CN203449917U - Planetary dual-mode oil-electricity series-parallel hybrid power system - Google Patents

Abstract

The utility model discloses a planetary dual-mode oil-electric hybrid hybrid power system, which solves the problem that the current hybrid hybrid electric vehicle has a large dependence on the motor, and the current planetary hybrid electric vehicle cannot fully realize the parallel mode so that the transmission efficiency is high. The problem of insufficient optimization, the system includes engine, No. 1 motor, inverter, super capacitor, No. 2 motor, front planetary row, rear planetary row, clutch, system output shaft and system input shaft. The input shaft is connected, the front planetary row is set on the right end of the system input shaft, the No. 1 motor is empty on the left end of the system input shaft, the right end of the No. 1 motor is splined to the left end of the front planetary row, and the clutch and the front planetary row are splined. key connection, the front planetary row and the system output shaft are splined, the rear planetary row is set on the system output shaft, the No. key connection.

Description

Planetary dual-mode oil-electric hybrid system

technical field

The utility model relates to a power system of a hybrid electric vehicle, more precisely, the utility model relates to a planetary double-mode oil-electric hybrid hybrid power system.

Background technique

Facing the current situation of energy shortage and increasingly serious environmental pollution, energy saving and environmental protection have become the only way for the development of automobiles. Hybrid electric vehicle is currently the most effective energy-saving vehicle solution, and its drive system has three forms: series connection, parallel connection and hybrid connection. Series connection can realize the optimal control of the engine, but all the energy will be converted twice, and the loss is relatively large; parallel connection can achieve better transmission efficiency, but the mechanical connection between the engine and the output shaft cannot ensure that the engine is always in a better working area ; and the hybrid can combine the advantages of series and parallel, avoid the shortcomings of both, is the most optimized configuration scheme.

The current hybrid hybrid vehicles mainly use a planetary mechanism as a power splitting device. Typical structures include Toyota's THS system (Toyota Hybrid System) and GM's AHS system (Advanced Hybrid System). Among them, Toyota's THS system adopts a single planetary row structure, which is a single-mode power splitting device. It can only realize one mode of input power splitting. The advantage of this THS system is that it realizes the electronic continuously variable transmission (EVT) function. , has a simple structure and is relatively easy to control, but the ring gear of the THS system is directly connected to the output shaft, which is highly dependent on the motor. In order to provide good power, it is necessary to select a higher power level and output torque in the system. A large motor greatly increases the cost of the vehicle and the difficulty of installation; in addition, because the THS system can only realize one mode of input power splitting, its transmission efficiency in the high-speed area is relatively small. GM's AHS system uses a double-row or three-row planetary mechanism to realize power splitting, and can realize two modes of input power splitting and compound power splitting. Because the two modes complement each other, the transmission efficiency of AHS is in the entire speed range. AHS is superior to THS in this regard. However, the AHS system often requires the control of multiple clutches to achieve mode switching, which makes the structure of the entire system very complicated and the control difficulty is also increased a lot. .

Contents of the invention

The technical problem to be solved by the utility model is to overcome the problem that the current hybrid hybrid vehicle is highly dependent on the motor and needs a large motor to provide sufficient driving force, and the current planetary hybrid hybrid vehicle cannot fully realize the parallel mode As a result, the transmission efficiency is not optimized enough, and a planetary dual-mode oil-electric hybrid power system is provided.

In order to solve the above-mentioned technical problems, the utility model is realized by adopting the following technical scheme, combined with the accompanying drawings: the planetary dual-mode oil-electric hybrid power system includes an engine 1, a No. 1 motor 2, an inverter 4, a super Capacitor 5, No. 2 motor 7, front planetary row and rear planetary row, wherein, the front planetary row includes front planetary row ring gear 11, 4 front planetary row planetary wheels 16 with the same structure, front planetary row sun gear 13, front planetary row Planetary planet carrier 12, No. 1 sleeve 19, No. 2 sleeve 23, No. 1 adjusting gasket 22, left side of front planetary planet carrier 21, front planetary gear ring sleeve 20, 4 No. 1 pin sleeves with the same structure Barrel 18, 4 front planetary gear pins 17 with the same structure and 8 No. 1 gaskets 15 with the same structure; the rear planetary row includes the rear planetary ring gear 6, 4 rear planetary row planetary gears 26 with the same structure , rear planetary row sun gear 9, rear planetary row planet carrier 10, rear planetary row carrier right side 29, 4 No. 2 pin sleeves 28 with the same structure, No. 2 spacers 25, 4 with eight identical structures The rear planetary row pin shaft 27 with the same structure; the No. 1 motor 2 is splined to the front planetary row sun gear 13, and the No. 2 motor 7 is splined to the rear planetary row sun gear 9. The No. 1 motor 2 and the second No. 7 motors 7 are respectively connected to the inverter 4 through cables, and the inverter 4 is connected to the supercapacitor 5 through cables; the system also includes a clutch 3, a system output shaft 8, and a system input shaft 14. The shaft device is connected with the system input shaft 14, the No. 1 motor 2 is mounted on the left end of the system input shaft 14, the front planetary row is sleeved on the right end of the system input shaft 14, and the right end of the No. 1 motor 2 is connected to the front planetary row of the front planetary row. The left end of the wheel 13 is connected by a spline pair, and the clutch 3 is set in the front planetary row. The rear planet row is sleeved on the left end of the system output shaft 8, and No. two motors 7 are empty sleeves on the right end of the system output shaft 8, and the left end of the No. two motor 7 is connected by a spline with the right end of the rear planet row.

According to the utility model, a planetary dual-mode oil-electric hybrid power system is provided, wherein, the system input shaft 14, the No. 1 motor 2, the clutch 3, the front planetary row, the rear planetary row, the No. 2 motor 7, and the system output shaft The axes of rotation of 8 are collinear.

