阅读说明：本技术 混合动力变速器双电机及轴系布置结构 (Dual-motor and shafting arrangement structure of hybrid power transmission ) 是由 张裴 罗会兵 唐祥华 王军民 赵诗鑫 于 2019-12-05 设计创作，主要内容包括：本发明公开了一种混合动力变速器双电机及轴系布置结构,包括括P3电机单元、第一传动单元、第二传动单元以及差速传动单元,P3电机单元与第一传动单元啮合,第一传动单元包括第一中间齿轮以及与第一中间齿轮固定的第一中间轴,第二传动单元包括输入机构以及中间传动机构,中间传动机构与输入机构啮合,中间传动机构还与差速传动单元啮合,还包括电机介入齿轮,该电机介入齿轮固定在中间传动机构上,电机介入齿轮与第一中间齿轮啮合,使P3机电单元输出的动力通过第一中间齿轮和电机介入齿轮传递到中间传动机构。本发明的结构在P3电机轴向尺寸较大时使得轴系分布合理,并减少电机介入齿轮副,提高变速器的传动效率。(The invention discloses a double-motor and shafting arrangement structure of a hybrid power transmission, which comprises a P3 motor unit, a first transmission unit, a second transmission unit and a differential transmission unit, wherein the P3 motor unit is meshed with the first transmission unit, the first transmission unit comprises a first intermediate gear and a first intermediate shaft fixed with the first intermediate gear, the second transmission unit comprises an input mechanism and an intermediate transmission mechanism, the intermediate transmission mechanism is meshed with the input mechanism, the intermediate transmission mechanism is also meshed with the differential transmission unit, the double-motor and shafting arrangement structure further comprises a motor intervening gear, the motor intervening gear is fixed on the intermediate transmission mechanism, and the motor intervening gear is meshed with the first intermediate gear, so that the power output by the P3 motor unit is transmitted to the intermediate transmission mechanism through the first intermediate gear and the motor intervening gear. The structure of the invention ensures that the shafting is reasonably distributed when the axial size of the P3 motor is larger, reduces the motor intervention gear pair and improves the transmission efficiency of the transmission.)

1. A dual-motor and shafting arrangement structure of a hybrid power transmission comprises a P3 motor unit, a first transmission unit, a second transmission unit and a differential transmission unit, wherein the P3 motor unit is meshed with the first transmission unit, the first transmission unit comprises a first intermediate gear (3) and a first intermediate shaft (4) fixed with the first intermediate gear (3), the second transmission unit comprises an input mechanism and an intermediate transmission mechanism, the intermediate transmission mechanism is meshed with the input mechanism, the intermediate transmission mechanism is further meshed with the differential transmission unit, the power transmission mechanism is characterized by further comprising a motor intervening gear (23), wherein the motor intervening gear (23) is fixed on the intermediate transmission mechanism, the motor intervening gear (23) is meshed with the first intermediate gear (3), and power output by the P3 electromechanical unit is transmitted to the intermediate transmission mechanism through the first intermediate gear (3) and the motor intervening gear (23).

2. The dual-motor and shafting arrangement structure of the hybrid transmission of claim 1, wherein said input mechanism comprises an input transmission mechanism and a P2 module (12) connected to said input transmission mechanism.

3. The dual-motor shafting arrangement structure of the hybrid transmission as recited in claim 2, wherein said input transmission mechanism comprises an input shaft (6), and an input first gear (7), an input fourth gear (8), an input third gear (9) and an input second gear (10) fixed on said input shaft (6), wherein the input first gear (7) is fixed on one end of the input shaft (6), and the other end of the input shaft is connected with a P2 module (12).

4. The dual-motor and shafting arrangement structure of the hybrid transmission according to claim 3, wherein the input fourth gear (8), the input third gear (9) and the input second gear (10) are located between the input first gear (7) and the P2 module (12), and the input first gear (7) is located away from the P2 module (12).

