CN210912001U - Hybrid power system based on AMT - Google Patents
Hybrid power system based on AMT Download PDFInfo
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- CN210912001U CN210912001U CN201921839884.4U CN201921839884U CN210912001U CN 210912001 U CN210912001 U CN 210912001U CN 201921839884 U CN201921839884 U CN 201921839884U CN 210912001 U CN210912001 U CN 210912001U
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Abstract
The utility model relates to a hybrid power system based on AMT, which comprises an engine, a motor, a gearbox and a gear shifting auxiliary mechanism; the gearbox comprises an input shaft, a motor shaft, a constant-mesh gear shaft, an output shaft and an intermediate shaft; the engine is connected with the motor shaft through the input shaft and the first clutch; the motor is connected with a normally engaged gear shaft through a motor shaft via a first normally engaged driving gear and a second clutch; the intermediate shaft is fixedly connected with at least one gear driving gear, at least one gear driven gear is sleeved on the output shaft in an empty mode, and the gear driving gear and the gear driven gear corresponding to each gear are normally meshed; the gear shifting auxiliary mechanism comprises a gear shifting transmission shaft, wherein the gear shifting transmission shaft is fixedly connected with at least one gear shifting auxiliary driving gear and is normally meshed with a gear shifting auxiliary driven gear which is sleeved on the output shaft correspondingly. The utility model discloses well power can freely switch according to the operating mode demand between engine and motor, has both satisfied the requirement that the environmental protection was discharged, still ensures that the continuation of the journey mileage is unrestricted.
Description
Technical Field
The utility model relates to a motor vehicle technical field that shifts especially relates to a hybrid power system based on AMT.
Background
With the reduction of petroleum resources and the improvement of the environment-friendly emission requirement of automobiles, the automobiles powered by the traditional internal combustion engine can not meet the environment-friendly emission requirement, the electric automobiles can meet the environment-friendly emission requirement of the automobiles, but the endurance mileage is the maximum weakness of the electric automobiles on the premise that the power density and the cost of a battery are not greatly broken through, and the hybrid power is used as the optimal power configuration of the automobiles at the present stage, so that the environment-friendly emission requirement of the automobiles can be met, and the unrestrained endurance mileage of the automobiles can be ensured. The present gear-shifting non-power-interruption speed change transmission scheme has a continuously variable automatic transmission CVT, a double-clutch automatic transmission DCT and the like, the gear boxes adopt metal belts or clutches for friction transmission, the cost is high, the transmission efficiency is low, an AMT (automated mechanical transmission) has the advantage of high transmission efficiency, but the AMT only matches the power of a single traditional internal combustion engine, the requirement of environmental protection emission of an automobile cannot be met, and the power interruption phenomenon can occur in the gear-shifting process of the traditional automated mechanical transmission, so that the running smoothness of the automobile is influenced.
SUMMERY OF THE UTILITY MODEL
Technical problem to be solved
In order to solve the above problems in the prior art, the utility model provides a hybrid system based on AMT.
(II) technical scheme
In order to achieve the above object, the utility model discloses a main technical scheme include:
the utility model provides a hybrid power system based on AMT. The system comprises an engine, a motor, a gearbox and a gear shifting auxiliary mechanism;
the gearbox comprises an input shaft, a motor shaft, a constant-mesh gear shaft, an output shaft and an intermediate shaft;
the input shaft is fixedly connected with a first clutch, and the engine is connected with the motor shaft through the input shaft and the first clutch;
the motor shaft is fixedly connected with a first constant mesh driving gear and a second clutch, and the motor is connected with a constant mesh gear shaft through the first constant mesh driving gear and the second clutch;
a second constant-mesh driving gear is fixedly connected to the constant-mesh gear shaft, a second constant-mesh driven gear is fixedly connected to the intermediate shaft, and the second constant-mesh driven gear is in constant mesh with the second constant-mesh driving gear;
the intermediate shaft is fixedly connected with at least one gear driving gear, the output shaft is sleeved with at least one gear driven gear, and the gear driving gear and the gear driven gear corresponding to each gear are normally meshed;
the gear shifting auxiliary mechanism comprises a gear shifting transmission shaft, the gear shifting transmission shaft is fixedly connected with a first constant mesh driven gear and at least one gear shifting auxiliary driving gear, and the first constant mesh driven gear is in constant mesh with a first constant mesh driving gear;
the output shaft is fixedly connected with a third clutch and is sleeved with at least one shifting auxiliary driven gear in an empty mode, and the corresponding shifting auxiliary driven gear is normally meshed with the shifting auxiliary driving gear.
