Semi-active lubricating structure of high-load shaft bearing of dual-motor hybrid power assembly

Abstract

The utility model provides a semi-active lubricating structure of a high-load shaft bearing of a dual-motor hybrid power assembly. The hybrid power assembly comprises a heat exchange system, a hybrid power assembly shell, a motor cavity and a speed reducer cavity, a motor is installed in the motor cavity, and a gear shaft gear train is installed in the speed reducer cavity. A high-load shaft bearing chamber is further arranged in the speed reducer cavity, and a bearing of a high-load shaft of the gear shaft gear train is installed in the high-load shaft bearing chamber. The heat exchange system sprays low-temperature lubricating oil into the motor cavity, the hybrid power assembly shell is further provided with a connecting oil channel, the connecting oil channel is arranged to extend from the motor cavity to the high-load shaft bearing chamber, and the lubricating oil in the motor cavity enters the high-load shaft bearing chamber through the connecting oil channel. According to the utility model, the overall volume size of the assembly is not changed, new parts are not added, and the connecting oil duct is additionally arranged between the motor cavity and the speed reducer cavity, so that the lubricating requirements of the high-load shaft bearing under different conditions are met.

Description

Technical Field

[0001] The utility model belongs to the field of automobile design and manufacturing, and in particular relates to a hybrid power assembly of a new energy automobile, and specifically relates to a semi-active lubrication structure of a high-load shaft bearing of a dual-motor hybrid power assembly. Background Art

[0002] In the dual-motor coupler of the hybrid system of new energy vehicles, the distribution of lubricating oil circuits is roughly divided into active lubrication (spraying) for the motor stator and rotor, and the opening of lubricating oil channels or splash lubrication for the bearing seats of each gear shaft in the reducer to ensure thermal management of the motor and lubrication of the gear shaft.

[0003] In terms of the layout space of the hybrid powertrain, the length dimension of the hybrid powertrain is the most sensitive due to the longitudinal beam spacing of the vehicle. Compressing the length dimension is most beneficial to the layout of the vehicle. The hybrid powertrain has a limit in length, which makes it difficult to design an active lubrication oil path in the reducer. The traditional structure of opening a lubrication oil path in the bearing seat of the hybrid powertrain, which relies solely on gear splashing, is difficult to ensure the lubrication requirements of high-load bearings, such as Figure 1 As shown. Both the dual motor and heat exchange system have high requirements for the cleanliness and insulation performance of the oil. In order to ensure that the impurities containing metal particles in the oil can be filtered out in time, the volume of the required oil filter increases accordingly. The traditional heat exchange system generally uses an oil circuit to connect the oil collecting chamber, oil filter, oil pump and heat exchanger of the hybrid powertrain housing in series.

[0004] In order to meet the cost and the maximum dimension requirements of the hybrid powertrain in the length direction, no active lubricating oil channel for supplying oil to the bearing seat is provided in the hybrid powertrain housing. Oil channel A is provided in the high-load shaft bearing seat to meet the requirements of the motor cooling system for oil cleanliness and insulation performance. When the heat exchange system is working, it is ensured that under any working condition, the oil filter suction port connected in series with the oil pump is always filled with oil in the oil collecting cavity, and will not cause empty suction, resulting in failure of the cooling oil circuit. The volume of the oil collecting cavity required for such a large-volume oil filter will also increase accordingly, and the layout can only be achieved by increasing the volume of the hybrid powertrain housing.

[0005] In summary, the disadvantages of this hybrid powertrain are as follows:

[0006] 1. In this hybrid powertrain, the bearings of the motor shaft and the high-load shaft are lubricated by the oil splashing caused by the rotation of the high-load shaft teeth. Different rotation speeds will affect the lubrication effect.

[0007] 2. The mold flow simulation analysis and lubrication test of the hybrid powertrain show that under low-speed conditions, the high-load shaft gear does not stir the oil sufficiently, making it difficult to ensure that the lubricating oil splashes above the oil channel C in real time to achieve lubrication of the high-speed motor shaft bearing.

[0008] 3. The purpose of setting up oil channel B is that when the oil volume at oil channel C is insufficient, the splashed oil can be replenished through oil channel B to lubricate the motor bearings. However, at low speeds, part of the oil splashed by the high-load shaft gear is taken away by oil channel B, resulting in a reduction in the amount of oil flowing through oil channel A and a lack of lubrication for the high-load shaft bearings.

