CN211519238U - Hybrid power system based on engine and double motors - Google Patents
Hybrid power system based on engine and double motors Download PDFInfo
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- CN211519238U CN211519238U CN201922350852.4U CN201922350852U CN211519238U CN 211519238 U CN211519238 U CN 211519238U CN 201922350852 U CN201922350852 U CN 201922350852U CN 211519238 U CN211519238 U CN 211519238U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract
In order to solve the parallelly connected hybrid power device of tradition, its power assembly axial dimensions is too big, weight is big, the processing technology is complicated and economic nature is poor technical problem, the utility model provides a hybrid power system based on engine and bi-motor has made the improvement on traditional parallelly connected hybrid power device basis, arranges two motors at the jackshaft end of gearbox, through increasing the jackshaft end-to-end connection of two meshing gear sets with two motors and gearbox, processing technology is simple, and the adaptation box is extensive. Compared with the traditional P2 framework, the motor with smaller torque and power can be selected, the axial size of the power assembly is shortened, and the whole vehicle installation is convenient.
Description
Technical Field
The utility model relates to a hybrid power system based on engine and bi-motor.
Background
The hybrid electric vehicle integrates the advantages of a fuel oil vehicle and an electric vehicle, and is an energy-saving environment-friendly vehicle which has the most practical development significance and industrialization prospect at present.
Most of the traditional parallel hybrid power devices are based on a P2 architecture, namely, a motor is arranged between a clutch and a transmission, and the structure needs to select a motor with high power and high torque, so that the axial size of a power assembly is overlarge, the weight is large, and the development cost is high; the processing technology of a blind hole internal spline of a motor shaft connected with a main box shaft by the traditional P2 framework is complex, and the adaptability to box type is not wide enough; and the power source of the traditional power takeoff is mainly provided by an automobile engine, and the power takeoff power transmission path is longer, so that the power takeoff has higher oil consumption and poor economical efficiency.
SUMMERY OF THE UTILITY MODEL
In order to solve the traditional parallelly connected hybrid power device, its power assembly axial dimensions is too big, weight is big, the processing technology is complicated and economic nature is poor technical problem, the utility model provides a hybrid power system based on engine and bi-motor.
The technical scheme of the utility model is that:
the hybrid power system based on the engine and the double motors comprises the engine, a clutch, a gearbox and a motor module; it is characterized in that:
the gear set module is also included;
the engine, the clutch, the gearbox, the meshing gear set module and the motor module are sequentially connected;
the motor module comprises a first motor and a second motor; the meshing gear set module comprises a first meshing gear set and a second meshing gear set;
the power of the first motor is input into the gearbox through the first meshing gear set, and the power of the second motor is input into the gearbox through the second meshing gear set.
Further, the gearbox is an automatic single-box mechanical transmission.
Furthermore, the gearbox comprises a main box first shaft, a main box intermediate shaft A, a main box intermediate shaft B, a main box second shaft, a plurality of sliding sleeves and a flange plate;
the first main box shaft and the second main box shaft are coaxially arranged, external splines at the output end of the second main box shaft are meshed with internal splines at the input end of the flange plate, and the output end of the flange plate is the power output end of the whole hybrid power system;
the input end of the main box shaft is connected with the clutch, and the output end of the main box shaft is provided with a main box shaft tail end gear;
the main box intermediate shaft A and the main box intermediate shaft B are fixedly connected with a main box intermediate shaft transmission gear and a plurality of main box intermediate shaft gear gears;
a plurality of main box secondary shaft gear gears are arranged on the main box secondary shaft, and the main box secondary shaft gear gears can be combined with the main box secondary shaft through sliding sleeves;
a main box shaft tail end gear on a main box shaft is in a constant meshing state with a main box intermediate shaft transmission gear on a main box intermediate shaft A and a main box intermediate shaft B;
the gear gears of the main box intermediate shaft on the main box intermediate shaft A and the main box intermediate shaft B are in one-to-one correspondence and constant meshing with the gear gears of the main box secondary shaft on the main box secondary shaft;
the main box intermediate shaft A is connected with the output end of the first motor through a first meshing gear set, and the main box intermediate shaft B is connected with the output end of the second motor through a second meshing gear set.
Or the gearbox is an automatic main box and auxiliary box mechanical transmission.