According to the utility model discloses, link firmly one fender position driving gear, three fender position driving gears, two fender position driving gears, four fender position driving gears, five fender position driving gears in proper order from left to right on the jackshaft, respectively with output shaft one keep off a position driven gear, three keep off a position driven gear, two keep off a position driven gear, four keep off a position driven gear, five keep off a position driven gear constant meshes.
According to the utility model discloses, the gearbox still includes the synchronous ware, and the synchronous ware comprises clutch collar and spline hub, and the clutch collar in each synchronous ware is equipped with the internal spline, and the spline hub is equipped with external spline, the external tooth of spline hub and the internal spline sliding connection of clutch collar, and the clutch collar is along the axial left and right sides removal of spline hub.
According to the utility model discloses, the synchronous ware includes one-three gear synchronizer, two-four gear synchronizer, five gear synchronizer, the output shaft is with three first spline hub, second spline hub and third spline hub splined connection in the synchronous ware.
According to the utility model discloses, first spline hub external splines and first clutch collar internal splines sliding connection, first clutch collar moves about along first spline hub external splines axial, and can keep off a position driven gear external splines, three fender position driven gear external splines sliding connection with one respectively.
According to the utility model discloses, second spline hub external splines and second clutch collar internal splines sliding connection, second clutch collar along second spline hub external splines axle to the removal of controlling, can be respectively with two keep off a position driven gear external splines, four keep off position driven gear external splines sliding connection.
According to the utility model discloses, third spline hub external splines and third clutch collar internal splines sliding connection, third clutch collar along third spline hub external splines axle to the left and right sides removal, with five fender position driven gear external splines sliding connection.
(III) advantageous effects
The utility model has the advantages that: the utility model discloses a hybrid power system based on AMT designs traditional AMT driving system and changes, has increased a motor and has shifted auxiliary transmission. Power can be freely switched between the engine and the motor according to working condition requirements, the requirement of environmental protection emission can be met, and the unlimited endurance mileage can be ensured. Compared with the friction transmission of the existing stepless automatic transmission CVT and the double-clutch automatic transmission DCT which are free of power interruption during gear shifting, the gear-shifting auxiliary mechanism has the advantages of simpler structure, high transmission efficiency and great cost advantage, and the technology is not limited by suppliers.
Drawings
Fig. 1 is a schematic diagram of an AMT-based hybrid system according to an embodiment of the present invention.
[ description of reference ]
1: an input shaft; 2: a motor shaft; 3: a motor; 4: a first constant mesh driven gear; 5: a second constant mesh drive gear; 6: a gear shifting transmission shaft; 7: a gear driven gear; 8: a first coupling sleeve; 9: a first splined hub; 10: a three-gear driven gear; 11: a second-gear driven gear; 12: a second coupling sleeve; 13: a second spline hub; 14: a four-gear driven gear; 15: a third coupling sleeve; 16: a third splined hub; 17: a five-gear driven gear; 18: a shift assist drive gear; 19: an output shaft; 20: a third clutch; 21: a shift assist driven gear; 22: a five-gear driving gear; 23: a four-gear driving gear; 24: a second gear driving gear; 25: three-gear driving gear: 26: a gear driving gear; 27: an intermediate shaft; 28: a second constant mesh driven gear; 29: a constant mesh gear shaft; 30: a second clutch; 31: a first constant-mesh driving gear; 32: a first clutch.
Detailed Description
For a better understanding of the present invention, reference will now be made in detail to the present invention, examples of which are illustrated in the accompanying drawings.
The utility model provides a hybrid power system based on AMT, including engine, motor 3, gearbox and the complementary unit that shifts, the gearbox includes input shaft 1, motor shaft 2, constant mesh gear axle 29, output shaft 19 and intermediate shaft 27, and the hybrid power system based on AMT that this scheme provided still includes such as bearing, sealed, oil return isotructure or spare part, and the correlation technique is the general technique of trade, does not do here and describe repeatedly. An embodiment of an AMT based hybrid powertrain is shown in fig. 1.
