CN114165563A - Longitudinal rear-drive hybrid transmission structure - Google Patents
Longitudinal rear-drive hybrid transmission structure Download PDFInfo
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- CN114165563A CN114165563A CN202111511054.0A CN202111511054A CN114165563A CN 114165563 A CN114165563 A CN 114165563A CN 202111511054 A CN202111511054 A CN 202111511054A CN 114165563 A CN114165563 A CN 114165563A
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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
- F16H3/091—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 including a single countershaft
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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
- F16H3/001—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion convertible for varying the gear-ratio, e.g. for selecting one of several shafts as the input shaft
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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
- F16H3/006—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
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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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- 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
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2041—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with four engaging means
Abstract
A longitudinally-arranged rear-drive hybrid transmission structure is characterized in that an engine is connected with a third input shaft through a clutch, the third input shaft is in sliding fit with an output shaft, a first motor is connected with a first input shaft, a second motor is connected with a second input shaft, a hollow shaft is sleeved on the third input shaft in a hollow mode, a first gear pair is arranged between the first input shaft and the hollow shaft, a second gear pair is arranged between the second input shaft and the third input shaft, a third gear pair and a fourth gear pair are arranged between the hollow shaft and an intermediate shaft, a fifth gear pair is arranged between the third input shaft and the intermediate shaft, a sixth gear pair is arranged between the output shaft and the intermediate shaft, a first synchronizer is circumferentially fixed on the third input shaft, and a second synchronizer is circumferentially fixed on the intermediate shaft; a third synchronizer is arranged between a driving gear of the fifth gear pair and a driven gear of the sixth gear pair, or a seventh gear pair is arranged between the third input shaft and the intermediate shaft, and a third synchronizer is arranged between the seventh gear pair and the driven gear of the fifth gear pair.
Description
Technical Field
The invention relates to the technical field of transmissions, in particular to a longitudinally-arranged rear-drive hybrid transmission structure.
Background
In recent years, market demand for a vertical hybrid transmission suitable for a commercial vehicle has become clear, and performance requirements have become more and more stringent.
AT present, the longitudinal hybrid transmission on the market has more structures of single motor and transmission automatic transmissions, the single motor is used as an auxiliary drive and is more limited by the structure of the traditional automatic transmission, wherein the AMT transmission is easy to have power interruption, the AT transmission is higher in cost, the single motor is used as an independent drive unit, the power demand of the single motor is higher, and the cost of related accessories is higher.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provides a longitudinally-arranged rear-drive hybrid transmission structure which has multiple gear selections, can improve the oil saving efficiency and reduce the manufacturing cost.
The technical scheme of the invention is as follows: a longitudinally-arranged rear-drive hybrid transmission structure comprises an engine, a third input shaft, a hollow shaft and a middle shaft, wherein the engine is connected with the third input shaft through a clutch, the extending end of the third input shaft is in sliding fit with an output shaft, the longitudinally-arranged rear-drive hybrid transmission structure further comprises a first motor and a second motor, the first motor is connected with the first input shaft, the second motor is connected with the second input shaft, the hollow shaft is sleeved on the third input shaft in an empty mode, a first gear pair is arranged between the first input shaft and the hollow shaft, a second gear pair is arranged between the second input shaft and the third input shaft, a third gear pair and a fourth gear pair are sequentially arranged between the hollow shaft and the middle shaft, a fifth gear pair is arranged between the third input shaft and the middle shaft, a sixth gear pair is arranged between the output shaft and the middle shaft, a first synchronizer is circumferentially fixed on the third input shaft and corresponds to a driving gear of the fourth gear pair, a second synchronizer is circumferentially fixed on the intermediate shaft and is positioned between driven gears of the third gear pair and the fourth gear pair;
and a third synchronizer is arranged between the driving gear of the fifth gear pair and the driven gear of the sixth gear pair, or a seventh gear pair is arranged between the third input shaft and the intermediate shaft, and a third synchronizer is arranged between the seventh gear pair and the driven gear of the fifth gear pair.