According to the utility model, a planetary dual-mode oil-electric hybrid system is provided, wherein the clutch 3 includes an organic casing 32, an annular piston 33, a sealing ring 34, three friction plates 35 with the same structure, and three friction plates with the same structure. steel plate 36, pressure plate 37, snap ring 38, clutch hub 39, spring base 40, four springs 41 and small snap ring 42 with the same structure; The middle part is a spline pair connection, and the outer cylindrical surface of the center hole of the clutch hub 39 is connected with three steel sheets 36 spline pairs with the same structure. Two springs 41 with the same structure are put into the four grooves on the spring base 40 in turn, and the annular piston 33 is set on the outer cylindrical surface of the central hole of the casing 32 for sliding connection. An oil inlet A is provided on the left circular wall, and the inner cylindrical surface of the casing 32 is connected with three friction plates 35 with the same structure by a spline pair. The three friction plates 35 with the same structure are the same as the three structures. The steel sheets 36 are installed alternately. Under normal conditions, the three friction sheets 35 with the same structure and the three steel sheets 36 with the same structure are clearance fits. The three friction sheets 35 with the same structure installed between the three The right side of the same steel sheet 36 is fitted with a pressure plate 37 .

According to the utility model, a planetary dual-mode oil-electric hybrid power system is provided, wherein the clutch hub 39 is an annular element, and the center hole of the clutch hub 39 is processed with internal splines for connecting with the front planetary row sun gear 13 The middle section of the spline shaft is connected, and the outer circular surface of the clutch hub 39 is processed with three spline grooves at equal intervals, and the three spline grooves are respectively matched with the inner splines of the three steel plates 36; the outer cylinder of the center hole of the clutch hub 39 There is a snap ring groove processed on the surface, and the small snap ring 42 is put into the snap ring groove, and is connected with the right end surface of the spring base 40; the spring base 40 is evenly distributed with four evenly distributed grooves, which are respectively used to place four Spring 41; a groove is processed on the outer circular surface of the annular piston, and a sealing ring 34 is installed; three equidistant spline grooves are processed on the inner circular surface of the casing 32, respectively, with the outer surfaces of the three friction plates 35 Spline fit.

According to the utility model, a planetary dual-mode oil-electric hybrid power system is provided, wherein the system output shaft 8 is a stepped shaft, and the left end of the system output shaft 8 is splined with the right end center hole of the front planetary gear ring sleeve 20; the system output The shaft 8 is processed with a flange section at the left end of the rear planetary row sun gear 9, and the flange section is an interference fit with the center hole of the rear planetary row carrier 10; the system output shaft 8 passes through the rear planetary row sun gear 9 and connects with the rear planetary row sun gear 9. The row sun gear 9 is rotationally connected; No. 2 motor 7 is sleeved in the middle section of the system output shaft 8, and the system output shaft 8 passes through the hollow of No. 2 motor 7 to realize rotational connection; the right end of the system output shaft 8 is connected to the vehicle drive axle.

According to the utility model, a planetary dual-mode oil-electric hybrid power system is provided, wherein the No. 1 motor 2 is spline-connected to the front planetary sun gear 13, and the system input shaft 14 passes through the front planetary sun gear 13. Hollow and interference fit with the front planetary gear carrier, the right end of the front planetary ring gear 11 is splined to the left end of the front planetary gear ring sleeve 20, and the right end of the center hole of the front planetary gear ring sleeve 20 adopts a spline pair to connect with the system output The left end of shaft 8 is connected; the front planetary planet carrier is an assembly, which is composed of the front planetary planet carrier 12 and the front planetary planet carrier left side 21, the front planetary planet carrier left side 21 and the front planetary planet carrier 12 It is welded into one body through the connecting claw 43 on the left side of the front planetary row planet carrier. The four front planetary planetary gears 16 with the same structure are evenly distributed on the front planetary planetary carrier 12 through the front planetary planetary pin shafts 17 respectively, and the four front planetary planetary gears with the same structure installed on the front planetary planetary carrier 12 The outer teeth of the planetary gears 16 mesh with the inner teeth of the front planetary ring gear 11, and the inner teeth of the four front planetary planetary gears 16 with the same structure mesh with the teeth of the front planetary sun gear 13.

According to the utility model, a planetary dual-mode oil-electric hybrid power system is provided, wherein the rear planetary row also includes a third sleeve 24, a fourth sleeve 31, a second adjusting gasket 30, and a third sleeve 24 and the No. 4 sleeve 31 are respectively installed on the two ends of the rear planetary row sun gear 9, the No. 2 adjusting gasket 30 is connected with the 29 bolts on the right side of the rear planetary row carrier, and the center hole of the No. 2 adjusting gasket 30 is connected with the rear planetary row The sun gear 9 is connected in rotation, and the rear planetary row sun gear 9 is splined with the No. 2 motor 7 .

Compared with the prior art, the beneficial effects of the utility model are:

1. Compared with the existing single-mode planetary hybrid power system, the planetary dual-mode oil-electric hybrid power system described in this utility model can realize parallel mode, and can obtain better comprehensive transmission efficiency and vehicle fuel consumption. economy.

2. Compared with the existing hybrid power system, the planetary dual-mode oil-electric hybrid power system described in the utility model has a simple and compact structure, requires less installation space, and has only one clutch, which is easy to control.

3. The planetary dual-mode oil-electric hybrid power system described in the utility model can realize the electronic stepless transmission function, ensure that the engine works in the best fuel economy zone, and reduce fuel consumption.

4. The planetary dual-mode oil-electric hybrid power system described in the utility model can realize the pure electric starting mode, eliminate the idling fuel consumption of the engine, and improve the fuel economy of the whole vehicle.

5. The planetary dual-mode oil-electric hybrid power system described in the utility model can realize the recovery of vehicle braking kinetic energy and significantly improve the fuel economy of the vehicle.

6. The engine and the supercapacitor in the planetary dual-mode oil-electric hybrid power system described in the utility model can output energy at the same time, which improves the power performance of the vehicle.

7. The planetary dual-mode oil-electric hybrid power system described in the utility model can reduce the use frequency and strength of the brake, prolong its service life, and reduce its repair and maintenance costs.

8. The planetary dual-mode oil-electric hybrid power system described in this utility model can use a relatively small power engine to meet the normal driving requirements of the vehicle, reduce harmful gas emissions, and reduce environmental pollution.

9. Under the condition of selecting the same power source assembly, the planetary dual-mode oil-electric hybrid power system described in the utility model can output a larger driving torque and provide more power than the existing hybrid power system. Good vehicle dynamics; under the condition of outputting the same driving force, the planetary dual-mode oil-electric hybrid power system described in the utility model can use the No. 2 motor with a smaller peak torque, which reduces the impact on the system Motor dependency.

