CN111336223A - Two-gear transmission for hybrid power output - Google Patents

Two-gear transmission for hybrid power output Download PDF

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Publication number
CN111336223A
CN111336223A CN201911342379.3A CN201911342379A CN111336223A CN 111336223 A CN111336223 A CN 111336223A CN 201911342379 A CN201911342379 A CN 201911342379A CN 111336223 A CN111336223 A CN 111336223A
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CN
China
Prior art keywords
clutch
shaft
output
power
gear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN201911342379.3A
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Chinese (zh)
Inventor
罗天生
雷作钊
周荣斌
薛天宝
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Fujian Zhongwei Power Technology Co Ltd
Original Assignee
Fujian Zhongwei Power Technology Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Fujian Zhongwei Power Technology Co Ltd filed Critical Fujian Zhongwei Power Technology Co Ltd
Priority to CN201911342379.3A priority Critical patent/CN111336223A/en
Publication of CN111336223A publication Critical patent/CN111336223A/en
Pending legal-status Critical Current

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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
    • F16H3/087—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 characterised by the disposition of the gears
    • F16H3/093—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 characterised by the disposition of the gears with two or more countershafts
    • 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
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/10—Clutch systems with a plurality of fluid-actuated clutches
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • 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
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F16H2003/008—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths comprising means for selectively driving countershafts
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02086—Measures for reducing size of gearbox, e.g. for creating a more compact transmission casing
    • 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
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention discloses a two-gear transmission for hybrid power output, which comprises: the clutch comprises an input shaft, an output shaft, an intermediate shaft, a first clutch, a second clutch, a third clutch and a shell; the central line of the input shaft and the central line of the output shaft are arranged in a collinear way, and the input end of the input shaft and the output end of the output shaft respectively penetrate through two opposite side walls of the shell and are arranged on the shell; the input shaft transmits power to the intermediate shaft through the first clutch and then transmits the power to the second clutch or the third clutch through the intermediate shaft, the second clutch or the third clutch drives the output shaft to rotate, and the center line of the intermediate shaft is parallel to the center line of the input shaft and is arranged in the shell; one end of the intermediate shaft is in transmission connection with the rotating end of the power motor. The first clutch additionally arranged on the input shaft can be disconnected from the engine, so that the motor can independently output power.

