separate design. The positive copper bar 4321 and the negative copper bar 4322 are designed to be bent structures, and are bent downward from the upper surface of the mounting base 426 and extend to the sinking region 4361.
Because the sunken zone 4361 is opposite to the third through hole 4115, in order to avoid the bolts of the copper bars connecting the positive copper bar 4321, the negative copper bar 4322, the power connector 433 and the high-voltage capacitor 425 from falling and entering the control cavity 401 during installation, referring to fig. 14, the side wall of the sunken zone 4361 is provided with a baffle 4362 to completely block the gap or reduce the gap until the bolt can not pass through, thereby avoiding the risk that the bolt accidentally drops.
In some embodiments, referring to fig. 20, the variator assembly comprises an engine input shaft assembly 610, a differential shaft assembly 640, and at least one intermediate shaft assembly in driving connection, and power from the variator assembly is output to the wheels by the differential shaft assembly 640. In the transmission assembly, the height of the outer circumference of the differential shaft assembly 640 is the lowest, so that the differential shaft assembly 640 can be directly contacted with the lubricating oil in the oil storage cavity, so that the oil stirring is performed when the differential shaft assembly 640 rotates, and the splash lubrication for the gears of the transmission assembly is formed. In order to simplify the structure, in some embodiments, the housing assembly 300 does not separately include an oil pan, the bottom space of the shaft tooth chamber 302 is increased to serve as a reservoir chamber, and the differential shaft assembly is at least partially located in the reservoir chamber to mix oil and form oil splash in the shaft tooth chamber 302. The lubrication power device 340 can also be disposed in the oil storage chamber and directly immersed in the oil, and in order to ensure the cleanliness of the oil, the lubrication power device 340 is connected to a filter.
Specifically, in the transmission mechanism assembly, the engine input shaft assembly 610 is in transmission connection with the engine and one of the motors at the same time, in order to simplify a lubricating structure, in some embodiments, a shaft of the engine input shaft assembly 610 is provided with a first hollow cavity 111 therethrough, a rotor of the motor connected to the engine input shaft assembly 610 is provided with a second hollow cavity 622 therethrough, and the end cover 330 is provided with an oil inlet passage 303, wherein the first hollow cavity 111, the second hollow cavity 622 and the oil inlet passage 303 are sequentially communicated, so that lubricating oil flowing into the oil inlet passage 303 flows into the engine input shaft assembly 610 through the rotor of the motor to lubricate each bearing in the engine input shaft assembly 610.
In some embodiments, the hybrid transmission assembly 600 is a two-motor hybrid transmission. Referring specifically to the drawings, hybrid transmission assembly 600 includes a drivingly connected engine input shaft assembly 610, a generator 620, an ICE countershaft assembly 630, a differential shaft assembly 640, an EV countershaft assembly 650, a drive motor input shaft assembly 660, and a drive motor 670. The engine input shaft assembly 610 is in transmission connection with an engine, and the engine input shaft assembly 610 is provided with the planetary row 100, an actuating mechanism and a gear, so that gear shifting can be realized. That is, the hybrid transmission mechanism assembly 600 of the present embodiment can realize hybrid input of the engine + the motor, and multi-gear of the hybrid engine.
With reference to fig. 21 and 22, the positional arrangement for the various assemblies described above; the engine input shaft assembly 610 is disposed coaxially with the generator 620, that is, the rotor 621 of the generator 620 is directly in transmission connection with the input shaft (the sun gear shaft 110, the planet carrier 120 or the inner ring gear shaft 200) of the engine input shaft assembly 610, for example, by using a key connection, a gear connection, or the like. The driving motor input shaft assembly 660 and the driving motor 670 are coaxially arranged, that is, the rotor 671 of the driving motor 670 is directly in transmission connection with the input shaft 661 of the driving motor input shaft assembly 660, for example, by adopting key connection, gear connection, etc., and the transmission gear 662 is integrally formed on the input shaft 661 of the driving motor input shaft assembly 660. The generator 620 and the driving motor 670 are located on the same side. Taking the case where the axis of the engine input shaft assembly 610 is parallel to the vehicle width direction, the side of the engine input shaft assembly 610 close to the driving position is the left side (denoted as L), the side of the engine input shaft assembly 610 close to the copilot position is the right side (denoted as R), and the generator 620 and the driving motor 670 are both located on the left side of the engine input shaft assembly 610 or both on the right side of the engine input shaft assembly 610. Fig. 21 and 22 show a block diagram of the hybrid transmission assembly 600 with the generator 620 and the drive motor 670 located to the left of the engine input shaft assembly 610.
By locating the generator 620 and the drive motor 670 on the same side of the engine input shaft assembly 610, the motor assembly (generator 620 and drive motor 670) and the axle and gear assembly (engine input shaft assembly 610, ICE countershaft assembly 630, differential shaft assembly 640, EV countershaft assembly 650, drive motor input shaft assembly 660) can be placed apart when arranged, thereby facilitating the design of the cooling lubrication system and the high and low voltage partitions: the motor is usually cooled by oil injection, and the working voltage of the motor is large; the bearings of the shaft and gear assembly are usually actively lubricated, and the voltage of the electronic components such as the gear shifting motor and the sensor is low. And the scheme that the motor and the input shaft are coaxially arranged can reduce the unidirectional size of the hybrid power speed change mechanism assembly 600.
In each of the above assemblies, the axial center position of the driving motor 670 is the highest, the overall height of the ICE intermediate shaft assembly 630 and the differential shaft assembly 640 is the lowest, the installation height of the engine input shaft assembly 610 is located between the driving motor 670 and the differential shaft assembly 640, and the projection of the engine input shaft assembly 610 on the vertical plane has an overlapping portion with the projection of the driving motor 670 and the differential shaft assembly 640 on the vertical plane. Therefore, the axial center of the engine input shaft assembly 610, the axial center of the driving motor 670, and the axial center of the differential shaft assembly 640 are distributed in a triangular shape, as shown in fig. 20. The triangular distribution structure not only enables reduction of the unidirectional size of the hybrid transmission mechanism assembly 600 but also enables stable structure, and in addition, the triangular distribution structure can provide a mounting space for the ICE intermediate shaft assembly 630 and the EV intermediate shaft assembly 650, enabling further reduction of the size of the hybrid transmission mechanism assembly 600 in a plane perpendicular to the engine input shaft axis. Specifically, referring to fig. 20, in some embodiments, the axial center of EV countershaft assembly 650 is located within the triangular area surrounded by the axial centers of engine input shaft assembly 610, drive motor 670, and differential shaft assembly 640. The axial center of the ICE intermediate shaft assembly 630 is located below the axial center connecting line of the engine input shaft assembly 610 and the differential shaft assembly 640, and the axial center of the ICE intermediate shaft assembly 630 is the lowest in height.
The engine input shaft assembly 610 is used for connecting an engine, and gear change of the engine is also realized through the engine input shaft assembly 610. Referring specifically to fig. 23, the engine input shaft assembly 610 includes a planetary row 100, at least one actuator, at least one support bearing, at least one gear, and an inner ring gear shaft 200; the inner ring gear shaft 200 is sleeved outside the planet row 100, and the inner ring gear shaft 200 is in transmission connection with the inner ring gear 150 of the planet row 100 and serves as a part of the planet row 100; at least one actuator, at least one support bearing, and at least one gear are disposed on the inner ring gear shaft 200. By arranging the inner ring shaft 200 on the engine input shaft assembly 610, the transmission function, the execution mechanism installation, the gear installation and the necessary axial limiting function of the planetary gear train 100 can be integrated at the same time, so that the integration level of the hybrid power speed change mechanism assembly 600 is greatly improved, the functional volume of the hybrid power speed change mechanism assembly 600 in the axial direction is reduced, and the hybrid power speed change mechanism assembly 600 has more flexible arrangement and carrying performance.
When gears are switched, the gear shifting mechanism acts on the executing mechanism, the executing mechanism changes a torque transmission path, gears with different diameters participate in power transmission, and therefore gear change is achieved. Torque from the engine input shaft assembly 610 is transmitted by the gear wheels to the EV countershaft assembly 650 and the ICE countershaft assembly 630. Referring to fig. 21 and 22, in certain embodiments, EV intermediate shaft assembly 650 includes EV intermediate shaft 651 and first and second EV intermediate gears 652, 653 mounted on EV intermediate shaft 651. First EV intermediate gear 652 is larger in diameter than second EV intermediate gear 653, second EV intermediate gear 653 can be formed integrally with EV intermediate shaft 651 because second EV intermediate gear 653 is smaller, first EV intermediate gear 652 is fitted over EV intermediate shaft 651, and both are connected by a key. The EV intermediate shaft assembly 650 is in transmission connection with the engine input shaft assembly 610 and the driving motor input shaft assembly 660 through a first EV intermediate gear 652, and specifically, the first EV intermediate gear 652 is meshed with both the first gear 50 and a transmission gear 662 of the driving motor input shaft assembly 660; EV intermediate shaft assembly 650 is drivingly connected to differential shaft assembly 640 through a second EV intermediate gear 653.
Referring to fig. 2 and 3, in certain embodiments, the ICE countershaft assembly 630 includes an ICE countershaft 631 and first and second ICE intermediate gears 632, 633 mounted on the ICE countershaft 631. The first ICE intermediate gear 632 is larger in diameter than the second ICE intermediate gear 633, and since the second ICE intermediate gear 633 is smaller, the second ICE intermediate gear 633 can be integrally formed with the ICE intermediate shaft 631, and the first ICE intermediate gear 632 is sleeved on the ICE intermediate shaft 631, and the two are in key connection. The ICE countershaft assembly 630 is in driving connection with the engine input shaft assembly 610 through a first ICE intermediate gear 632, specifically, the first ICE intermediate gear 632 is meshed with the second gear 60; ICE countershaft assembly 630 is drivingly connected to differential shaft assembly 640 via a second ICE idler gear 633.