10. The planetary dual-mode oil-electric hybrid power system described in this utility model uses supercapacitors, which can obtain greater output power, improve the power performance of the vehicle, and can also recover braking energy more effectively, significantly improving the overall performance. car fuel economy.

Description of drawings

Below in conjunction with accompanying drawing, the utility model is further described:

Fig. 1 is a schematic diagram illustrating the structural composition and working principle of the planetary dual-mode oil-electric hybrid power system described in the present invention;

Fig. 2 is a front view illustrating the structure of the front planetary row in the planetary dual-mode oil-electric hybrid power system described in the present invention;

Fig. 3 is a right view illustrating that the front planetary row is removed from the ring gear sleeve in the planetary dual-mode oil-electric hybrid power system described in the present invention;

Fig. 4 is a front view illustrating the structure of the rear planetary row in the planetary dual-mode oil-electric hybrid power system described in the present invention;

Fig. 5 is a front view illustrating the structural composition of the clutch in the planetary dual-mode oil-electric hybrid system described in the present invention;

Fig. 6 is a front view illustrating the structural composition of the planetary dual-mode oil-electric hybrid power system described in the present invention;

Fig. 7 is a diagram illustrating the universal characteristics of the engine in the planetary dual-mode oil-electric hybrid power system described in the present invention;

Fig. 8 is a diagram illustrating the universal characteristics of the No. 1 motor in the planetary dual-mode oil-electric hybrid power system described in the present invention;

Fig. 9 is a diagram illustrating the universal characteristics of the No. 2 motor in the planetary dual-mode oil-electric hybrid power system described in the present invention;

In the figure: 1. Engine, 2. No. 1 motor, 3. Clutch, 4. Inverter, 5. Supercapacitor, 6. Rear planetary gear ring, 7. No. 2 motor, 8. System output shaft, 9. Rear planet sun gear, 10. Rear planet carrier, 11. Front planet ring gear, 12. Front planet carrier, 13. Front planet sun gear, 14. System input shaft, 15. No.1 spacer , 16. Front planetary row planetary gear, 17. Front planetary row planetary pin shaft, 18. No. 1 pin sleeve, 19. No. 1 sleeve, 20. Front planetary row ring sleeve, 21. Front planetary row planet carrier Left side, 22. No. 1 adjusting gasket, 23. No. 2 sleeve, 24. No. 3 sleeve, 25. No. 2 spacer, 26. Rear planetary planetary gear, 27. Rear planetary planetary pin, 28. No. 2 pin sleeve, 29. The right side of the rear planetary planet carrier, 30. No. 2 adjusting gasket, 31. No. 4 sleeve, 32. Housing, 33. Ring piston, 34. Sealing ring, 35 .Friction plate, 36. Steel plate, 37. Pressure plate, 38. Snap ring, 39. Clutch hub, 40. Spring seat, 41. Spring, 42. Small snap ring, 43. Left connecting claw of front planetary carrier , A. Oil inlet hole.

Detailed ways

Below in conjunction with accompanying drawing, the utility model is described in detail:

The purpose of this utility model is to provide a new type of hybrid power system, that is, to provide a kind of hybrid power system with double planetary row as the electromechanical coupling device, in order to realize the power of the hybrid power system The electronic continuously variable transmission function controls the engine to work in the best fuel economy zone, improves the fuel economy of the vehicle, and achieves ultra-low emissions. At the same time, it overcomes the current hybrid electric vehicle's dependence on the motor, which requires a large motor to provide sufficient drive In addition, the planetary dual-mode oil-electric hybrid power system described in the utility model can fully realize the parallel mode due to the addition of the clutch, and obtain more optimized comprehensive transmission efficiency and vehicle fuel economy.

Referring to Fig. 1 and Fig. 6, the planetary dual-mode oil-electric hybrid system described in the utility model is mainly composed of an engine 1, a No. 1 motor 2, a clutch 3, an inverter 4, a super capacitor 5, and a No. 2 motor 7 , system output shaft 8, system input shaft 14, front planetary row and rear planetary row. The engine 1 is connected to the system input shaft 14 through a coupling, the No. 1 motor 2 is set on the left end of the system input shaft 14, the right end of the No. 1 motor 2 is splined to the left end of the front planetary sun gear 13, and the clutch 3 The middle part of the front planetary row sun gear 13 is splined through the clutch hub 39, and the front planetary row is sleeved on the right end of the system input shaft 14, and the system input shaft 14 is put into the center hole of the front planetary row sun gear 13, and the system input The flange section at the right end of the shaft 14 is an interference fit with the center hole of the front planetary row carrier 12, the front planetary row is splined to the left end of the system output shaft 8 through the right end of the front planetary row ring sleeve 20, and the rear planetary row Set on the left end of the system output shaft 8, the flange section at the left end of the system output shaft 8 is an interference fit with the rear planetary carrier 10, the second motor 7 is empty on the right end of the system output shaft 8, and the left end of the second motor 7 It is connected with the right end of the rear planetary row sun gear 9 by a spline pair. In addition, the No. 1 motor 2 and the No. 2 motor 7 are respectively connected to the inverter 4 through cables, and the inverter 4 is connected to the supercapacitor 5 through cables. The axes of rotation of the system input shaft 14, the No. 1 motor 2, the clutch 3, the front planetary row, the rear planetary row, the No. 2 motor 7, and the system output shaft 8 are collinear.

Referring to Fig. 2, Fig. 3 and Fig. 6, the front planetary row adopted by the utility model is mainly composed of the front planetary row ring gear 11, 4 front planetary row planetary gears 16 with the same structure, the front planetary row sun gear 13, the front planetary row Star carrier 12, No. 1 sleeve 19, No. 2 sleeve 23, No. 1 adjusting gasket 22, left side of front planetary planet carrier 21, front planetary ring gear sleeve 20, 4 No. 1 pin shaft sleeves with the same structure 18, 4 front planetary pins 17 with the same structure and 8 No. 1 spacers 15 with the same structure.