Furthermore, a reverse gear driving gear is sleeved on the third input shaft in an empty mode, the first synchronizer is located between the driving gear of the fourth gear pair and the reverse gear driving gear, a reverse gear shaft is sequentially and circumferentially fixed with a reverse gear driven gear and a reverse gear output gear, the reverse gear driving gear is meshed with the reverse gear driven gear, the reverse gear output gear is meshed with a driven gear of the fifth gear pair, and two ends of the reverse gear shaft are respectively supported on a box body of the transmission through ball bearings.
Furthermore, the first gear pair comprises a first input gear and a first driven gear which are meshed with each other, the first input gear is circumferentially fixed on the first input shaft, the first driven gear is circumferentially fixed on the hollow shaft, and two ends of the first input shaft are respectively supported on a box body of the transmission through ball bearings.
Furthermore, the second gear pair comprises a second input gear and a second driven gear which are meshed with each other, the second input gear is circumferentially fixed on the second input shaft, the second driven gear is circumferentially fixed on the third input shaft, and two ends of the second input shaft are respectively supported on a box body of the transmission through ball bearings.
Further, when the third synchronizer is located between a driving gear of the fifth gear pair and a driven gear of the sixth gear pair, the fifth gear pair comprises a first gear driving gear and a first gear driven gear which are meshed with each other, the first gear driving gear is sleeved on the third input shaft in an idle mode, the first gear driven gear is circumferentially fixed on the intermediate shaft, the sixth gear pair comprises an output driving gear and an output driven gear which are meshed with each other, the output driving gear is circumferentially fixed on the intermediate shaft, the output driven gear is circumferentially fixed on the output shaft, one ends, opposite to each other, of the first gear driving gear and the output driven gear are respectively provided with a combination tooth, and a gear ring of the third synchronizer corresponds to a combination tooth of the first gear driving gear and the output driven gear respectively.
Further, when a third synchronizer is located between driven gears of a seventh gear pair and a fifth gear pair, the fifth gear pair comprises a first-gear driving gear and a first-gear driven gear which are engaged with each other, the first-gear driving gear is circumferentially fixed on a third input shaft, the first-gear driven gear is idly sleeved on an intermediate shaft, the seventh gear pair comprises a third-gear driving gear and a third-gear driven gear which are engaged with each other, the third-gear driving gear is circumferentially fixed on a third input shaft, the third-gear driven gear is idly sleeved on the intermediate shaft, one ends of the first-gear driven gear, which are opposite to the third-gear driven gear, are respectively provided with a combination gear, a gear ring of the third synchronizer respectively corresponds to a combination gear of the first-gear driven gear and the third-gear driven gear, and the sixth gear pair comprises an output driving gear and an output driven gear which are engaged with each other, the output driving gear is circumferentially fixed on the output shaft, and the output driven gear is circumferentially fixed on the intermediate shaft.
Further, the third gear pair includes four fender driving gears, four fender driven gears of intermeshing, the fourth gear pair includes two fender driving gears, two fender driven gears of intermeshing, four keep off driving gear, two keep off the driving gear and fix on the hollow shaft circumference in proper order, four keep off driven gear, two keep off driven gear empty cover in proper order on the jackshaft, four keep off driven gear and two keep off driven gear and be equipped with the combination tooth respectively with one end in opposite directions, the ring gear of second synchronizer corresponds with four fender driven gear, two combination tooth that keep off driven gear respectively.
Furthermore, the first motor and the second motor are jointly arranged in a motor box, a first motor shaft of the first motor is fixedly connected with the first input shaft through a spline, a second motor shaft of the second motor is fixedly connected with the second input shaft through a spline, and the first input shaft, the second input shaft, the third input shaft, the hollow shaft and the intermediate shaft are jointly arranged in a gear box.
Furthermore, one end of the output shaft is in sliding fit with the third input shaft through a bearing, and the other end of the output shaft is supported on a box body of the transmission through a roller bearing and extends out of the box body of the transmission.
Furthermore, one end of the hollow shaft is supported on a box body of the transmission through a double-row ball bearing.