The engine input shaft assembly 610 is the most important shaft gear assembly in the hybrid power transmission mechanism assembly 600, and functions of engine power input, energy recovery and gear shifting are achieved. The inner ring gear shaft 200 in the engine input shaft assembly 610 serves as a supporting framework, and the planetary row 100, at least one actuating mechanism, at least one supporting bearing and at least one gear are installed and fixed. The engine input shaft assembly 610 in this embodiment is provided with only one planet row 100, and referring to fig. 23, the planet row 100 includes a sun gear shaft 110, a planet carrier 120, a sun gear 130, planet gears 140, and an annular gear 150. The sun gear 130 is mounted on the sun gear shaft 110 or is integrally formed with the sun gear shaft 110. The planet gears 140 are arranged on the planet gear 140 shaft 123 of the planet carrier 120 through the planet gears 140 and the bearings 40, the sun gear 130, the planet gears 140 and the inner gear ring 150 are sequentially arranged from inside to outside and are sequentially meshed, and the inner gear ring 150 is in transmission connection with the inner gear ring shaft 200.
Referring to fig. 23, in the engine input shaft assembly 610, the sun gear shaft 110 or the planet carrier shaft 121 of the planet row 100 is connected with the engine to realize power input of the engine. The sun gear shaft 110 or the planet carrier shaft 121 of the planet row 100 is connected with the generator 620, so that the power input of the motor is realized. The inner ring gear shaft 200 is sleeved on the planet carrier shaft 121 or the sun gear shaft 110 of the planet row 100 for engine power input. For example, the planet row 100 uses the sun gear shaft 110 for engine input, the inner ring gear shaft 200 and the planet carrier shaft 121 serve as output, the inner ring gear shaft 200 is correspondingly sleeved on the planet carrier shaft 121, and the inner ring gear shaft 200 or the planet carrier shaft 121 is provided with a connecting structure for transmission connection with the generator 620. If the planet row 100 adopts the planet carrier shaft 121 for input, the inner ring gear shaft 200 and the sun gear shaft 110 are used as output, the inner ring gear shaft 200 is correspondingly sleeved on the sun gear shaft 110, and the sun gear shaft 110 or the inner ring gear shaft 200 is provided with a connecting structure for being in transmission connection with the generator 620. In this embodiment, the planetary gear set 100 adopts a technical scheme that the planet carrier shaft 121 inputs engine power, and the inner ring gear shaft 200 and the sun gear shaft 110 output the engine power, and the inner ring gear shaft 200 is sleeved on the sun gear shaft 110.
Referring to fig. 23 to 26, the inner ring gear shaft 200 includes a sleeve portion 210 and a cover portion 220, wherein the sleeve portion 210 is a shaft sleeve structure and can be sleeved on a shaft, such as the sun gear shaft 110 or the planet carrier shaft 121 of the planet row 100. The sleeve portion 210 has a long axial dimension, and a plurality of first mounting locations 230 for mounting the actuator 40, or a mounting location 240 for supporting a bearing, and a second mounting location 250 for setting a gear can be axially disposed thereon. The cover part 220 is in transmission connection with the inner gear ring 150 of the planet row 100, and participates in the operation of the planet row 100 as a part of the planet row 100, and both the inner hole profile and the outer profile of the cover part 220 can be used as an assembling position 240 for arranging a support bearing or a second mounting position 250 for arranging a gear. Therefore, by arranging the inner ring gear shaft 200, the transmission function of the planetary gear train 100, the installation of the actuating mechanism 40, the installation of the gear and the necessary axial limiting function can be integrated at the same time, so that the integration level of the engine input shaft assembly 610 is greatly improved, the functional volume of the engine input shaft assembly 610 is reduced, and the electric drive system provided with the engine input shaft assembly 610 has more flexible arrangement and carrying performance.
The cover portion 220 of the inner ring gear shaft 200 and the inner ring gear 150 of the planet row 100 can be integrally formed, welded or connected through a key. The inner ring gear shaft 200, the planet carrier shaft 121 and the sun gear shaft 110 need to rotate during operation, and a rotation speed difference exists under certain working conditions, so that a bearing needs to be installed between the inner ring gear shaft 200 and the sun gear shaft 110 or the planet carrier shaft 121, an inner ring of the bearing is sleeved on the sun gear shaft 110 or the planet carrier shaft 121, and the inner ring gear shaft 200 is sleeved on an outer ring of the bearing. In this embodiment, the inner ring gear shaft 200 is fitted to the sun gear shaft 110 via two needle bearings 177b, as shown in fig. 23.
The inner ring gear shaft 200 may be an integral structure in which the boss portion 210 and the cover portion 220 are integrally formed by casting, machining, or the like. The inner ring gear shaft 200 may also be a split structure, and the sleeve portion 210 and the cover portion 220 may be fixedly connected by welding, bonding, screwing, or the like. In this embodiment, the inner ring gear shaft 200 is an integral structure formed by casting, and then the inner and outer mold surfaces are machined, and the material of the inner and outer mold surfaces may be a metal material such as stainless steel or cast aluminum.
The cover part 220 of the inner ring gear shaft 200 is covered on the main body part of the planet row 100, and the sun gear 130, the planet gear 140 and the inner ring gear 150 of the planet row 100 are all positioned in the inner hole of the cover part 220. Specifically, the cover portion 220 includes a gear sleeve portion 221 and a baffle portion 222, and an inner ring of the baffle portion 222 is connected to the gear sleeve portion 210 and an outer ring of the baffle portion 222 is connected to the gear sleeve portion 221. The gear sleeve portion 221 is similar to the shaft sleeve portion 210 in structure and is of a shaft sleeve structure, and the gear sleeve portion 221 is in transmission connection with the inner gear ring 150 of the planet row 100. The baffle portion 222 may be an annular flat plate, an annular spherical shell, or a three-dimensional structure formed by multiple tie rods, and the specific structural form of the baffle portion 222 is not limited in this application. The collar portion 210, the baffle portion 222, and the gear sleeve portion 221 may be integrally formed, or may be fixedly connected by welding, bonding, screwing, or the like. The sleeve part 221 and the ring gear 150 may be an integrated structure or a key connection to realize power transmission such that the entire ring gear shaft 200 can rotate together with the ring gear 150 of the planetary row 100.
Referring to fig. 23, in this embodiment, the gear sleeve portion 221 is connected with the ring gear 150 through a spline, the inner profile of the gear sleeve portion 221 is provided with an inner spline 223, the inner profile of the ring gear 150 is a tooth engaged with the planet gears 140, the outer profile of the ring gear 150 is an outer spline, the ring gear 150 is axially clamped in the inner spline 223, one side of the ring gear 150 is axially limited by an end surface 262 of the inner portion of the baffle portion 222, the inner spline 223 of the gear sleeve portion 221 is provided with a clamp spring groove 261, and after the clamp spring 70 is installed in the clamp spring groove 261, the clamp spring 70 can axially limit the other side of the ring gear 150. Thereby ensuring that the gear sleeve portion 221 and the ring gear 150 do not move axially relative to each other. And the snap spring 70 is a detachable structure, so that the installation and the detachment of the inner gear ring 150 are not influenced.
The plurality of member mounting positions on the inner ring gear shaft 200 mainly include a first mounting position 230 for mounting the actuator 40, a fitting position 240 for setting a support bearing, and a second mounting position 250 for setting a gear. The actuator 40 may be a synchronizer or a clutch, and the actuator 40 may be freely sleeved on the inner ring gear shaft 200, or fixedly or drivingly connected with the inner ring gear shaft 200. Support bearings are used to mount the inner ring gear shaft 200 to the housing assembly 300. The gear can be a gear or a transmission gear which only plays a role of transmission, and the gear can be freely sleeved on the inner ring gear shaft 200 or fixedly connected or in transmission connection with the inner ring gear shaft 200. In other embodiments, other component mounting positions may be provided to the inner ring gear shaft 200 as appropriate, such as a component mounting position for mounting an oil deflector, a component mounting position for providing a sensor, and the like.
Of the above-mentioned component mounting positions, the first mounting position 230 is only arranged on the boss portion 210, mainly because the actuating mechanism 40 needs a certain axial space for operation, and the boss portion 210 has a larger axial size than the cover portion 220, which can satisfy the axial space needed for the actuating mechanism 40 to operate; on the other hand, the sleeve portion 210 is sleeved on the sun gear shaft 110 or the planet carrier shaft 121 of the planet row 100, the cover portion 220 is sleeved on the sun gear 130, the planet gear 140 and the inner gear ring 150 of the planet row 100, and the sleeve portion 210 is smaller than the cover portion 220 in radial dimension, so that the actuator 40 is convenient to arrange.
In the present embodiment, the actuator 40 is used to change the transmission ratio of the planetary row 100, such as engaging the ring gear 150 of the planetary row 100 to rotate together with the sun gear shaft 110, engaging the ring gear 150 to rotate together with the carrier, engaging the carrier to rotate together with the sun gear shaft 110, locking the ring gear 150, locking the sun gear 130, locking the planet gears 140, and so on. In the present embodiment, the first mounting position 230 is a key connection structure such that the actuator 40 is in driving connection with the inner ring gear shaft 200, and since the inner ring gear shaft 200 is in driving connection with the ring gear 150 of the planetary row 100, the actuator 40 can change the movement of the ring gear 150, such as engaging the ring gear 150 with the sun gear shaft 110 or the carrier, or locking the ring gear 150.
