CN215590475U - Electromechanical coupling transmission device and automobile - Google Patents
Electromechanical coupling transmission device and automobile Download PDFInfo
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- CN215590475U CN215590475U CN202121528360.0U CN202121528360U CN215590475U CN 215590475 U CN215590475 U CN 215590475U CN 202121528360 U CN202121528360 U CN 202121528360U CN 215590475 U CN215590475 U CN 215590475U
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Abstract
The utility model relates to the technical field of automobiles and discloses an electromechanical coupling transmission device and an automobile, wherein the electromechanical coupling transmission device comprises an engine, a first motor device, a first clutch device, a first power transmission device, a differential, a second motor device and a second power transmission device, wherein the engine is connected with the first motor device; one end of a first clutch device is connected with a first motor device, the other end of the first clutch device is connected with the first power transmission device, and the first clutch device is arranged in the first motor device; the second motor device is connected with the second power transmission device; the first power transmission device and the second power transmission device are both connected with the differential. According to the utility model, the first clutch device is arranged in the first motor device, so that the integrated design of the first clutch device and the first motor device is realized, the overall size of the electromechanical coupling transmission device is reduced, and the structure of the electromechanical coupling transmission device is more compact.
Description
Technical Field
The utility model relates to the technical field of automobiles, in particular to an electromechanical coupling transmission device and an automobile.
Background
With the increasing demand of environmental protection and national energy strategy for reducing petroleum import, the development of environment-friendly and energy-saving automobiles becomes the development direction of the automobile industry. In energy-saving automobiles and new energy automobiles, the technical bottlenecks of long charging time and short endurance mileage in winter of pure electric automobiles are not broken through yet; the cost of the hydrogen fuel cell vehicle is high, and the construction of the hydrogenation infrastructure needs time. The hybrid electric vehicle can realize energy conservation and emission reduction even by utilizing the existing energy charging facility, and is a relatively realistic and feasible solution at present, so the hybrid electric vehicle is a heat generation point at present.
The hybrid vehicle type realizes energy conservation, needs to have multiple working modes and is switched to the working mode with the best economy according to the actual conditions such as vehicle speed and the torque demand of the whole vehicle. Therefore, for the purpose of energy saving, it is necessary to design a transmission for a vehicle having a plurality of operation modes. However, the transmissions currently available in multiple operating modes are relatively large in size, which is detrimental to their arrangement in a vehicle; the weight is heavier, which is not beneficial to light weight; and the cost is high, so that the method is difficult to popularize and apply in practice.
SUMMERY OF THE UTILITY MODEL
In view of the above problems, an object of the present invention is to provide an electromechanical coupling transmission device and an automobile, so as to solve the problems of large size, heavy weight and high cost of the conventional transmission device.
In order to achieve the purpose, the utility model adopts the following technical scheme:
one aspect of the utility model provides an electromechanical coupling transmission device, which comprises an engine, a first motor device, a first clutch device, a first power transmission device, a differential, a second motor device and a second power transmission device, wherein the engine is connected with the first motor device; one end of the first clutch device is connected with the first motor device, the other end of the first clutch device is connected with the first power transmission device, and the first clutch device is arranged in the first motor device; the second motor device is connected with the second power transmission device; the first power transmission device and the second power transmission device are both connected with the differential.
Preferably, the first clutch device is located in a rotor of the first electric machine device, and the first clutch device is connected with the rotor.
Preferably, the first power transmission device comprises a first power transmission unit, a second power transmission unit, a third power transmission unit and a synchronizer, the first power transmission unit and the second power transmission unit are both connected with the first clutch device, and the synchronizer is slidably arranged between the first power transmission unit and the second power transmission unit so as to enable the first power transmission unit or the second power transmission unit to be in power transmission connection with the third power transmission unit; the third power transmission unit is connected with the differential.
Preferably, the first power transmission device further comprises a first coupling shaft, one end of the first coupling shaft is connected with the first clutch device, and the first power transmission unit and the second power transmission unit are both mounted on the first coupling shaft.
Preferably, the first power transmission device further includes a first intermediate shaft, one end of the first intermediate shaft is connected to the third power transmission unit, and the other end of the first intermediate shaft passes through the second power transmission unit, a synchronizer and the second power transmission unit in this order, and the synchronizer is slidably mounted on the first intermediate shaft.
Preferably, the first power transmission unit, the second power transmission unit and the third power transmission unit are all gear sets.
Preferably, the second power transmission device includes a fourth power transmission unit, a second intermediate shaft, and a fifth power transmission unit, the fourth power transmission unit is connected to the second motor device, the fourth power transmission unit is connected to the fifth power transmission unit via the second intermediate shaft, and the fifth power transmission unit is connected to the differential.