Adopt above-mentioned technical scheme's beneficial effect:
1. the transmission adopts two motors, has compact structure and better coaxiality, can perfect the working condition of use and further improve the oil saving rate;
2. the first motor and the second motor can both adopt motors with smaller power, so that the cost of related accessories of the transmission is reduced;
3. the engine, the first motor and the second motor are respectively provided with 4 gears, the whole vehicle has more gear selections, the method is suitable for various complex working conditions, the multi-gear requirement of vehicle driving can be met, and the engine fuel economy of the vehicle in high-speed running is improved, so that the dynamic property and the economy are more excellent, and the pollutant emission can be reduced;
4. first motor, second motor, engine can carry out power supplyes each other, can solve the problem that AMT derailleur power was interrupted, promote the ride comfort of shifting, and parts such as the planetary mechanism that this derailleur does not have AT derailleur are with high costs, the technology degree of difficulty is high have very big cost, performance advantage.
The invention is further described with reference to the drawings and the specific embodiments in the following description.
Drawings
FIG. 1 is a schematic structural view of example 1 of the present invention;
FIG. 2 is a schematic structural diagram of example 2 of the present invention;
FIG. 3 is a schematic structural diagram according to embodiment 3 of the present invention;
FIG. 4 is a schematic view of the connection of a third input shaft to a hollow shaft according to the present invention;
FIG. 5 is a schematic illustration of the motor case, gearbox, and split of the present invention;
FIG. 6 is a schematic structural view of the engine-less reverse operating condition of the present invention.
Detailed Description
Referring to fig. 1 to 6, a longitudinally-mounted rear-drive hybrid transmission structure includes an engine ENG, a third input shaft 4, a hollow shaft 3, and an intermediate shaft 5. The engine ENG is connected to the third input shaft 4 via the clutch K0, the extending end of the third input shaft 4 is in sliding fit with an output shaft 6, one end of the output shaft 6 is in sliding fit with the third input shaft 4 via a bearing, and the other end of the output shaft 6 is supported on the case of the transmission via the roller bearing 62 and extends out of the case of the transmission. The motor also comprises a first motor EM1 and a second motor EM2, the first motor EM1 is connected with the first input shaft 1, the second motor EM2 is connected with the second input shaft 2, the hollow shaft 3 is sleeved on the third input shaft 4 in an empty mode and is located on the same axis with the third input shaft 4, therefore, the hollow shaft 3, the third input shaft 4 and the output shaft 6 are located on the same axis, and the first input shaft 1, the second input shaft 2, the hollow shaft 3, the third input shaft 4, the intermediate shaft 5 and the output shaft 6 are parallel to each other. One end of the hollow shaft 3 is supported on the box body of the transmission through a double-row ball bearing 31, the length of the hollow shaft 3 can be shortened, the assembly is convenient, the increase of the box separating area caused by box separation is avoided, and the overall manufacturing cost of the transmission is reduced. The first motor EM1 and the second motor EM2 are jointly arranged in a motor box 8, a first motor shaft of the first motor EM1 is fixedly connected with the first input shaft 1 through a spline, a second motor shaft of the second motor EM2 is fixedly connected with the second input shaft 2 through a spline, the first input shaft 1, the second input shaft 2, the third input shaft 4, the hollow shaft 3 and the intermediate shaft 5 are jointly arranged in a gear box 9, so that the transmission is divided into the motor box 8 and the gear box 9, and two ends of the intermediate shaft 5 are respectively supported on a box body of the gear box 9 through bearings.
Set up first gear pair between first input shaft 1 and the hollow shaft 3, first gear pair includes intermeshing's first input gear 12, first driven gear 32, first input gear 12 circumference is fixed on first input shaft 1, first driven gear 32 circumference is fixed on hollow shaft 3, transmits the power of first motor EM1 for hollow shaft 3 through first input gear 12, first driven gear 32, realizes that the deceleration of first motor EM1 increases the torsion, the both ends of first input shaft 1 are supported on the box of derailleur through ball bearing 11 respectively. Set up the second gear pair between second input shaft 2 and the third input shaft 4, the second gear pair includes intermeshing's second input gear 22, second driven gear 42, second input gear 22 circumference is fixed on second input shaft 2, second driven gear 42 circumference is fixed on third input shaft 4, transmits the power of second motor EM2 to third input shaft 4 through second input gear 22, second driven gear 42, realizes that the speed reduction of second motor EM2 increases the torsion, the both ends of second input shaft 2 are supported on the box of derailleur through ball bearing respectively, and first input shaft 1 of this derailleur, second input shaft 2 all adopt ball bearing to support, can bear great load, can adapt to the high-speed rotation of motor shaft.
