CN213948119U

CN213948119U - Dual-motor hybrid power driving device and vehicle

Info

Publication number: CN213948119U
Application number: CN202022873970.6U
Authority: CN
Inventors: 王有刚; 巩菊红; 王开文; 景云勇; 孙艳; 谭艳军; 林霄喆; 肖逸阁; 王瑞平; 安聪慧
Original assignee: Yiwu Geely Automatic Transmission Co ltd; Zhejiang Geely Holding Group Co Ltd; Ningbo Geely Royal Engine Components Co Ltd; Zhejiang Geely Power Train Co Ltd
Current assignee: Yiwu Geely Automatic Transmission Co ltd; Zhejiang Geely Holding Group Co Ltd; Ningbo Geely Royal Engine Components Co Ltd; Zhejiang Geely Power Train Co Ltd
Priority date: 2020-12-04
Filing date: 2020-12-04
Publication date: 2021-08-13
Anticipated expiration: 2030-12-04

Abstract

The utility model provides a bi-motor hybrid drive arrangement and vehicle belongs to the hybrid vehicle field. The driving device comprises an engine, a P1 motor, a P3 motor and a speed reducer, wherein the speed reducer comprises: the input shaft of the speed reducer is connected with the output shaft of the engine; the first gear is arranged on the input shaft of the speed reducer and is used for receiving the driving force of the P1 motor; the second gear is arranged on the input shaft of the speed reducer; the disengaging coupling device is arranged at the input shaft of the speed reducer and is used for controlling whether the power of the engine and the P1 motor is transmitted to the second gear or not; a reducer output shaft; the third gear is arranged on the output shaft of the speed reducer and is meshed with the second gear; the fourth gear is arranged on the output shaft of the speed reducer and is used for receiving the driving force of the P3 motor; and the main reducing gear is arranged on the output shaft of the speed reducer and is meshed with the differential gear. The utility model discloses a bi-motor hybrid drive arrangement and vehicle can improve the fuel economy of vehicle, and the whole car of being convenient for is carried on.

Description

Dual-motor hybrid power driving device and vehicle

Technical Field

The utility model relates to a hybrid vehicle field especially relates to a bi-motor hybrid drive arrangement and vehicle.

Background

A hybrid electric vehicle is a vehicle that uses multiple energy sources, typically a conventional engine (ICE) using liquid fuel and an electric motor driven vehicle using electric energy. Hybrid vehicles may operate in a variety of drive modes, however, have limited battery capacity and rely primarily on engine combustion to provide power. Most current hybrid architectures assume the P2 hybrid mode, i.e., the electric motor is placed on the input shaft of the transmission.

The hybrid transmission system is mainly based on the current mature double-clutch transmission technology and the motor control technology, can enable a driving motor and an engine to work in a high-efficiency area for a long time by shifting gears, improves the working efficiency, increases the vehicle dynamic property, improves the vehicle fuel economy, keeps the driving pleasure of the traditional vehicle, but has the defects that the development and manufacturing cost of the hybrid system is high, the technical difficulty is high, the mass is large, the volume is large, the carrying is inconvenient, the motor cannot charge a battery when the engine is driven, and the like.

SUMMERY OF THE UTILITY MODEL

The utility model discloses an object of first aspect provides a bi-motor hybrid drive arrangement, can improve the fuel economy of vehicle.

The utility model discloses a another is convenient for carry on by whole car.

The utility model discloses an object of the second aspect is to provide a vehicle including above-mentioned bi-motor hybrid drive arrangement can effectively improve fuel economy.

Particularly, the utility model provides a two motor hybrid drive, including engine, P1 motor, P3 motor and reduction gear, the reduction gear includes:

the input shaft of the speed reducer is connected with the output shaft of the engine;

the first gear is arranged on the input shaft of the speed reducer and is used for receiving the driving force of the P1 motor;

the second gear is arranged on the input shaft of the speed reducer;

a disengagement coupling device provided at the input shaft of the decelerator for controlling whether or not the power of the engine and the P1 motor is transmitted to the second gear;

a reducer output shaft;

the third gear is arranged on the output shaft of the speed reducer and is meshed with the second gear;

the fourth gear is arranged on the output shaft of the speed reducer and is used for receiving the driving force of the P3 motor;

and the main reducing gear is arranged on the output shaft of the speed reducer, is meshed with a differential gear of a vehicle and is used for transmitting power to the differential.