As shown in fig. 1, the engine is rigidly connected to a motor shaft 2 in the transmission through an input shaft 1 and a first clutch 32, the motor shaft 2 is fixedly connected to a first constant mesh driving gear 31 and a second clutch 30, the first constant mesh driving gear 31 is rigidly connected to a constant mesh gear shaft 29 through the second clutch 30, the constant mesh gear shaft 29 is fixedly connected to a second constant mesh driving gear 5, and the second constant mesh driving gear 5 is meshed with a second constant mesh driven gear 28 on an intermediate shaft 27.
The transmission case includes a speed change gear, and the speed change gear in this embodiment includes a first-gear set, a second-gear set, a third-gear set, a fourth-gear set, and a fifth-gear set, wherein the speed change gear is not limited to five gear sets, and may be less than or more than five gear sets. Each gear set comprises a gear driving gear and a gear driven gear.
The intermediate shaft 27 is fixedly connected with at least one gear driving gear, and the output shaft 19 is sleeved with at least one gear driven gear, wherein the gear driving gear and the gear driven gear corresponding to each gear are constantly meshed.
Specifically, in this embodiment, the intermediate shaft 27 is fixedly connected with a first-gear driving gear 26, a third-gear driving gear 25, a second-gear driving gear 24, a fourth-gear driving gear 23, and a fifth-gear driving gear 22 sequentially from left to right, and is normally engaged with the first-gear driven gear 7, the third-gear driven gear 10, the second-gear driven gear 11, the fourth-gear driven gear 14, and the fifth-gear driven gear 17 on the output shaft 19, respectively.
The synchronizer is composed of a joint sleeve and a spline hub, the joint sleeve in each synchronizer is provided with an internal spline, the spline hub is provided with an external spline, the external spline of the spline hub is in sliding connection with the internal spline of the joint sleeve, and the joint sleeve moves left and right along the axial direction of the spline hub.
The synchronizers in this embodiment include a one-three gear synchronizer, a two-four gear synchronizer, and a five gear synchronizer. Wherein the output shaft 19 is splined to the first splined hub 9, the second splined hub 13 and the third splined hub 16 of the three synchronizers.
The external spline of the first spline hub 9 is in sliding connection with the internal spline of the first engaging sleeve 8, and the first engaging sleeve 8 moves left and right along the axial direction of the external spline of the first spline hub 9 and can be in sliding connection with the external spline on the right side of the first-gear driven gear 7 and the external spline on the left side of the third-gear driven gear 10 respectively; the external spline of the second spline hub 13 is connected with the internal spline of the second joint sleeve 12 in a sliding manner, and the second joint sleeve 12 moves left and right along the axial direction of the external spline of the second spline hub 13 and can be respectively connected with the external spline on the right side of the second-gear driven gear 11 and the external spline on the left side of the fourth-gear driven gear 14 in a sliding manner; the external spline of the third spline hub 16 is connected with the internal spline of the third engaging sleeve 15 in a sliding manner, and the third engaging sleeve 15 moves left and right along the axial direction of the external spline of the third spline hub 16 and is connected with the left external spline of the five-gear driven gear 17 in a sliding manner.
The shift auxiliary mechanism comprises a shift transmission shaft 6, a first constant mesh driven gear 4 in constant mesh with a first constant mesh driving gear 31 is fixedly connected with one end of the shift transmission shaft 6, and the shift auxiliary mechanism further comprises at least one shift auxiliary gear.
When the hybrid power system based on the AMT works, according to the working condition requirements of an automobile, power can be provided by the engine or the motor 3 independently, and also can be provided by the engine and the motor 3 together, so that the power and the fuel economy of the automobile are ensured to be always in the best state, the requirements of environmental protection emission can be met, and the cruising mileage is ensured not to be limited.
When power is supplied by the engine, the first clutch 32 and the second clutch 30 are combined, and the power transmission route is as follows: the input shaft-the first clutch 32-the motor shaft 2-the second clutch 30-the second constant mesh driving gear 5 and the second constant mesh driven gear 28-the intermediate shaft 27-the first gear set or the second gear set or the third gear set or the fourth gear set or the fifth gear set-the output shaft 19.
When power is provided by the motor 3, the second clutch 30 is combined, and the power transmission route is as follows: the motor 3, the motor shaft 2, the second clutch 30, the second constant mesh driving gear 5, the second constant mesh driven gear 28, the intermediate shaft 27, the first gear set, the second gear set, the third gear set, the fourth gear set, the fifth gear set and the output shaft 19.