A third gear pair and a fourth gear pair are sequentially arranged between the hollow shaft 3 and the intermediate shaft 5, a second synchronizer 53 is circumferentially fixed on the intermediate shaft 5, the second synchronizer 53 is positioned between driven gears of the third gear pair and the fourth gear pair, the third gear pair comprises a fourth-gear driving gear 33 and a fourth-gear driven gear 52 which are mutually engaged, the fourth gear pair comprises a second-gear driving gear 34 and a second-gear driven gear 54 which are mutually engaged, the fourth-gear driving gear 33 and the second-gear driving gear 34 are sequentially circumferentially fixed on the hollow shaft 3, the fourth-gear driven gear 52 and the second-gear driven gear 54 are sequentially sleeved on the intermediate shaft 5 in an empty manner, opposite ends of the fourth-gear driven gear 52 and the second-gear driven gear 54 are respectively provided with a combination tooth, and gear rings of the second synchronizer 53 respectively correspond to the combination teeth of the fourth-gear driven gear 52 and the second-gear driven gear 54, the second synchronizer 53 realizes power transmission between the intermediate shaft 5 and the fourth-gear driven gear 52 and the second-gear driven gear 54, and completes power conversion between the fourth gear and the second gear.
A fifth gear pair is arranged between the third input shaft 4 and the intermediate shaft 5, a sixth gear pair is arranged between the output shaft 6 and the intermediate shaft 5, a first synchronizer 43 is circumferentially fixed on the third input shaft 4 and corresponds to a driving gear of the fourth gear pair, and power transmission between the hollow shaft 3 and the third input shaft 4 is realized through the first synchronizer 43.
In embodiment 2, as shown in fig. 2, when a seventh gear pair is provided between the third input shaft 4 and the counter shaft 5, a third synchronizer 56 is provided between the seventh gear pair and the driven gear of the fifth gear pair, the fifth gear pair includes a first-gear driving gear 46 and a first-gear driven gear 57 that are engaged with each other, the first-gear driving gear 46 is circumferentially fixed to the third input shaft 4, the first-gear driven gear 57 is loosely fitted to the counter shaft 5, the seventh gear pair includes a third-gear driving gear 45 and a third-gear driven gear 55 that are engaged with each other, the third-gear driving gear 45 is circumferentially fixed to the third input shaft 4, the third-gear driven gear 55 is loosely fitted to the counter shaft 5, engaging teeth are provided at opposite ends of the first-gear driven gear 57 and the third-gear driven gear 55, and a ring gear of the third synchronizer 56 is respectively engaged with the first-gear driven gear 57, The third synchronizer 56 is used for realizing power transmission between the intermediate shaft 5 and the first-gear driven gear 57 and between the intermediate shaft 5 and the third-gear driven gear 55, so as to complete power conversion between the first gear and the third gear, the sixth gear pair comprises an output driving gear 58 and an output driven gear 61 which are meshed with each other, the output driving gear 58 is circumferentially fixed on the output shaft 6, the output driven gear 61 is circumferentially fixed on the intermediate shaft 5, and in the embodiment, the power of the first gear, the power of the second gear, the power of the third gear and the power of the fourth gear are transmitted to the output shaft 6 through the output driving gear 58 and the output driven gear 61 to be output.