Further, the gearbox comprises a main box first shaft, a main box intermediate shaft A, a main box intermediate shaft B, a main box second shaft, a plurality of sliding sleeves, an auxiliary box main shaft, an auxiliary box intermediate shaft A, an auxiliary box intermediate shaft B, a synchronizer and a flange plate;
the main box first shaft, the main box second shaft and the auxiliary box main shaft are coaxially arranged, an external spline at the output end of the auxiliary box main shaft is meshed with an internal spline at the input end of the flange plate, and the output end of the flange plate is the power output end of the whole hybrid power system;
the input end of the main box shaft is connected with the clutch, and the output end of the main box shaft is provided with a main box shaft tail end gear;
the main box intermediate shaft A and the main box intermediate shaft B are fixedly connected with a main box intermediate shaft transmission gear and a plurality of main box intermediate shaft gear gears;
a plurality of main box secondary shaft gear gears are arranged on the main box secondary shaft, and the main box secondary shaft gear gears can be combined with the main box secondary shaft through sliding sleeves; the output end of the main box secondary shaft is provided with a main box secondary shaft tail end gear;
an auxiliary box intermediate shaft transmission gear and a plurality of auxiliary box intermediate shaft gear gears are fixedly connected to the auxiliary box intermediate shaft A and the auxiliary box intermediate shaft B;
an auxiliary box main shaft gear is arranged on the auxiliary box main shaft and can be combined with the auxiliary box main shaft through a synchronizer;
a main box shaft tail end gear on a main box shaft is in a constant meshing state with a main box intermediate shaft transmission gear on a main box intermediate shaft A and a main box intermediate shaft B;
the gear gears of the main box intermediate shaft on the main box intermediate shaft A and the main box intermediate shaft B are in one-to-one correspondence and constant meshing with the gear gears of the main box secondary shaft on the main box secondary shaft;
the tail end gear of the main box secondary shaft on the main box secondary shaft is normally meshed with the transmission gear of the auxiliary box intermediate shaft on the auxiliary box intermediate shaft A and the auxiliary box intermediate shaft B;
the auxiliary box intermediate shaft gears on the auxiliary box intermediate shaft A and the auxiliary box intermediate shaft B are normally meshed with the auxiliary box main shaft gears on the auxiliary box main shaft;
the auxiliary box intermediate shaft A is connected with the output end of the first motor through a first meshing gear set, and the auxiliary box intermediate shaft B is connected with the output end of the second motor through a second meshing gear set.
Compared with the prior art, the utility model has the advantages of it is following:
1. the utility model discloses a hybrid power system adds the bi-motor at its intermediate shaft end based on traditional mechanical gearbox, compares with traditional P2 framework, and the axial dimensions of power assembly has been shortened to the motor of optional less moment of torsion and power, is convenient for put in order the car installation.
2. Because two low-power motors are adopted to replace one high-power motor of the traditional P2 framework, the cost can be saved.
3. In the traditional P2 framework, a motor is arranged between a gearbox and a clutch, and a motor shaft needs to be combined with a main box shaft, so that an internal spline needs to be processed in a blind hole at one end of the motor shaft, and the processing difficulty is high; and the utility model discloses a bi-motor structure only needs the two jackshafts of extension gearbox to be connected with the motor through meshing gear train at the jackshaft end, processing technology is simpler.
4. The utility model discloses a bi-motor system can match 4-16 grades of gearboxes, and the power assembly full moment of torsion covers can be realized to different motor lectotypes, matches more in a flexible way.
5. Can be through power coupling device (power coupling device is current unit) with the power takeoff with the utility model provides a first motor and/or second motor are connected, realize electric power takeoff, reduce oil consumption.
6. The utility model discloses a bi-motor framework, energy recuperation route is shorter when having the gearbox box of back auxiliary tank to carry out energy recuperation, can improve energy recuperation efficiency, and the main tank returns the neutral gear when energy recuperation, reduces solenoid valve operating time among the clutch actuating mechanism, improves the solenoid valve life-span.
7. The utility model discloses can combine the gear speed ratio of the moment of motor through the gearbox with the meshing gear train speed ratio, make the economic operation region of motor wider.
Drawings
Fig. 1 is a schematic diagram of a hybrid power system with a single-box structure according to the present invention.
Fig. 2 is a schematic diagram of a hybrid power system with a main box and an auxiliary box structure according to the present invention.
