CN209852070U - Special speed changer for hybrid power - Google Patents
Special speed changer for hybrid power Download PDFInfo
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- CN209852070U CN209852070U CN201920088338.5U CN201920088338U CN209852070U CN 209852070 U CN209852070 U CN 209852070U CN 201920088338 U CN201920088338 U CN 201920088338U CN 209852070 U CN209852070 U CN 209852070U
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Abstract
The utility model relates to a special derailleur of hybrid belongs to automotive transmission technical field, can be used to the hybrid vehicle of two motor power split technical route. The transmission is composed of a shell and a transmission mechanism arranged inside the shell; the transmission shell consists of a front shell and a rear shell; the transmission mechanism is composed of a first input shaft assembly, a first intermediate shaft assembly, a first output shaft assembly, a second input shaft assembly, a second intermediate shaft assembly and a second output shaft assembly which are arranged in parallel. The four working modes of independent driving of the power motor, independent driving of the engine, simultaneous driving of the power motor and the engine and power generation of the engine can be realized through the transmission mechanism. The motor driving mode is a single speed ratio, the engine driving mode has two speed ratios, the two speed ratios are divided into a high gear and a low gear, the driving economy of the vehicle can be guaranteed through the transmission configuration, meanwhile, the dynamic performance of the vehicle is improved, the structure is compact, the technical complexity is low, the cost is low, and the market prospect is good.
Description
Technical Field
The utility model belongs to the technical field of the automotive transmission, a special derailleur of hybrid is related to, can be used to the hybrid vehicle of two motor power reposition of redundant personnel technical route.
Background
With the rapid increase of economy, the automobile industry develops rapidly and has high production, marketing and innovation in recent years. The high-speed development of automobile technology is continuously promoted by good market performance and requirements of government policy and regulation on energy conservation, environmental protection and the like. New energy automobiles gradually become the development trend of the future automobile market, but the pure electric automobile is difficult to become a main-market automobile in a short period due to the comprehensive influence of the factors such as short battery endurance mileage, long charging time and short battery life, and the gasoline-electric hybrid electric automobile occupies a dominant position for a long period of time in the future. Therefore, at present, the development of advanced core systems such as a hybrid special engine and a hybrid special transmission becomes an important task for domestic and foreign mainstream automobile manufacturers, wherein the configuration of the hybrid special transmission of the vehicle greatly affects the dynamic performance, the economic performance and other aspects of the vehicle, and further determines whether the whole vehicle has market competitiveness.
At present, hybrid electric vehicles in domestic and foreign markets have a single-motor technical route and a double-motor power distribution technical route, wherein the double-motor power technical route has good urban road condition economy and is very widely applied.
The technical scheme of the double-motor power-split hybrid power in the market at the present stage comprises a series connection scheme, a parallel connection scheme and a series-parallel connection scheme. The transmission of the series-parallel technical route comprises an electrically controlled stepless transmission (ECVT) and a single-gear fixed speed ratio transmission, wherein the electrically controlled stepless transmission (ECVT) has the advantages of higher technical complexity, high manufacturing difficulty and higher cost; although the single-gear constant speed ratio transmission has low technical complexity, the speed ratios of a motor driving mode and an engine driving mode of the single-gear constant speed ratio transmission are unique, and the economy and the dynamic property of a vehicle are difficult to perfectly consider. The utility model provides a hybrid transmission configuration, its motor drive mode is single velocity ratio, and engine drive mode has two velocity ratios, divide into high gear and low gear, and this hybrid transmission configuration can guarantee the vehicle economic nature of traveling, has promoted the dynamic property of vehicle simultaneously, and its compact structure, technical complexity is lower, has obvious cost advantage.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a hybrid transmission configuration can realize four kinds of mode of power motor individual drive, engine individual drive, power motor and engine simultaneous drive, engine electricity generation. The motor driving mode is a single speed ratio, the engine driving mode has two speed ratios, the two speed ratios are divided into a high gear and a low gear, the driving economy of the vehicle can be guaranteed through the transmission configuration, meanwhile, the dynamic performance of the vehicle is improved, the structure is compact, the technical complexity is low, the cost is low, and the market prospect is good.