Description

Two-gear transmission for hybrid power output
Technical Field
The invention relates to the technical field of transmissions, in particular to a two-gear transmission for hybrid power output.
Background
The transmission can change different torques input in front and back through different gear changes and different power drives. Through the switching to the different clutches of derailleur, can realize the switching to the different fender position of derailleur, hybrid vehicle system can realize the hybrid drive to the derailleur through installing driving motor additional to the engine simultaneously. The hybrid vehicle has the characteristics of energy saving and low emission. The existing hybrid power system is generally used on a small-sized automobile, the existing large-sized vehicle with hybrid power is relatively overstaffed in structure, and if a power motor is added, two ends of the power motor are generally respectively connected with a speed changer, so that the speed changer is large in size and large in occupied space.
Disclosure of Invention
For this reason, it is necessary to provide a two-gear transmission for hybrid power output, which solves the problem that the transmission with a hybrid vehicle occupies a large space.
To achieve the above object, the inventors provide a two-gear transmission for a hybrid output, the two-gear transmission comprising: the clutch comprises an input shaft, an output shaft, an intermediate shaft, a first clutch, a second clutch, a third clutch and a shell;
the central line of the input shaft and the central line of the output shaft are arranged in a collinear way, and the input end of the input shaft and the output end of the output shaft respectively penetrate through two opposite side walls of the shell and are arranged on the shell;
the input shaft transmits power to the intermediate shaft through the first clutch and then transmits the power to the second clutch or the third clutch through the intermediate shaft, the second clutch or the third clutch drives the output shaft to rotate, and the center line of the intermediate shaft is parallel to the center line of the input shaft and is arranged in the shell;
one end of the intermediate shaft is in transmission connection with the rotating end of the power motor, and the power motor is arranged outside the shell and used for driving the intermediate shaft to rotate.
Furthermore, the intermediate shafts are arranged in an annular array around the central lines of the input shaft and the output shaft, the structures of the intermediate shafts are the same, and each intermediate shaft is connected with a power motor.
Further, the second clutch and the third clutch are combined to form a switching type double clutch structure, and the switching type double clutch comprises a first clutch block, a second clutch block and a piston unit;
the first clutch block is positioned on one side of the piston unit, the second clutch block is positioned on the other side of the piston unit, and the piston unit is used for enabling the first clutch block and the second clutch block to be in clutch with the piston unit;
the clutch device is characterized in that a first gear pair is arranged between the input shaft and the intermediate shaft, a gear of the first gear pair is movably sleeved on the input shaft, another gear of the first gear pair is arranged on the intermediate shaft, a second gear pair is arranged between the output shaft and the intermediate shaft, a gear of the second gear pair is arranged on the intermediate shaft, another gear of the second gear pair is arranged on the output shaft, the first clutch block is used for the clutch of the input shaft and the first gear pair, the second clutch block is used for the clutch of the output shaft and the input shaft, and the first clutch block and the second clutch block are mutually exclusive clutches.
Further, the piston unit comprises a double-ended piston body and a cavity;
the cross section of double-end piston body is the I shape, the one end setting of double-end piston body is in the cavity, and the other end of double-end piston body is located the outside of cavity, and the both ends of cavity are connected with first hydraulic unit and second hydraulic unit respectively.
Further, the first clutch piece comprises a first friction piece group, the second clutch piece comprises a second friction piece group, the first friction piece group is located on one side of the other end of the double-end piston body, the second friction piece group is located on the other side of the other end of the double-end piston body, the first clutch piece and the second clutch piece are respectively arranged on gear pairs on two sides, and the double-end piston body is used for driving one group of the first friction piece group or the second friction piece group to be combined and the other group to be separated.
Furthermore, a key groove is formed in the shaft surface of the intermediate shaft, and the output end of the power motor is fixedly connected into the key groove.
Further, the power motor is a direct current power motor.
Be different from prior art, above-mentioned technical scheme installs a clutch additional on two derailleurs, through to installing the first clutch on the input shaft additional, can cut off the power connection between jackshaft and the input shaft to make power motor can export power alone, avoid the power of input shaft to take place the power loss when out of work, simultaneously through installing the power motor on the jackshaft additional, realize driving the derailleur jointly with the power of input shaft. During the joint operation, the power motor shares the load of the output shaft, and the output of the hybrid power is realized together with the power of the input shaft. Because the power motor is arranged on the middle shaft at the side of the speed changer and is not arranged on the output shaft, the structure is more compact, and the occupied space is reduced.