In embodiment 3, as shown in fig. 3, a reverse drive gear 44 is idly fitted on the third input shaft 4, the first synchronizer 43 is positioned between the drive gear of the fourth gear pair and the reverse drive gear 44, a reverse driven gear 71 and a reverse output gear 72 are sequentially fixed circumferentially on the reverse shaft 7, the reverse drive gear 44 is engaged with the reverse driven gear 71, the reverse output gear 72 is engaged with the driven gear of the fifth gear pair, both ends of the reverse shaft 7 are respectively supported on a case of the transmission through ball bearings, and power of reverse gear is transmitted to the output shaft 6 through the reverse drive gear 44, the reverse driven gear 71 and the reverse output gear 72 via the first driven gear 57, the intermediate shaft 5 and the sixth gear pair, thereby realizing reverse gear under engine operating conditions. If the whole vehicle does not need the engine reverse gear working condition, the reverse gear driving gear 44 and the reverse gear shaft 7 can be cancelled, and the reverse gear is realized through the reverse rotation of the motor, as shown in fig. 6. The reverse gear shaft 7 is arranged in the gear box 9, and two ends of the reverse gear shaft are respectively supported on a box body of the gear box 9 through ball bearings.
In operation, the transmission has several operating modes, as shown in table 1, with the third synchronizer 56 on countershaft 5 as an example:
1. pure electric mode:
the engine ENG does not work, the clutch K0 is separated, the first motor EM1 is independently driven or the second motor EM2 is independently driven, or the first motor EM1 and the second motor EM2 are jointly driven, four pure electric gears from a first gear to a fourth gear can be respectively realized through the mutual matching of the first synchronizer 43, the second synchronizer 53 and the third synchronizer 56, and the driving motor and the gears can be selected according to actual requirements in the driving process.
2. Mixing mode:
the clutch K0 combines, first motor EM1 and engine ENG hybrid drive, or second motor EM2 and engine ENG hybrid drive, or first motor EM1, second motor EM2 and engine ENG hybrid drive, through first synchronizer 43, second synchronizer 53, third synchronizer 56 mutually support, can realize first fender to fourth fender fourth gear selection respectively, in the gear shifting process, first motor EM1, second motor EM2 and engine ENG can carry out power supply each other, avoid taking place power interruption in the gear shifting process, guarantee the smoothness of shifting, improve the driving experience and feel.
3. Driving an engine:
the first electric machine EM1 and the second electric machine EM2 do not work, the clutch is combined, the engine ENG is driven independently, and four pure engine gear selections from a first gear to a fourth gear can be realized respectively through the mutual matching of the first synchronizer 43, the second synchronizer 53 and the third synchronizer 56.
4. And (3) idle speed power generation:
when the engine is in an idling state, the first synchronizer 43, the second synchronizer 53 and the third synchronizer 56 are all in a neutral position, and the engine ENG inputs torque to the second electric machine EM2 through the second input gear 22 and the second driven gear 42, so that the second electric machine EM2 rotates to generate electricity, and the battery module is charged; or the first synchronizer 43 is hung on the left and combined with the second gear driving gear 34, the second synchronizer 53 and the third synchronizer 56 are both in the neutral position, and at the moment, the engine respectively inputs torque to the first electric machine EM1 and the second electric machine EM2, so that the first electric machine EM1 and the second electric machine EM2 jointly charge the battery module.
5. Braking and recycling:
when the whole vehicle is braked, the vehicle slides forwards continuously through inertia, the wheels transmit torque to the output shaft 6 through the transmission shaft, then the output shaft 6 transmits power to the intermediate shaft 6 through the output driven gear 61 and the output driving gear 58, and then the first synchronizer 43, the second synchronizer 53 and the third synchronizer 56 are matched with one another to transmit the power of the intermediate shaft 6 to the first motor EM1 or the second motor EM2, so that the first motor EM1 or the second motor EM2 rotates to charge the battery module.
6. A range extending mode:
the first motor EM1 operates as a driving motor, the second motor EM2 operates as a generator, the power of the whole vehicle is provided by the first motor EM1, the clutch K0 is combined, the engine ENG drives the second motor EM2 to operate, the second motor EM2 charges the battery module, and then the battery provides power for the first motor EM1 to realize range extending driving.