The method is realized by adopting the following technical scheme: the special hybrid transmission is characterized by comprising a shell and a transmission mechanism arranged in the shell; the transmission shell consists of a front shell and a rear shell; the transmission mechanism is composed of a first input shaft assembly, a first intermediate shaft assembly, a first output shaft assembly, a second input shaft assembly, a second intermediate shaft assembly and a second output shaft assembly which are arranged in parallel. The four working modes of independent driving of the power motor, independent driving of the engine, simultaneous driving of the power motor and the engine and power generation of the engine can be realized through the transmission mechanism. The power motor output shaft is connected with the first input shaft of the transmission through a spline, then the power of the motor is transmitted to the first intermediate shaft through a pair of gears, the first intermediate shaft transmits the power to the first output shaft through a pair of gears, a differential mechanism is arranged on the first output shaft, the power is transmitted to a vehicle driving shaft through a differential mechanism half shaft gear, and then is transmitted to wheels, and the driving of the power motor is realized; the output end of the engine is connected with a second input shaft of the transmission, power is transmitted to a second output shaft through a pair of speed-up gears, and the second output shaft drives an input shaft of the generator to run through spline connection to generate power so as to realize power generation of the engine; the second input shaft is provided with two gears, namely a high-grade driving gear and a low-grade driving gear, which can respectively drive a high-grade driven gear and a low-grade driven gear on the second intermediate shaft; when the second intermediate shaft is respectively connected with the low-gear driven gear and the high-gear driven gear through the joint sleeve, the low-speed or high-speed operation of the second intermediate shaft is realized, and finally, the power is transmitted to the first output shaft through the reduction gear fixed on the second intermediate shaft, so that the power of the engine is transmitted to the wheels, and the driving of the engine is realized.
First input shaft assembly include first input shaft and one-level speed reduction driving gear, first input shaft and one-level speed reduction action wheel formula as an organic whole, first input shaft passes through the spline and is connected with motor power's output, has arranged parking gear on the first input shaft, the front end of first input shaft supports in the front casing through a high-speed deep groove ball bearing, the rear end of first input shaft supports in the rear casing through a high-speed deep groove ball bearing.
First jackshaft assembly include first jackshaft, one-level speed reduction driven gear and second grade speed reduction driving gear, one-level speed reduction driven gear passes through the spline and is connected with first jackshaft, second grade speed reduction driving gear and first jackshaft formula as an organic whole, first jackshaft front end is supported in the casing in the front through a ball bearing, first jackshaft rear end is supported in the casing in the back through another ball bearing, one-level speed reduction driven gear and one-level speed reduction driving gear meshing.
The first output shaft assembly comprises a secondary driven gear and a differential mechanism, wherein the secondary driven gear is riveted, welded or screwed with a differential mechanism shell of the differential mechanism, the differential mechanism shell is supported on a front transmission shell and a rear transmission shell through a front tapered roller bearing and a rear tapered roller bearing, namely, one end of the differential mechanism shell is supported in the front transmission shell through the tapered roller bearing I, the other end of the differential mechanism shell is supported in the rear transmission shell through the tapered roller bearing II, and the secondary driven gear is meshed with a secondary driving gear.
The differential mechanism mainly comprises two half-axle gears, a planet gear shaft and two planet gears which are arranged in a differential mechanism shell, wherein the two half-axle gears are respectively supported and installed at the left end and the right end of the differential mechanism shell, the two planet gears are positioned in the differential mechanism shell through the planet gear shaft, and the planet gears are meshed with the half-axle gears.
The second input shaft assembly comprises a second input shaft, a low-gear driving gear and a high-gear driving gear, wherein the low-gear driving gear and the high-gear driving gear are connected with the second input shaft through splines respectively, the front end of the second input shaft is supported in the front shell through a ball bearing, and the rear end of the second input shaft is supported in the rear shell through another ball bearing.