5. The dual-motor and shafting arrangement structure of the hybrid transmission of claim 1, wherein the intermediate transmission mechanism comprises: a second intermediate shaft (13), a second intermediate first gear (14), a first synchronizer (15), a second intermediate fourth gear (16), a second intermediate third gear (17), a second synchronizer (18), a second intermediate second gear (19) and a second intermediate normally meshed gear (20) which are arranged on the second intermediate shaft (13), wherein the second intermediate first gear (14) is matched with the first synchronizer (15) and is sleeved on the second intermediate shaft (13) in an empty mode, the second intermediate fourth gear (16) is matched with the first synchronizer (15) and is sleeved on the second intermediate shaft (13) in an empty mode, the second intermediate third gear (17) is matched with the second synchronizer (18) and is sleeved on the second intermediate shaft (13) in an empty mode, the second intermediate second gear (19) is matched with the second synchronizer (18) and is sleeved on the second intermediate shaft (13) in an empty mode, and the second intermediate normally meshed gear (20) is meshed with a differential transmission unit, the motor intervening gear (23) is positioned near the second middle constant mesh gear (20), and the second middle first-gear (14) is far away from the second middle constant mesh gear (20) and the motor intervening gear (23).

6. The dual-motor and shafting arrangement structure of the hybrid transmission according to claim 5, wherein the second intermediate first-speed gear (14) is located at one end of the second intermediate shaft (13), and the second intermediate constant mesh gear (20) is located at the other end of the second intermediate shaft (13).

7. The dual-motor and shafting arrangement structure of the hybrid transmission according to claim 3 or 4, wherein the intermediate transmission mechanism comprises: the second intermediate shaft (13) and a second intermediate first gear (14), a first synchronizer (15), a second intermediate fourth gear (16), a second intermediate third gear (17), a second synchronizer (18), a second intermediate second gear (19) and a second intermediate normally meshed gear (20) which are arranged on the second intermediate shaft (13), wherein the second intermediate first gear (14) is matched with the first synchronizer (15) and is sleeved on the second intermediate shaft (13) in an empty mode, the second intermediate fourth gear (16) is matched with the first synchronizer (15) and is sleeved on the second intermediate shaft (13) in an empty mode, the second intermediate third gear (17) is matched with the second synchronizer (18) and is sleeved on the second intermediate shaft (13) in an empty mode, and the second intermediate second gear (19) is matched with the second synchronizer (18) and is sleeved on the second intermediate shaft (13) in an empty mode;

the second middle first-gear (14) is meshed with the input first-gear (7), the second middle fourth-gear (16) is meshed with the input fourth-gear (8), the second middle third-gear (17) is meshed with the input third-gear (9), the second middle second-gear (19) is meshed with the input second-gear (10), and the second middle normally meshed gear (20) is meshed with the differential transmission unit.

Technical Field

The invention relates to the technical field of transmissions, in particular to a dual-motor and shafting arrangement structure of a hybrid transmission.

Background

With the rapid development of the automobile industry, the market reserve of automobiles rapidly increases in nearly several days, and the traditional fuel oil automobile is powered by consuming non-renewable energy (petroleum), so that not only is a great challenge on energy consumption provided, but also the environment on which people live is greatly threatened. Under the dual-pressure environment, the state puts new requirements on automobile emission, each large vehicle enterprise actively invests in the research and development work of new energy automobiles, and the hybrid electric vehicle just becomes a pioneer of the traditional fuel oil vehicle transition new energy automobile.

Because the space of the automobile power cabin is limited, the power arrangement of the hybrid system is always a relatively troublesome problem for automobile engineers, and the intervention of the motor is realized by inserting an intermediate gear basically. Fig. 1 is a shafting and motor arrangement structure of a certain conventional transmission, which includes a P3 motor unit, a first transmission unit, a second transmission unit, and a differential transmission unit, and the structure of each part is described below:

the structure of the P3 motor unit is as follows: the output end of the P3 motor 1 is connected with the first gear 2.

The first transmission unit comprises a first middle transmission mechanism, a motor transition transmission mechanism and a second middle transmission mechanism. The structure of the first intermediate transmission mechanism is as follows: the first intermediate gear 3 is fixed with the first intermediate shaft 4, the first intermediate gear 3 is meshed with the first gear 2, and two ends of the first intermediate shaft 4 are connected with the first bearing 5.

The structure of the motor transition transmission mechanism is as follows: first motor transition gear 6 is fixed with first transition axle 8, and first motor transition gear 6 meshes with first intermediate gear 3, and second motor transition gear 7 is fixed on first transition axle 8, and the both ends of first transition axle 8 are connected with second bearing 9 respectively.

