CN209909116U

CN209909116U - Three-gear hybrid power transmission

Info

Publication number: CN209909116U
Application number: CN201920254872.9U
Authority: CN
Inventors: 赵建平
Original assignee: Shaanxi Fast Gear Co Ltd
Current assignee: Shaanxi Fast Gear Co Ltd
Priority date: 2019-02-28
Filing date: 2019-02-28
Publication date: 2020-01-07
Anticipated expiration: 2029-02-28

Abstract

The utility model relates to a three keep off hybrid transmission solves the problem that current hybrid transmission structure dispersion, occupation space size are big, the velocity ratio is little. The transmission comprises a clutch shell, a transmission shell, a first shaft assembly, a middle shaft assembly, a second shaft assembly and an automatic gear shifting mechanism; the clutch shell and the transmission shell are connected to form a closed cavity, and the first shaft assembly, the intermediate shaft assembly and the second shaft assembly are arranged in the closed cavity; the shaft assembly comprises a shaft and a shaft gear, and the shaft gear is sleeved on the shaft; the intermediate shaft assembly comprises two intermediate shaft units, and each intermediate shaft unit comprises an intermediate shaft, an intermediate shaft transmission gear, an intermediate shaft first gear and a motor transmission gear; the intermediate shaft transmission gear, the intermediate shaft first gear and the motor transmission gear are all sleeved on the intermediate shaft; the two-shaft assembly comprises a synchronizer, a combined gear ring, a two-shaft first-gear, a hollow shaft, a sliding sleeve, a hollow shaft gear and two shafts, wherein the hollow shaft is used for inputting power to the motor, and the two shafts are used for outputting power.

Description

Three-gear hybrid power transmission

Technical Field

The utility model relates to a derailleur, concretely relates to three keep off hybrid transmission.

Background

At present, under the dual pressure of energy shortage and environmental pollution, fuel vehicles are disputed from various countries for sale prohibition, and new energy vehicles are developed. Under the conditions that the national emission requirements of commercial vehicles are more and more strict and the requirements of users are higher and higher, light, automatic and environment-friendly commercial vehicle transmissions become a development trend, and have great market space and development potential. Most of hybrid transmissions in the current market are arranged in parallel, and the structure is dispersed, large in occupied space and small in speed ratio.

SUMMERY OF THE UTILITY MODEL

The utility model aims at solving the technical problem that the existing transmission has the structure dispersion, the occupation space size is big, the speed ratio is small, and a three-gear hybrid transmission is provided.

The technical scheme of the utility model is that:

a three-gear hybrid power transmission comprises a clutch shell, a transmission shell, a first shaft assembly, a middle shaft assembly, a second shaft assembly and an automatic gear shifting mechanism; the clutch shell and the transmission shell are connected to form a closed cavity, the first shaft assembly, the middle shaft assembly and the second shaft assembly are arranged in the closed cavity, and the automatic gear shifting mechanism is arranged above the transmission shell; the shaft assembly comprises a shaft and a shaft gear, the shaft gear is sleeved on the shaft and rotates with the shaft at the same time, and the shaft is used for inputting power to the engine; the intermediate shaft assembly comprises two intermediate shaft units, wherein each intermediate shaft unit comprises an intermediate shaft, an intermediate shaft transmission gear, an intermediate shaft first gear and a motor transmission gear; the intermediate shaft transmission gear, the intermediate shaft first gear and the motor transmission gear are sleeved on the intermediate shaft and rotate along with the intermediate shaft; the two-shaft assembly comprises a synchronizer, a combined gear ring, a two-shaft first-gear, a hollow shaft, a sliding sleeve, a hollow shaft gear and two shafts, wherein the hollow shaft is used for inputting power to the motor, and the two shafts are used for outputting power; the synchronizer, the two-shaft first-gear, the combined gear ring and the hollow shaft are sequentially sleeved on the two shafts, and the synchronizer and the combined gear ring rotate along with the two shafts simultaneously; the synchronizer can be engaged with a two-shaft first-gear or a one-shaft gear; the hollow shaft gear is sleeved on the hollow shaft; the sliding sleeve is sleeved on the hollow shaft, can move left and right and is jointed with the hollow shaft gear or the combined gear ring; the automatic gear shifting mechanism is used for shifting the synchronizer and the sliding sleeve to move left and right to realize gear shifting.