The four front planetary planetary gears 16 with the same structure are evenly distributed on the front planetary planetary carrier 12 through the front planetary planetary pins 17 respectively, and the big end of the front planetary planetary pins 17 is connected with the front planetary planetary carrier. The counterbore of 12 is an interference fit, and the rotation axes of the four front planetary planetary gears 16 with the same structure are located on a circle with an equal radius from the rotation axis of the front planetary planet carrier 12, and the four front planetary planetary gears with the same structure The axis of rotation of 16 is parallel to the axis of rotation of the front planetary row planet carrier 12, and the four front planetary row planetary wheels 16 with the same structure are rotationally connected with the four front planetary row planetary pins 17 with the same structure. The friction between the two is small, and a pin sleeve 18 is installed between the two to be rotationally connected, and the outer teeth and The internal teeth of the front planetary ring gear 11 are meshed, and the inner teeth of the four front planetary planetary gears 16 with the same structure are meshed with the teeth of the front planetary sun gear 13 . The right end of the front planetary gear ring 11 is connected with the left end of the front planetary gear sleeve 20 by a spline pair, and the right end of the center hole of the front planetary gear ring sleeve 20 is connected with the left end of the system output shaft 8 by a spline pair. The front planetary carrier 12 and the left side 21 of the front planetary carrier form an assembly, and the front planetary carrier 21 and the front planetary carrier 12 are welded into one body through the connecting claw 43 on the left side of the front planetary carrier . In order to facilitate the adjustment of the axial position of the front planetary row, a No. 1 adjusting gasket 22 is installed on the left side 21 of the front planetary row carrier for bolt connection, and the center hole of the No. 1 adjusting gasket 22 is set on the front planetary row sun gear 13 The left end of is a non-contact connection. No. 1 spacer 15 is set on the front planet row star wheel pin shaft 17 of the front planet row planet wheel 16 and the front planet row planet carrier 12 and the front planet row planet wheel 16 and the front planet row planet carrier left side 21, There is a clearance fit between the No. 1 spacer 15 and the front planetary pin 17 . The central through hole of the front planetary carrier 12 equipped with four front planetary planetary gears 16 with the same structure is an interference fit with the right end flange section of the system input shaft 14 .

Referring to Fig. 1, Fig. 4 and Fig. 6, the rear planetary row adopted in the utility model is mainly composed of rear planetary row ring gear 6, 4 rear planetary row planetary gears 26 with the same structure, rear planetary row sun gear 9, rear planetary row Star carrier 10, rear planetary row planetary right side 29, 4 No. 2 pin sleeves 28 with the same structure, 8 No. 2 spacers 25 with the same structure, 4 rear planetary planetary pins 27 with the same structure , No. three sleeve 24, No. two adjusting gasket 30, and No. four sleeve 31 are formed.

The four rear planetary planetary gears 26 with the same structure are evenly distributed on the rear planetary planet carrier 10 through the rear planetary planetary pin shaft 27 respectively. The counterbore of 9 is an interference fit, and the axis of rotation of the rear planetary planetary wheels 26 with the same structure is on a circle with an equal radius from the axis of rotation of the rear planetary planet carrier 9, and the four rear planetary rows with the same structure The axis of rotation of the star wheel 26 is parallel to the axis of rotation of the rear planetary planet carrier 10, and the four rear planetary planetary gears 26 with the same structure and the four rear planetary planetary pin shafts 27 with the same structure are rotationally connected. In order to reduce the friction between the two, the No. 2 pin sleeve 28 is installed between the two for rotational connection, and the four rear planetary planetary gears 26 with the same structure installed on the rear planetary planet carrier 10 The outer teeth mesh with the inner teeth of the rear planetary ring gear 6 , and the inner teeth of the four rear planetary planetary gears 26 with the same structure mesh with the teeth of the rear planetary sun gear 9 . The right end of the rear planetary row sun gear 9 is splined pair connected with the output end of No. two motor 7. The rear planetary ring gear 6 is fixedly connected to the casing 32 by welding, and the casing 32 is used to accommodate the whole system. The rear planetary planet carrier 10 and the rear planetary planet carrier right side 29 form an assembly, and the rear planetary planet carrier right side 29 and the rear planetary planet carrier 10 are welded by the connecting claws on the rear planetary planet carrier right side 29 to form One. In order to facilitate the adjustment of the axial position of the rear planetary row, a No. 2 adjusting gasket 30 is installed on the right side 29 of the rear planetary row carrier, and the right side 29 of the rear planetary row carrier is connected with the No. 2 adjusting gasket 30 by bolts. The No. adjusting gasket 30 is empty sleeved on the rear planetary row sun gear 9, and the center hole of the No. 2 adjusting gasket 30 is coaxial with the rear planetary row sun gear 9. After the rear planetary row planetary gear 26 and the rear planetary row planet carrier 10 And on the rear planetary planetary pin 27 between the rear planetary planetary wheel 26 and the rear planetary planetary carrier right side 29, install No. 2 spacer 25, the second spacer 25 and the rear planetary planetary pin 27 There is a rotational connection between them. The inner hole at the left end of the rear planetary row carrier 10 is an interference fit with the large journal section at the left end of the system output shaft 8 .

The system output shaft 8 is set as a stepped shaft. The left end of the system output shaft 8 is connected with the right end center hole of the front planetary gear ring sleeve 20 by a spline pair. The system output shaft 8 processes a large-diameter shaft section at the left end of the rear planetary row sun gear 9, that is, a flange section, which is an interference fit with the center hole of the rear planetary row carrier 10. The system output shaft 8 is inserted into the center hole of the rear planetary sun gear 9 for rotational connection. In order to reduce the friction of the contact surface, the third sleeve 24 and the fourth sleeve are respectively installed on the two ends of the rear planetary sun gear 9 31. The No. 2 motor 7 is empty sleeved in the middle section of the system output shaft 8, that is, the system output shaft 8 is inserted into the center hole of the No. 2 motor 7 for rotational connection. The right end of the system output shaft 8 is connected to the drive axle of the whole vehicle for power output. Process a long blind hole from left to right on the rotation axis of the system output shaft 8, and process 2-3 radial holes on the system output shaft 8, that is, the fitting part with the rear planetary row sun gear 9, and on the central axis The radial through holes connected by long blind holes are used to transport lubricating oil.

Referring to Fig. 5 and Fig. 6, the clutch 3 described in the utility model is an assembly, which mainly includes a casing 32, an annular piston 33, a sealing ring 34, three friction plates 35 with the same structure, and three steel plates with the same structure 36, pressure plate 37, snap ring 38, clutch hub 39, spring base 40, four springs 41, small snap ring 42 with the same structure.