Optionally, the output shaft of the P1 motor and the output shaft of the P3 motor are both parallel to the reducer input shaft.

Optionally, the P1 motor and the P3 motor are located on two diametrically opposite sides of the reducer output shaft, respectively.

Optionally, a first motor output gear meshed with the first gear is arranged on an output shaft of the P1 motor;

and a second motor output gear meshed with the fourth gear is arranged on an output shaft of the P3 motor.

Optionally, the P1 motor and the P3 motor are both disposed within a reducer housing.

Optionally, the disengaging and engaging device is a synchronizer disposed on the input shaft of the speed reducer, and the synchronizer is used for controlling the engagement and disengagement of the second gear and the input shaft of the speed reducer.

Optionally, the disengaging and engaging device is a clutch disposed on the input shaft of the speed reducer and located between the first gear and the second gear.

Optionally, a torsional damper is provided between the retarder input shaft and the engine output shaft.

In particular, the utility model discloses still provide a vehicle, including differential mechanism and the two-motor hybrid drive arrangement of any one of the aforesaid.

The utility model discloses a set up the P1 motor between engine and combination disengaging gear, P3 motor with power direct input to reduction gear output shaft department, use P1 motor and P3 motor adjusting torque, rotational speed for the engine can be operated at high-efficient interval for a long time, thereby reduces whole car oil consumption, can satisfy the dynamic property and the economic nature requirement of vehicle.

Furthermore, the power of the P1 motor and the power of the P3 motor are adjusted to flexibly adapt to the batteries of the whole vehicle with different capacities, so that the PHEV and the HEV are compatible. For the vehicle type sensitive to the whole vehicle cost, the system cost can be optimized by reducing the battery capacity, the motor power and the current of the motor controller.

Further, the two power sources of the engine and the P1 motor can be controlled to be disconnected from the second gear by combining a disconnecting device, so that the power of the engine is transmitted to the P1 motor but not to the differential, the P1 motor generates electricity, the idle charging is realized, and the storage battery is charged by utilizing the optimal working efficiency stage of the engine.

Furthermore, the output shaft of the P1 motor and the output shaft of the P3 motor are both parallel to the input shaft of the speed reducer, so that the axial size of the whole device can be effectively reduced, and the requirements of A/B platform (namely, A-class vehicle/B-class vehicle in a passenger vehicle) vehicle carrying arrangement can be met.

The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.

Drawings

Some specific embodiments of the present invention will be described in detail hereinafter, by way of illustration and not by way of limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:

fig. 1 is a schematic structural view of a dual-motor hybrid drive device according to an embodiment of the present invention;

fig. 2 is a schematic structural diagram of a dual-motor hybrid driving apparatus according to another embodiment of the present invention.

Detailed Description

Fig. 1 is a schematic structural diagram of a dual-motor hybrid driving apparatus according to an embodiment of the present invention. As shown in fig. 1, in one embodiment, the dual motor hybrid drive includes an engine 100, a P1 motor 106, a P3 motor 107, and a speed reducer. The reducer includes a reducer input shaft 207, a first gear 105, a second gear 206, a disengagement device 201, a reducer output shaft 205, a third gear 202, a fourth gear 108, and a final reduction gear 204. The reducer input shaft 207 is connected to the output shaft 101 of the engine. A first gear 105 and a second gear 206 are both arranged on the reducer input shaft 207, and the first gear 105 is used for receiving the driving force of the P1 motor 106. And a disengagement device 201 disposed at the reducer input shaft 207 for controlling whether the power of the engine 100 and the P1 motor 106 is transmitted to the second gear 206. The third gear 202, the fourth gear 108 and the final reduction gear 204 are all disposed on the reducer output shaft 205. The third gear 202 meshes with said second gear 206. The fourth gear 108 is used for receiving the driving force of the P3 motor 107, and the P3 motor 107 can drive the reducer output shaft 205 to rotate, so that the vehicle can be driven independently. The main reduction gear 204 meshes with a differential gear of the vehicle for transmitting power to the differential 203. And then transmitted by the differential 203 to the half shafts and wheel portions of the vehicle.