The inner ring gear shaft 200 is provided with a plurality of limiting structures 260 for axial limiting, and the limiting structures 260 can be limiting bosses, limiting steps or grooves for mounting the clamp springs 70. If the limiting structure 260 is used for axially limiting the bearing, a limiting boss, a limiting step and a structure end face are usually selected for limiting; if the limiting structure 260 is used to axially limit the gear, and the gear is in transmission connection with the inner ring gear shaft 200, for example, in spline connection, the snap spring 70 is usually selected to axially limit the gear. In the design of the limiting structure 260, in order to facilitate the installation of the executing mechanism 40, the gear, the bearing, and other structural components, in this embodiment, the outer profile of the sleeve portion 210 is designed as a stepped shaft, specifically, from the end of the far-going planetary gear train to the end of the near-going planetary gear train, the outer diameter of the sleeve portion 210 is in an increasing trend, and each structural component is sleeved in the sleeve portion 210 one by one. The stepped shaft itself may form a plurality of limiting steps for axial positioning, and in addition, the stepped shaft is further provided with a plurality of convex edges 263 for axially limiting the shaft sleeve 80, the bearing, and the like.
The first mounting position 230 is provided with a limit structure 260 for axially limiting the actuator 40, and prevents the actuator 40 and the inner ring gear shaft 200 from axially rotating relative to each other. In this embodiment, the actuator 40 is connected to the internal ring gear shaft 200 by a spline, that is, the key connection structure of the first installation location 230 is an external spline, and the inner ring of the hub 41 and/or the engaging teeth 42 of the actuator 40 is provided with an internal spline. For spline connection, the actuator 40 and the inner ring gear shaft 200 are limited by the snap spring 70, the corresponding limiting structure 260 is a snap spring groove 261 arranged on an external spline, and the snap spring 70 is clamped in the snap spring groove 261 after the gear hub 41 and/or the combination teeth 42 of the actuator 40 are installed in place.
In order to ensure that the inner ring gear shaft 200 is installed stably, in this embodiment, two support bearings are provided, which are the first support bearing 175 and the second support bearing 176, respectively, and the first support bearing 175 and the second support bearing 176 may adopt a ball bearing, a needle bearing, a thrust bearing, etc., and this embodiment adopts a ball bearing. The number of fitting positions 240 is two, and the gear sleeve portion 221 and the boss portion 210 are each provided with the fitting position 240. Referring to fig. 23, the first support bearing 175 and the second support bearing 176 are respectively installed on the bushing portion 210 and the cover portion 220, the first support bearing 175 is disposed in the inner hole of the cover portion 220, the second support bearing 176 is disposed between the first actuator S1 and the second actuator S2 through the bushing 80, and the first support bearing 175 and the second support bearing 176 both may use ball bearings since they mainly function to support the inner ring gear shaft 200. The first support bearing 175 is axially limited by an end face 262 of the first mounting location 230, i.e., the first mounting location 230 of the cover portion 220 and a hole shoulder 264 formed by the support location; the second support bearing 176 is axially restrained by a boss provided on the sleeve 80. The inner ring of the first support bearing 175 and the outer ring of the second support bearing 176 are interference-fitted with the bearing mounting holes of the housing assembly 300, respectively.
With respect to the mounting location 240 for disposing the support bearing and the second mounting location 250 for disposing the gear, the support bearing and the gear operate in a rotating manner without axial movement, and thus may be disposed on the cover portion 220 and/or the boss portion 210 according to actual requirements. The first support bearing 175 is mounted on the mounting portion 240 of the gear housing portion 221, and the second support bearing 176 is mounted on the mounting portion 240 of the shaft housing portion 210.
Referring specifically to fig. 25 and 26, the assembly position 240 of the cover portion 220 is an inner hole wall 241 of the gear sleeve portion 221, the assembly position 240 of the shaft sleeve portion 210 is a polished rod section, the first support bearing 175 is in interference fit with the inner hole wall 241, and the second support bearing 176 is in interference fit with the polished rod section. A limiting structure 260 for axially limiting the first support bearing 175 is arranged between the assembling position 240 of the gear sleeve part 221 and the mounting position of the ring gear 150, and the limiting structure 260 at the position can adopt end surface limiting (such as shaft shoulder limiting and boss limiting) or clamp spring limiting. Referring to fig. 7, in the present embodiment, a bore shoulder 264 is formed between the inner bore wall 241 of the gear sleeve portion 221 and the internal spline 223, and the first support bearing 175 mounted on the inner bore wall 241 is axially limited by the bore shoulder 264.
In some embodiments, the shaft sleeve 80 is disposed on the assembling position 240 of the shaft sleeve portion 210, on one hand, the diameter difference between the second support bearing 176 and the polish rod segment can be compensated, on the other hand, the shaft sleeve 80 can be used for axial limiting of surrounding structural members, the shaft sleeve 80 is press-fitted with the corresponding polish rod segment in an interference manner, and the second support bearing 176 is mounted on the shaft sleeve 80 in an interference manner. When the shaft sleeve 80 is used for axial limiting of surrounding structural components, the surrounding structural components also play a role in axial limiting of the shaft sleeve 80.
In this embodiment, the engine input shaft assembly 610 is set to satisfy the engine fourth gear, specifically, the engine fourth gear is realized through two actuators 40 and two gear gears, and the two actuators 40 and the two gear gears are respectively recorded as: a first actuator S1, a second actuator S2, a first gear 50 and a second gear 60. The first executing mechanism S1 and the second executing mechanism S2 are synchronizers, and the first gear 50 is a large gear ring to realize the third gear and the fourth gear of the engine; the second gear 60 is a small ring gear, and realizes the first gear of the engine and the second gear of the engine.
In order to adapt to the gear design of the engine input shaft assembly 610, two first mounting positions 230, two assembly positions 240 and two second mounting positions 250 of the inner ring gear shaft 200 are provided. In order to ensure that the two actuators 40 mounted on the two first mounting locations 230 have sufficient axial shifting space, and the two first mounting locations 230 are distributed at two ends of the sleeve portion 210, it should be noted that the first mounting locations 230 may mount all components of the actuators 40, or may be used to mount only some components of the actuators 40, such as only the gear hub 41 of the synchronizer or only the one-sided engaging teeth 42. In order to reduce the axial dimension of the inner ring gear shaft 200 and improve the mounting performance of the hybrid transmission provided with the inner ring gear shaft 200, in the present embodiment, two mounting positions 240 and two second mounting positions 250 are provided on the boss portion 210 and the cover portion 220, respectively, as shown in fig. 25.
Specifically, the first actuator S1 and the second actuator S2 are distributed at two ends of the boss portion 210. The first actuator S1 and the second actuator S2 may employ synchronizers (single or double sided) or clutches as desired. The first actuator S1/the second actuator S2 may be configured to selectively connect the sun gear shaft 110 with the inner ring gear shaft 200, selectively connect the carrier shaft 121 with the inner ring gear shaft 200, selectively connect the inner ring gear shaft 200 with the first gear 50, or selectively connect the inner ring gear shaft 200 with the second gear 60, according to actual requirements.
In this embodiment, the first actuator S1 is a synchronizer, and has a gear hub 41 and engaging teeth 42 on two sides, and the gear hub 41 of the first actuator S1 is in transmission connection with the first mounting position 230; the combination tooth 42 at one side of the first actuator S1 is fixedly connected with the first gear 50; the coupling teeth 42 on the other side of the first actuator S1 are fixedly connected to the second gear 60, and the first actuator S1 is used to connect the inner ring gear shaft 200 to the first gear 50 or the second gear 60. The second actuator S2 is also a synchronizer and has a gear hub 41 and engaging teeth 42 on two sides, the gear hub 41 of the second actuator S2 is in transmission connection with the sun gear shaft 110 of the planetary row 100, the engaging teeth 42 on one side of the second actuator S2 is in transmission connection with the sleeve portion 210, the engaging teeth 42 on the other side of the second actuator S2 are fixedly connected with the housing assembly 300, and the second actuator S2 is used for selectively connecting the sun gear shaft 110 with the inner ring gear shaft 200 or the housing assembly 300, so as to realize different speed ratio outputs of the planetary row 100. In order to improve the axial bearing capacity of the engine input shaft assembly 610, a thrust bearing is arranged between the gear hub 41 of the second actuator S2 and the housing assembly 300, and the thrust bearing is sleeved on the sun gear shaft 110.
The first gear 50 and the second gear 60 are respectively mounted at the two second mounting positions 250, and since the first gear 50 and the second gear 60 are both freely sleeved on the inner ring gear shaft 200, bearings, such as ball bearings, are mounted on the inner bores of the first gear 50 and the second gear 60, as shown in fig. 23. In other embodiments, bearings need not be provided if the gearwheels are in driving connection with the inner ring gear shaft 200. In order to reduce the axial length of the internal ring gear shaft 200, the gear sleeve portion 221 and the shaft sleeve portion 210 are both provided with a second mounting position 250, that is, the first gear 50 is idly sleeved on the gear sleeve portion 221 through a bearing, and the second gear 60 is idly sleeved on the shaft sleeve portion 210 through a bearing.
Specifically, referring to fig. 23, the first gear 50 and the second gear 60 are both ring gears, the first gear 50 is hollow sleeved on the cover portion 220 through a needle bearing 177a, the second gear 60 is hollow sleeved on the sleeve portion 210 through a needle bearing 177c and is located between the first actuator S1 and the second support bearing 176, and both the first gear 50 and the second gear 60 can freely rotate relative to the inner ring gear shaft 200. In this embodiment, the first gear 50 is a large ring gear, and the inner diameter of the first gear 50 is larger than that of the second gear 60.
In order to further improve the axial bearing capacity of the engine input shaft assembly 610, as shown in fig. 23, a thrust bearing 178 is disposed between the connecting portion 52 and the cover portion 220, and specifically, the thrust bearing 178 is disposed between the connecting portion 52 and the baffle portion 222. That is, the first gear 50 is fitted around the inner ring gear shaft 200 via the needle bearing 177a and the thrust bearing 178, and is axially retained by the thrust bearing 178 and the end face 262 outside the baffle portion 222. The cover portion 220 of the ring gear shaft 200 is provided with an oil guide hole 270 penetrating through the wall thickness, so that the lubricating oil splashed in the planetary row 100 can enter a gap between the first range gear 50 and the cover portion 220 through the oil guide hole 270 in the cover portion 220 to lubricate the needle roller bearing 177a and the thrust bearing 178 therein.
