CN106945500B - Speed change device for hybrid vehicle - Google Patents
Speed change device for hybrid vehicle Download PDFInfo
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- CN106945500B CN106945500B CN201710065031.9A CN201710065031A CN106945500B CN 106945500 B CN106945500 B CN 106945500B CN 201710065031 A CN201710065031 A CN 201710065031A CN 106945500 B CN106945500 B CN 106945500B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention discloses a speed change gear for a hybrid vehicle.A output end of an engine is connected with an input end of an input shaft, the input shaft is provided with a clutch, a duplicate gear, a second-gear input gear and a fourth-gear input gear, two sides of the input shaft are respectively provided with a first output shaft and a second output shaft, the first output shaft is sequentially provided with a first-gear output gear, a first synchronizer and a fourth-gear output gear from front to back, and the first-gear output gear is meshed with a pinion; and a third-gear output gear, a second synchronizer and a second-gear output gear are sequentially arranged on the second output shaft from front to back, the third-gear output gear is meshed with the large gear, a motor output gear is arranged at the output end of the motor, and the motor output gear is meshed with the first-gear output gear. The invention relates to an H-AMT based on a traditional AMT, which is added with a motor and a bilateral synchronizer on the basis of the traditional AMT, and the seemingly simple structural change is not simple, so that the gear combination, the gear shifting route and the logic are completely different from the traditional AMT.
Description
Technical Field
The invention belongs to the field of hybrid vehicles, and particularly relates to a speed change device for a hybrid vehicle.
Background
With the development of technology and society, hybrid vehicles are widely used, and mainly drive vehicles to run through an engine and a motor. There are two main types of conventional transmissions for hybrid vehicles: one is a hybrid transmission mechanism manufactured by toyota corporation, which is based on a planetary gear mechanism + CVT (i.e., a stepless transmission), and this structure has a general durability due to stepless transmission, and has high requirements for parts, which in turn leads to manufacturing costs. The other type is a double-clutch speed change mechanism produced by BYD company and mounted on BYD Qin, an engine and a motor of the speed change mechanism are connected through a double-clutch transmission, and the structure is low in reliability and high in cost. The hybrid power transmission device is mounted on a BYD F3DM and adopts an engine, double motors and a transmission structure, wherein one motor is connected with the engine in series and is used for starting the motor and the generator, the other motor is used for driving and generating, and the transmission mechanism adopts double motors and is high in cost.
Disclosure of Invention
The invention aims to provide a speed change device for a hybrid vehicle, which has high integration level, good reliability and low cost.
The technical scheme of the invention is as follows: a transmission device for a hybrid vehicle, characterized in that: including engine (1) and motor (15), wherein the input of engine (1) output and input shaft (2) links to each other, installs clutch (3), duplicate gear (4), second gear input gear (5) and fourth gear input gear (6) in proper order from the past backward on this input shaft (2), wherein: the duplicate gear (4) is sleeved on the input shaft (2) in an empty way and consists of a large gear (4 a) on the front side and a small gear (4 b) on the rear side, and the clutch (3) can be combined with or separated from the large gear (4 a) of the duplicate gear (4); the second-gear input gear (5) and the fourth-gear input gear (6) are fixedly sleeved on the input shaft (2), the diameter of the fourth-gear input gear (6) is larger than that of the second-gear input gear (5), and the diameter of the second-gear input gear (5) is larger than that of the large gear (4 a);
the input shaft (2) both sides are equipped with first output shaft (7) and second output shaft (8) respectively, and these three axles are parallel to each other, wherein: a first-gear output gear (9), a first synchronizer (10) and a fourth-gear output gear (11) are sequentially arranged on the first output shaft (7) from front to back, the first-gear output gear (9) and the fourth-gear output gear (11) are both sleeved on the first output shaft (7) in a hollow mode, and the diameter of the first-gear output gear (9) is larger than that of the fourth-gear output gear (11); the first gear output gear (9) is meshed with the pinion (4 b) and forms a first gear set (T1), and the fourth gear output gear (11) is meshed with the fourth gear input gear (6) and forms a fourth gear set (T4); the first synchronizer (10) can be selectively combined with the first-gear output gear (9) or the fourth-gear output gear (11) under the operation of a corresponding gear shifting operation mechanism, when the first synchronizer (10) is combined with the first-gear output gear (9), the first synchronizer (S1) corresponds to a first gear, and when the first synchronizer (10) is combined with the fourth-gear output gear (11), the fourth gear (S4) corresponds to a fourth gear;
a third-gear output gear (12), a second synchronizer (13) and a second-gear output gear (14) are sequentially arranged on the second output shaft (8) from front to back, wherein the third-gear output gear (12) and the second-gear output gear (14) are both sleeved on the input shaft (2) in a hollow mode, and the diameter of the third-gear output gear (12) is smaller than that of the second-gear output gear (14); the third-gear output gear (12) is meshed with the large gear (4 a) to form a third gear set (T3), and the third-gear output gear (14) is meshed with the second-gear input gear (5) to form a second gear set (T2); the second synchronizer (13) can be selectively combined with the third-gear output gear (12) or the second-gear output gear (14) under the operation of a corresponding gear shifting operation mechanism, the second synchronizer (13) corresponds to a third gear (S3) when being combined with the third-gear output gear (12) and corresponds to a second gear (S2) when being combined with the second-gear output gear (14);
the output end of the motor (15) is provided with a motor output gear (16), and the motor output gear (16) is meshed with the first gear output gear (9).