[0009] In order to meet the cost and the maximum dimension requirements of the hybrid powertrain in the length direction, no active lubricating oil channel is provided in the hybrid box housing to supply oil to the bearing seat. While the oil channel A is provided in the high-load shaft bearing seat to meet the requirements of the oil cleanliness and insulation performance, when the heat exchange system is working, it is ensured that under any working condition, the oil suction port of the oil filter 10 connected in series with the oil pump is always filled with the oil in the oil collecting chamber 11, and will not cause air suction, resulting in failure of the cooling oil circuit. The volume of the oil collecting chamber required for such a large-volume oil filter will also increase accordingly. The layout can only be achieved by increasing the volume of the hybrid powertrain housing, such as Figure 2 shown.

[0010] The information disclosed in this background technology section is only intended to increase the understanding of the overall background of the present invention, and should not be regarded as acknowledging or suggesting in any form that the information constitutes the prior art already known to a person skilled in the art. Utility Model Content

[0011] In order to solve the technical problem of poor lubrication effect in a hybrid powertrain in the prior art, a semi-active lubrication structure for a high-load shaft bearing of a dual-motor hybrid powertrain is provided.

[0012] The technical solution of the utility model is as follows:

[0013] A semi-active lubrication structure for high-load shaft bearings of a dual-motor hybrid powertrain, the hybrid powertrain comprising a heat exchange system, a hybrid powertrain housing, a motor cavity and a reducer cavity, the motor cavity being installed in the motor cavity, and the reducer cavity being installed in the gear shaft gear train; a high-load shaft bearing chamber is also provided in the reducer cavity, and the bearing of a high-load shaft of the gear shaft gear train is installed in the high-load shaft bearing chamber; the heat exchange system sprays low-temperature lubricating oil into the motor cavity, the hybrid powertrain housing is also provided with a connecting oil passage, the connecting oil passage is arranged to extend from the motor cavity to the high-load shaft bearing chamber, and the lubricating oil in the motor cavity enters the high-load shaft bearing chamber through the connecting oil passage.

[0014] In some embodiments, the hybrid powertrain housing is provided with a motor oil injection pipe connected to a heat exchange system, and the hybrid powertrain housing is also provided with a plurality of oil injection holes connected to the motor and the motor oil injection. The heat exchange system provides low-temperature lubricating oil to the motor oil injection pipe, and the low-temperature lubricating oil in the motor oil injection pipe enters the gap between the motor cavity and the motor stator through the oil injection holes.

[0015] In some embodiments, the oil injection hole path includes a plurality of groups of oil paths, and each group of oil paths sprays lubricating oil toward the motor stator in a different direction, so that the lubricating oil can be more evenly distributed on the motor stator, thereby achieving a better cooling effect.

[0016] In some embodiments, a C-type oil channel is provided on the inner wall of the motor cavity, the cross-section of the C-type oil channel is "C"-shaped, and the C-type oil channel is evenly arranged directly above the motor stator, and the C-type oil channel is used to collect the lubricating oil in the motor cavity.

[0017] In some embodiments, the oil injection hole is located at the top of the motor cavity, and the position of the C-type oil passage is lower than the oil injection hole. Low-temperature lubricating oil is sprayed onto the motor stator through the oil injection hole, and flows from top to bottom along the gap to the C-type oil passage under the action of gravity.

[0018] In some embodiments, the connecting oil channel includes a lubricating oil channel and a reducer side oil guide groove that are interconnected, the lubricating oil channel is connected to a C-type oil channel, the C-type oil channel is located in the motor cavity 2, the reducer side oil guide groove is located in the reducer cavity, and the reducer side oil guide groove is connected to the oil inlet of the high-load shaft bearing chamber, and the lubricating oil in the C-type oil channel enters the high-load shaft bearing chamber through the lubricating oil channel and the reducer side oil guide groove in sequence.

[0019] In some embodiments, the reducer side oil guide groove is further provided with two oil guide ribs along the lubricating oil flow direction thereof. The oil guide ribs guide the lubricating oil in the lubricating oil channel to the high-load shaft bearing chamber, and can also intercept the lubricating oil splashed by the gears in the reducer cavity and guide it to the high-load shaft bearing chamber.