The transmission device comprises a transmission device, a clutch, a transmission device, a main box first shaft, a transmission device, a sliding sleeve, a transmission device and a transmission device, wherein the transmission device comprises 1, an engine, 2, a clutch, 3, a main box first shaft, 4, a sliding sleeve, 51, main box intermediate shafts A, 52, main box intermediate shafts B, 6, main box second shafts, 71, auxiliary box intermediate shafts A, 72, auxiliary box intermediate shafts B, 8, a synchronizer, 9, an auxiliary box main shaft, 10, a flange plate, 12, a first meshing gear set, 13, a second meshing gear set, 14, a first motor, 15, a second motor, 16, a main box first shaft tail end gear, 17.
Detailed Description
The utility model provides a hybrid power system has made the improvement on traditional parallelly connected hybrid power device basis, arranges two motors at the jackshaft end of gearbox, through increasing the jackshaft end-to-end connection of two meshing gear sets with two motors and gearbox, and processing technology is simple, and the adaptation box is extensive. The present invention will be described in further detail below with reference to the accompanying drawings by taking a transmission having a single-case structure and a transmission having a main-case structure and a sub-case structure as examples.
Example 1:
as shown in fig. 1, the hybrid system of the present embodiment is a single-case structure, and includes an engine 1, a clutch 2, a transmission, a meshing gear module, and a motor module, which are sequentially disposed. The meshing gear set module comprises a first meshing gear set 12 and a second meshing gear set 13; the motor module comprises a first motor 14 and a second motor 15; the power of the first electric machine 14 is input to the gearbox through the first intermeshing gear set 12 and the power of the second electric machine 15 is input to the gearbox through the second intermeshing gear set 13.
The engine 1, the first electric machine 14 and the second electric machine 15 constitute two power assemblies which can be switched or combined in different operation modes. The working modes of the engine 1, the first electric machine 14 and the second electric machine 15 include an electric only mode, an engine mode and a hybrid power mode, and the torque magnitude is controlled by a motor controller.
The gearbox is a traditional automatic single-box mechanical transmission and comprises a main box first shaft 3, a main box intermediate shaft A51, a main box intermediate shaft B52, a main box second shaft 6, a sliding sleeve 4 and a flange plate 10;
the primary box shaft 3 and the secondary box shaft 6 are coaxially arranged, external splines at the output end of the primary box shaft 6 are meshed with internal splines at the input end of the flange plate 10, and the output end of the flange plate 10 is the power output end of the whole hybrid power system;
the output end of the main box shaft 3 is provided with a main box shaft tail end gear 16;
the main box intermediate shaft A51 and the main box intermediate shaft B52 are fixedly connected with a main box intermediate shaft transmission gear 17 and a plurality of main box intermediate shaft gear gears 18;
a plurality of main box secondary shaft gear gears 19 are arranged on the main box secondary shaft 6, and the main box secondary shaft gear gears 19 can be combined with the main box secondary shaft 6 through a sliding sleeve 4;
a main box shaft tail end gear 16 on a main box shaft 3 is in a constant meshing state with a main box intermediate shaft transmission gear 17 on a main box intermediate shaft A51 and a main box intermediate shaft B52;
the main box intermediate shaft gear gears 18 on the main box intermediate shaft A51 and the main box intermediate shaft B52 are in a constant meshing state with the main box secondary shaft gear gears 19 on the main box secondary shaft 6 in a one-to-one correspondence manner;
the engine 1 transmits power to a main box shaft 3 through a clutch 2;
the first electric motor 14 is connected to a main box intermediate shaft a 51 via a first meshing gear set 12, and the second electric motor 15 is connected to a main box intermediate shaft B52 via a second meshing gear set 13.
The working mode of the embodiment:
(1) pure electric mode:
the clutch 2 is separated, the first motor 14 transmits power to the main box intermediate shaft A51 through the first meshing gear set 12, the second motor 15 transmits power to the main box intermediate shaft B52 through the second meshing gear set 13, the main box intermediate shaft gear 18 on the main box intermediate shaft A51 and the main box intermediate shaft B52 is normally meshed with the main box secondary shaft gear 19 on the main box secondary shaft 6, when the sliding sleeve 4 is connected with a certain gear, the main box intermediate shaft gear 18, the main box secondary shaft gear 19 and the sliding sleeve 4 transmit power to the main box secondary shaft 6, and then the main box secondary shaft 6 transmits the power to the flange plate 10 for power output.
(2) Engine mode:
the first motor 14 and the second motor 15 do not output power, the clutch 2 is combined, when the sliding sleeve 4 is engaged with a certain gear (non-neutral), the engine 1 sequentially transmits power to the main box first shaft 3, the main box double intermediate shafts (namely the main box intermediate shaft A51 and the main box intermediate shaft B52) and the main box second shaft 6, and finally, the power is output through the flange plate 10.