The clutch hub 39 is an annular element, the center hole of which is processed with an internal spline for connecting with the hollow spline shaft in the middle section of the front planetary sun gear 13 . The outer cylindrical surface of the clutch hub 39 is processed with three spline grooves at equal intervals, which are respectively matched with the inner splines of the three steel sheets 36 with the same structure. The spring base 40 is also an annular element. The spring base 40 is set on the outer cylindrical surface of the center hole of the clutch hub 39. position, a snap ring groove is processed on the outer cylindrical surface of the clutch hub 39 center hole, and the small snap ring 42 is packed into. Four evenly distributed grooves are processed on the spring base 40, and four springs 41 with the same structure are put into the grooves in sequence. The central hole of the annular piston 33 is set on the outer cylindrical surface of the central hole of the casing 32 for sliding connection, and the casing 32 is set on the outer cylindrical surface of the central hole of the clutch hub 39 for rotational connection. The left end surface of the annular piston 33 An annular hydraulic oil cylinder is formed with the annular groove on the right side of the casing 32, and an oil inlet A is arranged on the left circular wall connected with the central hole wall of the casing 32. In order to ensure the sealing performance of the hydraulic cylinder formed by the annular piston 33 and the casing 32 , a groove for installing a sealing ring 34 is processed on the outer circular surface of the annular piston 33 . Three equidistant spline grooves are processed on the inner cylindrical surface of the casing 32, respectively matching with the external splines of the three friction plates 35 with the same structure. Three friction plates 35 with the same structure and three steel plates 36 with the same structure are installed alternately. Normally, the friction plates 35 and the adjacent steel plates 36 are clearance fit. Only when the hydraulic oil is pressed into the hydraulic cylinder , push the annular piston 33 to move rightward, and when a sufficiently large pressing force is formed, the three friction plates 35 with the same structure and the three steel plates 36 with the same structure will contact each other and be compressed.

The engine 1, No. 1 motor 2, No. 2 motor 7 and supercapacitor 5 are all selected from existing products. The specific selection needs to be combined with the basic parameters and design requirements of the vehicle. See Table 1 and Table 2 for details.

Table 1 Basic parameters of the vehicle

Table 2 Design Requirements

The engine 1 is the main power source of the whole vehicle, and its power must meet the power requirements for cruising at the highest speed on a straight road, as shown in formula (1). In the formula, P _e is the required power of the engine 1, V _a is the driving speed, η _t is the transmission efficiency, M is the full load mass of the vehicle, g is the acceleration of gravity, f _r is the rolling resistance coefficient of the vehicle, and ρ _a is the air density , C _D is the air resistance coefficient, A is the windward area of the vehicle, and i is the slope.

${\mathrm{<span\; class="notranslate">\; P</span>}}_{\mathrm{<span\; class="notranslate">\; e</span>}}<span\; class="notranslate">\; =</span>\frac{{\mathrm{<span\; class="notranslate">\; V</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}}}{\mathrm{<span\; class="notranslate">\; 1000</span>}{\mathrm{<span\; class="notranslate">\; \&eta;</span>}}_{\mathrm{<span\; class="notranslate">\; t</span>}}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; Mg</span>}{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}<span\; class="notranslate">\; +</span>\frac{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; \&rho;</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}}{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; D.</span>}}\mathrm{<span\; class="notranslate">\; A</span>}{\mathrm{<span\; class="notranslate">\; V</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>\mathrm{<span\; class="notranslate">\; Mgi</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; )</span>$

Referring to FIG. 7 , in addition, the power of the engine 1 is also required to be greater than the average power of the target cycle condition, so as to ensure the power balance during driving and avoid deep discharge of the supercapacitor. According to the basic parameters of the vehicle shown in Table 1 and the design requirements shown in Table 2, the main parameters of the selected engine products are shown in Table 3. The universal characteristic curve of the engine is shown in the figure. At the same time, according to the universal characteristic curve of the engine 1, the engine is selected to work in the high-efficiency zone, that is, 1100rpm to 2200rpm.

Table 3 Main parameters of the engine

peak torque 704Nm1500rpm peak power 147kw2200rpm Displacement (ml) 4980 idle speed (rpm) 900 Maximum speed (rpm) 2500

Referring to Fig. 8, the No. 1 motor 2 is used to decouple the rotation speed between the engine 1 and the wheels under different working conditions, so that the rotation speed of the engine 1 is independent of the rotation speed of the wheels, and cooperates with the No. 2 motor 10 to control the engine 1 and the wheels. The torque decoupling between them can ensure that the engine 1 works in the high-efficiency zone, so as to improve the fuel economy of the whole vehicle.

First, regarding the speed relationship of the No. 1 motor 2, it is required that when the vehicle speed is zero, that is, when the speed of the front planetary carrier 12 is zero, the maximum speed of the No. 1 motor 2 can balance the maximum operating speed of the engine, as shown in formula (2) shown. In the formula, ω _{MG1_max} is the maximum rotational speed of No. 1 motor 12, ω _eexp is the maximum operating speed of engine 1, which is 2200 rpm, k ₁ is the characteristic parameter of the front planetary row, and is the number of teeth of the front planetary ring gear 3 and the front planetary row The ratio of the number of teeth of the sun gear 14.

ω _{MG1_max} ≥ k ₁ ω _eexp (2)

Secondly, the torque of the No. 1 motor 2 and the torque of the engine 1 should satisfy the relationship as in formula (3), so as to ensure that the No. 1 motor 2 has sufficient ability to adjust the speed of the engine 1 . In the formula, T _emax is the maximum torque of the engine 1 , and T _{MG1_max} is the torque at the maximum speed of the No. 1 motor 2 .

T _emax ≤ k ₁ T _{MG1_max} (3)

Substituting specific values, the main parameters of the selected No. 1 motor 2 are shown in Table 4, and its universal characteristic curve is shown in Figure 8.