[0020] In some embodiments, the position of the C-type oil passage is higher than the oil inlet of the high-load shaft bearing chamber, so that the lubricating oil collected in the C-type oil passage can flow into the high-load shaft bearing chamber under the action of gravity.

[0021] Compared with the prior art, the technical effects achieved by the utility model are as follows: for a hybrid powertrain, the hybrid powertrain structure is adjusted within a large scope, its overall volume dimensions are not changed, and new parts are not added. By adding a connecting oil channel between the motor cavity and the reducer cavity, the lubrication requirements of high-load shaft bearings under different conditions can be met; and the connecting oil channel is connected to the reducer side oil guide groove in the reducer cavity, so as to achieve better lubrication effect and a more compact structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of the lubricating oil circuit structure of a hybrid powertrain in the prior art;

[0023] Figure 2 A schematic diagram of a lubricating oil circuit structure for changing the housing volume of a hybrid powertrain in the prior art;

[0024] Figure 3 This is a schematic diagram of the structure of the motor cavity of the hybrid powertrain in Embodiment 1 of the present utility model;

[0025] Figure 4 for Figure 3 A magnified schematic diagram of the structure at Y in the middle;

[0026] Figure 5 This is a schematic diagram of the structure of the oil passage connection in Embodiment 1 of the present utility model;

[0027] Figure 6 for Figure 5 Section view along AA;

[0028] Figure 7 yes Figure 5 A magnified schematic diagram of the structure at Z in the middle;

[0029] Figure 8 This is a schematic diagram of the installation of the motor and the gear train in the hybrid powertrain in Embodiment 1 of the utility model (I);

[0030] Fig. 9 This is a schematic diagram of the installation of the motor and the gear train in the hybrid powertrain in Embodiment 1 of the utility model (II);

[0031] In the figure:

[0032] 1. Hybrid powertrain housing;

[0033] 2 motor cavity; 2-1 motor oil injection pipe; 2-2 oil injection hole; 2-3 type C oil channel;

[0034] 3 reducer cavity;

[0035] 4. Motor;

[0036] 5-pinion gear train;

[0037] 6 High load shaft bearing chamber;

[0038] 7 connecting oil channel; 7-1 lubricating oil channel; 7-2 reducer side oil guide groove; 7-3 oil guide rib;

[0039] 8-1 Oil channel A; 8-2 Oil channel B; 8-3 Oil channel C; 8-4 High load shaft; 8-5 Motor shaft; 8-6 Differential shaft;

[0040] 9. Semi-active lubrication structure;

[0041] 10. Oil filter;

[0042] 11 Oil collecting chamber. DETAILED DESCRIPTION

[0043] The technical solution of the present invention is described below by means of specific embodiments in conjunction with the accompanying drawings. It should be understood that one or more steps mentioned in the present invention do not exclude the existence of other methods and steps before and after the combination step, or other methods and steps can be inserted between these explicitly mentioned steps. It should also be understood that these examples are only used to illustrate the present invention and are not used to limit the scope of the present invention. Unless otherwise specified, the numbering of each method step is only for the purpose of identifying each method step, and does not limit the order of arrangement of each method or limit the scope of implementation of the present invention. Changes or adjustments in their relative relationships can also be regarded as the scope of implementation of the present invention without substantial changes in the technical content.

[0044] The sources of the raw materials and instruments used in the examples are not particularly limited and can be purchased from the market or prepared according to conventional methods known to those skilled in the art.

[0045] Example 1

[0046] like Figure 3-9 As shown, a semi-active lubrication structure of a high-load shaft bearing of a dual-motor hybrid powertrain is provided. The hybrid powertrain includes a heat exchange system, a hybrid powertrain housing 1, a motor cavity 2 and a reducer cavity 3. A motor 4 is installed in the motor cavity 2, and a gear shaft gear train 5 is installed in the reducer cavity 3. A high-load shaft bearing chamber 6 is also provided in the reducer cavity 3, and a bearing of a high-load shaft of the gear shaft gear train 5 is installed in the high-load shaft bearing chamber 6. The heat exchange system sprays low-temperature lubricating oil into the motor cavity 2, and the hybrid powertrain housing 1 is also provided with a connecting oil passage 7, which is arranged to extend from the motor cavity 2 to the high-load shaft bearing chamber 6, and the lubricating oil in the motor cavity 2 enters the high-load shaft bearing chamber 6 through the connecting oil passage 7.