The invention is an H-AMT (i.e. hybrid power speed change mechanism) based on traditional AMT (i.e. manual gear speed change box), the H-AMT is added with a motor and a bilateral synchronizer on the basis of the traditional AMT, the structure change which is simple but not simple leads to the completely different gear combination and gear shift route and logic from the traditional AMT; the scheme is provided with two output shafts, a first output shaft is provided with a first-gear output gear and a fourth-gear output gear, a second output shaft is provided with a third-gear output gear and a second-gear output gear, the scheme is provided with two pure electric modes and six hybrid power modes, gear shifting can be sequentially performed between the two pure electric modes and between the six hybrid power modes, gear jumping can be performed between different gear modes of the hybrid power, gear jumping can be performed between the pure electric modes and the hybrid power modes, and gear jumping in some gear modes can realize power driving, so that gear jumping and contusion cannot be generated, and the scheme is greatly different from the traditional AMT; because the AMT adopts gear speed change, the reliability of the structure is high, and the reliability of the device is quite high directly. Different from the traditional AMT which can interrupt power to cause pause and contusion, some gear shifting and gear skipping operations of the speed change mechanism can drive power, power interruption can not be caused, pause and contusion can not be generated, and the scheme is a great difference from the traditional AMT. Compared with the structure of a planetary gear mechanism and a CVT in Toyota, the scheme has the greatest advantages of high reliability and relatively low technical requirements on parts, thereby reducing the manufacturing cost. Compared with a double-clutch speed change mechanism produced by BYD, the speed change mechanism in the scheme is simple in structure, high in reliability and relatively low in cost. Therefore, the speed change device for the hybrid vehicle is completely different from the conventional hybrid speed change mechanism, adopts step speed change, has the advantages of high integration level, few parts, good reliability, low cost and the like, and is obviously substantially different from the conventional AMT.
In order to facilitate power output, a first power output interface (17) is arranged at the front end of the first output shaft (7), and a second power output interface (18) is arranged at the front end of the second output shaft (8).
Has the advantages that: the invention is an H-AMT (i.e. hybrid power speed change mechanism) based on traditional AMT (i.e. manual gear speed change box), the H-AMT is added with a motor and a bilateral synchronizer on the basis of the traditional AMT, the structure change which is simple but not simple leads to the completely different gear combination and gear shift route and logic from the traditional AMT; the scheme is provided with two output shafts, a first output shaft is provided with a first-gear output gear and a fourth-gear output gear, a second output shaft is provided with a third-gear output gear and a second-gear output gear, the scheme is provided with two pure electric modes and six hybrid power modes, gear shifting can be sequentially performed between the two pure electric modes and between the six hybrid power modes, gear jumping can be performed between different gear modes of the hybrid power, gear jumping can be performed between the pure electric modes and the hybrid power modes, and gear jumping in some gear modes can realize power driving, so that gear jumping and contusion cannot be generated, and the scheme is greatly different from the traditional AMT; because the AMT adopts gear speed change, the reliability of the structure is high, and the reliability of the device is quite high directly. Different from the traditional AMT which has the problem that the gear shifting is interrupted by power to cause the jerking feeling, some gear shifting and gear jumping operations of the speed change mechanism can drive power, the power interruption can not be caused, and the jerking feeling can not be generated, so that the scheme is further different from the traditional AMT. Compared with the structure of a planetary gear mechanism and a CVT in Toyota, the scheme has the greatest advantages of high reliability and relatively low technical requirements on parts, thereby reducing the manufacturing cost. Compared with a double-clutch speed change mechanism produced by BYD, the speed change mechanism in the scheme is simple in structure, high in reliability and relatively low in cost. Therefore, the speed change device for the hybrid vehicle is completely different from the conventional hybrid speed change mechanism, adopts step speed change, has the advantages of high integration level, few parts, good reliability, low cost and the like, and is obviously substantially different from the conventional AMT.