Further, the shaft and a shaft gear are spline-connected together to form a shaft assembly.

Furthermore, the intermediate shaft transmission gear, the intermediate shaft first gear and the motor transmission gear are arranged on the intermediate shaft in an interference fit manner.

Further, the synchronizer and the coupling ring gear are connected with the two shafts through splines.

Further, the motor is connected with the outer spline of the hollow shaft through the inner spline.

Further, the engine is connected to a shaft through a clutch.

Furthermore, the front end of the hollow shaft is provided with an external spline, and the sliding sleeve is connected with the hollow shaft through a spline connecting sleeve.

Furthermore, the two shafts penetrate through the hollow shaft and extend out of the motor, and a rear bearing cover and an output flange plate are mounted on the two shafts and used for supporting the two shafts and outputting power.

Further, the clutch housing and the transmission housing are all of an all-aluminum alloy structure.

Compared with the prior art, the utility model, following technological effect has:

1. the utility model discloses hybrid transmission adopts the coaxial arrangement, and engine and driving motor are respectively in the past rear end input power, two jackshaft transmission, and compact structure, occupation space are little, the gear is many, the velocity ratio is big, output torque is big, can realize that the engine directly drives, the motor directly drives, hybrid drive, braking energy retrieves and functions such as electricity generation.

2. The utility model discloses ordinary derailleur is compared to the hybrid transmission, and output torque is big (because adopt engine and motor simultaneous drive), adopts full aluminum alloy structure, small light in weight. The transmission adopts a low-power engine (motor drive is added, so that the corresponding engine can be reduced), and oil consumption and emission can be reduced; the motor is adopted for starting, the starting torque is large, the starting performance is improved, and the emission value is greatly reduced.

3. The utility model discloses engine and motor hybrid drive can be realized to the derailleur, can make engine work in the high efficiency district, and both the energy can be saved reduces the emission, can satisfy big drive power demand again. The utility model discloses the usable parking clearance of derailleur or the rich driving stage of engine power are battery charging, and the electronic needs of traveling of fully provided.

4. The utility model discloses the derailleur sets up automatically controlled pneumatic automatic gearshift, can realize in the derailleur two sets of independent gearshifts of gearshift mechanisms of synchronizer and sliding sleeve, simple structure, and control is convenient, reliable and stable.

Drawings

Fig. 1 is a schematic structural diagram of the three-gear hybrid transmission of the present invention.

Reference numerals: 1-engine, 2-clutch, 3-first shaft, 4-first shaft gear, 5-clutch housing, 6-transmission housing, 7-synchronizer, 8-automatic gear shift mechanism, 9-combined gear ring, 10-sliding sleeve, 11-hollow shaft, 12-motor, 13-rear bearing cover, 14-second shaft, 15-intermediate shaft transmission gear, 16-second shaft first gear, 17-intermediate shaft first gear, 18-hollow shaft gear, 19-motor transmission gear, 20-intermediate shaft, 21-output flange plate.

Detailed Description

The invention is described in further detail below with reference to the following figures and specific examples:

under the national energy saving and emission reduction policy, in order to satisfy new forms of energy commercial vehicle market demand, the utility model provides a three keep off hybrid transmission, this derailleur adopts two intermediate structure, and preceding engine passes through an axle input, and the rear motor passes through the hollow shaft input, and the higher authority is equipped with AMT automatic gear shifting mechanism, can realize functions such as engine/motor independent drive, hybrid drive, stop/driving electricity generation and braking energy recovery. The transmission has the advantages of small volume, light weight and compact structure, can realize pure electric starting with large torque, can enable the engine to work in a high-efficiency area, and greatly improves the effects of energy conservation and emission reduction.