The structure of the second intermediate transmission mechanism is as follows: gear 11 is intervene to the motor and installs on second jackshaft 10, gear 11 and the meshing of second motor transition gear 7 are intervene to the motor, the both ends of second jackshaft 10 are connected with third bearing 16 respectively, still be equipped with first synchronizer 13 on the second jackshaft 10, five-gear 12 in the middle of the second, first reverse gear 14, meshing gear 15 in the middle of the first, five-gear 12 and the cooperation of first synchronizer 13 and empty cover are on second jackshaft 10 in the middle of the second, first reverse gear 14 and the cooperation of first synchronizer 13 and empty cover are on second jackshaft 10, meshing gear 15 and second jackshaft 10 fixed connection in the middle of the first.

The second transmission unit comprises an input transmission mechanism and a third intermediate transmission mechanism. The structure of the input transmission mechanism is as follows: an input fourth gear 18, an input third gear 19, an input fifth gear 20, an input second gear 21 and an input first gear 22 are fixed on the input shaft 17, and two ends of the input shaft 17 are respectively connected with a fourth bearing 23. The input fifth gear 20 meshes with the second intermediate fifth gear 12, and the first reverse gear 14 meshes with the input first gear 22.

The structure of the third intermediate transmission mechanism is as follows: a third middle fourth gear 25, a second synchronizer 26, a third middle third gear 27, a third middle second gear 28, a third synchronizer 29, a third middle first gear 30 and a second middle normally meshed gear 31 are arranged on the third intermediate shaft 24, two ends of the third intermediate shaft 24 are respectively connected with a fifth bearing 32, the third middle fourth gear 25 is matched with the second synchronizer 26 and is sleeved on the third intermediate shaft 24 in an empty mode, and the third middle fourth gear 25 is meshed with the input fourth gear 18; a third intermediate third gear 27 is matched with the second synchronizer 26 and is sleeved on the third intermediate shaft 24 in an empty way, and the third intermediate third gear 27 is meshed with the input third gear 19; a third intermediate second-speed gear 28 is matched with a third synchronizer 29 and is sleeved on the third intermediate shaft 24 in an empty way, and the third intermediate second-speed gear 28 is meshed with the input second-speed gear 21; a third intermediate first-speed gear 30 is fitted with the third synchronizer 29 and is free on the third intermediate shaft 24, the third intermediate first-speed gear 30 being meshed with the input first-speed gear 22. The second intermediate constant mesh gear 31 is fixed with the third intermediate shaft 24.

The structure of the differential transmission unit is as follows: the input of the differential 36 is connected to the differential main gear 34, the input of the differential is connected to the sixth bearing 33, and the output of the differential 36 is connected to the seventh bearing 35. The differential main gear 34 meshes with the first intermediate normally meshed gear 15, and the differential main gear 34 also meshes with the second intermediate normally meshed gear 31.

With the above-mentioned shafting and motor arrangement structure of the transmission, in the case that the axial size of the P3 motor 1 is small, the arrangement of the shafting is relatively easy, and when the load carried by the fifth bearing 32 is not so large, the third intermediate first-gear 30 is generally arranged on the side of the box bearing near the engine end, so if the fifth bearing 32 is increased to carry the load, the power of the P3 motor 1 tends to be increased, which increases the size of the P3 motor 1, and therefore, in the case that the axial size of the P3 motor 1 is increased, the shafting arrangement cannot be completed in a limited space according to the above-mentioned structure. And both the third intermediate first-speed gear 30 and the second intermediate normally meshed gear 31 are disposed at one end of the third intermediate shaft 24, and the third intermediate first-speed gear 30 is located in the vicinity of the second intermediate normally meshed gear 31, such a positional relationship results in an increase in the load carried by the fifth bearing 32, resulting in a reduction in the life of the fifth bearing 32. In addition, the existing transmission motor is more applied by intervening a gear pair, the power output by the P3 motor 1 can be transmitted to the third intermediate transmission mechanism only by sequentially passing through the first intermediate transmission mechanism, the motor transition transmission mechanism, the second intermediate transmission mechanism and the input transmission mechanism, and the transmission design is very complicated, so that the transmission efficiency of the P3 motor 1 and the whole transmission is reduced, and the cost of the transmission is increased.

Disclosure of Invention

The invention provides a dual-motor and shafting arrangement structure of a hybrid transmission, which enables shafting to be reasonably distributed when the axial size of a P3 motor is larger, reduces motor intervention gear pairs and improves the transmission efficiency of the transmission.