Aiming at the problem that most of the electric motors of the existing double-clutch hybrid transmission can not drive all gears and can not meet the requirements of power performance and economy, the P1 motor 106 is arranged between the engine 100 and the combined disengaging gear, the P3 motor 107 directly inputs power to the output shaft 205 of the speed reducer, and the P1 motor 106 and the P3 motor 107 are used for adjusting torque and rotating speed, so that the engine 100 can run in a high-efficiency interval for a long time, and the oil consumption of the whole vehicle is reduced. For example, the P1 motor 106 efficiently matches the engine 100 by adjusting the speed ratio so that the engine 100 is always in an efficient operating region. The P3 motor 107 is selected as a high-speed motor, and the requirements of the dynamic property and the economical efficiency of the vehicle can be met through reasonable speed ratio matching.

Further, the power of the P1 motor 106 and the power of the P3 motor 107 are adjusted to flexibly adapt to the batteries of the whole vehicles with different capacities, so that the hybrid electric vehicle is compatible with PHEV and HEV. For the vehicle type sensitive to the whole vehicle cost, the system cost can be optimized by reducing the battery capacity, the motor power and the current of the motor controller.

Further, the two power sources of the engine 100 and the P1 motor 106 can be controlled to be disconnected from the second gear 206 by combining the disconnecting device, so that the power of the engine 100 is transmitted to the P1 motor 106 but not to the differential 203, the P1 motor 106 generates power, the idle charging is realized, and the storage battery is charged by utilizing the optimal working efficiency stage of the engine 100.

In another embodiment, as can be seen in fig. 1, the output shaft 103 of the P1 motor and the output shaft 200 of the P3 motor are both parallel to the reducer input shaft 207.

In this embodiment, the P1 motor 106 and the P3 motor 107 are arranged in parallel with the input shaft 207 of the speed reducer, so that the axial size of the whole device can be effectively reduced, and the requirements of the vehicle carrying arrangement of an a/B platform (i.e. an a-class vehicle/a B-class vehicle in a passenger vehicle) can be met.

In a further embodiment, the P1 motor 106 and the P3 motor 107 are located on diametrically opposite sides of the reducer output shaft 205.

In the embodiment, the P1 motor 106 and the P3 motor 107 are oppositely arranged on the opposite sides of the reducer output shaft 205, so that the weight distribution is more uniform, and the whole structure is more stable.

In one embodiment, a first motor output gear 104 meshed with the first gear 105 is arranged on the output shaft 103 of the P1 motor, and a second motor output gear 109 meshed with the fourth gear 108 is arranged on the output shaft 200 of the P3 motor, so that power output of the P1 motor 106 and the P3 motor 107 is realized.

In another embodiment, the P1 motor 106 and the P3 motor 107 are both disposed within a reducer housing.

The P1 motor 106 and the P3 motor 107 can be arranged in the reducer shell, so that the high integration and the compact arrangement of the whole device are realized. The position and connection of the P1 motor 106 and the P3 motor 107 themselves also provide the possibility of their inclusion within the reducer housing.

As shown in fig. 1, in one embodiment, the disengagement device 201 is a synchronizer disposed on the reducer input shaft 207 for controlling engagement and disengagement of the second gear 206 with and from the reducer input shaft 207.

Fig. 2 is a schematic structural diagram of a dual-motor hybrid driving apparatus according to another embodiment of the present invention. In another embodiment, as shown in fig. 2, the disengagement device 201 is a clutch disposed on the input shaft 207 of the speed reducer and between the first gear 105 and the second gear 206.