The second intermediate shaft assembly comprises a second intermediate shaft, a low-gear driven gear, a high-gear driven gear, a reduction gear, a gear hub and a joint sleeve, wherein the reduction gear and the second intermediate shaft are integrated, the low-gear driven gear and the high-gear driven gear are respectively supported by needle bearings and sleeved on the second intermediate shaft in an empty mode, the gear hub and the joint sleeve are arranged between the low-gear driven gear and the high-gear driven gear, the gear hub and the second intermediate shaft are in interference connection through splines, the joint sleeve and the gear hub are in spline connection, the joint sleeve can slide axially along the splines, the front end of the second intermediate shaft is supported in a front shell through a ball bearing, the rear end of the second intermediate shaft is supported in a rear shell through another ball bearing, the reduction gear is meshed with the second-stage reduction driven gear, the low-gear driven gear is meshed with the low-gear driving gear.
The second output shaft assembly comprises a second output shaft and a speed-raising gear, wherein the second output shaft and the speed-raising gear are integrated, the rear end of the second output shaft is connected with the generator, the front end of the second output shaft is supported in the front shell through a ball bearing, the rear end of the second output shaft is supported in the rear shell through another ball bearing, and the speed-raising gear is meshed with the high-grade driving gear.
Compared with the prior art, the beneficial effects of this application are: the horizontal hybrid power special transmission adopts six-shaft parallel arrangement, and can realize four modes of independent driving of a power motor, independent driving of an engine, simultaneous driving of the power motor and the engine and power generation of the engine. Particularly, the engine driving mode has two speed ratios which are divided into a high gear and a low gear, the high gear can be used for high-speed cruising of a vehicle when the engine is driven, the oil consumption of the vehicle is reduced, the low gear can be used for power requirements when the vehicle starts or is accelerated, the transmission structure perfectly considers the economic and power requirements of the vehicle, and meanwhile, the transmission is compact in overall structure, easy to arrange in the whole vehicle space, low in technical complexity and cost and good in market application prospect.
Drawings
FIG. 1 is a structural diagram of a horizontal hybrid transmission and a power system according to the present invention;
in the figure: 1. the front shell 2, the rear shell 3, the first input shaft 4, the first-stage reduction driving gear 5, the parking gear 6, the high-speed deep groove ball bearing I7, the high-speed deep groove ball bearing II 8, the first intermediate shaft 9, the first-stage reduction driven gear 10, the second-stage reduction driving gear 11, the ball bearing I12, the ball bearing II 13, the second-stage reduction driven gear 14, the differential shell 15, the planetary gear 16, the half shaft gear 17, the planetary shaft 18, the conical roller bearing I19, the conical roller bearing II 20, the second intermediate shaft 21, the reduction gear 22, the low-gear driven gear 23, the high-gear driven gear 24, the gear hub 25, the engaging sleeve 26, the ball bearing III 27, the ball bearing IV 28, the second input shaft 29, the low-gear driving gear 30, the high-gear driving gear 31, the ball bearing V32, the VI 33, the second output shaft 34, the speed-increasing gear 35. First input shaft assembly 38, first intermediate shaft assembly 39, first output shaft assembly 40, second input shaft assembly 41, second intermediate shaft assembly 42, second output shaft assembly 43, differential mechanism
Detailed Description
To make the technical problems, technical solutions and advantages to be solved by the present application clearer, the technical solutions and advantages of the present application are further described below in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
As shown in fig. 1, the first input shaft assembly (37) comprises a first input shaft (3) and a first-level speed reduction driving gear (4), the first input shaft (3) and the first-level speed reduction driving gear (4) are integrated, the first input shaft (3) is connected with the output end of a power motor through a spline, a parking gear (5) is arranged on the first input shaft (3), the front end of the first input shaft (3) is supported in the front shell (1) through a high-speed deep groove ball bearing I (6), and the rear end of the first input shaft (3) is supported in the rear shell (2) through a high-speed deep groove ball bearing II (7).