The technical scheme for realizing the purpose is as follows:

double-motor and shafting arrangement structure of a hybrid power transmission comprises a P3 motor unit, a first transmission unit, a second transmission unit and a differential transmission unit, the P3 motor unit is meshed with the first transmission unit, the first transmission unit comprises a first intermediate gear and a first intermediate shaft fixed with the first intermediate gear, the second transmission unit comprises an input mechanism and an intermediate transmission mechanism, the intermediate transmission mechanism is meshed with the input mechanism, the intermediate transmission mechanism is also meshed with the differential transmission unit, the double-motor and shafting arrangement structure further comprises a motor intervening gear, the motor intervening gear is fixed on the intermediate transmission mechanism, the motor intervening gear is meshed with the first intermediate gear, and power output by the P3 motor unit is transmitted to the intermediate transmission mechanism through the first intermediate gear and the motor intervening gear.

According to the invention, the motor is arranged on the intermediate transmission mechanism in an intervening manner, and compared with the transmission in the prior art, the motor transition transmission mechanism and the second intermediate transmission mechanism do not need to be arranged in the transmission, so that the space for originally arranging the motor transition transmission mechanism and the second intermediate transmission mechanism is used for adapting the P3 motor unit with the enlarged volume, and therefore, the structure provides an assembly space for the P3 motor unit with the enlarged volume.

In addition, the motor intervening gear is located near the second middle constant mesh gear, and the second middle first gear is far away from the second middle constant mesh gear and the motor intervening gear, so that the motor intervening gear is arranged beside the third bearing, and therefore the structure can balance load distribution on the whole shaft exactly, and the service life of the third bearing is prolonged.

Drawings

FIG. 1 is a schematic representation of a prior art transmission shafting and motor arrangement;

fig. 2 is a schematic diagram of a dual-motor and shafting arrangement structure of the hybrid transmission of the present invention.

Detailed Description

As shown in fig. 2, the dual-motor and shafting arrangement structure of the hybrid transmission of the present invention comprises a P3 motor unit, a first transmission unit, a second transmission unit, a motor intervening gear 23 and a differential transmission unit, and each part and the relationship therebetween are explained in detail as follows:

as shown in fig. 2, the P3 motor unit includes a P3 motor 1 and a first gear 2 fixed at the output end of the P3 motor 1, the P3 motor 1 outputs torque to the first gear 2 when operating, and the P3 motor unit is engaged with the first transmission unit, so that the first gear 2 transmits power to the first transmission unit.

As shown in fig. 2, the first transmission unit includes a first intermediate gear 3 and a first intermediate shaft 4 fixed to the first intermediate gear 3, the first intermediate gear 3 is engaged with the first gear 2, and both ends of the first intermediate shaft 4 are supported by first bearings 5.

As shown in fig. 2, the second transmission unit includes an input mechanism and an intermediate transmission mechanism, the intermediate transmission mechanism is engaged with the input mechanism, and the intermediate transmission mechanism is also engaged with the differential transmission unit.

As shown in fig. 2, the input mechanism includes an input transmission mechanism and a P2 module 12 connected to the input transmission mechanism, the P2 module 12 is composed of a shock absorber, a separating clutch, an actuator, a cooling channel, an electric machine and a one-way clutch, the electric machine is located in front of a gearbox behind the clutch, the P2 module 12 realizes hybrid by inserting the separating clutch, the one-way clutch and an electric motor between an engine and the gearbox, and is a parallel hybrid system with two clutches. In addition, a transmission ratio is arranged between the P2 module 12 and the shaft, so that the cost and the size of the motor can be reduced, and the fuel economy is high.

As shown in fig. 2, the input transmission mechanism includes an input shaft 6, and an input first-gear 7, an input fourth-gear 8, an input third-gear 9 and an input second-gear 10 fixed on the input shaft 6, wherein the input first-gear 7 is located at one end of the input shaft 6, and the other end of the input shaft is connected with a P2 module 12. The input fourth gear 8, the input third gear 9, and the input second gear 10 are located between the input first gear 7 and the P2 module 12, and the input first gear 7 is located away from the P2 module 12. Both ends of the input shaft 6 are connected with second bearings 11, respectively.