Table 4 Main parameters of No.1 motor

Motor type (AC/PM) PM Motor rated power (kW) 70 Motor rated torque (Nm) 334 Motor peak power (kW) 140 Motor peak torque (Nm) 668 Maximum speed (rpm) 4000

Minimum stable speed (rpm) 500

Referring to FIG. 9 , the No. 2 motor 7 is required to be able to provide peak power in extreme acceleration conditions to ensure the power performance of the vehicle. Accordingly, in the extreme acceleration condition, the remaining power of the engine to overcome air resistance, rolling resistance and climbing resistance power is firstly calculated, as shown in formula (4), where t _i is the time when the engine is started, and t _a is the end of acceleration P _eM is the power transmitted from the engine to the wheels through the mechanical path of the EVT, and P _r is the resistance power (equal to the sum of air resistance, rolling resistance and climbing resistance power).

${\mathrm{<span\; class="notranslate">\; P</span>}}_{\mathrm{<span\; class="notranslate">\; e</span>}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; a</span>}}<span\; class="notranslate">\; =</span>\frac{\mathrm{<span\; class="notranslate">\; 1</span>}}{<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; i</span>}}<span\; class="notranslate">\; )</span>}{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; i</span>}}}^{{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; P</span>}}_{\mathrm{<span\; class="notranslate">\; E</span>}}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; P</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}<span\; class="notranslate">\; )</span>\mathrm{<span\; class="notranslate">\; dt</span>}<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 4</span>}<span\; class="notranslate">\; )</span>$

In addition, the acceleration resistance power P _acc needs to be calculated, as shown in formula (5). Finally, the power of the second motor 7 is equal to the acceleration resistance power minus the remaining power of the engine, as shown in formula (6).

${\mathrm{<span\; class="notranslate">\; P</span>}}_{\mathrm{<span\; class="notranslate">\; acc</span>}}<span\; class="notranslate">\; =</span>\frac{\mathrm{<span\; class="notranslate">\; \&delta;</span>}<span\; class="notranslate">\; \&CenterDot;</span>\mathrm{<span\; class="notranslate">\; m</span>}<span\; class="notranslate">\; \&Center\; Dot;</span>{\mathrm{<span\; class="notranslate">\; <figure-callout\; id="2"\; label="v"\; filenames="HDA00003801659400061.png"\; state="\{\{state\}\}">v</figure-callout></span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}}{\mathrm{<span\; class="notranslate">\; 3600</span>}<span\; class="notranslate">\; \&Center\; Dot;</span>{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}}<span\; class="notranslate">\; \&Center\; Dot;</span>{\mathrm{<span\; class="notranslate">\; \&eta;</span>}}_{\mathrm{<span\; class="notranslate">\; t</span>}}<span\; class="notranslate">\; \&Center\; Dot;</span>\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&Center\; Dot;</span>\mathrm{<span\; class="notranslate">\; 3.6</span>}}<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 5</span>}<span\; class="notranslate">\; )</span>$

P _m =P _acc -P _e,a (6)

In formula (5): δ is the rotation mass conversion coefficient, and v is the vehicle speed at the end of the limit working condition, which is 50km/h.

Secondly, the maximum speed of the second motor 7 should also meet the requirements of the maximum speed of the vehicle, as shown in formula (7). In the formula, i ₂ is the fixed speed ratio formed by the rear planetary row, v _max is the required maximum vehicle speed, here is 70km/h, r is the rolling radius of the wheel, and i _d is the reduction ratio of the main reducer.

${\mathrm{<span\; class="notranslate">\; no</span>}}_{\mathrm{<span\; class="notranslate">\; <figure-callout\; id="2"\; label="MG"\; filenames="HDA00003801659400061.png"\; state="\{\{state\}\}">MG</figure-callout></span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \_</span>\mathrm{<span\; class="notranslate">\; nspd</span>}}<span\; class="notranslate">\; \&Greater\; Equal;</span>{\mathrm{<span\; class="notranslate">\; i</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; \&Center\; Dot;</span>\frac{{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; max</span>}}}{\mathrm{<span\; class="notranslate">\; 3.6</span>}\mathrm{<span\; class="notranslate">\; r</span>}}<span\; class="notranslate">\; \&Center\; Dot;</span>\frac{\mathrm{<span\; class="notranslate">\; 30</span>}}{\mathrm{<span\; class="notranslate">\; \&pi;</span>}}<span\; class="notranslate">\; \&Center\; Dot;</span>{\mathrm{<span\; class="notranslate">\; i</span>}}_{\mathrm{<span\; class="notranslate">\; d</span>}}<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 7</span>}<span\; class="notranslate">\; )</span>$

Finally, it is necessary to calculate the base speed point of the No. 2 motor 7 according to the normal running speed of the vehicle, so as to ensure that the No. 2 motor always works in a region with better efficiency. To sum up, the main parameters of the No. 2 motor 7 can be obtained as shown in Table 5, and its universal characteristic curve is shown in FIG. 9 .

Table 5 Main parameters of No. 2 motor

Motor type (AC/PM) PM Motor rated power (kW) 80 Motor rated torque (Nm) 311 Motor peak power (kW) 160 Motor peak torque (Nm) 622 Maximum speed (rpm) 7000 Minimum stable speed (rpm) 500

In terms of power, the supercapacitor 5 is required to have sufficient power to meet the requirements of vehicle dynamics, that is, within the specified acceleration time, the sum of the power of the engine 1 and the supercapacitor 5 should be able to meet the requirements of the vehicle's extreme working conditions. total power requirements. In terms of energy, it is required that the energy provided by the supercapacitor 5 within the allowable SOC discharge range should meet the energy demand of the supercapacitor in the entire full-load acceleration condition within the specified acceleration time under extreme conditions, that is, the acceleration condition In this case, the energy of the supercapacitor 5 is the total energy required by the No. 2 motor 7 minus the total amount of electric energy that the No. 1 motor 12 can provide. The main parameters of the supercapacitor 5 obtained according to the above requirements are shown in Table 6.

Table 6 Main parameters of supercapacitors

type Carbon-based supercapacitor total internal resistance 58.3mohm total capacity 20.27F total number of sessions 148 Voltage level 400V, 250V Monomer parameters 2.7V, 3000F, 0.394mohm

Referring to FIG. 1 and FIG. 6 , the No. 1 motor 2 is hollowly sleeved on the system input shaft 14 , and the system input shaft 14 is inserted into the hollow shaft of the No. 1 motor 2 . The system input shaft 14 is inserted into the center hole of the front planetary sun gear 13 for rotational connection. In order to reduce the frictional resistance of the connection surface, a No. 1 sleeve 19 and No. 2 sleeve 23. The right end of the system input shaft 14 is processed as a large-diameter shaft, which is an interference fit with the center hole of the front planetary carrier 12 . Process a long blind hole from right to left on the rotation axis of the system input shaft 14, and process 2-3 radially on the system input shaft 14, that is, the part that fits with the front planetary row sun gear 13, and on the central axis The radial through holes connected by long blind holes are used to transport lubricating oil.