The transmission adopts two motors, has compact structure and better coaxiality, can perfect the working condition of use and further improve the oil saving rate; the first motor and the second motor can both adopt motors with smaller power, so that the cost of related accessories of the transmission is reduced; the engine, the first motor and the second motor are respectively provided with 4 gears, the whole vehicle has more gear selection, the method is suitable for various complex working conditions, the multi-gear requirement of vehicle driving can be met, and the fuel economy of the engine when the vehicle runs at high speed is improved, so that the dynamic property and the economy are more excellent, and the pollutant emission can be reduced; first motor, second motor, engine can carry out power supply each other, can solve the problem that AMT derailleur power was interrupted, promote the ride comfort of shifting, and the driving experience feels better, and parts such as the planetary mechanism that this derailleur does not have AT derailleur are with high costs, the technology degree of difficulty is high have very big cost, performance advantage.
TABLE 1 mode of operation
Claims (10)
1. A longitudinal rear-drive hybrid transmission structure comprises an engine, a third input shaft (4), a hollow shaft (3) and an intermediate shaft, wherein the engine is connected with the third input shaft (4) through a clutch (K0), and the extending end of the third input shaft (4) is in sliding fit with an output shaft (6), and is characterized in that: the transmission mechanism further comprises a first motor and a second motor, the first motor is connected with the first input shaft (1), the second motor is connected with the second input shaft (2), the hollow shaft (3) is sleeved on the third input shaft (4) in a hollow mode, a first gear pair is arranged between the first input shaft (1) and the hollow shaft (3), a second gear pair is arranged between the second input shaft (2) and the third input shaft (4), a third gear pair and a fourth gear pair are sequentially arranged between the hollow shaft (3) and the intermediate shaft (5), a fifth gear pair is arranged between the third input shaft (4) and the intermediate shaft (5), a sixth gear pair is arranged between the output shaft (6) and the intermediate shaft (5), a first synchronizer (43) is circumferentially fixed on the third input shaft (4) and corresponds to a driving gear of the fourth gear pair, and a second synchronizer (53) is circumferentially fixed on the intermediate shaft (5), the second synchronizer (53) is positioned between the driven gears of the third gear pair and the fourth gear pair;
and a third synchronizer (56) is arranged between the driving gear of the fifth gear pair and the driven gear of the sixth gear pair, or a seventh gear pair is arranged between the third input shaft (4) and the intermediate shaft (5), and the third synchronizer (56) is arranged between the seventh gear pair and the driven gear of the fifth gear pair.
2. The tandem rear drive hybrid transmission structure according to claim 1, characterized in that: a reverse gear driving gear (44) is sleeved on the third input shaft (4) in an empty mode, the first synchronizer (43) is located between a driving gear of the fourth gear pair and the reverse gear driving gear (44), a reverse gear shaft (7) is sequentially and circumferentially fixed with a reverse gear driven gear (71) and a reverse gear output gear (72), the reverse gear driving gear (44) is meshed with the reverse gear driven gear (71), the reverse gear output gear (72) is meshed with a driven gear of the fifth gear pair, and two ends of the reverse gear shaft (7) are respectively supported on a box body of the transmission through ball bearings.
3. The tandem rear drive hybrid transmission structure according to claim 1, characterized in that: the first gear pair comprises a first input gear (12) and a first driven gear (32) which are meshed with each other, the first input gear (12) is circumferentially fixed on the first input shaft (1), the first driven gear (32) is circumferentially fixed on the hollow shaft (3), and two ends of the first input shaft (1) are respectively supported on a box body of the transmission through ball bearings (11).
4. The tandem rear drive hybrid transmission structure according to claim 1, characterized in that: the second gear pair comprises a second input gear (22) and a second driven gear (42) which are meshed with each other, the second input gear (22) is circumferentially fixed on the second input shaft (2), the second driven gear (42) is circumferentially fixed on the third input shaft (4), and two ends of the second input shaft (2) are respectively supported on a box body of the transmission through ball bearings.
5. The tandem rear drive hybrid transmission structure according to claim 1, characterized in that: when a third synchronizer (56) is located between a driving gear of a fifth gear pair and a driven gear of a sixth gear pair, the fifth gear pair comprises a first-gear driving gear (46) and a first-gear driven gear (57) which are meshed with each other, the first-gear driving gear (46) is sleeved on a third input shaft (4) in an empty mode, the first-gear driven gear (57) is fixed on a middle shaft (5) in the circumferential direction, the sixth gear pair comprises an output driving gear (58) and an output driven gear (61) which are meshed with each other, the output driving gear (58) is fixed on the middle shaft (5) in the circumferential direction, the output driven gear (61) is fixed on an output shaft (6) in the circumferential direction, one ends, opposite to each other, of the first-gear driving gear (46) and the output driven gear (61) are respectively provided with a combination gear, and a gear ring of the third synchronizer (56) is respectively connected with the first-gear driving gear (46), The coupling teeth of the output driven gear (61) correspond.