Preferably, the fourth power transmission unit and the fifth power transmission unit are both gear sets.
Preferably, the electromechanical coupling transmission device further comprises a second clutch device, one end of the second clutch device is connected with the second motor device, and the other end of the second clutch device is connected with the second power transmission device.
Another aspect of the utility model is to provide an automobile comprising a body and a chassis, the chassis having mounted thereon an electro-mechanical coupling transmission as described above.
Compared with the prior art, the electromechanical coupling transmission device and the automobile provided by the embodiment of the utility model have the beneficial effects that:
according to the electromechanical coupling transmission device provided by the embodiment of the utility model, the first clutch device is arranged in the first motor device, so that the integrated design of the first clutch device and the first motor device is realized, the overall size of the electromechanical coupling transmission device is reduced, the structure of the electromechanical coupling transmission device is more compact, the electromechanical coupling transmission device is convenient to arrange in a vehicle on one hand, and is beneficial to light weight and cost reduction on the other hand, and the electromechanical coupling transmission device is convenient to popularize and apply in practice.
Drawings
FIG. 1 is a schematic structural diagram of an electro-mechanically coupled transmission according to a first embodiment of the present invention;
FIG. 2 is a schematic structural diagram of an electro-mechanically coupled transmission according to a second embodiment of the present invention;
in the figure, 1, an engine; 2. a first motor device; 3. a second motor device; 4. a rotor; 5. a stator; 6. a transmission housing; 7. a first clutch device; 8: a second coupling shaft; 9. an eighth gear; 10. a ninth gear; 11. a first gear; 12. a second gear; 13. a third gear; 14. a fourth gear; 15. an input shaft; 16. a first coupling shaft; 17. a synchronizer; 18. a first intermediate shaft; 19. a fifth gear; 20. a sixth gear; 21. a differential mechanism; 22. a seventh gear; 23. a second intermediate shaft; 24. and a second clutch device.
Detailed Description
The following detailed description of embodiments of the present invention is provided in connection with the accompanying drawings and examples. The following examples are intended to illustrate the utility model but are not intended to limit the scope of the utility model.
First embodiment
As shown in fig. 1, an electromechanical coupling transmission device according to an embodiment of the present invention includes an engine 1, a first motor device 2, a first clutch device 7, a first power transmission device, a differential 21, a second motor device 3, and a second power transmission device, where the engine 1 is connected to the first motor device 2; the first motor device 2 is arranged between the engine 1 and the first power transmission device, the first clutch device 7 is arranged in the first motor device 2, one end of the first clutch device 7 is connected with the first motor device 2, and the other end of the first clutch device 7 is connected with the first power transmission device; the second motor device 3 is connected with the second power transmission device; the first power transmission device and the second power transmission device are both connected to the differential 21. The engine 1 is connected to the second motor device 3, specifically to a rotor of the second motor device 3, through the input shaft 15, so as to transmit the power of the engine 1 to the second motor device 3, and the second motor device 3 can be charged while the rotor is driven to rotate. The power input from the input shaft 15 is transmitted to the differential 21 via the first power transmission device. And is output to the outside through a differential 21. The power output from the second motor device 3 is transmitted to the differential 21 via the second power transmission device, and is output to the outside via the differential 21.
This embodiment has realized the design of integrating of first clutch 7 and first motor device 2 through placing first clutch 7 in first motor device 2 in, has reduced electromechanical coupling transmission's overall dimension for its structure is compacter, and on the one hand, its arranging in the vehicle of being convenient for, on the other hand is favorable to the lightweight, reduce cost, thereby is convenient for it and popularizes and applies in the reality.
The first electric machine device 2 is arranged in a gearbox, the first electric machine device 2 comprises a rotor 4 and a stator 5 arranged outside the rotor 4, wherein the stator 5 is fixed with a gearbox housing 6. Preferably, the first clutch device 7 is located in the rotor of the first motor device 2, and the first clutch device 7 is connected with the rotor, so that the first clutch device 7 can rotate synchronously with the rotor to transmit power to the first power transmission device. Preferably, the first clutch device 7 is a clutch.