(3) Hybrid mode:
when the clutch 2 is engaged and the sliding sleeve 4 is engaged with a certain gear (non-neutral), the engine 1 transmits power to the first main box shaft 3, the double main box intermediate shafts (namely the main box intermediate shaft A51 and the main box intermediate shaft B52) and the second main box shaft 6 in sequence. The first motor 14 transmits power to the main box intermediate shaft a 51 through the first meshing gear set 12, the second motor 15 transmits power to the main box intermediate shaft B52 through the second meshing gear set 13, and the main box intermediate shaft a 51 and the main box intermediate shaft B52 transmit power to the main box secondary shaft 6. Finally, the power of the engine 1, the first motor 14 and the second motor 15 is transmitted to the flange plate 10 by the main box double shaft 6 to output power.
During braking of the vehicle, the first electric machine 14 and the second electric machine 15 act as generators to charge the electric machine battery.
Example 2:
as shown in fig. 2, the hybrid system of the main-auxiliary box structure in the present embodiment includes an engine 1, a clutch 2, a transmission, a meshing gear module, and a motor module, which are sequentially disposed. The meshing gear set module comprises a first meshing gear set 12 and a second meshing gear set 13; the motor module comprises a first motor 14 and a second motor 15; the power of the first electric machine 14 is input to the gearbox through the first intermeshing gear set 12 and the power of the second electric machine 15 is input to the gearbox through the second intermeshing gear set 13.
The engine 1, the first electric machine 14 and the second electric machine 15 constitute two power assemblies which can be switched or combined in different operation modes. The working modes of the engine 1, the first electric machine 14 and the second electric machine 15 include an electric only mode, an engine mode and a hybrid power mode, and the torque magnitude is controlled by a motor controller.
The gearbox is a traditional automatic main and auxiliary box mechanical transmission and comprises a main box first shaft 3, a main box intermediate shaft A51, a main box intermediate shaft B52, a main box second shaft 6, a plurality of sliding sleeves 4, an auxiliary box main shaft 9, an auxiliary box intermediate shaft A71, an auxiliary box intermediate shaft B72, a synchronizer 8 and a flange plate 10;
the main box primary shaft 3, the main box secondary shaft 6 and the auxiliary box main shaft 9 are coaxially arranged, an external spline at the output end of the auxiliary box main shaft 9 is meshed with an internal spline at the input end of a flange plate 10, and the output end of the flange plate 10 is the power output end of the whole hybrid power system;
the output end of the main box shaft 3 is provided with a main box shaft tail end gear 16;
the main box intermediate shaft A51 and the main box intermediate shaft B52 are fixedly connected with a main box intermediate shaft transmission gear 17 and a plurality of main box intermediate shaft gear gears 18;
a plurality of main box secondary shaft gear gears 19 are arranged on the main box secondary shaft 6, and the main box secondary shaft gear gears 19 can be combined with the main box secondary shaft 6 through a sliding sleeve 4; the output end of the main box secondary shaft 6 is provided with a main box secondary shaft tail end gear 20;
an auxiliary box intermediate shaft transmission gear 21 and an auxiliary box intermediate shaft gear 22 are fixedly connected to the auxiliary box intermediate shaft A71 and the auxiliary box intermediate shaft B72;
an auxiliary box main shaft gear 23 is arranged on the auxiliary box main shaft 9, and the auxiliary box main shaft gear 23 can be combined with the auxiliary box main shaft 9 through a synchronizer 8;
a main box shaft tail end gear 16 on a main box shaft 3 is in a constant meshing state with a main box intermediate shaft transmission gear 17 on a main box intermediate shaft A51 and a main box intermediate shaft B52;
the main box intermediate shaft gear gears 18 on the main box intermediate shaft A51 and the main box intermediate shaft B52 are in a constant meshing state with the main box secondary shaft gear gears 19 on the main box secondary shaft 6 in a one-to-one correspondence manner;
the tail end gear 20 of the main box secondary shaft on the main box secondary shaft 6 is constantly meshed with the auxiliary box intermediate shaft transmission gear 21 on the auxiliary box intermediate shaft A71 and the auxiliary box intermediate shaft B72;
auxiliary box intermediate shaft range gear 22 on auxiliary box intermediate shaft A71 and auxiliary box intermediate shaft B72 is constantly meshed with auxiliary box main shaft range gear 23 on auxiliary box main shaft 9;
the engine 1 transmits power to a main box shaft 3 through a clutch 2;
the first motor 14 is connected with an auxiliary box intermediate shaft A71 through a first meshing gear set 12, and the second motor 15 is connected with an auxiliary box intermediate shaft B72 through a second meshing gear set 13; the first motor 14 and the second motor 15 can directly drive the auxiliary box main shaft 9 to carry out power output.