[0047] like Figure 3 and Figure 4 As shown, the hybrid powertrain housing 1 is provided with a motor oil injection pipe 2-1 connected to the heat exchange system, a motor cavity 2 and the motor oil injection pipe 2-1, and a plurality of oil injection holes 2-2. The heat exchange system provides low-temperature lubricating oil to the motor oil injection pipe 2-1, and the low-temperature lubricating oil in the motor oil injection pipe 2-1 is sprayed onto the stator of the motor 4 through the oil injection hole 2-2. The oil injection hole 2-2 includes multiple groups of oil passages, and each group of oil passages sprays lubricating oil into the motor cavity 2 in a different direction, so that the lubricating oil can be more evenly distributed in the motor cavity, achieving a better cooling effect. In this embodiment, the oil injection holes 2-2 are divided into two groups, each with 3 holes.

[0048] In addition, a C-type oil passage 2-3 is provided on the inner wall of the motor cavity 2, and the C-type oil passage 2-3 is used to collect the lubricating oil in the motor cavity 2. The oil injection hole 2-2 is located at the top of the motor cavity 2, and the position of the C-type oil passage 2-3 is lower than the oil injection hole 2-2. The low-temperature lubricating oil enters the gap between the motor cavity 2 and the stator of the motor 4 through the oil injection hole 2-2, and flows from top to bottom along the gap to the C-type oil passage 2-3 under the action of gravity.

[0049] like Figure 6 and Figure 7 As shown, the connecting oil passage 7 includes a lubricating oil passage 7-1 and a reducer side oil guide groove 7-2 which are interconnected. The lubricating oil passage 7-1 is connected to the C-type oil passage 2-3. The reducer side oil guide groove 7-2 is located in the reducer cavity 3, and the reducer side oil guide groove 7-2 is connected to the oil inlet of the high-load shaft bearing chamber 6. The lubricating oil in the C-type oil passage 2-3 enters the high-load shaft bearing chamber 6 through the lubricating oil passage 7-1 and the reducer side oil guide groove 7-2 in sequence.

[0050] In the reducer side oil guide groove 7-2 of this embodiment, two oil guide ribs 7-3 are also provided along the flow direction of the lubricating oil. The oil guide ribs 7-3 guide the lubricating oil in the lubricating oil passage 7-1 to the high-load shaft bearing chamber 6, and can also intercept the lubricating oil splashed by the gears in the reducer cavity 3 and guide it to the high-load shaft bearing chamber 6. The position of the C-type oil passage 2-3 is higher than the oil inlet of the high-load shaft bearing chamber 6, so that the lubricating oil collected by the C-type oil passage 2-3 can flow into the high-load shaft bearing chamber 6 under the action of gravity.

[0051] When the hybrid powertrain of this embodiment is working, the oil pump of the heat exchange system is started to extract the lubricating oil liquid at the bottom of the hybrid powertrain and deliver high-pressure and low-temperature lubricating oil to the motor injection pipe 2-1; the lubricating oil in the motor injection pipe 2-1 is sprayed out under the action of the oil pump pressure, and the sprayed low-temperature lubricating oil flows along the injection hole 2-2 to the gap between the stator outer wall of the motor 4 and the motor cavity 2, and flows from top to bottom along the gap under the action of gravity, and part of the lubricating oil flows into the C-type oil channel 2-3, and then flows into the connecting oil channel 7; in the connecting oil channel 7, the lubricating oil first enters the lubricating oil channel 7-1, and then enters the reducer side oil guide groove 7-2, and under the action of gravity, flows from top to bottom into the high-load shaft bearing chamber, and the lubricating oil splashed by the gears in the reducer cavity 3 is intercepted by the oil guide rib 7-3 into the reducer side oil guide groove 7-2, and guided to the high-load shaft bearing chamber 6, and the lubricating oil flowing into the high-load shaft bearing chamber 6 is used for bearing lubrication and cooling.