In addition, the inverter 4 is selected according to the voltage levels of the No. 1 motor 2 and the No. 2 motor 7 . The three joints of the No. 1 motor 2 are respectively connected to the three AC output/output joints x, y, and z of the inverter 4 through cables, and the positive and negative pole joints of the inverter 4 use cables and supercapacitors respectively. The positive and negative poles of 5 are connected, and the three connectors of the second motor 7 are respectively connected to the other three AC input/output connectors x', y', z' of the inverter 4 using cables.

The working mode of the planetary dual-mode oil-electric hybrid system described in the utility model is shown in the following table:

Operating mode energy source pure electric mode super capacitor 5 Electronic continuously variable speed mode Engine 1 and supercapacitor 5 parallel mode Engine 1 and supercapacitor 5 regenerative braking mode regenerative braking energy

1. Pure electric mode

Pure electric mode is mainly used to start the vehicle. In this mode, all the energy required to drive the vehicle comes from the supercapacitor 5, which is converted into mechanical energy by the second motor 7, and is output to the drive axle of the vehicle after deceleration and torque increase by the rear planetary row.

2. Electronic continuously variable speed mode

The electronic continuously variable transmission mode can be further divided into two sub-modes of engine 1 independent drive and joint drive. The common features of these two sub-modes are: at this time, the clutch 3 is disengaged, and part of the output power of the engine 1 passes through the front planetary row, and is output to the drive axle of the vehicle through a mechanical path, and the other part passes through the front planetary row, and is converted into electric power by the No. 1 motor 2 , and then converted into mechanical power by No. 2 motor 7 and output to the drive axle of the whole vehicle. The difference between the two sub-modes is: in the single drive mode of the engine 1, all the power comes from the engine 1, while in the joint drive mode, part of the power comes from the super capacitor 5.

The division of the two sub-modes is mainly based on the maximum output power of the optimized working curve of the engine 1 . When the required power of the whole vehicle is less than the maximum power of the optimized working curve of the engine 1, it is in the single driving mode of the engine 1, and all the power comes from the engine 1, and the engine 1 is controlled to work on the optimized working curve to obtain better fuel economy; When the required power of the vehicle is greater than the maximum power of the optimized working curve of the engine 1, the engine 1 works at the maximum power point of the optimized curve, and the insufficient required power of the whole vehicle is supplemented by the super capacitor 5.

3. Parallel mode

When the vehicle speed is high, the clutch 3 is engaged, the sun wheel 13 of the front planetary row is locked, and the entire front planetary row is equivalent to a fixed speed ratio. At this time, the power output by the engine 1 flows through the mechanical path and is output to the drive axle of the vehicle. The transmission efficiency is relatively high, and at the same time, the engine 1 can be controlled in the high-efficiency region, and the thermal efficiency is relatively high.

4. Regenerative braking mode

According to the status of the vehicle, the regenerative braking mode can be divided into two situations: No. 2 motor 7 braking and joint braking.

In the case of non-emergency braking, and the vehicle speed is higher than a certain limit value, it enters the regenerative braking mode. If the required braking torque at this time is less than the maximum braking torque that the No. 2 motor 7 can provide, the No. 2 motor 10 brakes alone, and the recovered regenerative braking energy is stored in the super capacitor 5 . If the required braking torque is greater than the maximum braking torque that the No. 2 motor 10 can provide, it will be jointly braked by the No. 2 motor 10 and the mechanical brake, and a part of the energy will be recovered by the No. 2 motor 7 and stored in the super capacitor. Another part of the energy is dissipated by the mechanical brake in the form of heat.

The principle and characteristics of the planetary dual-mode hybrid system:

1. The vehicle controller will ensure that the engine 1 works in the best efficiency area according to the vehicle speed and the position of the accelerator pedal/throttle opening (the required power value can also be considered comprehensively), and at the same time ensure that the supercapacitor 5 has a certain Based on the premise of energy reserve (used for acceleration or rapid acceleration), by adjusting the speed of the first motor 2 and the output torque of the second motor 7, the required torque is reasonably allocated between the engine 1 and the second motor 7.

2. The function of the No. 1 motor 2 here is to adjust the speed of the engine 1 to the optimum speed range, that is, to decouple the speed of the engine 1 from the speed of the wheels. The limit of the speed can only be lifted to a certain extent from the limitation of the speed of the engine on the engine speed.

3. No. 2 motor 7 has a high torque output characteristic, which can increase or supplement the torque from the engine 1 on the drive axle of the vehicle to meet the road torque demand, that is, solve the torque output of the engine 1 from the road demand torque Coupled out, the limitation of the engine 1 torque by the road surface demand torque caused by the mechanical connection between the engine 1 and the drive shaft of the vehicle is released.

4. This planetary dual-mode hybrid power system can obtain a larger torque transmission ratio, which reduces the torque requirement for the second motor 7 required by the torque decoupling, so that the peak torque can be selected to be smaller, that is, The smaller No. 2 motor 7 is easier to arrange in the vehicle.

5. According to the level of the vehicle speed, select the engagement and disengagement state of the clutch 3. When the clutch 3 is disengaged, the planetary dual-mode hybrid power system can realize a complete parallel mode. At this time, the power of the engine 1 is directly output from the mechanical path, which ensures high transmission efficiency.

Therefore, on the premise of ensuring sufficient power requirements for the whole vehicle, the engine 1 can operate in the fuel economy region with the best efficiency, and obtain higher fuel economy and emission characteristics, and this planetary dual-mode hybrid The hybrid power system can reduce the vehicle's demand for the maximum torque or maximum power of the engine, thereby reducing the size requirements for the engine 1 when designing the powertrain parameters of the vehicle, and making the selection and design of the engine 1 more efficient. In addition, the addition of clutch 3 enriches the working modes of the system, enabling the system to obtain the best overall efficiency under different operating conditions.