6. The tandem rear drive hybrid transmission structure according to claim 1, characterized in that: when a third synchronizer (56) is positioned between driven gears of a seventh gear pair and a fifth gear pair, the fifth gear pair comprises a first-gear driving gear (46) and a first-gear driven gear (57) which are meshed with each other, the first-gear driving gear (46) is circumferentially fixed on a third input shaft (4), the first-gear driven gear (57) is sleeved on the intermediate shaft (5) in an empty way, the seventh gear pair comprises a third-gear driving gear (45) and a third-gear driven gear (55) which are meshed with each other, the third-gear driving gear (45) is circumferentially fixed on the third input shaft (4), the third-gear driven gear (55) is sleeved on the intermediate shaft (5) in an empty way, one ends of the first-gear driven gear (57) and the third-gear driven gear (55) which are opposite are respectively provided with combined teeth, and gear rings of the third synchronizer (56) respectively correspond to the combined teeth of the first-gear driven gear (57) and the third-gear driven gear (55), the sixth gear pair comprises an output driving gear (58) and an output driven gear (61) which are meshed with each other, the output driving gear (58) is circumferentially fixed on the output shaft (6), and the output driven gear (61) is circumferentially fixed on the intermediate shaft (5).
7. The tandem rear drive hybrid transmission structure according to claim 1, characterized in that: the third gear pair comprises a four-gear driving gear (33) and a four-gear driven gear (52) which are meshed with each other, the fourth gear pair comprises a two-gear driving gear (34) and a two-gear driven gear (54) which are meshed with each other, the four-gear driving gear (33) and the two-gear driving gear (34) are sequentially and circumferentially fixed on the hollow shaft (3), the four-gear driven gear (52) and the two-gear driven gear (54) are sequentially sleeved on the intermediate shaft (5) in an empty mode, one opposite ends of the four-gear driven gear (52) and the two-gear driven gear (54) are respectively provided with a combination tooth, and a gear ring of the second synchronizer (53) corresponds to the combination teeth of the four-gear driven gear (52) and the two-gear driven gear (54) respectively.
8. The tandem rear drive hybrid transmission structure according to claim 1, characterized in that: the first motor and the second motor are jointly arranged in a motor box (8), a first motor shaft of the first motor is fixedly connected with a first input shaft (1) through a spline, a second motor shaft of the second motor is fixedly connected with a second input shaft (2) through a spline, and the first input shaft (1), the second input shaft (2), a third input shaft (4), a hollow shaft (3) and an intermediate shaft (5) are jointly arranged in a gear box (9).
9. The tandem rear drive hybrid transmission structure according to claim 1, characterized in that: one end of the output shaft (6) is in sliding fit with the third input shaft (4) through a bearing, and the other end of the output shaft (6) is supported on a box body of the transmission through a roller bearing (62) and extends out of the box body of the transmission.
10. The tandem rear drive hybrid transmission structure according to claim 1, characterized in that: one end of the hollow shaft (3) is supported on a box body of the transmission through a double-row ball bearing (31).
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| Application Number | Priority Date | Filing Date | Title |
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| CN202111511054.0A CN114165563A (en) | 2021-12-10 | 2021-12-10 | Longitudinal rear-drive hybrid transmission structure |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202111511054.0A CN114165563A (en) | 2021-12-10 | 2021-12-10 | Longitudinal rear-drive hybrid transmission structure |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114228469A (en) * | 2022-01-24 | 2022-03-25 | 一汽解放汽车有限公司 | Dual-motor speed change system and vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114228469A (en) * | 2022-01-24 | 2022-03-25 | 一汽解放汽车有限公司 | Dual-motor speed change system and vehicle |
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