Drawings
FIG. 1 is a schematic diagram of the present invention.
Detailed Description
The invention is further illustrated by the following examples in conjunction with the accompanying drawings:
as shown in fig. 1, a transmission for a hybrid vehicle mainly includes an engine 1 and a motor 15, which are purchased externally, at least one of which is a power source, or both of which serve as a power source. The motor 15 is also used as a starting motor of the engine and used for dragging the engine to enable the engine to work; the motor can also be used as a generator to charge a storage battery. The output end of the engine 1 is connected with the input end of the input shaft 2, and the clutch 3, the duplicate gear 4, the second-gear input gear 5 and the fourth-gear input gear 6 are sequentially installed on the input shaft 2 from front to back. The duplicate gear 4 is mounted on the input shaft 2 in an empty manner, and is composed of a large gear 4a on the front side and a small gear 4b on the rear side. The clutch 3 can be engaged with or disengaged from the large gear 4a of the duplicate gear 4. When the clutch 3 is engaged with the large gear 4a of the duplicate gear 4, the power of the engine 1 is input to the duplicate gear 4 through the clutch 3. The second-gear input gear 5 and the fourth-gear input gear 6 are fixedly sleeved on the input shaft 2, the diameter of the fourth-gear input gear 6 is larger than that of the second-gear input gear 5, and the diameter of the second-gear input gear 5 is larger than that of the large gear 4 a.
As shown in fig. 1, a first output shaft 7 and a second output shaft 8 are respectively arranged on two sides of the input shaft 2, and the three shafts are parallel to each other, wherein: the first output shaft 7 is provided with a first-gear output gear 9, a first synchronizer 10 and a fourth-gear output gear 11 from front to back in sequence. The first-gear output gear 9 and the fourth-gear output gear 11 are both sleeved on the first output shaft 7 in an empty mode, and the diameter of the first-gear output gear 9 is larger than that of the fourth-gear output gear 11. The front end of the first output shaft 7 is provided with a first power output interface 17, and the first power output interface 17 is a gear in the embodiment. The first-gear output gear 9 meshes with the pinion 4b and constitutes a first gear set T1, and the fourth-gear output gear 11 meshes with the fourth-gear input gear 6 and constitutes a fourth gear set T4. The first synchronizer 10 can be selectively coupled with the first-speed output gear 9 or the fourth-speed output gear 11 under the manipulation of the corresponding shift operating mechanism. The first synchronizer 10 corresponds to a first gear S1 when it is coupled with the first-gear output gear 9, and corresponds to a fourth gear S4 when it is coupled with the fourth-gear output gear 11.
The second output shaft 8 is sequentially provided with a third-gear output gear 12, a second synchronizer 13 and a second-gear output gear 14 from front to back, wherein the third-gear output gear 12 and the second-gear output gear 14 are both sleeved on the input shaft 2, and the diameter of the third-gear output gear 12 is smaller than that of the second-gear output gear 14. The second output shaft 8 is provided with a second power output interface 18 at the front end, and the second power output interface 18 is a gear in the embodiment. The third gear output gear 12 meshes with the large gear 4a and constitutes a third gear set T3, and the third gear output gear 14 meshes with the second gear input gear 5 and constitutes a second gear set T2. The second synchronizer 13 is selectively engageable with either the third output gear 12 or the second output gear 14 under operation of the corresponding shift operating mechanism, corresponding to the third gear position S3 when the second synchronizer 13 is engaged with the third output gear 12, and corresponding to the second gear position S2 when the second synchronizer 13 is engaged with the second output gear 14. The output end of the motor 15 is provided with a motor output gear 16, and the motor output gear 16 is simultaneously meshed with the first gear output gear 9.