In this embodiment, the first power transmission device includes a first power transmission unit, a second power transmission unit, a third power transmission unit and a synchronizer 17, the first power transmission unit and the second power transmission unit are both connected with the first clutch device 7, and the synchronizer 17 is slidably disposed between the first power transmission unit and the second power transmission unit so as to enable the first power transmission unit or the second power transmission unit to be in power transmission connection with the third power transmission unit; the third power transmission unit is connected to the differential 21. Both the first power transmission unit and the second power transmission unit can receive the power transmitted by the first clutch device 7, and the power transmitted from the first power transmission unit or the second power transmission unit to the third power transmission unit is determined by the synchronizer 17. In practical application, according to the actual running requirement of the vehicle, the gear shifting requirement can be met by using the synchronizer 17, and the economical efficiency of the vehicle is improved under the condition that the stable running of the vehicle is ensured. When the synchronizer 17 slides to connect the first power transmission unit and the third power transmission unit, the power transmitted by the first clutch device 7 is transmitted to the third power transmission unit through the first power transmission unit, and then is transmitted to the differential 21 through the third power transmission unit; when the synchronizer 17 slides so that the second power transmission unit is connected to the third power transmission unit, the power transmitted by the first clutch device 7 is transmitted to the third power transmission unit through the second power transmission unit, and then transmitted to the differential 21 through the third power transmission unit.
Further, in this embodiment, the first power transmission device further includes a first coupling shaft 16, one end of the first coupling shaft 16 is connected to the first clutch device 7, and the first power transmission unit and the second power transmission unit are both mounted on the first coupling shaft 16, so that the first power transmission unit and the second power transmission unit are both connected to the first clutch device 7. Preferably, the first power transmission unit and the second power transmission unit are connected to the same first coupling shaft 16.
Further, in this embodiment, the first power transmission device further includes a first intermediate shaft 18, one end of the first intermediate shaft 18 is connected to the third power transmission unit, the other end of the first intermediate shaft 18 sequentially passes through the second power transmission unit, the synchronizer 17 and the second power transmission unit, the synchronizer 17 is slidably mounted on the first intermediate shaft 18, and the synchronizer 17 slides on the first intermediate shaft 18 to connect the synchronizer 17 with the first power transmission unit or the second power transmission unit. As shown in fig. 1, when the synchronizer 17 slides to the left, it can be connected with the first power transmission unit, so as to connect the first power transmission unit with the third power transmission unit; when the synchronizer 17 slides to the right, the second power transmission unit can be connected, and the second power transmission unit and the third power transmission unit are connected. The first power transmission unit or the second power transmission unit and the third power transmission unit transmit power through the first intermediate shaft 18.
In this embodiment, the first power transmission unit, the second power transmission unit and the third power transmission unit are all gear sets, a sixth gear 20 is arranged on the differential 21, and the gear sets of the first power transmission unit and the second power transmission unit are all in meshed transmission connection with the sixth gear 20. Specifically, the first power transmission unit includes a first gear 11 and a third gear 13 that mesh with each other; the second power transmission unit includes a second gear 12 and a fourth gear 14 that mesh with each other; the third power transmission unit includes a fifth gear 19, a differential 21 is mounted with a sixth gear 20, and the fifth gear 19 is mounted in mesh with the sixth gear 20. The first gear 11 and the second gear 12 are both mounted on a first connecting shaft 16, the fifth gear 19 is mounted on a first intermediate shaft 18, the sixth gear 20 is connected with a differential 21, and the first intermediate shaft 18 sequentially passes through the fourth gear 14, the synchronizer 17 and the third gear 13. When the synchronizer 17 slides leftward to be connected with the third gear 13, the torque of the input shaft 15 is output to the differential 21 through the first connecting shaft 16, the first gear 11, the third gear 13, the first intermediate shaft 18, and the fifth gear 19; when the synchronizer 17 slides to the right to be connected with the fourth gear 14, the torque of the input shaft 15 is output to the differential 21 through the first connecting shaft 16, the second gear 12, the fourth gear 14, the first intermediate shaft 18, the fifth gear 19, and the sixth gear 20.
In the present embodiment, the second power transmission device includes a fourth power transmission unit, a second intermediate shaft 23, and a fifth power transmission unit, the fourth power transmission unit is connected to the second motor device 3, the fourth power transmission unit is connected to the fifth power transmission unit through the second intermediate shaft 23, and the fifth power transmission unit is connected to the differential 21. The power of the second motor device 3 is transmitted to the differential 21 through the fourth power transmission unit, the second intermediate shaft 23, and the fifth power transmission unit in this order.
Further, the fourth power transmission unit and the fifth power transmission unit are both gear sets. Specifically, the fourth power transmission unit includes the eighth gear 9 and the ninth gear 10 that mesh with each other, and the fifth power transmission unit includes the seventh gear 22. The eighth gear 9 is connected to the second motor device 3 through the second connecting shaft 8, the ninth gear 10 and the seventh gear 22 are both mounted on the second intermediate shaft 23, and the seventh gear 22 is engaged with the sixth gear 20 of the differential 21. The power output by the second motor device 3 is output to the differential 21 through the second connecting shaft 8, the eighth gear 9, the ninth gear 10, the second intermediate shaft 23, the seventh gear 22 and the sixth gear 20.