The working mode of the embodiment:
(1) pure electric mode:
the clutch 2 is separated, or the sliding sleeve 4 is hung to a neutral gear, the first motor 14 transmits power to the auxiliary box intermediate shaft A71 through the first meshing gear set 12, the second motor 15 transmits power to the auxiliary box intermediate shaft B72 through the second meshing gear set 13, the auxiliary box intermediate shaft gear gears 22 on the auxiliary box intermediate shaft A71 and the auxiliary box intermediate shaft B72 are normally meshed with the auxiliary box gear gears 23, the auxiliary box gear gears 23 are combined with the auxiliary box main shaft 9 through the synchronizer 8, the power is transmitted to the auxiliary box main shaft 9, and then the auxiliary box main shaft 9 transmits the power to the flange plate 10 for power output.
(2) Engine mode:
when the sliding sleeve 4 is shifted to a certain gear (non-neutral), the engine 1 sequentially transmits power to the main box first shaft 3, the main box double intermediate shafts (namely, the main box intermediate shaft A51 and the main box intermediate shaft B52), the main box second shaft 6, the auxiliary box double intermediate shafts (namely, the auxiliary box intermediate shaft A71 and the auxiliary box intermediate shaft B72) and the auxiliary box main shaft 9, and finally the power is transmitted to the flange plate 10 by the auxiliary box main shaft 9 to be output.
(3) Hybrid mode:
when the clutch 2 is engaged and the sliding sleeve 4 is engaged with a certain gear (non-neutral), the engine 1 sequentially transmits power to the main box first shaft 3, the main box double intermediate shafts (namely, the main box intermediate shaft A51 and the main box intermediate shaft B52), the main box second shaft 6, the auxiliary box double intermediate shafts (namely, the auxiliary box intermediate shaft A71 and the auxiliary box intermediate shaft B72) and the auxiliary box main shaft 9. The first motor 14 transmits power to the sub-tank intermediate shaft a71 through the first meshing gear set 12, the second motor 15 transmits power to the sub-tank intermediate shaft B72 through the second meshing gear set 13, and the sub-tank intermediate shaft a71 and the sub-tank intermediate shaft B72 transmit power to the sub-tank main shaft 9 through the synchronizer 8. Finally, the power of the engine 1, the first motor 14 and the second motor 15 is transmitted to the flange plate 10 through the auxiliary box main shaft 9 to be output.
During braking of the vehicle, the first electric machine 14 and the second electric machine 15 act as generators to charge the electric machine battery.
Claims (5)
1. The hybrid power system based on the engine and the double motors comprises the engine (1), a clutch (2), a gearbox and a motor module; the method is characterized in that:
the gear set module is also included;
the engine (1), the clutch (2), the gearbox, the meshing gear set module and the motor module are sequentially connected;
the motor module comprises a first motor (14) and a second motor (15); the meshing gear set module comprises a first meshing gear set (12) and a second meshing gear set (13);
the power of a first motor (14) is input into the gearbox through the first meshing gear set (12), and the power of a second motor (15) is input into the gearbox through the second meshing gear set (13).
2. The engine and dual motor based hybrid powertrain system of claim 1, wherein: the gearbox is an automatic single-box mechanical transmission.