As shown in fig. 1, first jackshaft assembly (38) include first jackshaft (8), one-level speed reduction driven gear (9) and second grade speed reduction driving gear (10), one-level speed reduction driven gear (9) are connected with first jackshaft (8) through the spline, second grade speed reduction driving gear (10) and first jackshaft (8) formula as an organic whole, first jackshaft (8) front end passes through ball bearing I (11) and supports in preceding casing (1), first jackshaft (8) rear end passes through ball bearing II (12) and supports in rear housing (2), one-level speed reduction driven gear (9) and one-level speed reduction driving gear (4) meshing.
As shown in fig. 1, the first output shaft assembly (39) includes a secondary reduction driven gear (13) and a differential (43), wherein the secondary reduction driven gear (13) is riveted, welded or screwed with a differential case (14) of the differential (43), the differential case (14) is supported on the front case (1) and the rear case (2) through two tapered roller bearings, and the secondary reduction driven gear (13) is engaged with the secondary reduction driving gear (10).
As shown in FIG. 1, the differential (43) is mainly composed of two side gears (16), a planetary shaft (17) and two planetary gears (15) which are arranged in a differential case (14), wherein the two side gears (16) are respectively supported and installed at the left end and the right end of the differential case (4), the two planetary gears (15) are positioned in the differential case (4) through the planetary shaft (17), and the planetary gears (15) are meshed with the side gears (16).
As shown in fig. 1, the second input shaft assembly (40) includes a second input shaft (28), a low-gear driving gear (29) and a high-gear driving gear (30), wherein the low-gear driving gear (29) and the high-gear driving gear (30) are respectively in interference connection with the second input shaft (28) through splines, the front end of the second input shaft (28) is supported in the front housing (1) through a ball bearing v (31), and the rear end of the second input shaft (28) is supported in the rear housing (2) through a ball bearing vi (32).
As shown in fig. 1, the second intermediate shaft assembly (41) comprises a second intermediate shaft (20), a low-gear driven gear (22), a high-gear driven gear (23), a reduction gear (21), a gear hub (24) and a joint sleeve (25), wherein the reduction gear (21) and the second intermediate shaft (20) are integrated, the low-gear driven gear (22) and the high-gear driven gear (23) are respectively supported and sleeved on the second intermediate shaft (20) through needle bearings, the gear hub (24) and the joint sleeve (25) are arranged between the low-gear driven gear (22) and the high-gear driven gear (23), the gear hub (24) and the second intermediate shaft (20) are in interference fit connection through splines, the joint sleeve (25) and the gear hub (24) are in spline connection, the joint sleeve (25) can slide along the spline axial direction of the gear hub (24), the front end of the second intermediate shaft (20) is supported in the front housing (1) through a ball bearing iii (26), the rear end of the second intermediate shaft (20) is supported in the rear shell (2) through a ball bearing IV (27); the low-gear driven gear (22) and the high-gear driven gear (23) are respectively meshed with a low-gear driving gear (29) and a high-gear driving gear (30) on the second input shaft assembly (40), and the reduction gear (21) is meshed with the second-stage reduction driven gear (13).
As shown in fig. 1, the second output shaft assembly (42) comprises a second output shaft (33) and a speed-up gear (34), wherein the second output shaft (33) and the speed-up gear (34) are integrated, the rear end of the second output shaft (33) is connected with a generator, the front end of the second output shaft (33) is supported in the front shell (1) through a ball bearing vii (35), the rear end of the second output shaft (33) is supported in the rear shell (2) through a ball bearing viii (36), and the speed-up gear (34) is meshed with the high-gear driving gear (30) on the second input shaft assembly (40).