In some embodiments, the hybrid electric drive system 1000 further includes a shift mechanism assembly 500, and both the shift mechanism assembly 500 and the hybrid transmission assembly 600 are mounted in the housing assembly 300. Referring to fig. 27, the shifting mechanism assembly 500 includes a shifting motor 510, a shifting speed reducing mechanism 520, a shifting hub 530 and a shifting fork 540, the shifting motor 510, the shifting speed reducing mechanism 520 and the shifting hub 530 are sequentially connected in a transmission manner, one end of the shifting fork 540 is in sliding fit with the shifting hub 530, and the other end of the shifting fork acts on the actuator. The shift speed reduction mechanism 520500 may adopt a planetary speed reduction mechanism or other speed reduction mechanisms, and the specific structure is not limited in this application. Other unrecited structures of the shifting mechanism assembly 500 can be referred to the related disclosure of the prior art, such as the invention application "a dual clutch automatic transmission shift actuator" with the publication number CN 108131447A.
Because the number of shafts in the engine input shaft assembly 610 is large, bearings are required to be arranged on the rotor 621 of the generator 620, the sun gear shaft 110 of the planetary row 100 and the inner ring gear shaft 200 for installation and support. To increase the bearing mounting holes, referring to fig. 23, in some embodiments, the left housing 320 is provided with an intermediate plate 321, and the intermediate plate 321 is a cover body and is fixedly connected with the left housing 320 by a threaded fastener or welding. The intermediate plate 321 is mounted with a ball bearing 179 for supporting a rotor 621 of the generator 620, as shown in fig. 29. In order to further improve the integration level, the coupling tooth 42 of the second actuator S2 is fixedly connected to the middle plate 321, and specifically, the coupling tooth 42 of the second actuator S2 may be directly machined on the middle plate 321. In some embodiments, the engagement teeth 42 of the second actuator S2 may also be welded or interference press-fit to the intermediate plate 321.
Referring to fig. 29, the middle plate 321 is provided with a bearing hole 3211 for installing a bearing and an avoidance area 3212 for avoiding the shift fork 540 of the shift mechanism assembly 500, and after the middle plate 321 is disposed on the left casing 320, the middle plate 321 can be provided with a bearing and can form a certain installation space between the middle plate 321 and the left casing 320, and an installation position of the shift fork 540 can be set between the middle plate 321 and the left casing 320, and the shift fork 540 can be installed into the installation position of the shift fork 540 through the avoidance area 3212 on the middle plate 321, so that the installation of the shift fork 540 is more convenient. Further, the middle plate 321 is provided with a bearing hole 3211 for installing a bearing of the rotor of the generator 620, so as to increase the number of bearing installation holes of the whole left casing 320. Specifically, the rotor 621 of the generator 620 is supported on the middle plate 321 and the end cover 330 by two bearings, and the planet carrier shaft 121 of the planet row 100 is supported on the right housing 310 by the first planet carrier bearing 172 and the second planet carrier bearing 173.
Because a plurality of bearings and gears need to be installed on the inner ring gear shaft 200 of the engine input shaft assembly 610, and the lubrication requirements of the plurality of bearings and gears need to be ensured, a splash lubrication or active lubrication mode can be specifically adopted, and because the bearings and gears of the inner ring gear shaft 200 are compactly arranged and form an axial limiting effect, the expected lubrication effect is difficult to achieve only through externally splashed lubricating oil, and therefore, the active lubrication scheme is adopted in the embodiment.
Specifically, referring to fig. 25 and 26, at least one oil guide hole 270 penetrating through the sleeve wall of the sleeve portion 210 is disposed on the sleeve portion 210, a plurality of oil guide holes 270 are generally disposed along the circumferential direction, and a plurality of oil guide holes 270 located on the same cross section are a group, so that a plurality of groups of oil guide holes 270 may be disposed on the sleeve portion 210 along the axial direction thereof. In this embodiment, the outer surface of the sleeve portion 210 is provided with an oil guiding groove 280 communicated with the oil guiding holes 270, the oil guiding groove 280 is communicated with a group of oil guiding holes 270, and the specific number of the oil guiding grooves 280 is determined according to actual needs. The oil guide groove 280 is an inward concave groove, and the lubricating oil flowing out of the oil guide hole 270 can be uniformly distributed along the circumferential direction by arranging the oil guide groove 280, and in addition, the groove can also be used as a tool withdrawal groove when the outer surface machining of the inner ring gear shaft 200 is performed because the oil guide groove 280 is a groove.
In addition, in some embodiments, the sleeve portion 220 may also be provided with an oil guiding hole 270, and the oil guiding hole 270 may be selectively provided on the gear sleeve portion 221 and/or the baffle portion 222, so as to facilitate the lubricating oil to enter and exit the inner hole of the cover portion 220. Referring to fig. 2, in the present embodiment, the baffle portion 222 may be provided with a plurality of oil guide holes 270, and the oil guide holes 270 are disposed to be inclined outward along the splashing direction, so that the splashed lubricating oil is thrown out of the oil guide holes 270 when the planet row 100 rotates, and the lubricating oil lubricates the structural members outside the inner ring gear shaft 200.
In the engine input shaft assembly 610, the planetary row 100 is a main part of power splitting, lubrication of the planetary row 100 is an important condition for ensuring normal operation of the engine input shaft assembly 610, and the main lubrication requirement of the planetary row 100 is that the planetary wheel bearings 171 are large in number and wide in distribution, on one hand, the installation positions of the planetary wheel bearings 171 are located in the area surrounded by the planet carrier 120 and located between the planet wheels 140 and the planetary wheel shaft 123, so that the lubricating oil is difficult to enter the installation positions of the planetary wheel bearings 171 due to blockage of the planet wheels 140 and the planet carrier 120, and the planetary wheel bearings 171 are easy to ablate, and the use of the whole planetary row 100 is affected.
Referring to fig. 24, in order to improve the lubrication condition inside the planetary row 100, in this embodiment, the planetary row 100 is provided with a lubrication passage 160, the sun gear shaft 110 of the planetary row 100 is provided with a first hollow cavity 111 penetrating along the axial direction, the sun gear shaft 110 may be integrally formed with the sun gear 130 of the planetary row 100, or may be in key connection, and in this embodiment, the sun gear shaft 110 is integrally formed with the sun gear 130. The planet carrier 120 of the planet row 100 is provided with an oil collecting chamber 124, the first hollow chamber 111, the oil collecting chamber 124 and the lubrication passage 160 are communicated in sequence, and the outlet of the lubrication passage 160 faces the planet wheel bearing 171 of the planet row 100. In order to facilitate the lubrication of the external structure of the sun gear shaft 110, a plurality of fourth oil guide holes 112 are formed in the sun gear shaft 110 and are communicated with the first hollow cavity 111, and an outlet of one of the fourth oil guide holes 112 faces a bearing between the sun gear shaft 110 and the inner ring gear shaft 200.
Specifically, the lubrication passage 160 of the carrier 120 may be an oil passage formed in the base material of the carrier 120, or an oil passage surrounded by an external element, which is sufficient to send the lubrication oil to the installation position of the planet bearing 171. In this embodiment, the planet wheel bearing 171 is a needle bearing, and may be a full needle bearing or a steel cage needle bearing. The planet wheel bearing 171 adopts a double-row needle bearing, a gasket is arranged in the middle, and a gap is formed between the gasket and the planet wheel shaft 123 in the radial direction, so that lubricating oil can enter the needle bearing to lubricate the roller surface of the needle bearing.
Referring to fig. 24, in the present embodiment, the planet carrier 120 includes a planet carrier shaft 121, a connecting plate 122, and a plurality of planet shafts 123 connected in sequence, the planet gear 140 is sleeved on the planet shafts 123, a planet bearing 171 is installed between the planet gear 140 and the planet shafts 123, and two sides of the planet gear 140 are respectively engaged with the gear of the sun gear 130 and the gear of the ring gear 150 through gears. Planet carrier shaft 121 is located at the center of connecting plate 122, and planet carrier shafts 123 are evenly distributed along the circumferential direction with planet carrier shaft 121 as the center. The planet carrier shaft 121 and the connecting plate 122 may be detachably connected by a threaded fastener, a snap-fit structure, or welded and fixed, or the planet carrier shaft 121 and the connecting plate 122 are of an integral structure, and in this embodiment, the planet carrier shaft 121 is press-fitted on the connecting plate 122 by interference. Connecting plate 122 and planet axle 123 also can be through removable connection such as threaded fastener, buckle structure, or welded fastening, or connecting plate 122 and planet axle 123 formula structure as an organic whole, and this application does not do the restriction. The overall outer shape, contour of the planet carrier 120 is also not limiting in this application, for example the planet carrier 120 may be of cage type construction.
Specifically, referring to fig. 24, the planet carrier shaft 121 is provided with an oil collecting chamber 124 and a first oil guide hole 125 which are communicated, and the oil collecting chamber 124 is positioned at the center of the planet carrier shaft 121, and is preferably coaxial with the planet carrier shaft 121. The planetary shaft 123 is provided with a second oil guide hole 126, and an outlet of the second oil guide hole 126 faces the planetary bearing 171 of the planetary row 100. An oil guide member 20 is disposed outside the connecting plate 122, and the first oil guide hole 125, a gap between the oil guide member 20 and the connecting plate 122, and the second oil guide hole 126 are sequentially communicated to form a lubrication passage 160. The oil guide 20 is riveted to the carrier 120, and the oil guide 20 guides the lubricating oil thrown out of the first oil guide hole 125 by centrifugal action in the oil collecting chamber 124 to the second oil guide hole 126.