As shown in fig. 1, the hybrid transmission mainly includes a clutch housing, a transmission housing, a first shaft assembly, a countershaft assembly, a second shaft assembly, and an automatic shift mechanism. The clutch shell and the transmission shell are connected through a bolt to form a closed cavity, the first shaft assembly, the intermediate shaft assembly and the second shaft assembly are supported and installed in the cavity through bearings, the motor is connected to the rear of the shell and communicated with the interior of the transmission through the hollow shaft, and the AMT automatic shifting mechanism is installed on the transmission shell. The engine inputs power from the front shaft, and the motor inputs power from the rear through the hollow shaft, so that the functions of engine driving/motor independent driving, hybrid driving, stop/driving power generation, braking energy recovery and the like can be realized. The hybrid power transmission is provided with the electrically controlled pneumatic automatic gear shifting mechanism, and mutually independent gear shifting of a synchronizer and a sliding sleeve inside the transmission can be realized. The gear shifting mechanism is simple in structure, convenient to control, stable and reliable.

A shaft assembly comprises a shaft 3 and a shaft gear 4, and the shaft 3 and the shaft gear 3 are connected together through a spline.

The intermediate shaft assembly comprises an intermediate shaft 20, an intermediate shaft transmission gear 15, an intermediate shaft first-gear 17 and an intermediate shaft motor transmission gear 19, the three are arranged on the intermediate shaft in an interference fit mode to form the intermediate shaft assembly, and the two intermediate shaft assemblies are arranged on two sides of the two shaft assembly respectively.

The two-shaft assembly comprises a synchronizer 7, a two-shaft first-gear 16, a combined gear ring 9, a hollow shaft 11, a sliding sleeve 10, a hollow shaft gear 18 and a two-shaft 14, wherein the synchronizer 7 and the combined gear ring 9 are connected with the two-shaft 14 through splines, the two-shaft first-gear 16 and the hollow shaft 11 are sleeved on the two-shaft 14 in an empty mode, the hollow shaft gear 18 is sleeved on the hollow shaft 11 in an empty mode, the sliding sleeve 10 is arranged on an external spline at the front end of the hollow shaft and can move left and right, and the parts are arranged into a whole to form the main shaft. And a shaft assembly, a middle shaft assembly and a main shaft assembly are supported by bearings and are arranged in a cavity formed by the clutch shell 5 and the transmission shell 6.

The motor 12 is connected at the rear end of the transmission shell 6, an internal spline of the motor 12 is connected with an external spline of the hollow shaft 11, the two shafts extend out of the rear end of the motor through the hollow shaft, and the rear end is provided with a rear bearing cover 13 and an output flange 21 for supporting the two shafts and outputting power.

In the assembly, a first shaft gear is meshed with a middle shaft transmission gear, a first gear of the middle shaft is meshed with a first gear of a second shaft, a hollow shaft gear is meshed with a motor transmission gear, and the AMT automatic gear shifting mechanism 8 can shift the synchronizer 7 and the sliding sleeve 10 to move left and right to realize gear shifting.

The shell of the hybrid power transmission can adopt an all-aluminum alloy structure, the size is small, the weight is light, the transmission adopts a low-power engine (the motor drive is increased, so the corresponding engine can be reduced), and the oil consumption and the emission can be reduced; the motor is adopted for starting, the starting torque is large, the starting performance is improved, and the emission value is greatly reduced.

The hybrid transmission has the following operating modes:

pure electric mode: when the vehicle works in a pure electric mode, the clutch 2 is separated, the motor is driven independently, and the vehicle can run under the first gear to the third gear. As shown in fig. 1, the AMT automatic gearshift mechanism 8 pushes the sliding sleeve 10 to move to the right to be combined with the hollow shaft gear 18, and simultaneously pushes the synchronizer 7 to move to the right to be combined with the two-shaft first-gear 16 (the gears are all provided with combined gear rings), so as to complete the driving of the motor in the 1 st gear, and the power transmission is as follows: the motor 12 → the hollow shaft 11 → the sliding sleeve 10 (the front end of the hollow shaft is provided with an external spline, the sliding sleeve is connected with the hollow shaft through a spline connecting sleeve) → the hollow shaft gear 18 → the motor transmission gear 19 → the intermediate shaft 20 → the intermediate shaft first gear 17 → the secondary shaft first gear 16 → the synchronizer 7 → the secondary shaft 14 → the output flange 21.