Claims (7)

1. the electric parallel-serial hybrid power system of planetary bimodulus oil, comprise driving engine (1), a motor (2), inverter (4), super capacitor (5), No. two motors (7), front planet row and rear planet row, it is characterized in that, the described electric parallel-serial hybrid power system of planetary bimodulus oil also comprises power-transfer clutch (3), system output shaft (8) and system input shaft (14)

Driving engine (1) is connected with system input shaft (14) by coupler, a motor (2) empty set is at the left end of system input shaft (14), front planet row is sleeved on the right-hand member of system input shaft (14), the right-hand member of a motor (2) is that spline pair is connected with the left end of front planet row sun wheel (13) in front planet row, before power-transfer clutch (3) is sleeved in front planet row, the left end of planet row sun wheel (13) is that spline pair connects, the right-hand member of front planet row is that spline pair is connected with the left end of system output shaft (8), rear planet row is sleeved on the left end of system output shaft (8), No. two motors (7) empty set is at the right-hand member of system output shaft (8), the left end of No. two motors (7) is that spline pair is connected with the right-hand member of rear planet row.

2. according to the electric parallel-serial hybrid power system of planetary bimodulus oil claimed in claim 1, it is characterized in that the rotation axis conllinear of described system input shaft (14), a motor (2), power-transfer clutch (3), front planet row, rear planet row, No. two motors (7) and system output shaft (8).

3. according to the electric parallel-serial hybrid power system of planetary bimodulus oil claimed in claim 1, it is characterized in that, described power-transfer clutch (3) includes casing (32), annular piston (33), three friction lining (35), three steel disc (36), platen (37), clutch hub (39), spring pedestal (40), four springs (41) and little snap ring (42) that structure is identical that structure is identical that structure is identical;

Described clutch hub (39) is that spline pair is connected with the middle part of front planet row sun wheel (9) in front planet row, the face of cylinder, outside of clutch hub (39) centre hole and three steel disc (36) spline pair connections that structure is identical, spring pedestal (40) is sleeved on the face of cylinder, outside of clutch hub (39) centre hole as being rotationally connected, four identical springs (41) of structure are put into four grooves on spring pedestal (40) successively, it is sliding block joint that annular piston (33) is sleeved on the face of cylinder, outside of casing (32) centre hole, on the left circles ring wall being connected with casing (32) center hole wall, an oil inlet A is set, between the friction lining (35) identical with three structures of the face of cylinder, inner side of casing (32), be that spline pair connects, the steel disc (36) that the identical friction lining (35) of three structures is identical with three structures is alternate installation, between the friction lining (35) that three structures the are identical under normal conditions steel disc (36) identical with three structures, it is free-running fit, right side at the identical friction lining (35) of three structures of the alternate installation steel disc (36) identical with three structures is provided with platen (37).

4. according to the electric parallel-serial hybrid power system of planetary bimodulus oil claimed in claim 3, it is characterized in that, described clutch hub (39) is a ring-type element, the centre hole of clutch hub (39) is the internal splined hole being connected for the stage casing castellated shaft with front planet row sun wheel (13), on the face of cylinder, outside of clutch hub (39), be processed with equally spaced three splines, three splines coordinate with the female splines of steel disc (36);

On the face of cylinder, outside of described clutch hub (39) centre hole, be processed with an annular groove, little snap ring (42) packs in annular groove, and is connected with the contact of spring pedestal (40) right side;

On described spring pedestal (40), be evenly distributed with four for placing the groove of the spring (41) that four structures are identical; On the disc of the outside of annular piston, be processed with a groove that seal ring (34) is installed;

On the inner headed face of described casing (32), process the spline of three three friction linings of equidistant installation (35).

5. according to the electric parallel-serial hybrid power system of a kind of planetary bimodulus oil claimed in claim 1, it is characterized in that, described system output shaft (8) is a stepped shaft, and the left end of system output shaft (8) is the castellated shaft being connected with front planet toothrow snare (20) right-hand member center; In system output shaft (8), the right side of castellated shaft is provided with the flange being connected with the left side contact of rear planet row sun wheel (9), on the rotation axis of system output shaft (8), from left to right process a long blind hole, and on system output shaft (8), radially process with the equipped part of rear planet row sun wheel (9) radial direction through hole for delivery of lubricating oil that the long blind hole on 2～3 and axis communicates, the right-hand member of system output shaft (8) is connected with car load drive axle.

6. according to the electric parallel-serial hybrid power system of a kind of planetary bimodulus oil claimed in claim 1, it is characterized in that, a described motor (2) is spline joint with front planet row sun wheel (13), system input shaft (14) is through the hollow and front planetary line interference fit of front planet row sun wheel (13), the left end of the right-hand member of front planet toothrow circle (11) and front planet toothrow snare (20) is spline joint, and the right-hand member of front planet toothrow snare (20) centre hole adopts spline pair to be connected with the left end of system output shaft (8); Front planetary line (12) forms an assembly set with front planetary line left side (21), and front planetary line left side (21) is connected pawl (43) with front planetary line (12) by front planetary line left side and is welded into one; 4 identical front planet rows of planetary wheels (16) of structure are evenly distributed on front planetary line (12) by front planet rows of planetary wheel bearing pin (17) respectively, the identical front planet rows of planetary wheel outside tooth of (16) and the internal tooth of front planet toothrow circle (11) of 4 structures being arranged on front planetary line (12) is meshed, and 4 the identical front planet rows of planetary wheel inner tines of (16) and teeth of front planet row sun wheel (13) of structure are meshed.

7. according to the electric parallel-serial hybrid power system of a kind of planetary bimodulus oil claimed in claim 1, it is characterized in that, described rear planet row also comprises No. three sleeves (24), No. four sleeves (31) and No. two adjustment pads (30), No. three sleeves (24) and No. four sleeves (31) are arranged on respectively the two ends of rear planet row sun wheel (9), adjusting pad (30) No. two is connected with rear planet row pinion carrier right side (29) bolt, adjust pad (30) empty set for No. two in rear planet row sun wheel (9), and the centre hole of adjusting pad (30) for No. two is coaxial with rear planet row sun wheel (9), rear planet row sun wheel (9) is spline joint with No. two motors (7).

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