As shown in fig. 2, the intermediate transmission mechanism includes: the second intermediate shaft 13, and a second intermediate first-gear 14, a first synchronizer 15, a second intermediate fourth-gear 16, a second intermediate third-gear 17, a second synchronizer 18, a second intermediate second-gear 19 and a second intermediate normally meshed gear 20 which are arranged on the second intermediate shaft 13, wherein the second intermediate first-gear 14 is matched with the first synchronizer 15 and is sleeved on the second intermediate shaft 13 in an empty manner, the second intermediate fourth-gear 16 is matched with the first synchronizer 15 and is sleeved on the second intermediate shaft 13 in an empty manner, the second intermediate third-gear 17 is matched with the second synchronizer 18 and is sleeved on the second intermediate shaft 13 in an empty manner, the second intermediate second-gear 19 is matched with the second synchronizer 18 and is sleeved on the second intermediate shaft 13 in an empty manner, the second intermediate normally meshed gear 20 is meshed with the differential transmission unit, and two ends of the second intermediate shaft 13 are respectively connected with a third bearing 24.

As shown in fig. 2, the second intermediate first-speed gear 14 is located at one end of the second intermediate shaft 13, and the second intermediate constant mesh gear 20 is located at the other end of the second intermediate shaft 13. The second intermediate first-speed gear 14 meshes with the input first-speed gear 7, the second intermediate fourth-speed gear 16 meshes with the input fourth-speed gear 8, the second intermediate third-speed gear 17 meshes with the input third-speed gear 9, the second intermediate second-speed gear 19 meshes with the input second-speed gear 10, and the second intermediate constant mesh gear 20 meshes with the differential transmission unit.

As shown in fig. 2, the motor intervening gear 23 is fixed to the intermediate transmission mechanism, and the motor intervening gear 23 is fixed to the second intermediate shaft 13. The motor intervening gear 23 is meshed with the first intermediate gear 3, so that the power output by the P3 electromechanical unit is transmitted to the intermediate transmission mechanism through the first intermediate gear 3 and the motor intervening gear 23. The motor intervening gear 23 is located near the second intermediate constant mesh gear 20, and the second intermediate first-speed gear 14 is located away from the second intermediate constant mesh gear 20 and the motor intervening gear 23. The position of the second middle first gear 14 is changed, the load of the third bearing 24 is reduced, and the service life of the third bearing 24 is guaranteed.

As shown in fig. 2, the differential transmission unit has a structure in which: the input of differential 26 is connected to a differential main gear 22, the input of differential 26 is connected to a fourth bearing 21, and the output of differential 26 is connected to a fifth bearing 25. The differential main gear 22 meshes with the second intermediate constant mesh gear 20.

The working process of the invention is as follows:

when the electric-only mode is selected, i.e., the P3 motor 1 is active and the P2 module is inactive, as shown in fig. 2, torque output from the P3 motor 1 is transmitted through the first intermediate gear 3 and the motor intervening gear 23 to the second intermediate shaft 13, which rotates the second intermediate normally meshed gear 20 with the second intermediate normally meshed gear 13, which transmits torque to the differential main gear 22, so that the differential main gear 22 transmits torque to the differential 26. At this time, since the first synchronizer 15 or the second synchronizer 18 is not coupled with one of the second intermediate first to fourth gears on the second intermediate shaft 13, power is not transmitted to the input first to fourth gears on the input shaft 6 through one of the second intermediate first to fourth gears, so that the input shaft 6 is not rotated.

As shown in fig. 2, when the hybrid mode is selected, i.e., the P2 module 12 is active without an active signal to the P3 motor, the P3 motor does not output torque. At this time, the torque output from the P2 module 12 is transmitted to the input shaft 6, the input shaft 6 drives the input first to fourth gears fixed on the drive shaft to rotate, at this time, the first synchronizer 15 or the second synchronizer 18 is combined with one of the second intermediate first to fourth gears on the intermediate transmission mechanism by controlling the first synchronizer 15 or the second synchronizer 18, so that the second intermediate shaft 13 obtains torque rotation, and the second intermediate shaft 13 transmits the torque to the differential main gear 22 through the second intermediate normally meshed gear 20, and the differential main gear 22 transmits the torque to the differential 26. When the torque of the P2 module is indirectly obtained by the second intermediate shaft 13, the second intermediate shaft 13 drives the motor to intervene the gear 23 to rotate, the motor intervenes the gear 23 to drive the first intermediate gear 3 to rotate, the first intermediate gear 3 drives the first gear 2 to rotate, and therefore the first gear 2 drives the P3 motor to idle.