Drawings
FIG. 1 is a schematic structural diagram of a two-speed transmission according to the present embodiment;
fig. 2 is a schematic structural diagram of the second-gear transmission according to the embodiment;
fig. 3 is a structural diagram of the switching double clutch according to the embodiment.
Description of reference numerals:
1. a second gear speed changer;
101. an input shaft; 102. an output shaft; 103. an intermediate shaft; 104. a housing;
2. a power motor;
3. a switching type double clutch;
301. a first clutch block; 302. a second clutch block; 303. a double-ended piston body; 304. a first gear pair; 305. a second gear pair; 306. a first hydraulic unit; 307. a second hydraulic unit;
3011. a first friction plate set; 3021. a second friction plate set;
401. a first clutch; 402. a second clutch; 403. and a third clutch.
Detailed Description
To explain technical contents, structural features, and objects and effects of the technical solutions in detail, the following detailed description is given with reference to the accompanying drawings in conjunction with the embodiments.
Referring to fig. 1 to 3, the present embodiment provides a two-gear transmission for hybrid power output, the two-gear transmission includes: the clutch comprises an input shaft, an output shaft, an intermediate shaft, a first clutch, a second clutch, a third clutch and a shell; the central line of the input shaft and the central line of the output shaft are arranged in a collinear way, and the input end of the input shaft and the output end of the output shaft respectively penetrate through two opposite side walls of the shell and are arranged on the shell; the input shaft transmits power to the intermediate shaft through the first clutch and then transmits the power to the second clutch or the third clutch through the intermediate shaft, the second clutch or the third clutch drives the output shaft to rotate, and the center line of the intermediate shaft is parallel to the center line of the input shaft and is arranged in the shell; one end of the intermediate shaft is in transmission connection with the rotating end of the power motor, and the power motor is arranged outside the shell and used for driving the intermediate shaft to rotate.
In this embodiment, in order to provide a power source for the four-speed transmission 1, a power unit may be connected to an input end of the input shaft 11, and the power unit is used for driving the input shaft 11 to rotate. The power unit is an engine or a motor, the rotating end of the power motor 2 is connected with the intermediate shaft through a transmission connecting piece or directly connected with the intermediate shaft, and the rotating end and the power unit together or independently drive the operation of the transmission. When the power motor 2 is driven together, the power motor is used as auxiliary power to be matched with a power system for driving; at some time, the power motor 2 can also drive the transmission to work alone, and the power unit 6 can be an engine or an electric motor. Specifically, referring to fig. 1 and fig. 2, the first: the power is transmitted to the intermediate shaft 103 from the input shaft 101 through the first clutch 401, and then the intermediate shaft 103 transmits the power to the first clutch 401 to the output shaft 102, at this time, the power motor 2 does not work. Secondly, the method comprises the following steps: the power is transmitted from the input shaft 101 to the intermediate shaft 103 through the first clutch 401, and then the intermediate shaft 103 transmits the power to the third clutch 403 to the output shaft 102, at this time, the power motor 2 does not work. Thirdly, the method comprises the following steps: the power is transmitted to the intermediate shaft 103 through the first clutch 401 from the input shaft 101, and simultaneously the power motor 2 also transmits the power to the intermediate shaft 103, and then the intermediate shaft 103 transmits the power to the first clutch 401 to the output shaft 102. Fourthly: the power is transmitted from the input shaft 101 to the intermediate shaft 103 through the first clutch 401, and simultaneously the power motor 2 also transmits the power to the intermediate shaft 103, and then the intermediate shaft 103 transmits the power to the third clutch 403 to the output shaft 102. Fifth, the method comprises the following steps: the power motor works independently, power is output to the intermediate shaft 103, and then the intermediate shaft 103 transmits the power to the first clutch 401 to the output shaft 102. Sixth: the power motor works alone, outputs power to the intermediate shaft 103, and then the intermediate shaft 103 transmits the power to the third clutch 403 to the output shaft 102. Typically, a clutch will be provided on the power input, with one end of the clutch being connected to the power input and the other end being connected to the power output. In this embodiment, the power input end may be the input shaft 101, and the power output end is a gear rotatably sleeved on the input shaft 101; or the power output end is the output shaft 102, and the power input end is a gear which is rotatably sleeved on the output shaft 102. The first clutch 401 and the third clutch 403 may be friction clutches or the like.