The electromechanical coupling transmission device of the present embodiment can realize a pure electric mode, a series hybrid mode, and a parallel hybrid mode of two gears, as shown in table 1 below.
TABLE 1
| Mode of operation | Engine | First clutch device | Synchronizer |
| Electric only mode | Not working | Separation of | / |
| Series hybrid mode | Work by | Separation of | / |
| 1-gear parallel hybrid mode | Work by | Bonding of | Left side of |
| 2-gear parallel hybrid mode | Work by | Bonding of | Right side |
Specifically, when the electromechanical coupling transmission realizes the electric-only mode, the engine 1 is not operated, the first clutch device 7 is disengaged, and the synchronizer 17 is not operated and is in the intermediate position. The power transmission path is: second electric machine 3-second coupling 8-eighth gear 9-ninth gear 10-second intermediate shaft 23-seventh gear 22-sixth gear 20-differential 21.
When the electromechanical coupling transmission device realizes the series hybrid mode, the engine 1 works, the first clutch device 7 is separated, and the synchronizer 17 does not work and is in a middle position. The engine 1 transmits power to the first motor device 2 through the input shaft 15, and drives the first motor device 2 to generate electricity. The power transmission path is: second electric machine 3-second coupling 8-eighth gear 9-ninth gear 10-second intermediate shaft 23-seventh gear 22-sixth gear 20-differential 21.
When the electromechanical coupling transmission device realizes the 1-gear parallel hybrid mode, the engine 1 works, the first clutch device 7 is combined, and the synchronizer 17 slides leftwards and is connected with the third gear 13. The power of the engine 1 and the first motor device 2 is transmitted to the differential 21 via the first connecting shaft 16, the first gear 11, the third gear 13, the first intermediate shaft 18, the fifth gear 19 and the sixth gear 20; the power of the second motor device 3 is transmitted to the differential 21 via the second connecting shaft 8, the eighth gear 9, the ninth gear 10, the second intermediate shaft 23, the seventh gear 22 and the sixth gear 20.
When the electromechanical coupling transmission device realizes the 2-gear parallel hybrid mode, the engine 1 is operated, the first clutch device 7 is engaged, and the synchronizer 17 is connected to the fourth gear 14 by sliding rightward. The power of the engine 1 and the first motor device 2 is transmitted to the differential 21 via the first connecting shaft 16, the second gear 12, the fourth gear 14, the first intermediate shaft 18, the fifth gear 19 and the sixth gear 20; the power of the second motor device 3 is transmitted to the differential 21 via the second connecting shaft 8, the eighth gear 9, the ninth gear 10, the second intermediate shaft 23, the seventh gear 22 and the sixth gear 20.
When the electromechanical coupling transmission device realizes a parallel hybrid 1-gear mode, the engine 1 works to provide power, the first clutch device 7 is in a combined state, and the synchronizer 17 slides leftwards and is connected with the third gear 13. The power transmission path is: engine 1-input shaft 15-first electric machine device 2-first clutch device 7-first connecting shaft 16-first gear 11-third gear 13-first intermediate shaft 18-fifth gear 19-differential 21.
When the electromechanical coupling transmission realizes the parallel hybrid 2-gear mode, the engine 1 works to provide power, the first clutch device 7 is in a combined state, and the synchronizer 17 slides to the right to be connected with the fourth gear 14. The power transmission path is: engine 1-input shaft 15-first electric machine device 2-first clutch device 7-first connecting shaft 16-second gear 12-fourth gear 14-first intermediate shaft 18-fifth gear 19-differential 21.
Second embodiment
The present embodiment has substantially the same structure as the first embodiment, except that the electromechanical coupling transmission device of the present embodiment further includes a second clutch device 24, and the second clutch device 24 is disposed between the second motor device 3 and the second power transmission device, wherein one end of the second clutch device 24 is connected to the second motor device 3 through a second connecting shaft 8, and the other end of the second clutch device 24 is connected to the second power transmission device, specifically, to an eighth gear 9 of the second power transmission device. In the present embodiment, the power of the second motor device 3 is output to the differential 21 through the second coupling shaft 8, the second clutch device 24, the eighth gear 9, the ninth gear 10, the second intermediate shaft 23, and the seventh gear 22. In the present embodiment, the second clutch device 24 is a clutch.