When the synchronizer 7 moves leftwards and is combined with the shaft gear 4, the pure electric gear 2 is adopted, and the power transmission route is as follows: motor 12 → hollow shaft 11 → sliding sleeve 10 → hollow shaft gear 18 → motor drive gear 19 → intermediate shaft 20 → intermediate shaft drive gear 15 → one shaft gear 4 → synchronizer 7 → secondary shaft 14 → output flange 21.

AMT accuse automatic gear shifting mechanism 8 promotes sliding sleeve 10 and moves left and combine ring gear 9 to combine, promotes synchronous ware 7 simultaneously and gets back to middle neutral position, accomplishes motor 3 grades of drives, and power transmission does: motor 12 → hollow shaft 11 → sliding sleeve 10 → combined gear ring 9 → secondary shaft 14 → output flange 21, also called motor direct gear.

Engine only mode: when the vehicle is driven by the engine alone, there are two gears. The AMT automatic gear shifting mechanism 8 pushes the synchronizer 7 to move rightwards and is combined with the two-shaft first-gear 16 to realize 1-gear driving, and the power transmission route is as follows: engine 1 → clutch 2 → one shaft 3 → one shaft gear 4 → intermediate shaft drive gear 15 → intermediate shaft 20 → intermediate shaft first gear 17 → second shaft first gear 16 → synchronizer 7 → second shaft 14 → output flange 21; when the synchronizer 7 moves leftwards to be combined with the shaft gear 4, namely the engine 2 is in gear, the power transmission route is as follows: engine 1 → clutch 2 → one shaft 3 → one shaft gear 4 → synchronizer 7 → two shafts 14 → output flange 21, which may also be referred to as direct gear.

Hybrid mode: when the vehicle is operating in the hybrid mode, the engine and the drive motor operate simultaneously. The hybrid power has the following mixed modes: when the engine is in 1 gear and the motor is in 1 gear, the engine is in 1 gear and the motor is in 3 gear, the engine is in 2 gear and the motor is in 2 gear, and the engine is in 2 gear and the motor is in 3 gear, namely under the gear modes, the motor and the engine simultaneously provide driving force, and the transmission converges the power and outputs the power to the flange 19, so that power hybrid output is realized.

Braking and power generation modes: the actual fact is that the inertia of the vehicle motion is utilized to drive the motor to generate electricity through the transmission. In the braking and power generation mode of the vehicle, one end of the flange plate drives the transmission, the motor is driven by the transmission to run and generate power, the battery is charged, inertia energy is consumed, the vehicle braking effect is achieved, and braking energy is recovered. The motor can run under the gears of 1, 2 and 3 gears of the motor to generate electricity, and the braking energy is recovered, and the braking electricity generation is the reverse process of the motor driving.

And (3) generating mode: the power generation mode is to charge the battery with the engine. The transmission can generate power under the conditions of driving and stopping. When the vehicle is in a parking power generation mode, the synchronizer 7 is placed in a middle neutral position, the sliding sleeve 10 moves leftwards to be combined with the hollow shaft gear 18, and the engine drives the generator to generate power. The power transmission route is as follows: engine 1 → clutch 2 → one shaft 3 → one shaft gear 4 → intermediate shaft drive gear 15 → intermediate shaft 20 → motor drive gear 19 → hollow shaft gear 18 → sliding sleeve 10 → hollow shaft 11 → motor 12. The running power generation can be realized under various working conditions of hybrid running, but the motor is not used for providing power at the moment, but the energy of the engine is converted into the electric quantity of the battery for storage.

The utility model relates to a but three fender hybrid transmission of automatic gearshift, this derailleur have energy-conservation, environmental protection, control comfortable characteristics, can satisfy the multiple operating mode demand that commercial car went, can realize big moment of torsion pure electric start, pure electric drive, engine independent drive, motor, engine hybrid drive, braking energy recovery, functions such as parking electricity generation. Through reasonable structural design and strategy control, the engine is always in a high-efficiency working area, so that the aims of energy conservation and emission reduction are fulfilled.