In this embodiment, an intermediate bearing 174 is disposed between the planet carrier shaft 121 and the sun gear shaft 110, the intermediate bearing 174 is a thrust bearing, and can bear a large axial force, one end of the sun gear shaft 110 is supported on the planet carrier shaft 121 through the thrust bearing, and the thrust bearing can meet a working requirement that a rotational speed difference exists between the planet carrier 120 and the sun gear shaft 110 under some working conditions of the planet carrier 100. The middle bearing 174 is specifically located at an end of the sun gear shaft 110, and in some embodiments, a concave bearing installation groove 113 may be provided at the end of the sun gear shaft 110, the bearing installation groove 113 is communicated with the first hollow cavity 111, so that the inner space of the middle bearing 174 is communicated with the first hollow cavity 111, and the lubricating oil in the first hollow cavity 111 can enter the middle bearing 174.
The second oil guiding hole 126 may be a channel extending in a radial direction and/or an axial direction of the planet carrier shaft 123, or may be a channel extending in a circumferential direction of the planet carrier shaft 123, that is, the second oil guiding hole 126 may be an axial straight channel, a radial straight channel, an oblique straight channel, a curved channel, or the like, which is not limited in this application. Specifically, referring to fig. 24, in the present embodiment, the second oil guide hole 126 includes an axial oil guide hole 1261 extending in the axial direction of the planet carrier shaft 123 and at least one radial oil guide hole 1262 extending in the radial direction of the planet carrier shaft 123, and an outlet of the radial oil guide hole 1262 constitutes an outlet of the lubrication passage 160. The number of the radial oil guiding holes 1262 is determined according to the size of the planet wheel bearing 171, and is usually set to be more than two, the outlets of the more than two radial oil guiding holes 1262 are spaced and uniformly distributed along the circumferential surface of the planet wheel shaft 123, for example, the second oil guiding hole 126 comprises an axial oil guiding hole 1261 extending along the axial direction of the planet wheel shaft 123 and four radial oil guiding holes 1262 extending along the radial direction of the planet wheel shaft 123, and the four radial oil guiding holes 1262 are distributed at 90 degrees to each other, so as to ensure that oil reaches the planet wheel bearing 171, and avoid sintering of the whole planet row 100 due to insufficient lubrication of the planet wheel bearing 171. In some embodiments, the inlet of the axial oil guide 1261 is flared, preferably circular, to reduce flow resistance. Along the axial direction of the planet wheel shaft 123, the diameter of the flared hole gradually increases from the middle part to the end part, so that lubricating oil can conveniently enter the axial oil guide hole 1261.
In some embodiments, the planet carrier 120 is provided with a first planet carrier bearing 172, the first planet carrier bearing 172 is disposed in the lubrication passage 160, and an inner space of the first planet carrier bearing 172 is communicated with the lubrication passage 160 for flowing lubricating oil. Referring to fig. 24, the first planet carrier bearing 172 is mounted on the planet carrier shaft 121 and is adjacent to the connecting plate 122 of the planet carrier 120, the first planet carrier bearing 172 is a thrust bearing, a loose ring of the thrust bearing is in contact with the connecting plate 122, and a tight ring of the thrust bearing is connected and/or in contact with an external stationary member (e.g., the housing assembly 300 for mounting the planet row 100), such that the planet row is axially stable. A channel for the circulation of lubricating oil can be formed between the loose rings and the tight rings, and the lubricating oil can lubricate the rollers of the thrust bearing when circulating between the loose rings and the tight rings. Of course, in other embodiments, the first carrier bearing 172 may be disposed at other positions of the carrier 120, completely separated from the lubrication channel 160, and thus, the internal structure of the first carrier bearing 172 may not generate a flow resistance.
In some embodiments, in order to improve the rotational stability of the planet carrier 120, a second planet carrier bearing 173 is further mounted on the planet carrier shaft 121, and the second planet carrier bearing 173 is a needle bearing, for example, the planet carrier 120 is mounted in the housing through the second planet carrier bearing 173. The second planet carrier bearing 173 also needs lubrication during operation, and for this purpose the planet carrier shaft 121 is provided with a third oil guide hole 127 communicating with the oil collection chamber 124, and the outlet of the third oil guide hole 127 faces the second planet carrier bearing 173.
Due to manufacturing and machining errors in the axial direction of the carrier 120, the sun gear shaft 110, and the like of the planetary row 100, there is usually a certain gap between the sun gear shaft 110 and the carrier 120, and in some limit cases, a large amount of lubricating oil flowing into this portion leaks out through the gap. Referring to fig. 23 and 24, in order to solve the above problem, in the present embodiment, the oil guide pipe 10 is embedded in the sun gear shaft 110, the oil guide pipe 10 is installed through the inside of the sun gear shaft 110 of the planet row 100, specifically, through the first hollow cavity 111, and the end of the oil guide pipe 10 near the planet row 100 extends into the oil collecting cavity 124, so as to guide the oil in the sun gear shaft 110 into the oil collecting cavity 124 of the planet carrier. By arranging the oil guide pipe 10, under the condition that the axial oil guide channel is relatively long, the oil guide pipe 10 is adopted to transmit the lubricating oil to the planet carrier 120 of the planet carrier 100 from the lubricating oil inlet at the end far away from the planet carrier 100, the condition that the oil is thrown out by the centrifugal force formed by the high-speed running of the sun gear shaft 110 and cannot reach the planet carrier 100 can be avoided, and the end close to the planet carrier of the oil guide pipe 10 extends into the oil collecting cavity 124, so that the leakage amount of the lubricating oil at the gap between the sun gear shaft 110 and the planet carrier 120 can be reduced. The lubricating oil flows through the lubricating channel 160 and finally flows to the planet wheel bearings 171 to lubricate the bearings of the planet wheels 140, so that the sufficient oil quantity of the bearings is ensured, and the safety problem of the whole vehicle caused by the ablation of the whole planet row 100 is avoided.
Specifically, the oil collecting chamber 124 is required to accommodate the end of the oil conduit 10 near the planetary row 100 and store a certain amount of oil to be delivered to the third oil conduit 127. In order to ensure that the planet wheel bearings 171 are sufficiently supplied with oil in view of the fact that the second planet carrier bearing 173 requires less oil than the planet wheel bearings 171, in some embodiments, the oil collecting chamber 124 has a stepped bore structure, a large bore section 1241 of which is used for accommodating the end of the oil guide pipe 10 near the planet row 100, and a small bore section 1242 which is communicated with the third oil guide hole 127, as shown in fig. 24.
The oil guide pipe 10 is provided with a plurality of oil outlet holes 11 which are distributed along the axial direction and/or the radial direction of the oil guide pipe 10 at intervals. In the axial direction of the guide pipe, the oil outlet holes 11 are usually provided in plural, and the hole diameter and the pitch of each oil outlet hole 11 are the same. The oil outlet holes 11 located at the same axial position may also be provided in plurality, and the oil outlet holes 11 located at the same axial position are circumferentially spaced apart, so that the oil can uniformly flow into the first hollow cavity 111 of the sun gear shaft 110. An oil outlet hole 11 can be additionally arranged at the axial position of the oil guide pipe 10 corresponding to the mounting position of the bearing.
In some embodiments, the far-going star row 100 end of the oil conduit 10 is provided with more than one oil outlet 12, and since the oil outlets 12 are opened on the tube wall of the oil conduit 10, oil can be radially discharged, so as to reduce resistance and facilitate the oil to enter the lubrication channel 160. The oil outlet 12 may be provided as a groove with an opening or a complete hole, for example the oil outlet 12 may be a U-shaped groove or a circular hole. The number of the oil outlets 12 is not limited in the present application, for example, the number of the oil outlets 12 is set to 3, and the shapes of the 3 oil outlets 12 may be the same or different.
Since the inner diameter of the first hollow cavity 111 is greater than the outer diameter of the oil guide pipe 10, in order to ensure that the oil guide pipe 10 is stably installed in the first hollow cavity 111, in some embodiments, at least one bushing 30 is sleeved on the oil guide pipe 10, and the bushing 30 fills a gap between the oil guide pipe 10 and the cavity wall of the first hollow cavity 111. The lining 30 plays a role of supporting the oil conduit 10, and the material of the lining 30 is copper or composite plastic.
The sun gear shaft 110 of the engine input shaft assembly 610 is rotatably connected to the rotor 621 of the generator 620, referring to fig. 23, in some embodiments, the rotor 621 of the generator 620 is provided with a second hollow cavity 622 that penetrates through in the axial direction, the second hollow cavity 622 is communicated with the first hollow cavity 111, the rotor of the motor assembly 400 is coaxially arranged with the planet row 100, the lubricating oil introduced from the oil inlet channel 303 of the housing assembly 300 is introduced into the first hollow cavity 111 of the planet row 100 through the second hollow cavity 622, the oil guide pipe 10 of the planet row lubricating structure is installed in the second hollow cavity 622 and the first hollow cavity 111, the end of the far planet row 100 of the oil guide pipe 10 is directly in butt-joint communication with the oil inlet channel 303 of the housing assembly 300, and the end of the near planet row 100 of the oil guide pipe 10 is directly in butt-joint communication with the oil collecting cavity 124 of the planet carrier 120. The rotor of the motor assembly 400 is connected with the internal oil circuit of the planetary row 100 in series, so that the rotor of the motor serves as a pipeline of lubricating oil, the structure of a lubricating system is simplified, and the integration level and the whole vehicle carrying performance of the hybrid power electric driving system 1000 are improved.
The stator of the motor needs cooling when working, and the common cooling mode is oil injection cooling. Referring specifically to fig. 30, in some embodiments, the hybrid electric drive system further includes a cooling spray line 325, and one of the oil inlet channels 303 of the housing assembly 300 is in communication with the cooling spray line 325. For a two-motor solution, two sets of cooling spray pipes 325 are needed, for example, the stators of the generator 620 and the driving motor 670 are cooled by one set of cooling spray pipes 325 respectively.