When the hybrid power system based on the AMT shifts gears, the third clutch 20 is combined, and the power transmission route is: the motor 3, the motor shaft 2, the first constant mesh driving gear 31, the first constant mesh driven gear 4, the shifting transmission shaft 6, the shifting auxiliary driving gear 18, the shifting auxiliary driven gear 21, the third clutch 20 and the output shaft 19.
The utility model discloses a hybrid power system based on AMT designs traditional AMT driving system and changes, and power can freely switch according to the operating mode demand between engine and driving motor, can satisfy the requirement that the environmental protection was discharged, also can ensure that continuation of the journey mileage is unrestricted. When the hybrid power system based on the AMT shifts gears, the original speed change gear is cut off by the clutch, power is directly transmitted to the output shaft by the motor through the gear shifting auxiliary transmission device, the power of the gear shifting auxiliary mechanism is cut off after the gear shifting is finished, the clutch is closed, the power is transmitted by the next gear speed change gear of the gearbox, the working state of the clutch can be controlled in the gear shifting process, the uninterrupted gear shifting of the power is realized, and the driving smoothness and the driving comfort are improved. Compared with the friction transmission of the existing stepless automatic transmission CVT and the double-clutch automatic transmission DCT which are free of power interruption during gear shifting, the added gear shifting auxiliary mechanism has the advantages of simpler structure, high transmission efficiency and great cost advantage, and the technology is not limited by suppliers.
It should be understood that the above description of the embodiments of the present invention is only for illustrating the technical lines and features of the present invention, and the purpose of the present invention is to enable those skilled in the art to understand the contents of the present invention and to implement the present invention accordingly, but the present invention is not limited to the above specific embodiments. All changes and modifications that come within the scope of the claims are to be embraced within their scope.
Claims (7)
1. A hybrid power system based on AMT is characterized in that: the gear shifting device comprises an engine, a motor (3), a gearbox and a gear shifting auxiliary mechanism;
the gearbox comprises an input shaft (1), a motor shaft (2), a constant mesh gear shaft (29), an output shaft (19) and an intermediate shaft (27);
the input shaft (1) is fixedly connected with a first clutch (32), and the engine is connected with the motor shaft (2) through the first clutch (32) through the input shaft (1);
the motor shaft (2) is fixedly connected with a first constant mesh driving gear (31) and a second clutch (30), and the motor (3) is connected with a constant mesh gear shaft (29) through the motor shaft (2) through the first constant mesh driving gear (31) and the second clutch (30);
a second constant-mesh driving gear (5) is fixedly connected to a constant-mesh gear shaft (29), a second constant-mesh driven gear (28) is fixedly connected to an intermediate shaft (27), and the second constant-mesh driven gear (28) is in constant mesh with the second constant-mesh driving gear (5);
the intermediate shaft (27) is fixedly connected with at least one gear driving gear, at least one gear driven gear is sleeved on the output shaft (19) in an air-free mode, and the gear driving gear and the gear driven gear corresponding to each gear are constantly meshed;
the gear shifting auxiliary mechanism comprises a gear shifting transmission shaft (6), the gear shifting transmission shaft (6) is fixedly connected with a first constant mesh driven gear (4) and at least one gear shifting auxiliary driving gear (18), and the first constant mesh driven gear (4) is in constant mesh with a first constant mesh driving gear (31);
the output shaft (19) is fixedly connected with a third clutch (20), at least one shifting auxiliary driven gear (21) is sleeved in an empty mode, and the corresponding shifting auxiliary driven gear (21) is normally meshed with the shifting auxiliary driving gear (18).
2. The AMT-based hybrid powertrain system of claim 1, wherein:
a gear driving gear (26), a three-gear driving gear (25), a two-gear driving gear (24), a four-gear driving gear (23) and a five-gear driving gear (22) are sequentially fixedly connected to the intermediate shaft (27) from left to right and are normally meshed with a gear driven gear (7), a three-gear driven gear (10), a two-gear driven gear (11), a four-gear driven gear (14) and a five-gear driven gear (17) on the output shaft (19) respectively.
3. The AMT-based hybrid powertrain system of claim 1, wherein:
the gearbox also comprises synchronizers, each synchronizer consists of a joint sleeve and a spline hub, the joint sleeve in each synchronizer is provided with an internal spline, the spline hub is provided with an external spline, the external spline of the spline hub is in sliding connection with the internal spline of the joint sleeve, and the joint sleeve moves left and right along the axial direction of the spline hub.