Under the working condition of high vehicle speed, the second clutch is separated to disconnect the connection between the second motor device 3 and the differential 21, so that the energy loss caused by the dragging of the second motor device 3 by wheels is avoided.
It should be noted that other specific embodiments of the electromechanical coupling transmission device according to the present embodiment are substantially the same as the specific embodiment of the electromechanical coupling transmission device according to the first embodiment, and are not described in detail herein.
Third embodiment
The embodiment provides an automobile which comprises an automobile body and a chassis, wherein the chassis is provided with the electromechanical coupling transmission device.
It should be noted that the electromechanical coupling actuator in the present embodiment may be the electromechanical coupling actuator in the first embodiment, or may be the electromechanical coupling actuator in the second embodiment.
To sum up, the embodiment of the present invention provides an electromechanical coupling transmission device, in which the first clutch device 7 is embedded in the first electric machine device 2, so as to implement an integrated design of the first clutch device 7 and the first electric machine device 2, and reduce the overall size of the electromechanical coupling transmission device, so that the structure of the electromechanical coupling transmission device is more compact. The hybrid power system can realize a pure electric working mode, a series hybrid working mode and a parallel hybrid working mode, is suitable for hybrid vehicles, and has low cost and high transmission efficiency.
The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and substitutions can be made without departing from the technical principle of the present invention, and these modifications and substitutions should also be regarded as the protection scope of the present invention.
Claims (10)
1. An electromechanical coupling transmission device is characterized by comprising an engine, a first motor device, a first clutch device, a first power transmission device, a differential, a second motor device and a second power transmission device, wherein the engine is connected with the first motor device; one end of the first clutch device is connected with the first motor device, the other end of the first clutch device is connected with the first power transmission device, and the first clutch device is arranged in the first motor device; the second motor device is connected with the second power transmission device; the first power transmission device and the second power transmission device are both connected with the differential.
2. An electro-mechanically coupled transmission according to claim 1, wherein said first clutch means is located within a rotor of said first electrical machine means and said first clutch means is connected to said rotor.
3. The electro-mechanical coupling transmission of claim 1, wherein the first power transfer arrangement includes a first power transfer unit, a second power transfer unit, a third power transfer unit, and a synchronizer, the first power transfer unit, the second power transfer unit each being connected with the first clutch, the synchronizer being slidably disposed between the first power transfer unit and the second power transfer unit to power-transfer connect the first power transfer unit or the second power transfer unit with the third power transfer unit; the third power transmission unit is connected with the differential.
4. The electro-mechanical coupling transmission of claim 3, wherein the first power transmission device further comprises a first coupling shaft, one end of the first coupling shaft is connected to the first clutch device, and the first power transmission unit and the second power transmission unit are both mounted on the first coupling shaft.
5. The electro-mechanical coupling transmission of claim 3, wherein the first power transmission device further comprises a first intermediate shaft, one end of the first intermediate shaft is connected to the third power transmission unit, the other end of the first intermediate shaft passes through the second power transmission unit, a synchronizer and the second power transmission unit in sequence, and the synchronizer is slidably mounted on the first intermediate shaft.
6. The electro-mechanically coupled transmission of claim 3, wherein said first power transfer unit, said second power transfer unit, and said third power transfer unit are each a gear set.
7. The electro-mechanically coupled transmission of claim 1, wherein said second power transfer device includes a fourth power transfer unit, a second countershaft, and a fifth power transfer unit, said fourth power transfer unit connected to said second motor arrangement, said fourth power transfer unit connected to said fifth power transfer unit through said second countershaft, said fifth power transfer unit connected to said differential.
8. The electro-mechanically coupled transmission of claim 7, wherein said fourth power transfer unit and said fifth power transfer unit are each a gear set.
9. The electro-mechanically coupled transmission of claim 1, further comprising a second clutch device, one end of said second clutch device being connected to said second motor means and the other end of said second clutch device being connected to said second power transmission means.
10. A motor vehicle comprising a body and a chassis, wherein the chassis has mounted thereon an electro-mechanically coupled transmission according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121528360.0U CN215590475U (en) | 2021-07-06 | 2021-07-06 | Electromechanical coupling transmission device and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121528360.0U CN215590475U (en) | 2021-07-06 | 2021-07-06 | Electromechanical coupling transmission device and automobile |
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| Publication Number | Publication Date |
|---|---|
| CN215590475U true CN215590475U (en) | 2022-01-21 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202121528360.0U Active CN215590475U (en) | 2021-07-06 | 2021-07-06 | Electromechanical coupling transmission device and automobile |
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| CN (1) | CN215590475U (en) |
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2021
- 2021-07-06 CN CN202121528360.0U patent/CN215590475U/en active Active
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