The provision of the disengagement coupling 201 as a clutch or synchronizer enables power interruption, i.e., whether or not the power of the engine 100 and the P1 motor 106 is output to the reducer output shaft 205.

In some embodiments of the present invention, a torsional damper 102 is provided between the reducer input shaft 207 and the engine output shaft 101.

Torsional damper 102 may reduce torsional stiffness of the engine 100 crankshaft to driveline interface, thereby reducing driveline torsional natural frequencies; the torsional damping of the transmission system is increased, the corresponding amplitude of torsional resonance is inhibited, and transient torsional vibration generated by impact is attenuated; controlling torsional vibration of a clutch and a transmission shafting when the power transmission assembly idles, and eliminating idle speed noise of the transmission and torsional vibration and noise of a main speed reducer and the transmission; the torsional impact load of the transmission system under the unstable working condition is alleviated, and the engagement smoothness of the clutch is improved.

As shown in table 1, the dual-motor hybrid driving apparatus in the embodiment shown in fig. 1 or 2 can realize 6 operation modes: the method comprises the steps of idle charging, pure electric driving, series driving, parallel driving, direct driving of the engine 100 and braking energy recovery. In table 1, "√" denotes open, "×" denotes closed, the disengagement means 201 is open to denote engagement, and the disengagement means 201 is closed to denote disengagement.

TABLE 1

Principle of driving

Idle charging

Pure electric drive

Series drive

Parallel drive

Engine drive

Braking energy recovery

ICE engine

√

/

√

×

P1 motor

√

/

√

√/×

×

P3 motor

/

√

×

√

Disengaging device

×

√

×

The power performance of the dual-motor hybrid special transmission with the speed of 1 is equivalent to that of a traditional hybrid 7-speed dual clutch, and the dual-motor hybrid special transmission is more compact in structure, light in weight, small in size and beneficial to carrying of a whole vehicle. The transfer efficiency has the obvious advantage that the engine 100 can be operated more accurately in the power range, achieving ultra-low energy consumption. The cost advantage is obvious.

The utility model also provides a vehicle, including differential 203 and the two motor hybrid drive of above-mentioned arbitrary item. The differential 203 is used to transmit power to the half shafts and wheels of the vehicle, and the structure and transmission principle of the differential are well known in the art and will not be described herein.

Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been shown and described in detail herein, many other variations and modifications can be made, consistent with the principles of the invention, which are directly determined or derived from the disclosure herein, without departing from the spirit and scope of the invention. Accordingly, the scope of the present invention should be understood and interpreted to cover all such other variations or modifications.

Claims

1. A dual-motor hybrid drive device, comprising an engine, a P1 motor, a P3 motor, and a speed reducer, the speed reducer comprising:

the second gear is arranged on the input shaft of the speed reducer;

a reducer output shaft;

2. The two-motor hybrid drive device according to claim 1,

the output shaft of the P1 motor and the output shaft of the P3 motor are both parallel to the input shaft of the reducer.

3. The two-motor hybrid drive device according to claim 2,

the P1 motor and the P3 motor are respectively positioned on two opposite sides of the output shaft of the speed reducer in the radial direction.

4. The dual-motor hybrid driving device according to any one of claims 1 to 3,

a first motor output gear meshed with the first gear is arranged on an output shaft of the P1 motor;

5. The dual-motor hybrid driving apparatus according to claim 4,

the P1 motor and the P3 motor are both arranged in a reducer shell.

6. The two-motor hybrid driving device according to claim 5,

the disengaging and engaging device is a synchronizer arranged on the input shaft of the speed reducer and used for controlling the engagement and the disengagement of the second gear and the input shaft of the speed reducer.

7. The dual-motor hybrid driving device according to claim 6,

the disengaging and engaging device is a clutch which is arranged on the input shaft of the speed reducer and is positioned between the first gear and the second gear.

8. The dual-motor hybrid driving device according to any one of claims 1 to 3,

and a torsional damper is arranged between the input shaft of the speed reducer and the output shaft of the engine.

9. A vehicle characterized by comprising a differential and the two-motor hybrid drive device of any one of claims 1 to 8.