4. The AMT-based hybrid powertrain system of claim 3, wherein:
the synchronizer comprises a first-third gear synchronizer, a second-fourth gear synchronizer and a fifth gear synchronizer, and the output shaft (19) is in spline connection with a first spline hub (9), a second spline hub (13) and a third spline hub (16) in the three synchronizers.
5. The AMT-based hybrid powertrain system of claim 4, wherein:
the outer spline of the first spline hub (9) is in sliding connection with the inner spline of the first joint sleeve (8), and the first joint sleeve (8) moves left and right along the outer spline shaft of the first spline hub (9) and can be in sliding connection with the outer spline of the first gear driven gear (7) and the outer spline of the third gear driven gear (10) respectively.
6. The AMT-based hybrid powertrain system of claim 4, wherein:
and the external spline of the second spline hub (13) is in sliding connection with the internal spline of the second joint sleeve (12), and the second joint sleeve (12) moves left and right along the axial direction of the external spline of the second spline hub (13) and can be respectively in sliding connection with the external spline of the second-gear driven gear (11) and the external spline of the fourth-gear driven gear (14).
7. The AMT-based hybrid powertrain system of claim 4, wherein:
and the external spline of the third spline hub (16) is in sliding connection with the internal spline of the third engaging sleeve (15), and the third engaging sleeve (15) moves left and right along the axial direction of the external spline of the third spline hub (16) and is in sliding connection with the external spline of the five-gear driven gear (17).
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2019109326108 | 2019-09-29 | ||
| CN201910932610 | 2019-09-29 |
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| CN210912001U true CN210912001U (en) | 2020-07-03 |
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| CN201921839884.4U Withdrawn - After Issue CN210912001U (en) | 2019-09-29 | 2019-10-30 | Hybrid power system based on AMT |
| CN201911041509.XA Active CN110733332B (en) | 2019-09-29 | 2019-10-30 | Hybrid power system based on AMT and control method |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110733332A (en) * | 2019-09-29 | 2020-01-31 | 湖南奕普汽车科技有限公司 | hybrid power system based on AMT and control method |
| CN113833815A (en) * | 2021-09-29 | 2021-12-24 | 阿姆特(上海)新能源科技有限公司 | AMT transmission and new energy automobile |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106608175A (en) * | 2016-10-26 | 2017-05-03 | 联合汽车电子有限公司 | Hybrid electric vehicle power system and power transmission method thereof |
| CN108001205B (en) * | 2016-10-31 | 2020-07-10 | 比亚迪股份有限公司 | Power transmission system and vehicle with same |
| CN108189663A (en) * | 2017-12-11 | 2018-06-22 | 江苏大学 | A kind of power maintenance automatic speed changer for machine hybrid drive train |
| CN108895128A (en) * | 2018-06-30 | 2018-11-27 | 吉泰车辆技术（苏州）有限公司 | Hybrid power transmission system with dual gear structure |
| CN109050236A (en) * | 2018-09-03 | 2018-12-21 | 舍弗勒技术股份两合公司 | Hybrid vehicle and hybrid power system |
| CN210912001U (en) * | 2019-09-29 | 2020-07-03 | 湖南奕普汽车科技有限公司 | Hybrid power system based on AMT |
-
2019
- 2019-10-30 CN CN201921839884.4U patent/CN210912001U/en not_active Withdrawn - After Issue
- 2019-10-30 CN CN201911041509.XA patent/CN110733332B/en active Active
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110733332A (en) * | 2019-09-29 | 2020-01-31 | 湖南奕普汽车科技有限公司 | hybrid power system based on AMT and control method |
| CN110733332B (en) * | 2019-09-29 | 2023-09-08 | 湖南奕普汽车科技有限公司 | Hybrid power system based on AMT and control method |
| CN113833815A (en) * | 2021-09-29 | 2021-12-24 | 阿姆特(上海)新能源科技有限公司 | AMT transmission and new energy automobile |
| CN113833815B (en) * | 2021-09-29 | 2024-02-06 | 阿姆特(上海)新能源科技有限公司 | AMT transmission and new energy automobile |
Also Published As
| Publication number | Publication date |
|---|---|
| CN110733332A (en) | 2020-01-31 |
| CN110733332B (en) | 2023-09-08 |
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