The utility model discloses a four kinds of mode principle of hybrid transmission as follows:
the power motor is in an independent driving mode, the engine is in a stop state, the power of the power motor is input through the front end of the first input shaft (3), the power is transmitted to the first-stage reduction driven gear (9) through the first-stage reduction driving gear (4), the first-stage reduction driven gear (9) drives the first intermediate shaft (8) to rotate, then the power is transmitted to the second-stage reduction driven gear (13) through the second-stage reduction driving gear (10) on the first intermediate shaft (8), the second-stage reduction driven gear (13) drives the differential shell (14) to rotate, and then the power is transmitted to wheels through the planetary shaft (17), the planetary gear (15) and the half shaft gear (16) which are fixed on the differential shell (14), so that the power motor is driven.
The engine is in an independent driving mode, the power motor and the generator are in a stop state, the power of the engine drives the second input shaft (28) to rotate, the low-gear driving gear (29) and the high-gear driving gear (30) fixed on the second input shaft rotate along with the second input shaft (28), so that the low-gear driven gear (22) and the high-gear driven gear (23) sleeved on the second intermediate shaft (20) in an empty mode are driven to rotate, when a joint sleeve on the second intermediate shaft (20) slides rightwards to be jointed with the low-gear driven gear (22), the second intermediate shaft (20) is driven to rotate at a low speed, the power is transmitted to the second-stage reduction driven gear (13) through the reduction gear (21), and finally the power is output to wheels through the differential (43), so that the power requirement of the vehicle during rapid acceleration running is met; when the engaging sleeve on the second intermediate shaft (20) slides leftwards to be engaged with the high-grade driven gear (23), the second intermediate shaft (20) is driven to rotate at a high speed, power is transmitted to the second-grade reduction driven gear (13) through the reduction gear (21), and finally the power is output to wheels through the differential (43)), so that the energy-saving requirement of the vehicle during high-speed running is met.
The power motor and the engine are driven simultaneously, the power motor and the engine work simultaneously, power is transmitted to the wheels simultaneously through the first input shaft (3) and the second input shaft (28) through respective transmission routes, and the power requirement of the vehicle during rapid acceleration is met.
In the power generation mode of the engine, the engine transmits power to the speed-up gear (34) through the high-gear driving gear (30) on the second input shaft (28) to drive the second output shaft (33) to operate, the output end of the second output shaft (33) is connected with the generator, so that the generator is driven to operate at a high speed, mechanical energy is converted into electric energy, and the electric energy is used for charging a battery or driving a vehicle through a power motor.
The foregoing is a preferred embodiment and it will be appreciated that modifications and adaptations may occur to those skilled in the art without departing from the principles set forth herein and should be considered as within the scope of the invention.
Claims (9)
1. The special hybrid transmission is characterized by comprising a shell and a transmission mechanism arranged in the shell; the transmission case is composed of a front case (1) and a rear case (2); the transmission mechanism is composed of a first input shaft assembly (37), a first intermediate shaft assembly (38), a first output shaft assembly (39), a second input shaft assembly (40), a second intermediate shaft assembly (41) and a second output shaft assembly (42) which are arranged in parallel.
2. The special hybrid transmission of claim 1, wherein the first input shaft assembly (37) comprises a first input shaft (3) and a first-stage reduction driving gear (4), the first input shaft (3) and the first-stage reduction driving gear (4) are integrated, the first input shaft (3) is connected with the output end of the power motor through a spline, a parking gear (5) is arranged on the first input shaft (3), the front end of the first input shaft (3) is supported in the front shell (1) through a high-speed deep groove ball bearing I (6), and the rear end of the first input shaft (3) is supported in the rear shell (2) through a high-speed deep groove ball bearing II (7).
3. The special hybrid transmission according to claim 1, wherein the first countershaft assembly (38) comprises a first countershaft (8), a first reduction driven gear (9) and a second reduction driving gear (10), the first reduction driven gear (9) is connected with the first countershaft (8) through splines, the second reduction driving gear (10) is integrated with the first countershaft (8), the front end of the first countershaft (8) is supported in the front housing (1) through one ball bearing I (11), and the rear end of the first countershaft (8) is supported in the rear housing (2) through another ball bearing II (12).