In some embodiments, the first clutch 401 and the third clutch 403 are conventional clutch structures, such as a friction clutch and a hydraulic clutch, and the clutches only serve to transmit power. In the case of friction clutches, one friction clutch is disposed next to each gear of each gear pair. One end of the friction clutch is fixed to the input shaft 101 (or the output shaft 102), the other end of the friction clutch is connected to a gear of the gear pair, the input shaft 101 (or the output shaft 102) and the gear are in transmission when the friction clutch is in an engaged state, and the input shaft 101 (or the output shaft 102) and the gear are not in transmission when the friction clutch is in a disengaged state. It should be noted that in the present embodiment, the transmission is driven by the electric motor additionally mounted on the intermediate shaft 103 together with the existing power unit at the input end of the input shaft 101. When needed, the power motor 2 can also independently provide power for the transmission to drive the transmission to work. During the joint operation, the power motor 2 shares the load of the output shaft, and realizes the output of the hybrid power together with the power of the input shaft. Because the power motor 2 is arranged on the intermediate shaft 103 on the side of the speed changer and is not arranged on the output shaft 102, the structure is more compact, the occupied space is reduced, and the purpose of improving the load is achieved.
In this embodiment, the connection between the power motor and the intermediate shaft is a direct connection. Specifically, a key groove is formed in the shaft surface of the intermediate shaft, and the output end of the power motor can be inserted and fixed into the key groove in an interference fit manner. Or the direct connection can be other embodiments, such as the connection between the output end of the power motor and one end of the intermediate shaft is realized through a coupler.
In some embodiments, the connection of the power motor and the intermediate shaft may be a geared connection. Specifically, a gear may be sleeved on an output shaft of the power motor, a gear may be sleeved on the intermediate shaft, and the power motor drives the output shaft to rotate by meshing the gear on the power motor and the gear on the intermediate shaft.
In this embodiment, the number of the intermediate shafts 103 is multiple, the intermediate shafts 103 are arranged in an annular array around the center lines of the input shaft 101 and the output shaft 102, the multiple intermediate shafts 103 have the same structure, and each intermediate shaft 103 is connected with one power motor 2. The number of the intermediate shafts 103 may be two, three, four, etc. A plurality of intermediate shafts 103 are circumferentially arrayed on the central axis of the input shaft 101 or the output shaft 102, such as: two intermediate shafts 103 may be disposed at upper and lower positions of the input shaft 101 and the output shaft 102, respectively, and four intermediate shafts 103 may be disposed at upper, lower, left, and right positions of the input shaft 101 and the output shaft 102, respectively. The plurality of intermediate shafts 103 have the same structure, and gears having the same number of teeth and the same tooth width are provided. Thus, through the plurality of intermediate shafts 103, the loads of the input shaft 101 and the output shaft 102 can be distributed, and the bending strength on the input shaft 101 and the output shaft 102 is enhanced, so that the bearing capacity of the input shaft 101 and the output shaft 102 is improved, and the purpose of improving the loads is achieved. Meanwhile, through the plurality of power motors 2, under the condition of the same output power, the length of the single body of the plurality of power motors 2 can be greatly reduced relative to one power motor 2, so that the length of the hybrid power system can be greatly reduced, and the structure is compact. Particularly in the field of mine cars and the like needing high-power motors, the power motors 2 of the existing passenger cars can be adopted by adopting a plurality of small power motors 2, so that the cost can be greatly reduced.
In order to optimize the structure of the transmission, solve the problem of the conventional transmission that the teeth are stuck when the clutches are switched, and make the overall structure simpler, the second clutch 402 and the third clutch 403 are combined into the structure of the switching type dual clutch 3 in this embodiment, and the switching type dual clutch 3 includes a first clutch block 301, a second clutch block 302 and a piston unit. The first clutch block 301 is positioned on one side of the piston unit, the second clutch block 302 is positioned on the other side of the piston unit, and the piston unit is used for enabling the first clutch block 301 and the second clutch block 302 to be in clutch with the piston unit; the piston unit of the dual change-over clutch 3 can only push the first clutch piece 301 or the second clutch piece 302 to be in the engaged state, so that the situation that the clutch pieces are in the engaged state at the same time is avoided. A first gear pair 304 is arranged between the input shaft 101 and the intermediate shaft 103, a gear of the first gear pair 304 is movably sleeved on the input shaft 101, another gear of the first gear pair 304 is arranged on the intermediate shaft 103, a second gear pair 305 is arranged between the output shaft 102 and the intermediate shaft 103, a gear of the second gear pair 305 is arranged on the intermediate shaft 103, another gear of the second gear pair 305 is arranged on the output shaft 102, the first clutch block 301 is used for the clutch of the input shaft 101 and a gear of the first gear pair 304, the second clutch block 302 is used for the clutch of the output shaft 102 and the input shaft 101, and the first clutch block 301 and the second clutch block 302 are mutually exclusive clutches.