The above description is only exemplary of the present invention and should not be taken as limiting, and any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (2)
1. A transmission device for a hybrid vehicle, characterized in that: including engine (1) and motor (15), wherein the input of engine (1) output and input shaft (2) links to each other, installs clutch (3), duplicate gear (4), second gear input gear (5) and fourth gear input gear (6) in proper order from the past backward on this input shaft (2), wherein: the duplicate gear (4) is sleeved on the input shaft (2) in an empty way and consists of a large gear (4 a) at the front side and a small gear (4 b) at the rear side, and the clutch (3) can be combined with or separated from the large gear (4 a) of the duplicate gear (4); the second-gear input gear (5) and the fourth-gear input gear (6) are fixedly sleeved on the input shaft (2), the diameter of the fourth-gear input gear (6) is larger than that of the second-gear input gear (5), and the diameter of the second-gear input gear (5) is larger than that of the large gear (4 a); the two sides of the input shaft (2) are respectively provided with a first output shaft (7) and a second output shaft (8), the three shafts are parallel to each other, wherein: a first-gear output gear (9), a first synchronizer (10) and a fourth-gear output gear (11) are sequentially arranged on the first output shaft (7) from front to back, the first-gear output gear (9) and the fourth-gear output gear (11) are sleeved on the first output shaft (7) in a hollow mode, and the diameter of the first-gear output gear (9) is larger than that of the fourth-gear output gear (11); the first gear output gear (9) is meshed with the pinion (4 b) to form a first gear set (T1), and the fourth gear output gear (11) is meshed with the fourth gear input gear (6) to form a fourth gear set (T4); the first synchronizer (10) can be selectively combined with the first-gear output gear (9) or the fourth-gear output gear (11) under the operation of a corresponding gear shifting operation mechanism, the first synchronizer (10) corresponds to a first gear (S1) when being combined with the first-gear output gear (9), and corresponds to a fourth gear (S4) when being combined with the fourth-gear output gear (11); a third-gear output gear (12), a second synchronizer (13) and a second-gear output gear (14) are sequentially arranged on the second output shaft (8) from front to back, wherein the third-gear output gear (12) and the second-gear output gear (14) are sleeved on the input shaft (2) in a uniform mode, and the diameter of the third-gear output gear (12) is smaller than that of the second-gear output gear (14); the third gear output gear (12) is meshed with the large gear (4 a) to form a third gear set (T3), and the second gear output gear (14) is meshed with the second gear input gear (5) to form a second gear set (T2); the second synchronizer (13) can be selectively combined with the third-gear output gear (12) or the second-gear output gear (14) under the operation of a corresponding gear shifting operation mechanism, the second synchronizer (13) corresponds to a third gear (S3) when being combined with the third-gear output gear (12), and corresponds to a second gear (S2) when being combined with the second-gear output gear (14); and the output end of the motor (15) is provided with a motor output gear (16), and the motor output gear (16) is meshed with the first gear output gear (9).
2. The transmission device for a hybrid vehicle according to claim 1, characterized in that: the front end of the first output shaft (7) is provided with a first power output interface (17), and the front end of the second output shaft (8) is provided with a second power output interface (18).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710065031.9A CN106945500B (en) | 2017-01-23 | 2017-01-23 | Speed change device for hybrid vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710065031.9A CN106945500B (en) | 2017-01-23 | 2017-01-23 | Speed change device for hybrid vehicle |
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| Publication Number | Publication Date |
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| CN106945500A CN106945500A (en) | 2017-07-14 |
| CN106945500B true CN106945500B (en) | 2023-02-17 |
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| CN201710065031.9A Active CN106945500B (en) | 2017-01-23 | 2017-01-23 | Speed change device for hybrid vehicle |
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Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109466311A (en) * | 2018-12-29 | 2019-03-15 | 杭州登腾科技有限公司 | A kind of hybrid gearbox and hybrid vehicle |
| DE102019203486A1 (en) * | 2019-03-14 | 2020-09-17 | Zf Friedrichshafen Ag | Hybrid transmission device and motor vehicle |
| DE102019203488A1 (en) * | 2019-03-14 | 2020-09-17 | Zf Friedrichshafen Ag | Hybrid transmission device and motor vehicle |
| DE102020111175A1 (en) | 2020-04-24 | 2021-10-28 | Bayerische Motoren Werke Aktiengesellschaft | Drive train of a vehicle, in particular a hybrid vehicle |
Citations (13)
| Publication number | Priority date | Publication date | Assignee | Title |
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