4. A hybrid transmission as claimed in claim 1, wherein the first output shaft assembly (39) comprises a secondary driven gear (13), a differential (43), wherein the secondary driven gear (13) is connected with a differential case (14) of the differential, one end of the differential case (14) is supported in the front transmission case (1) through a tapered roller bearing i (18), and the other end of the differential case (14) is supported in the rear transmission case (2) through a tapered roller bearing ii (19).
5. A hybrid gearbox according to claim 4, characterised in that the secondary driven gear (13) is riveted, welded or screwed to the differential housing (14) of the differential.
6. A special hybrid transmission as claimed in claim 4, characterized in that the differential (43) is mainly composed of two side gears (16), a planet gear shaft (17) and two planet gears (15) arranged in the differential case (14), wherein the two side gears (16) are respectively supported and mounted at the left and right ends of the differential case (14), the two planet gears (15) are positioned in the differential case (14) through the planet gear shaft (17), and the planet gears (15) are meshed with the side gears (16).
7. The special hybrid transmission according to claim 1, wherein the second input shaft assembly (40) comprises a second input shaft (28), a low-gear driving gear (29) and a high-gear driving gear (30), wherein the low-gear driving gear (29) and the high-gear driving gear (30) are respectively connected with the second input shaft (28) through splines, the front end of the second input shaft (28) is supported in the front housing (1) through a ball bearing V (31), and the rear end of the second input shaft (28) is supported in the rear housing (2) through another ball bearing VI (32).
8. The special hybrid transmission according to claim 1, wherein the second countershaft assembly (41) includes a second countershaft (20), a low-gear driven gear (22), a high-gear driven gear (23), a reduction gear (21), a hub (24) and a sleeve (25), wherein the reduction gear (21) is integrated with the second countershaft (20), the low-gear driven gear (22) and the high-gear driven gear (23) are respectively supported and sleeved on the second countershaft (20) through needle bearings, the hub (24) and the sleeve (25) are disposed between the low-gear driven gear (22) and the high-gear driven gear (23), the hub (24) and the second countershaft (20) are in spline interference connection, the sleeve (25) and the hub (24) are in spline connection, the sleeve (25) is axially slidable along the splines, and the front end of the second countershaft (20) is supported in the front housing (1) through a ball bearing (26), the rear end of the second intermediate shaft (20) is supported in the rear housing (2) by means of a further ball bearing IV (27).
9. The special hybrid transmission according to claim 1, wherein the second output shaft assembly (42) comprises a second output shaft (33) and a speed-up gear (34), wherein the second output shaft (33) and the speed-up gear (34) are integrated, the front end of the second output shaft (33) is connected with a generator, the front end of the second output shaft (33) is supported in the front housing (1) through a ball bearing VII (35), and the rear end of the second output shaft (33) is supported in the rear housing (2) through a ball bearing VIII (36).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920088338.5U CN209852070U (en) | 2019-01-18 | 2019-01-18 | Special speed changer for hybrid power |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920088338.5U CN209852070U (en) | 2019-01-18 | 2019-01-18 | Special speed changer for hybrid power |
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| Publication Number | Publication Date |
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| CN209852070U true CN209852070U (en) | 2019-12-27 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201920088338.5U Active CN209852070U (en) | 2019-01-18 | 2019-01-18 | Special speed changer for hybrid power |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109693529A (en) * | 2019-01-18 | 2019-04-30 | 中国第一汽车股份有限公司 | A kind of hybrid power dedicated transmission |
| WO2022165673A1 (en) * | 2021-02-03 | 2022-08-11 | 舍弗勒技术股份两合公司 | Dual-electric-motor hybrid power module and operation method thereof |
-
2019
- 2019-01-18 CN CN201920088338.5U patent/CN209852070U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109693529A (en) * | 2019-01-18 | 2019-04-30 | 中国第一汽车股份有限公司 | A kind of hybrid power dedicated transmission |
| WO2022165673A1 (en) * | 2021-02-03 | 2022-08-11 | 舍弗勒技术股份两合公司 | Dual-electric-motor hybrid power module and operation method thereof |
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