In the exemplary embodiment, the dual shift clutch 3 is arranged on the output shaft 102 and is in driving connection with the countershaft 103. A first gear pair 304 is arranged between the output shaft and the intermediate shaft 103, one gear of the first gear pair 304 is movably sleeved on the input shaft 101, the other gear of the first gear pair 304 is arranged on the intermediate shaft 103, a second gear pair 305 is arranged between the output shaft 102 and the intermediate shaft 103, one gear of the second gear pair 305 is movably sleeved on the output shaft 102, and the other gear of the second gear pair 305 is arranged on the intermediate shaft 103. The input shaft 101 and the intermediate shaft 103 are in driving connection via the first gear pair 304, and the output shaft 102 and the intermediate shaft 103 are in driving connection via the second gear pair 305. The first clutch piece 301 (implementing the function of the second clutch 402) of the switching dual clutch 3 is used for engaging and disengaging the intermediate shaft 103 with one gear of the first gear pair 304, the second clutch piece 302 (implementing the function of the third clutch 403) of the switching dual clutch 3 is used for engaging and disengaging the intermediate shaft 103 with one gear of the second gear pair 305, and the first clutch piece 301 and the second clutch piece 302 of the switching dual clutch 3 are mutually exclusive clutches. By the gear pair and the switching double clutch 3, the power of the input shaft 101 can be transmitted to the intermediate shaft 103, and then the intermediate shaft 103 transmits the power to the output shaft through the second clutch 402 or the third clutch 403. By means of the different gear ratios of the gear pairs arranged on the intermediate shaft 103, the power of the intermediate shaft 103 can be transmitted to the output shaft 102 in different torques. The gear change of the two-gear gearbox is realized by controlling the change of the torque in the power transmission process.
In the embodiment, the piston unit only needs to be pushed leftwards and rightwards respectively, so that the clutch blocks on the two sides are in clutch. In this embodiment, the piston unit comprises a double-ended piston body 303 and a cavity; the cross section of the double-end piston body 303 is i-shaped, one end of the double-end piston body 303 is arranged in the cavity, the other end of the double-end piston body 303 is located outside the cavity, and two ends of the cavity are respectively connected with the first hydraulic unit 306 and the second hydraulic unit 307. The double-end piston body 303 can only promote a separation and reunion piece and gear pair to form and close the state, makes one switching formula double clutch 3 can only realize with a pair of gear pair and close the state, then is the state of leaving with another pair of gear pair, just can not appear the condition that both sides separation and reunion piece are for closing simultaneously, makes the derailleur shift more accurate nimble. Meanwhile, the other end of the double-end piston body 303 is arranged outside the cavity and used for pushing the clutch blocks on the two sides to be in clutch, so that the transverse width of the double-end piston body 303 is reduced, and the structure is compact.
In an embodiment, in order to realize a clutch structure inside the clutch, a clutch manner of friction plates may be adopted, the first clutch block 301 includes a first friction plate set 3011, the second clutch block 302 includes a second friction plate set 3021, the first friction plate set 3011 is located on one side of the other end of the double-ended piston body 303, the second friction plate set 3021 is located on the other side of the other end of the double-ended piston body 303, the first clutch block 301 and the second clutch block 302 are configured to be respectively disposed on gear pairs on two sides, and the double-ended piston body 303 is configured to drive one set of the first friction plate set 3011 or the second friction plate set 3021 to be combined and the other set to be separated. That is, the first clutch plate 301 or the second clutch plate 302 can be clutched by pushing the friction plate of the first clutch plate 301 or the friction plate of the second clutch plate 302 by the double-headed piston body 303.
In the present embodiment, the double-headed piston body 303 is used for pushing the first friction plate group 3011 and the second friction plate group 3021, and in order to provide power to the double-headed piston body 303, the two ends of the cavity of the switching double clutch 3 are respectively connected with the first hydraulic unit 306 and the second hydraulic unit 307, and are used for driving the movement of the double-headed piston body 303. The first hydraulic unit 306 and the second hydraulic unit 307 are arranged in a conducting manner with two ends of the cavity. Consequently only need to the hydraulic unit hydraulic oil pressurization back of one side, can make promptly the oil pressure in the cavity is unbalanced, and then the drive double-end piston body 303 is in to the opposite side removal in the cavity reaches the control double-end piston body 303 is in carry out the purpose of removing through the oil pressure of hydraulic oil in the cavity.
It should be noted that: the first clutch only realizes a single clutch function, the existing clutch can be adopted, or in some embodiments, the structure of the first clutch is the same as that of the switching type double clutch, only the clutch block on one side is not connected, and the structure of the first clutch is the same as that of the switching type double clutch, so that the clutch structures of the transmission are the same, and the cost and the development period are saved.
It should be noted that, although the above embodiments have been described herein, the invention is not limited thereto. Therefore, based on the innovative concepts of the present invention, the technical solutions of the present invention can be directly or indirectly applied to other related technical fields by making changes and modifications to the embodiments described herein, or by using equivalent structures or equivalent processes performed in the content of the present specification and the attached drawings, which are included in the scope of the present invention.