Specifically, an electromagnetic valve 370 is communicated between the cooling spray pipeline 325 and the oil inlet channel 303 communicated therewith, the electromagnetic valve 370 is electrically connected with the control board 421 to realize the conduction or disconnection of the stator cooling passage, and when the stator does not need to be cooled, the electromagnetic valve 370 is closed, so that the cooling liquid does not enter the stator cooling passage. Make the coolant liquid cool off the stator and the rotor of motor respectively through setting up this solenoid valve 370, not influenced each other, can cool off as required like this, improved cooling efficiency, avoided the waste of energy.
In some embodiments, referring to fig. 30, an oil baffle 3223 is disposed on the left housing 320, the oil baffle 3223 and the left housing 320 define an oil guiding area 3224, and the oil baffle 3223 is disposed in the spraying area of the cooling spraying pipeline 325, so that at least one oil hole of the cooling spraying pipeline 325 is communicated with the oil guiding area 3224, and oil ejected from the oil hole can directly collect in the oil guiding area 3224. The left shell 320 is provided with a drainage hole 3225 penetrating through the inner wall of the left shell 320, the oil guide area 3224 is communicated with the shaft tooth cavity through the drainage hole 3225, so that part of oil in the motor cavity 301 can be introduced into the shaft tooth cavity 302 through the drainage hole 3225, and a bearing which is difficult to be sufficiently lubricated by adopting conventional splash lubrication and active lubrication is lubricated.
Referring specifically to fig. 30 and 31, the inner side walls of the right and left housings 310 and 320 are each provided with a bearing mounting hole 305 and a sump 304. Bearing mounting holes 305 the respective shafts of the variator assembly are bearing mounted in the bearing mounting holes 305 at opposite positions of the right housing 310 and the left housing 320. The oil sump 304 communicates with the bearing mounting hole 305 through an oil guide passage formed in the right housing 310 and/or the left housing 320. Because the oil sumps 304 are arranged on the right shell 310 and the left shell 320, and the oil sumps 304 on the right shell 310 and the left shell 320 are opposite, two oil sumps 304 opposite to each other can enclose a complete oil cavity, the oil cavities are sequentially communicated through the notches 3041 on the groove walls of the oil sumps 304, the oil cavity close to the drainage hole 3225 is communicated with the drainage hole 3225, oil in the drainage hole 3225 enters the oil cavity communicated with the oil sump and is sequentially filled with the oil cavities, so as to lubricate bearings which are difficult to lubricate, such as a bearing of the driving motor input shaft assembly 660 arranged on the right shell 301 and a bearing of the EV intermediate shaft arranged on the right shell 301, the two bearings are far away from the differential shaft assembly 640, so that the splashed oil is difficult to meet the lubrication requirements of the two bearings, and particularly under the right-inclined working condition, the lubrication risk of the two bearings is high.
The power required by the lubricating oil is provided by the lubricating power device 340. In some embodiments, the lubricating power device 340 is an electronic oil pump, which includes a pump body and an oil pump motor, the oil pump motor drives the pump body to rotate to pump the oil into the oil inlet channel 303, specifically, the pump body is immersed in the oil, and the oil pump motor is mounted on the housing assembly 300 and is partially exposed to the outside to facilitate wiring of the oil pump motor. In some embodiments, a thermostat (covered by the cap 350 shown in fig. 1, which is not visible in the drawing) and a radiator 380 for dissipating heat of oil are installed on the housing assembly 300, the radiator 380 is connected in parallel with the thermostat, and the thermostat can change an oil path communicated with the thermostat according to the temperature of the oil, so that the oil is dissipated through the radiator 380 when the temperature of the oil is higher than a set threshold of the thermostat, thereby achieving "large circulation", and when the temperature of the oil is below the set threshold of the thermostat, the oil directly circulates without passing through the radiator 380, thereby achieving "small circulation".
Correspondingly, a lubrication power interface for installing the lubrication power device 340 and a thermostat interface for installing a thermostat are provided on the housing assembly 300, in some embodiments, a sensor interface for installing a temperature sensor 360 is provided on the housing assembly 300, and the temperature sensor 360 is used for detecting an oil temperature. The interface is disposed on one side of the housing assembly 300 close to the engine, and a space between the hybrid electric drive system 1000 and the engine is reasonably utilized. In some embodiments, a rib 323 is disposed on a side of the housing assembly 300 close to the engine to prevent collision of electronic components during vehicle traveling, thereby improving reliability of the hybrid electric drive system.
The radiator 380 may be an air-cooled radiator 380 or a water-cooled radiator 380. In some embodiments, the radiator 380 is an oil-water heat exchanger, the oil-water heat exchanger is communicated with the cooling flow channel of the housing 410, and the cooling water is used to cool the lubricating oil by using the temperature difference between the cooling temperature (60 ℃ -65 ℃) of the control component 420 and the oil temperature (generally higher than 80 ℃) of the hybrid power transmission mechanism assembly 600, so as to reduce energy consumption.
In order to balance the pressure difference between the inside and the outside of the housing assembly 300, referring to fig. 3 and 30, the housing assembly 300 is mounted with a vent plug 390 and a baffle 324, the vent passage of the vent plug 390 is communicated with the motor chamber and/or the pinion chamber, and the baffle 324 is disposed in the motor chamber and/or the pinion chamber and is close to the inlet of the vent passage, because the temperature of the lubricating oil is high during operation, thereby causing the pressure in the pinion chamber 302 to increase. The baffle 324 can prevent splashed oil from entering the ventilation channel of the ventilation plug 390, so that oil loss is reduced, and gas can smoothly enter the external environment through the ventilation channel of the ventilation plug 390.
Example 2:
based on the same inventive concept, the present application also provides a hybrid vehicle, see fig. 32, which includes a vehicle body 2000, an engine 3000, and the hybrid electric drive system 1000 of embodiment 1 described above. The front end of the vehicle body 2000 is provided with a front cabin in which the engine 3000 and the hybrid electric drive system 1000 are installed. In the hybrid electric drive system 1000, the transmission assembly is in transmission connection with the engine, specifically, the engine input shaft assembly 610 is in transmission connection with the engine 3000, and in some embodiments, the engine input shaft assembly 610 and the engine are further provided with a torque limiting damper.
The engine 3000 and the hybrid electric drive system 1000 are arranged side by side in the width direction of the hybrid vehicle, that is, the axial direction of the engine input shaft assembly 610 of the hybrid electric drive system 1000 is parallel to the vehicle width direction. Specifically, in some embodiments, the left side of the hybrid electric drive system 1000 is fixed to the left side rail of the vehicle body 2000, the right side of the hybrid electric drive system 1000 is fixedly connected to the left side of the engine 3000, and the right side of the engine 3000 is fixed to the right side rail of the vehicle body 2000. To prevent the hybrid electric drive system 1000 from rotating in the front cabin, a lower portion of the hybrid electric drive system 1000 is fixed to a lower bracket of the vehicle body 2000. Other details of the hybrid electric drive system 1000 are not disclosed herein, and reference is made to the related disclosure of the prior art.
While the preferred embodiments of the present application have been described, additional variations and modifications of these 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 alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.
Claims (33)
1. A hybrid electric drive system, comprising:
the shell assembly is provided with a shaft tooth cavity, a motor cavity and an oil storage cavity, and the oil storage cavity is communicated with the shaft tooth cavity and/or the motor cavity;
the motor assembly is arranged in the motor cavity and comprises more than one motor;
the speed change mechanism assembly is arranged in the shaft gear cavity, is in transmission connection with both the engine and the motor and outputs power;
the controller assembly comprises a shell provided with a control cavity and a control component arranged in the control cavity, the shell is connected to the shell assembly, a cooling flow channel used for cooling the control component is arranged in the shell, and the control component is provided with a three-phase output copper bar electrically connected with a three-phase input copper bar of the motor;
wherein; a lubricating power device is arranged on the shell assembly; and lubricating oil paths are arranged in the shell assembly, the motor assembly and the speed change mechanism assembly, and the lubricating power device is communicated with the oil storage cavity through the lubricating oil paths.
2. A hybrid electric drive system as set forth in claim 1 wherein: the shell assembly comprises a right shell, a left shell and an end cover which are sequentially connected, the right shell and the left shell are encircled to form the shaft tooth cavity, and the left shell and the end cover are encircled to form the motor cavity.
3. A hybrid electric drive system as set forth in claim 2 wherein: the left shell is provided with an installation area, and the controller assembly is installed in the installation area; a positioning structure is arranged between the mounting area and the shell; and a drain hole is formed in the side wall of the mounting area.
4. A hybrid electric drive system as set forth in claim 2 wherein: the speed change mechanism assembly comprises an engine input shaft assembly, a differential shaft assembly and at least one intermediate shaft assembly which are in transmission connection; the bottom of the shaft tooth cavity forms the oil storage cavity, and the differential shaft assembly is at least partially positioned in the oil storage cavity;
a shaft of the engine input shaft assembly is provided with a first through hollow cavity; a second through hollow cavity is arranged in a rotor of the motor; an oil inlet channel is arranged in the end cover, and the first hollow cavity, the second hollow cavity and the oil inlet channel are sequentially communicated.
5. The hybrid electric drive system of claim 4, wherein: the motor assembly comprises two motors, namely a generator and a driving motor, wherein a rotor of the generator is in transmission connection with a shaft of the engine input shaft assembly; the generator and the rotor of the driving motor are both provided with the second hollow cavities which are communicated, and the first hollow cavities, the second hollow cavities of the rotor of the generator and the oil inlet channel are communicated in sequence;
the speed change mechanism assembly comprises a driving motor, a middle shaft assembly and a speed change mechanism assembly, wherein the number of the middle shaft assemblies is two, the two middle shaft assemblies are respectively an EV middle shaft assembly and an ICE middle shaft assembly, and the speed change mechanism assembly further comprises a driving motor input shaft assembly in transmission connection with a rotor of the driving motor.