Claims

1. A three-speed hybrid transmission characterized by: the automatic transmission comprises a clutch shell (5), a transmission shell (6), a first shaft assembly, a middle shaft assembly, a second shaft assembly and an automatic gear shifting mechanism (8);

the clutch shell (5) and the transmission shell (6) are connected to form a closed cavity, the first shaft assembly, the intermediate shaft assembly and the second shaft assembly are arranged in the closed cavity, and the automatic gear shifting mechanism (8) is arranged above the transmission shell (6);

the shaft assembly comprises a shaft (3) and a shaft gear (4), the shaft gear (4) is sleeved on the shaft (3) and rotates with the shaft (3) simultaneously, and the shaft (3) is used for inputting power to the engine (1);

the intermediate shaft assembly comprises two intermediate shaft units, wherein each intermediate shaft unit comprises an intermediate shaft (20), an intermediate shaft transmission gear (15), an intermediate shaft first gear (17) and a motor transmission gear (19); the intermediate shaft transmission gear (15), the intermediate shaft first gear (17) and the motor transmission gear (19) are sleeved on the intermediate shaft (20) and rotate along with the intermediate shaft (20);

the two-shaft assembly comprises a synchronizer (7), a combined gear ring (9), a two-shaft first-gear (16), a hollow shaft (11), a sliding sleeve (10), a hollow shaft gear (18) and a two shaft (14), wherein the hollow shaft (11) is used for inputting power to the motor (12), and the two shaft (14) is used for outputting power;

the synchronizer (7), the two-shaft first-gear (16), the combined gear ring (9) and the hollow shaft (11) are sequentially sleeved on the two shafts (14), and the synchronizer (7) and the combined gear ring (9) rotate along with the two shafts (14) simultaneously; the synchronizer (7) can be engaged with the two-shaft first-gear (16) or the one-shaft gear (4);

the hollow shaft gear (18) is sleeved on the hollow shaft (11); the sliding sleeve (10) is sleeved on the hollow shaft (11) and can be jointed with the hollow shaft gear (18) or the combined gear ring (9);

the automatic gear shifting mechanism is characterized in that the first shaft gear (4) is meshed with the intermediate shaft transmission gear (15), the intermediate shaft first gear (17) is meshed with the second shaft first gear (16), the hollow shaft gear (18) is meshed with the motor transmission gear (19), and the automatic gear shifting mechanism (8) is used for shifting the synchronizer (7) and the sliding sleeve (10) to move left and right to achieve gear shifting.

2. The three-speed hybrid transmission of claim 1, wherein: the shaft (3) and a shaft gear (4) are connected together through a spline to form a shaft assembly.

3. The three-speed hybrid transmission of claim 2, wherein: the intermediate shaft transmission gear (15), the intermediate shaft first gear (17) and the motor transmission gear (19) are arranged on the intermediate shaft (20) in an interference fit manner.

4. The three-speed hybrid transmission according to claim 1, 2 or 3, characterized in that: the synchronizer (7) and the combined gear ring (9) are connected with the dual shaft (14) through splines.

5. The three-speed hybrid transmission of claim 4, wherein: the motor (12) is connected with the external spline of the hollow shaft (11) through the internal spline.

6. The three-speed hybrid transmission of claim 5, wherein: the engine (1) is connected with a shaft (3) through a clutch (2).

7. The three-speed hybrid transmission of claim 6, wherein: the front end of the hollow shaft (11) is provided with an external spline, and the sliding sleeve (10) is connected with the hollow shaft (11) through a spline connecting sleeve.

8. The three-speed hybrid transmission of claim 7, wherein: the two shafts (14) penetrate through the hollow shaft (11) and extend out of the motor (12), and a rear bearing cover (13) and an output flange plate (21) are arranged for supporting the two shafts (14) and outputting power.

9. The three-speed hybrid transmission of claim 8, wherein: the clutch shell (5) and the transmission shell (6) are all of aluminum alloy structures.