Claims (7)

1. A two-speed transmission for hybrid power take off, the two-speed transmission comprising: the clutch comprises an input shaft, an output shaft, an intermediate shaft, a first clutch, a second clutch, a third clutch and a shell;
the central line of the input shaft and the central line of the output shaft are arranged in a collinear way, and the input end of the input shaft and the output end of the output shaft respectively penetrate through two opposite side walls of the shell and are arranged on the shell;
the input shaft transmits power to the intermediate shaft through the first clutch and then transmits the power to the second clutch or the third clutch through the intermediate shaft, the second clutch or the third clutch drives the output shaft to rotate, and the center line of the intermediate shaft is parallel to the center line of the input shaft and is arranged in the shell;
one end of the intermediate shaft is in transmission connection with the rotating end of the power motor, and the power motor is arranged outside the shell and used for driving the intermediate shaft to rotate.
2. A two speed transmission for a hybrid power output as set forth in claim 1, wherein said intermediate shafts are plural and arranged in an annular array around the center line of said input shaft and said output shaft, the plural intermediate shafts are identical in structure, and each intermediate shaft is connected to a power motor.
3. A two-gear transmission for a hybrid output according to claim 1, characterized in that the second clutch and the third clutch are combined in the structure of a switching double clutch comprising a first clutch piece, a second clutch piece and a piston unit;
the first clutch block is positioned on one side of the piston unit, the second clutch block is positioned on the other side of the piston unit, and the piston unit is used for enabling the first clutch block and the second clutch block to be in clutch with the piston unit;
the clutch device is characterized in that a first gear pair is arranged between the input shaft and the intermediate shaft, a gear of the first gear pair is movably sleeved on the input shaft, another gear of the first gear pair is arranged on the intermediate shaft, a second gear pair is arranged between the output shaft and the intermediate shaft, a gear of the second gear pair is arranged on the intermediate shaft, another gear of the second gear pair is arranged on the output shaft, the first clutch block is used for the clutch of the input shaft and the first gear pair, the second clutch block is used for the clutch of the output shaft and the input shaft, and the first clutch block and the second clutch block are mutually exclusive clutches.
4. The two speed transmission for a hybrid output of claim 1, wherein the piston unit comprises a double-ended piston body and a cavity;
the cross section of double-end piston body is the I shape, the one end setting of double-end piston body is in the cavity, and the other end of double-end piston body is located the outside of cavity, and the both ends of cavity are connected with first hydraulic unit and second hydraulic unit respectively.
5. The two-gear transmission for a hybrid output according to claim 1, wherein the first clutch includes a first friction plate set, the second clutch includes a second friction plate set, the first friction plate set is located on one side of the other end of the double-ended piston body, the second friction plate set is located on the other side of the other end of the double-ended piston body, the first clutch and the second clutch are respectively arranged on gear pairs on two sides, and the double-ended piston body is used for driving one of the first friction plate set or the second friction plate set to be combined and the other to be separated.
6. A two speed transmission for a hybrid power output as set forth in claim 1 wherein said intermediate shaft is provided with a keyway in its axial face and said power motor has its output end fixedly connected in said keyway.
7. A two speed transmission for a hybrid power output as set forth in claim 1 wherein said power motor is a dc power motor.
CN201911342379.3A 2019-12-23 2019-12-23 Two-gear transmission for hybrid power output Pending CN111336223A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201911342379.3A CN111336223A (en) 2019-12-23 2019-12-23 Two-gear transmission for hybrid power output

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201911342379.3A CN111336223A (en) 2019-12-23 2019-12-23 Two-gear transmission for hybrid power output

Publications (1)

Publication Number Publication Date
CN111336223A true CN111336223A (en) 2020-06-26

Family

ID=71179577

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201911342379.3A Pending CN111336223A (en) 2019-12-23 2019-12-23 Two-gear transmission for hybrid power output

Country Status (1)

Country Link
CN (1) CN111336223A (en)

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