6. A hybrid electric drive system as defined in claim 5, wherein: the engine input shaft assembly and the generator are coaxially arranged, and the driving motor input shaft assembly and the driving motor are coaxially arranged; the generator and the driving motor are positioned on the same side; the installation height of the engine input shaft assembly is positioned between the driving motor and the differential shaft assembly, and the projection of the engine input shaft assembly on a vertical plane and the projection of the driving motor and the differential shaft assembly on the vertical plane have a superposition part;
the axis of the EV middle shaft assembly is positioned in a triangular area surrounded by the axes of the engine input shaft assembly, the driving motor and the differential mechanism shaft assembly; the height of the axis of the ICE intermediate shaft assembly is the lowest.
7. A hybrid electric drive system as set forth in claim 6 wherein: the EV intermediate shaft assembly comprises an EV intermediate shaft, a first EV intermediate gear and a second EV intermediate gear, the first EV intermediate gear and the second EV intermediate gear are mounted on the EV intermediate shaft, the EV intermediate shaft assembly is in transmission connection with the engine input shaft assembly and the driving motor input shaft assembly through the first EV intermediate gear, and the EV intermediate shaft assembly is in transmission connection with the differential gear shaft assembly through the second EV intermediate gear;
the ICE countershaft assembly includes an ICE countershaft and first and second ICE intermediate gears mounted thereon; the ICE intermediate shaft assembly is in transmission connection with the engine input shaft assembly through the first ICE intermediate gear; the ICE intermediate shaft assembly is in driving connection with the differential shaft assembly through the second ICE intermediate gear.
8. A hybrid electric drive system as defined in claim 5, wherein: the hybrid electric drive system also comprises a cooling spray pipeline, wherein the cooling spray pipeline is communicated with the oil inlet channel and is used for spraying oil to cool the generator and the stator of the drive motor; and an electromagnetic valve is communicated between the cooling spraying pipeline and the oil inlet channel.
9. A hybrid electric drive system as set forth in claim 8 wherein: an oil baffle plate is arranged on the left shell, the oil baffle plate and the left shell are encircled to form an oil guide area, and at least one oil hole of the cooling spray pipeline is communicated with the oil guide area; the left shell is provided with a through drainage hole, and the oil guide area is communicated with the shaft tooth cavity through the drainage hole.
10. A hybrid electric drive system as set forth in claim 9 wherein: the inner side walls of the right shell and the left shell are respectively provided with more than two bearing mounting holes and more than two oil collecting grooves which are communicated with the shaft tooth cavity; the drainage hole more than two oil sumps communicate in proper order, at least one the oil sump with the bearing mounting hole intercommunication.
11. The hybrid electric drive system of claim 4, wherein: the engine input shaft assembly comprises a planet row, at least one actuating mechanism, at least one supporting bearing, at least one gear and an inner ring gear shaft; the inner gear ring shaft is sleeved outside the planet row, and is in transmission connection with the inner gear ring of the planet row; the at least one actuator, the at least one support bearing and the at least one gear are all arranged on the inner ring gear shaft; and a shaft of the planet row, which is used for connecting an engine, is provided with the first hollow cavity.
12. A hybrid electric drive system as set forth in claim 11 wherein: the inner gear ring shaft is mounted through a support bearing; the inner ring gear shaft includes:
the shaft sleeve part is sleeved on a sun wheel shaft or a planet carrier shaft of the planet row, and at least one first mounting position for mounting the actuating mechanism is arranged on the shaft sleeve part;
the cover part is connected with the shaft sleeve part and is used for being in transmission connection with the inner gear ring of the planet row;
wherein the cover part and/or the shaft sleeve part are provided with at least one assembling position for arranging the supporting bearing; the cover part and/or the shaft sleeve part are/is provided with at least one second mounting position for arranging the gear wheel.
13. A hybrid electric drive system as defined in claim 12, wherein: the cover part comprises a gear sleeve part and a baffle part, wherein an inner ring of the baffle part is connected with the shaft sleeve part, and an outer ring of the baffle part is connected with the gear sleeve part; the gear sleeve part and the inner gear ring are in an integrated structure or in key connection; the shaft sleeve portion, the baffle portion and the gear sleeve portion are of an integrated structure.
14. A hybrid electric drive system as set forth in claim 13 wherein: the gear sleeve part and the shaft sleeve part are both provided with the assembling positions; the assembling position of the gear sleeve part is an inner hole wall, and a shaft sleeve for mounting the supporting bearing is arranged on the assembling position of the shaft sleeve part;
a limiting structure for axially limiting the supporting bearing is arranged between the assembling position of the gear sleeve part and the mounting position of the inner gear ring;
the shaft sleeve part and/or the cover part are/is provided with at least one through oil guide hole; the outer profile of the shaft sleeve part is provided with an oil guide groove communicated with the oil guide hole.
15. A hybrid electric drive system as set forth in claim 12 wherein: the at least one actuating mechanism comprises a first actuating mechanism and a second actuating mechanism which are distributed at two ends of the shaft sleeve part; the at least one support bearing comprises a first support bearing and a second support bearing, the first support bearing is arranged in an inner hole of the cover part, and the second support bearing is arranged between the first actuating mechanism and the second actuating mechanism through a shaft sleeve; the at least one gear comprises a first gear and a second gear, the first gear is sleeved on the cover part in a hollow mode through a bearing, and the second gear is sleeved on the shaft sleeve part in a hollow mode through a bearing and is located between the first executing mechanism and the second supporting bearing;
two first installation positions, two second installation positions and two assembling positions are arranged; the two first mounting positions are distributed at two ends of the shaft sleeve part; the two mounting positions and the two second mounting positions are respectively arranged on the shaft sleeve part and the cover part.
16. A hybrid electric drive system as set forth in claim 15 wherein: the first gear comprises a ring gear part and a connecting part, the ring gear part is sleeved on the cover part through a bearing in a hollow way, and the connecting part is fixedly connected with the combined teeth on one side of the first actuating mechanism; the gear hub of the first actuating mechanism is in transmission connection with the first mounting position; and the combining teeth on the other side of the first actuating mechanism are fixedly connected with the second stop gear.
17. A hybrid electric drive system as set forth in claim 11 wherein: the planet row is provided with a lubricating channel, and an outlet of the lubricating channel faces to a planet wheel bearing of the planet row; the sun wheel shaft of the planet row is provided with the first hollow cavity which is communicated along the axial direction, the planet carrier of the planet row is provided with an oil collecting cavity, and the first hollow cavity, the oil collecting cavity and the lubricating channel are sequentially communicated.
18. A hybrid electric drive system as set forth in claim 17 wherein: the planet carrier comprises a planet carrier shaft, a connecting plate and a planet wheel shaft which are sequentially connected, the planet carrier shaft is provided with the oil collecting cavity and a first oil guide hole which are communicated, and the planet wheel shaft is provided with a second oil guide hole;
an oil guide part is arranged on the outer side of the connecting plate; the first oil guide hole, the gap between the oil guide piece and the connecting plate and the second oil guide hole are communicated in sequence to form the lubricating channel.
19. A hybrid electric drive system as defined in claim 18, wherein: the engine input shaft assembly further comprises an oil guide pipe, the oil guide pipe is installed in the second hollow cavity and the first hollow cavity, and the end, close to the planet row, of the oil guide pipe extends into the oil collecting cavity.
20. A hybrid electric drive system as defined in claim 11, wherein: the hybrid electric drive system further comprises a gear shifting mechanism assembly, and the gear shifting mechanism assembly is arranged in the shaft gear cavity; the gear shifting mechanism assembly comprises a gear shifting motor, a gear shifting speed reducing mechanism, a gear shifting hub and a shifting fork, the gear shifting motor, the gear shifting speed reducing mechanism and the gear shifting hub are sequentially in transmission connection, one end of the shifting fork is in sliding fit with the gear shifting hub, and the other end of the shifting fork acts on the executing mechanism.
21. A hybrid electric drive system as set forth in claim 20 wherein: the left shell is provided with an intermediate plate which is a housing, and the intermediate plate is provided with a bearing mounting hole and an avoidance area for avoiding the shifting fork;
one side of the middle plate is provided with a mounting position for mounting one of the combination teeth of the actuating mechanism; or one of the engaging teeth of the actuator is integrally formed with one of the sides of the intermediate plate.
22. A hybrid electric drive system as defined in any of claims 1-21 wherein: one side of the shell assembly, which is close to the engine, is provided with a convex rib, a sensor interface for mounting a temperature sensor, a lubricating power interface for mounting the lubricating power device and a thermostat interface for mounting a thermostat;
the shell assembly is provided with a radiator, and the radiator is communicated with the thermostat in parallel and is communicated between the lubricating power device and a lubricating oil path of the shell assembly;
the shell assembly is provided with a vent plug and a baffle plate, a vent channel of the vent plug is communicated with the motor cavity and/or the shaft tooth cavity, and the baffle plate is arranged in the motor cavity and/or the shaft tooth cavity and is close to an inlet of the vent channel.
23. A hybrid electric drive system as set forth in claim 22 wherein: the radiator is an oil-water heat exchanger which is communicated with the cooling flow channel of the shell.
24. A hybrid electric drive system as set forth in any of claims 1-21 wherein: the shell comprises an upper shell and a water cooling plate, the upper shell and the water cooling plate surround to form the control cavity, and a cooling groove is formed in the water cooling plate;
the control assembly comprises a control board, a drive board, an IGBT, a three-phase output copper bar and a high-voltage capacitor, the control board is electrically connected with the IGBT, the IGBT and the high-voltage capacitor are mounted on the water cooling plate, the control board is mounted on the upper shell, the control board is electrically connected with the drive board through a connecting bus, and the IGBT covers the notch of the cooling groove to form the cooling flow channel with the cooling groove in a surrounding mode.