[0052] like Figure 8 and Fig. 9 As shown, in this embodiment, in the hybrid powertrain, a schematic diagram of the hybrid powertrain housing 1, the motor cavity 2, the motor 4, the gear shaft system 5 and the semi-active lubrication structure 9 is shown.

[0053] The structural design of the hybrid powertrain of this embodiment transforms the high-load shaft bearings originally lubricated by splash lubrication into lubrication by lubricating oil from the motor side, thereby realizing semi-active lubrication of high-position and high-load shaft bearings; the two cavities are connected by machining oil passages without increasing the number of parts, thereby reducing the assembly cost; the semi-active lubrication structure of the high-load shaft bearings is simple and the position is flexible, which can provide solutions for similar structures.

[0054] The foregoing description of specific exemplary embodiments of the utility model is for the purpose of illustration and illustration. These descriptions are not intended to limit the utility model to the precise form disclosed, and it is clear that many changes and variations can be made based on the above teachings. The purpose of selecting and describing the exemplary embodiments is to explain the specific principles of the utility model and its practical application, so that those skilled in the art can realize and utilize various different exemplary embodiments of the utility model and various different options and changes. The scope of the utility model is intended to be defined by the claims and their equivalents.

Claims

1. A semi-active lubrication structure for high-load shaft bearings of a dual-motor hybrid powertrain, the hybrid powertrain comprising a heat exchange system, a hybrid powertrain housing, a motor cavity and a reducer cavity, the motor cavity being provided with a motor, the reducer cavity being provided with a gear shaft train; the reducer cavity being provided with a high-load shaft bearing chamber, the high-load shaft bearing of the gear shaft train being provided with a bearing in the high-load shaft bearing chamber; characterized in that: The hybrid power assembly housing is also provided with a connecting oil passage, which is arranged to extend from the motor cavity to the high-load shaft bearing chamber, and the lubricating oil in the motor cavity enters the high-load shaft bearing chamber through the connecting oil passage.

2. The semi-active lubrication structure of the high-load shaft bearing of the dual-motor hybrid powertrain according to claim 1 is characterized in that: The hybrid power assembly housing is provided with a motor oil injection pipe connected to the heat exchange system. The hybrid power assembly housing is also provided with a plurality of oil injection holes extending from the motor cavity to the motor oil injection pipe. The heat exchange system provides low-temperature lubricating oil to the motor oil injection pipe. The low-temperature lubricating oil in the motor oil injection pipe enters the gap between the motor cavity and the motor stator through the oil injection holes.

3. The semi-active lubrication structure of the high-load shaft bearing of the dual-motor hybrid powertrain according to claim 2 is characterized in that: The oil injection hole path includes a plurality of groups of oil paths, and each group of oil paths injects lubricating oil into the motor cavity in a different direction.

4. The semi-active lubrication structure of the high-load shaft bearing of the dual-motor hybrid powertrain according to claim 3 is characterized in that: A C-type oil passage is provided on the inner wall of the motor cavity, the cross section of the C-type oil passage is in a "C" shape, and the C-type oil passage is evenly arranged directly above the motor stator.

5. The semi-active lubrication structure of the high-load shaft bearing of the dual-motor hybrid powertrain according to claim 4 is characterized in that: The oil injection hole is located at the top of the motor cavity, and the position of the C-type oil passage is lower than the oil injection hole.

6. The semi-active lubrication structure of high-load shaft bearings of a dual-motor hybrid powertrain according to claim 4, characterized in that: The connecting oil passage includes a lubricating oil passage and a reducer side oil guide groove which are interconnected. The lubricating oil passage is connected to a C-type oil passage. The reducer side oil guide groove is located in the reducer cavity, and the reducer side oil guide groove is connected to the oil inlet of the high-load shaft bearing chamber. The lubricating oil in the C-type oil passage enters the high-load shaft bearing chamber through the lubricating oil passage and the reducer side oil guide groove in sequence.

7. The semi-active lubrication structure for high-load shaft bearings of a dual-motor hybrid powertrain according to claim 6, characterized in that: The reducer side oil guide groove is also provided with two oil guide ribs along the flow direction of the lubricating oil.

8. The semi-active lubrication structure for high-load shaft bearings of a dual-motor hybrid powertrain according to claim 4, characterized in that: The position of the C-type oil passage is higher than the oil inlet of the high-load shaft bearing chamber.

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