3. The engine and dual motor based hybrid powertrain system of claim 2, wherein: the gearbox comprises a main box first shaft (3), a main box intermediate shaft A (51), a main box intermediate shaft B (52), a main box second shaft (6), a plurality of sliding sleeves (4) and a flange plate (10);
the main box first shaft (3) and the main box second shaft (6) are coaxially arranged, external splines at the output end of the main box second shaft (6) are meshed with internal splines at the input end of the flange plate (10), and the output end of the flange plate (10) is the power output end of the whole hybrid power system;
the input end of the main box shaft (3) is connected with the clutch (2), and the output end is provided with a main box shaft tail end gear (16);
a main box intermediate shaft transmission gear (17) and a plurality of main box intermediate shaft gear gears (18) are fixedly connected to the main box intermediate shaft A (51) and the main box intermediate shaft B (52);
a plurality of main box secondary shaft gears (19) are arranged on the main box secondary shaft (6), and the main box secondary shaft gears (19) can be combined with the main box secondary shaft (6) through a sliding sleeve (4);
a main box first shaft tail end gear (16) on a main box first shaft (3) is in a constant meshing state with a main box intermediate shaft transmission gear (17) on a main box intermediate shaft A (51) and a main box intermediate shaft B (52);
the gear gears (18) of the main box intermediate shaft on the main box intermediate shaft A (51) and the main box intermediate shaft B (52) are in one-to-one correspondence constant meshing with the gear gears (19) of the main box secondary shaft on the main box secondary shaft (6);
the main box intermediate shaft A (51) is connected with the output end of the first motor (14) through a first meshing gear set (12), and the main box intermediate shaft B (52) is connected with the output end of the second motor (15) through a second meshing gear set (13).
4. The engine and dual motor based hybrid powertrain system of claim 2, wherein: the gearbox is an automatic main box and auxiliary box mechanical transmission.
5. The engine and dual motor based hybrid powertrain system of claim 4, wherein: the gearbox comprises a main box first shaft (3), a main box intermediate shaft A (51), a main box intermediate shaft B (52), a main box second shaft (6), a plurality of sliding sleeves (4), an auxiliary box main shaft (9), an auxiliary box intermediate shaft A (71), an auxiliary box intermediate shaft B (72), a synchronizer (8) and a flange plate (10);
the main box first shaft (3), the main box second shaft (6) and the auxiliary box main shaft (9) are coaxially arranged, an external spline at the output end of the auxiliary box main shaft (9) is meshed with an internal spline at the input end of the flange plate (10), and the output end of the flange plate (10) is the power output end of the whole hybrid power system;
the input end of the main box shaft (3) is connected with the clutch (2), and the output end is provided with a main box shaft tail end gear (16);
a main box intermediate shaft transmission gear (17) and a plurality of main box intermediate shaft gear gears (18) are fixedly connected to the main box intermediate shaft A (51) and the main box intermediate shaft B (52);
a plurality of main box secondary shaft gears (19) are arranged on the main box secondary shaft (6), and the main box secondary shaft gears (19) can be combined with the main box secondary shaft (6) through a sliding sleeve (4); the output end of the main box secondary shaft (6) is provided with a main box secondary shaft tail end gear (20);
an auxiliary box intermediate shaft transmission gear (21) and an auxiliary box intermediate shaft gear (22) are fixedly connected to the auxiliary box intermediate shaft A (71) and the auxiliary box intermediate shaft B (72);
an auxiliary box main shaft gear (23) is arranged on the auxiliary box main shaft (9), and the auxiliary box main shaft gear (23) can be combined with the auxiliary box main shaft (9) through a synchronizer (8);
a main box first shaft tail end gear (16) on a main box first shaft (3) is in a constant meshing state with a main box intermediate shaft transmission gear (17) on a main box intermediate shaft A (51) and a main box intermediate shaft B (52);
the gear gears (18) of the main box intermediate shaft on the main box intermediate shaft A (51) and the main box intermediate shaft B (52) are in one-to-one correspondence constant meshing with the gear gears (19) of the main box secondary shaft on the main box secondary shaft (6);
a main box secondary shaft tail end gear (20) on a main box secondary shaft (6) is normally meshed with an auxiliary box intermediate shaft transmission gear (21) on an auxiliary box intermediate shaft A (71) and an auxiliary box intermediate shaft B (72);
an auxiliary box intermediate shaft gear (22) on an auxiliary box intermediate shaft A (71) and an auxiliary box intermediate shaft B (72) is normally meshed with an auxiliary box main shaft gear (23) on an auxiliary box main shaft (9);
the auxiliary box intermediate shaft A (71) is connected with the output end of the first motor (14) through a first meshing gear set (12), and the auxiliary box intermediate shaft B (72) is connected with the output end of the second motor (15) through a second meshing gear set (13).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922350852.4U CN211519238U (en) | 2019-12-24 | 2019-12-24 | Hybrid power system based on engine and double motors |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922350852.4U CN211519238U (en) | 2019-12-24 | 2019-12-24 | Hybrid power system based on engine and double motors |
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| Publication Number | Publication Date |
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| CN211519238U true CN211519238U (en) | 2020-09-18 |
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| CN201922350852.4U Active CN211519238U (en) | 2019-12-24 | 2019-12-24 | Hybrid power system based on engine and double motors |
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