25. A hybrid electric drive system as defined in claim 24, wherein: the water cooling plate comprises a base plate and a housing which are connected, and the base plate is provided with the cooling groove and a first through hole through which the three-phase output copper bar passes; the inner cavity of the housing is communicated with the control cavity through the first through hole; the shell further comprises a lower shell used for sealing the inner cavity of the shell, and the lower shell is provided with a second through hole through which a three-phase input copper bar of a power supply machine penetrates.
26. A hybrid electric drive system as set forth in claim 24 wherein: the upper shell and the water cooling plate are both provided with an operation window; and a waterproof vent valve is arranged on the upper shell or the water cooling plate, or the waterproof vent valve is arranged in at least one operation window.
27. A hybrid electric drive system as set forth in claim 24 wherein: the controller assembly further comprises a high-voltage adapter box, the high-voltage adapter box comprises a box body, and a high-voltage connecting assembly, a power connector and at least one high-voltage connector which are electrically connected, the box body is arranged in the shell and provided with a high-voltage cavity and at least one assembling port which are communicated, the high-voltage connecting assembly is arranged in the high-voltage cavity, and the high-voltage connector is installed in the assembling port; the power connector is arranged on the shell or the box body; the control cavity is communicated with the high-voltage cavity so that the copper bar of the high-voltage capacitor extends into the high-voltage cavity and is electrically connected with the high-voltage connector.
28. A hybrid electric drive system as set forth in claim 27 wherein: the box body comprises a top cover and a box wall which is integrally formed with the upper shell, the assembling port is formed in the box wall, and the upper shell is provided with an installing port for installing the power supply connector;
the box wall is provided with two assembling ports, and the two assembling ports and the mounting port are positioned on different side surfaces; the number of the high-voltage connectors is two, and the two high-voltage connectors are respectively a first high-voltage connector used for being electrically connected with an air conditioner compressor and a second high-voltage connector used for being electrically connected with a DCDC.
29. A hybrid electric drive system as set forth in claim 28 wherein: the high-voltage connecting assembly comprises a positive copper bar, a negative copper bar and a plurality of connecting wire harnesses; the first high-voltage connector and the second high-voltage connector are connected in parallel between the positive copper bar and the negative copper bar through the connecting wire harnesses; the control assembly further includes a fuse electrically connected with the high voltage connection assembly.
30. A hybrid electric drive system as defined in claim 29, wherein: the high-voltage switching box further comprises an installation base arranged in the box body, and the positive copper bar, the negative copper bar and the fuse are all installed on the installation base; the mounting base is provided with a sinking area, and the electric connection positions of the positive copper bar, the negative copper bar, the power connector and the copper bar of the high-voltage capacitor are positioned in the sinking area; and a baffle is arranged on the side wall of the sinking area.
31. A hybrid electric drive system as defined in claim 24, wherein: the control panel is connected to the top plate of the shell; the top plate is provided with a heat dissipation structure, a low-voltage connector and a containing part, wherein the low-voltage connector is electrically connected with the control panel, the containing part is used for containing the capacitor of the control panel, the heat dissipation structure is opposite to the chip of the control panel in position, and the low-voltage connector and the containing part protrude out of the upper surface of the top plate.
32. A hybrid vehicle, characterized by comprising:
the vehicle body is provided with a front engine room;
an engine mounted in the front nacelle;
the hybrid electric drive system of any one of claims 1-31 mounted in said front nacelle, said variator assembly being in driving connection with said engine.
33. The hybrid vehicle of claim 32, characterized in that: the left side of the hybrid electric drive system is fixed on a left longitudinal beam of the vehicle body, the right side of the hybrid electric drive system is fixedly connected with the left side of the engine, and the right side of the engine is fixed on a right longitudinal beam of the vehicle body; the lower part of the hybrid electric drive system is fixed on a lower bracket of the vehicle body.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211306021.7A CN115750752A (en) | 2022-10-24 | 2022-10-24 | Hybrid electric drive system and hybrid vehicle |
| PCT/CN2023/095714 WO2024087601A1 (en) | 2022-10-24 | 2023-05-23 | Hybrid electric drive system and hybrid vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211306021.7A CN115750752A (en) | 2022-10-24 | 2022-10-24 | Hybrid electric drive system and hybrid vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115750752A true CN115750752A (en) | 2023-03-07 |
Family
ID=85352970
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211306021.7A Pending CN115750752A (en) | 2022-10-24 | 2022-10-24 | Hybrid electric drive system and hybrid vehicle |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN115750752A (en) |
| WO (1) | WO2024087601A1 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024087600A1 (en) * | 2022-10-24 | 2024-05-02 | 东风汽车集团股份有限公司 | Hybrid power transmission assembly, hybrid electric drive system, and vehicle |
| WO2024087601A1 (en) * | 2022-10-24 | 2024-05-02 | 东风汽车集团股份有限公司 | Hybrid electric drive system and hybrid vehicle |
| WO2024087599A1 (en) * | 2022-10-24 | 2024-05-02 | 东风汽车集团股份有限公司 | Planetary row lubrication structure, hybrid electric drive assembly, and vehicle |
Family Cites Families (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6551389B2 (en) * | 2016-12-27 | 2019-07-31 | トヨタ自動車株式会社 | Hybrid vehicle lubrication structure |
| JP2019189051A (en) * | 2018-04-25 | 2019-10-31 | トヨタ自動車株式会社 | Drive unit for vehicle |
| CN112436679A (en) * | 2019-08-26 | 2021-03-02 | 上海汽车变速器有限公司 | Three-in-one electric drive assembly structure |
| CN217532531U (en) * | 2022-06-13 | 2022-10-04 | 阿尔特汽车技术股份有限公司 | Power assembly shell structure |
| CN115199732A (en) * | 2022-07-19 | 2022-10-18 | 东风汽车集团股份有限公司 | Shell assembly, hybrid power type driving system and vehicle |
| CN115635838A (en) * | 2022-10-24 | 2023-01-24 | 东风汽车集团股份有限公司 | Hybrid power speed change mechanism assembly, hybrid power electric drive system and vehicle |
| CN115681469A (en) * | 2022-10-24 | 2023-02-03 | 东风汽车集团股份有限公司 | Planet row lubricating structure, hybrid electric drive assembly and vehicle |
| CN115638239A (en) * | 2022-10-24 | 2023-01-24 | 东风汽车集团股份有限公司 | Planet row lubricating structure, hybrid electric drive assembly and vehicle |
| CN115875425B (en) * | 2022-10-24 | 2024-04-16 | 东风汽车集团股份有限公司 | Internal gear ring shaft, input shaft assembly, hybrid electric drive assembly and vehicle |
| CN115750752A (en) * | 2022-10-24 | 2023-03-07 | 东风汽车集团股份有限公司 | Hybrid electric drive system and hybrid vehicle |
-
2022
- 2022-10-24 CN CN202211306021.7A patent/CN115750752A/en active Pending
-
2023
- 2023-05-23 WO PCT/CN2023/095714 patent/WO2024087601A1/en unknown
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024087600A1 (en) * | 2022-10-24 | 2024-05-02 | 东风汽车集团股份有限公司 | Hybrid power transmission assembly, hybrid electric drive system, and vehicle |
| WO2024087601A1 (en) * | 2022-10-24 | 2024-05-02 | 东风汽车集团股份有限公司 | Hybrid electric drive system and hybrid vehicle |
| WO2024087599A1 (en) * | 2022-10-24 | 2024-05-02 | 东风汽车集团股份有限公司 | Planetary row lubrication structure, hybrid electric drive assembly, and vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2024087601A1 (en) | 2024-05-02 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN115750752A (en) | Hybrid electric drive system and hybrid vehicle | |
| EP4002656B1 (en) | Oil-water-cooled electric drive assembly and new energy automobile | |
| JP5256117B2 (en) | Motor unit | |
| WO2024087600A1 (en) | Hybrid power transmission assembly, hybrid electric drive system, and vehicle | |
| WO2024087635A1 (en) | Inner-ring-gear shaft, input shaft assembly, hybrid electric drive assembly, and vehicle | |
| US20230146341A1 (en) | Lubrication structure for vehicle | |
| CN111823853A (en) | Dual-drive system and vehicle | |
| CN113442861A (en) | Cooling and lubricating device of electric drive assembly and electric drive assembly | |
| EP3657645A1 (en) | Integrated central drive system | |
| CN115163803A (en) | Electric drive assembly lubrication cooling system and vehicle | |
| CN113525066B (en) | Hybrid drive system's casing and vehicle | |
| CN114872493A (en) | All-in-one integrated electric drive bridge for commercial vehicle | |
| CN210350923U (en) | Motor assembly and hybrid gearbox | |
| CN204664371U (en) | Engine mission engine oil recycle system | |
| CN112303217A (en) | Intermediate gear box for hybrid electric locomotive | |
| WO2023006217A1 (en) | Electric drive for a motor vehicle | |
| CN214092989U (en) | Planetary gear lubricating system, gearbox assembly and automobile | |
| CN213776313U (en) | Intermediate gear box for hybrid electric locomotive | |
| CN220096132U (en) | Mixed box shell structure of double-motor heat radiation system | |
| CN218882964U (en) | Oil supply system for transmission and vehicle | |
| CN215214678U (en) | Transmission and automobile | |
| WO2024055631A1 (en) | Electric drive transmission system and vehicle | |
| CN221170685U (en) | Oil cooling power assembly and vehicle | |
| CN219749511U (en) | Pure electric power assembly shell structure integrating heat dissipation oil circuit and waterway | |
| CN219013315U (en) | Unpowered two-way efficient lubrication system of electric drive bridge speed reducer |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |