CN211468151U - Power transmission system of hybrid power vehicle - Google Patents
Power transmission system of hybrid power vehicle Download PDFInfo
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- CN211468151U CN211468151U CN201921823747.1U CN201921823747U CN211468151U CN 211468151 U CN211468151 U CN 211468151U CN 201921823747 U CN201921823747 U CN 201921823747U CN 211468151 U CN211468151 U CN 211468151U
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- 238000006243 chemical reaction Methods 0.000 description 1
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- 230000000694 effects Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
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- 230000004048 modification Effects 0.000 description 1
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Abstract
The patent of the utility model discloses a hybrid vehicle power transmission system, include: main reducer, differential mechanism casing, differential gear train, semi-axis train, the differential gear train with the semi-axis train is located inside the differential mechanism casing, the differential gear train includes first differential gear train and second differential gear train, first differential gear train with the second differential gear train is structural the same, the semi-axis train includes first semi-axis train and second semi-axis train, first semi-axis train with the second semi-axis train is structural the same. When the controller controls different half axle gear shafts in the first half axle gear train and different half axle gear shafts in the second half axle gear train to be locked, the uncontrolled half axle gear shafts in the second half axle gear train can output different rotating speeds, diversified transmission ratios can be realized, and the economy of the whole vehicle can be improved.
Description
Technical Field
The patent of the utility model relates to a hybrid vehicle technical field especially relates to a hybrid vehicle power transmission system.
Background
With the rapid development of the automobile industry in China, the role of the automobile in the modern industrial society is more and more important, in recent years, the demand of people on the hybrid electric vehicle is increasingly increased, and the power transmission system of the hybrid electric vehicle has great influence on the dynamic property, the economical efficiency, the emission property and the like of the vehicle, and is in the first place in the research and development design of the hybrid electric vehicle.
At present, the power transmission system of the hybrid vehicle is mainly based on the structure of a planetary gear train and the structure based on a parallel shaft gear train. The hybrid power transmission device based on the planetary gear train has flexible degree of freedom and stable operation, but has complex structure, great control difficulty and high manufacturing cost; the hybrid power transmission device based on the parallel shaft gear train has a simple structure, but the flexibility of arrangement is limited, and the occupied space is larger.
The utility model discloses a technical problem that will solve lies in to the not enough among the above-mentioned prior art, provides a hybrid vehicle power transmission system, its simple structure, and it is convenient to realize, and is with low costs, reliable operation, convenient to popularize and use.
Disclosure of Invention
In order to solve the technical problem, the utility model discloses a technical scheme is:
a hybrid vehicle powertrain system, comprising: main reducer, differential mechanism casing, differential gear train, semi-axis train, main reducer includes main reducer driving gear and main reducer driven gear, differential mechanism casing welding is in on the main reducer driven gear, the differential gear train with the semi-axis train is located inside the differential mechanism casing, the differential gear train includes first differential gear train and second differential gear train, first differential gear train with the second differential gear train is structural the same completely, the semi-axis train includes first semi-axis train and second semi-axis train, first semi-axis train with the second semi-axis train is structural the same completely.
Preferably, a central cylindrical shaft is welded to the differential case.
Preferably, the first differential gear train or the second differential gear train comprises a first differential gear, a gear ring, a second differential gear, a planet carrier, a first planet gear, a second planet gear, a third planet gear, a fourth planet gear, a third differential gear, a sun gear and a connecting shaft, the first differential gear is welded with the gear ring, the first differential gear is in clearance fit with the central cylindrical shaft on the differential shell through a gear inner hole, the second differential gear is welded with the planet carrier, the second differential gear is in clearance fit with the connecting shaft through a gear inner hole, the planet carrier is provided with four cylindrical shafts, gear inner holes of the first planet gear, the second planet gear, the third planet gear and the fourth planet gear are in clearance fit with the four cylindrical shafts on the planet carrier respectively, the first planetary gear, the second planetary gear, the third planetary gear and the fourth planetary gear are respectively meshed with the gear ring, the third differential gear is welded at one end of the connecting shaft, the sun gear is welded at the other end of the connecting shaft, the sun gear is respectively meshed with the first planetary gear, the second planetary gear, the third planetary gear and the fourth planetary gear, and an inner hole of the connecting shaft is in clearance fit with the central cylindrical shaft on the differential shell.
Preferably, the first half axle gear train or the second half axle gear train comprises a first half axle gear, a first half axle hollow shaft, a second half axle gear, a second half axle hollow shaft, a third half axle gear and a third half axle hollow shaft, the diameter of the inner hole of the first half axle gear is equal to the diameter of the inner hole of the first half axle hollow shaft, the diameter of the inner hole of the second half axle gear is equal to the diameter of the inner hole of the second half axle hollow shaft, the diameter of the inner hole of the third half axle gear is equal to the diameter of the inner hole of the third half axle hollow shaft, the first half axle gear is welded at one end of the first half axle hollow shaft, the inner hole of the first half axle gear is coaxial with the inner hole of the first half axle hollow shaft, the first half axle hollow shaft is clearance-fitted with the inner hole of the second half axle hollow shaft, the second side gear is welded in second semi-axis hollow shaft one end, the second side gear hole with second semi-axis hollow shaft hole coaxial line, the second semi-axis hollow shaft with third semi-axis hollow shaft hole clearance fit, second semi-axis hollow shaft hole with third semi-axis hollow shaft hole coaxial line, the third side gear welding is in third semi-axis hollow shaft one end, third semi-axis gear hole with third semi-axis hollow shaft hole coaxial line.
Preferably, the first side gear of the first side gear train is engaged with the first differential gear of the first differential gear train and the second differential gear train, the first side gear of the second side gear train is engaged with the first differential gear of the first differential gear train and the second differential gear train, the second side gear of the first side gear train is engaged with the second differential gear of the first differential gear train and the second differential gear train, the second side gear of the second side gear train is engaged with the first differential gear of the first differential gear train and the second differential gear of the second differential gear train, the third side gear of the first side gear train is engaged with the third differential gear of the first differential gear train and the second differential gear train, and the third side gear of the second side gear train is engaged with the first differential gear train and the second differential gear train, The third differential gear of the second differential gear train is meshed.
Compared with the prior art, the utility model has the following advantage:
1. through the combined application of the differential and the planetary gear train, the conversion of different speeds can be realized.
2. The gear transmission is adopted, the structure is simple, the technology is mature, the realization is convenient, the cost is low, the work is reliable, and the popularization and the use are convenient.
To sum up, the utility model discloses simple structure, novel in design is reasonable, realizes convenient and with low costs, job stabilization nature and reliability height, excellent in use effect, convenient to popularize and use.
The technical solution of the present invention is further described in detail by the accompanying drawings and examples.
Drawings
Fig. 1 is a schematic view of the overall structure of the present invention.
Fig. 2 is a schematic view of the overall structure of the present invention.
Fig. 3 is a schematic structural diagram of the main reducer and differential case of the present invention.
Fig. 4 is a schematic structural view of the first differential gear train/the second differential gear train of the present invention.
Fig. 5 is a schematic structural diagram of the first axle gear train/the second axle gear train of the present invention.
Fig. 6 is a schematic view of the installation position of the present invention.
Detailed Description
As shown in fig. 1 and fig. 2, the present invention includes: a main reducer driving gear 102, a main reducer driven gear 104, a differential case 103, a first differential gear train 21, a second differential gear train 22, a first axle gear train 23, and a second axle gear train 24, the differential case 103 being welded to the main reducer driven gear 104, the first differential gear train 21, the second differential gear train 22, the first axle gear train 23, and the second axle gear train 24 being located inside the differential case 103,
in the present embodiment, as shown in fig. 2 and 3, a central cylindrical shaft 105 is welded to the differential case 103.
As shown in fig. 2 and 4, in the present embodiment, the first differential gear train 21 or the second differential gear train 22 includes a first differential gear 2101/2201, a ring gear 2102/2202, a second differential gear 2104/2204, a carrier 2103/2203, a first planetary gear 2108/2208, a second planetary gear 2109/2209, a third planetary gear 2110/2210, a fourth planetary gear 2111/2211, a third differential gear 2107/2207, a sun gear 2105/2205, and a connecting shaft 2106/2206, the first differential gear 2101/2201 is welded to the ring gear 2102/2202, the first differential gear 2101/2201 is in clearance fit with the central cylindrical shaft 105 of the differential case 103 through a gear inner hole, the second differential gear 2104/2204 is welded to the carrier 2103/2203, the second differential gear 2104/2204 is in clearance fit with the connecting shaft 2106/2206 through a gear inner hole, the planet carrier 2103/2203 has four cylindrical shafts, gear holes of the first planetary gear 2108/2208, the second planetary gear 2109/2209, the third planetary gear 2110/2210 and the fourth planetary gear 2111/2211 are in clearance fit with the four cylindrical shafts of the planet carrier 2103/2203, the first planetary gear 2108/2208, the second planetary gear 2109/2209, the third planetary gear 2110/2210 and the fourth planetary gear 2111/2211 are respectively engaged with the ring gear 2102/2202, the third differential gear 2107/2207 is welded to one end of the connecting shaft 2106/2206, the sun gear 2105/2205 is welded to the other end of the connecting shaft 2106/2206, and the sun gear 2105/2205 is respectively engaged with the first planetary gears 2108/2208, the second planetary gears 2110/2210 and the fourth planetary gears 2111/2211, The second planetary gears 2109/2209, the third planetary gears 2110/2210 and the fourth planetary gears 2111/2211 are engaged, and the inner hole of the connecting shaft 2106/2206 is in clearance fit with the central cylindrical shaft 105 on the differential case 103.
In the present embodiment, as shown in fig. 2 and 5, the first side gear train 23 or the second side gear train 24 includes a first side gear 2305/2405, a first hollow shaft 2306/2406, a second side gear 2303/2403, a second hollow shaft 2304/2404, a third side gear 2301/2401, a third hollow shaft 2302/2402, the diameter of the inner hole of the first side gear 2305/2405 is equal to the diameter of the inner hole of the first hollow shaft 2306/2406, the diameter of the inner hole of the second side gear 2303/2403 is equal to the diameter of the inner hole of the second hollow shaft 2304/2404, the diameter of the inner hole of the third side gear 2301/2401 is equal to the diameter of the inner hole of the third hollow shaft 2302/2402, the first side gear 2305/2405 is welded to one end of the first hollow shaft 2306/2406, the inner hole of the first half shaft gear 2305/2405 is coaxial with the inner hole of the first half shaft hollow shaft 2306/2406, the inner hole of the first half shaft hollow shaft 2306/2406 is in clearance fit with the inner hole of the second half shaft hollow shaft 2304/2404, the inner hole of the first half shaft hollow shaft 2306/2406 is coaxial with the inner hole of the second half shaft hollow shaft 2304/2404, the second half shaft gear 2303/2403 is welded at one end of the second half shaft hollow shaft 2304/2404, the inner hole of the second half shaft gear 2303/2403 is coaxial with the inner hole of the second half shaft hollow shaft 2304/2404, the inner hole of the second half shaft hollow shaft 2304/2404 is in clearance fit with the inner hole of the third half shaft hollow shaft 2302/2402, the inner hole of the second half shaft hollow shaft 2304/2404 is coaxial with the inner hole of the third half shaft hollow shaft 2302/2402, and the third half shaft gear 85, the inner hole of the third side gear 2301/2401 and the inner hole of the third side hollow shaft 2302/2402 are coaxial.
In the present embodiment, as shown in fig. 2, the first side gear 2305 of the first side gear train 23 meshes with the first differential gear 2101/2201 of the first differential gear train 21 and the second differential gear train 22, the first side gear 2405 of the second side gear train 24 meshes with the first differential gear 2101/2201 of the first differential gear train 21 and the second differential gear train 22, the second side gear 2303 of the first side gear train 23 meshes with the first differential gear train 21 and the second differential gear 2104/2204 of the second differential gear train 22, the second side gear 2403 of the second side gear train 24 meshes with the first differential gear train 21 and the second differential gear 2104/2204 of the second differential gear train 22, and the third side gear 2301 of the first side gear train 23 meshes with the first differential gear train 21 and the second differential gear train 21, The third differential gear 2107/2207 of the second differential gear train 22 meshes with each other, and the third side gear 2401 of the second side gear train 24 meshes with the third differential gear 2107/2207 of the first and second differential gear trains 21, 22.
As shown in fig. 6, in the present embodiment, the present invention is applied to a mounting position in a vehicle.
The utility model discloses during the use, first semi-axis train 23 is the main control end, second semi-axis train 24 is power take off end. Engine power is transmitted to the main reducer driven gear 104 through the main reducer driving gear 102, then to the differential case 103, and finally to the central cylindrical shaft 105, and the following transmission routes can be obtained through the control of a controller:
when the first axle gear shaft 2306 in the first axle gear train 23 is locked, the first axle gear shaft 2406 of the second axle gear train 24 can output a first rotation speed;
when the second side gear shaft 2304 in the first side gear train 23 is locked, the second side gear shaft 2404 of the second side gear train 24 can output a second rotation speed;
when the third side gear shaft 2303 in the first side gear train 23 is locked, the third side gear shaft 2402 of the second side gear train 24 can output a third rotation speed;
when the first side gear shafts 2306 in the first side gear train 23 and the first side gear shafts 2406 in the second side gear train 24 are locked relatively, the second side gear shafts 2304 in the first side gear train 23 are locked, and the third side gear shafts 2402 of the second side gear train 24 can output a rotational speed of four;
when the first axle gear shaft 2306 in the first axle gear train 23 is locked relative to the first axle gear shaft 2406 in the second axle gear train 24, the third axle gear shaft 2302 in the first axle gear train 23 is locked, and the second axle gear shaft 2404 in the second axle gear train 24 can output a rotation speed of five;
when the second side gear shafts 2304 in the first side gear train 23 and the second side gear shafts 2404 in the second side gear train 24 are locked relatively, the first side gear shafts 2306 in the first side gear train 23 are locked, and the third side gear shafts 2402 of the second side gear train 24 can output a rotation speed of six;
when the second side gear shafts 2304 in the first side gear train 23 and the second side gear shafts 2404 in the second side gear train 24 are locked relatively, the third side gear shafts 2302 in the first side gear train 23 are locked, and the first side gear shafts 2406 in the second side gear train 24 can output a rotating speed of seven;
when the third side gear shaft 2302 of the first side gear train 23 is locked relative to the third side gear shaft 2402 of the second side gear train 24, the first side gear shaft 2306 of the first side gear train 23 is locked, and the second side gear shaft 2404 of the second side gear train 24 can output eight rotational speeds;
when the third side gear shafts 2302 of the first side gear train 23 are locked relative to the third side gear shafts 2402 of the second side gear train 24, the second side gear shafts 2304 of the first side gear train 23 are locked, and the first side gear shafts 2406 of the second side gear train 24 can output a rotation speed of nine;
the above description only demonstrates different power transmission speed ratios in a partially locked state, and the speed ratio when the control end is stressed but the control end is in an unlocked state can be wider.
The above, only be the utility model discloses a preferred embodiment, it is not right the utility model discloses do any restriction, all according to the utility model discloses the technical entity all still belongs to any simple modification, change and the equivalent structure change of doing above embodiment the utility model discloses technical scheme's within the scope of protection.
Claims (4)
1. A hybrid vehicle powertrain system, comprising: main reducer, differential mechanism casing, differential gear train, semi-axis train, the last welding of differential mechanism casing has a central cylinder axle, the differential gear train with the semi-axis train is located inside the differential mechanism casing, the differential gear train includes first differential gear train and second differential gear train, first differential gear train with the second differential gear train is structural the same, the semi-axis train includes first semi-axis train and second semi-axis train, first semi-axis train with the second semi-axis train is structural the same.
2. A hybrid vehicle driveline system as defined in claim 1, wherein: the first differential gear train or the second differential gear train comprises a first differential gear, a gear ring, a second differential gear, a planet carrier, a first planet gear, a second planet gear, a third planet gear, a fourth planet gear, a third differential gear, a sun gear and a connecting shaft, wherein the first differential gear and the gear ring are welded together, the first differential gear passes through a gear inner hole and is in clearance fit with a central cylindrical shaft on the differential shell, the second differential gear is welded together with the planet carrier, the second differential gear passes through a gear inner hole and is in clearance fit with the connecting shaft, the planet carrier is provided with four cylindrical shafts, the first planet gear, the second planet gear, the third planet gear and the fourth planet gear are in clearance fit with cylindrical shafts on the planet carrier respectively, and the first planet gear, The second planetary gear, the third planetary gear and the fourth planetary gear are respectively meshed with the gear ring, the third differential gear is welded at one end of the connecting shaft, the sun gear is welded at the other end of the connecting shaft, the sun gear is respectively meshed with the first planetary gear, the second planetary gear, the third planetary gear and the fourth planetary gear, and an inner hole of the connecting shaft is in clearance fit with the central cylindrical shaft on the differential shell.
3. A hybrid vehicle driveline system as defined in claim 2, wherein: the first half axle gear train or the second half axle gear train comprises a first half axle gear, a first half axle hollow shaft, a second half axle gear, a second half axle hollow shaft, a third half axle gear and a third half axle hollow shaft, the diameter of an inner hole of the first half axle gear is equal to the diameter of an inner hole of the first half axle hollow shaft, the diameter of an inner hole of the second half axle gear is equal to the diameter of an inner hole of the second half axle hollow shaft, the diameter of an inner hole of the third half axle gear is equal to the diameter of an inner hole of the third half axle hollow shaft, the first half axle gear is welded at one end of the first half axle hollow shaft, the inner hole of the first half axle gear is coaxial with the inner hole of the first half axle hollow shaft, the first half axle hollow shaft is clearance-fitted with the inner hole of the second half axle hollow shaft, the inner hole of the first half axle hollow shaft is coaxial, the second half axle gear hole with second half axle hollow shaft hole coaxial line, the second half axle hollow shaft with third half axle hollow shaft hole clearance fit, second half axle hollow shaft hole with third half axle hollow shaft hole coaxial line, the welding of third half axle gear is in third half axle hollow shaft one end, third half axle gear hole with third half axle hollow shaft hole coaxial line.
4. A hybrid vehicle driveline system according to claim 3, wherein: the first axle gear of the first axle gear train is meshed with the first differential gear of the first differential gear train and the first differential gear of the second differential gear train, the first axle gear of the second axle gear train is meshed with the first differential gear of the first differential gear train and the first differential gear of the second differential gear train, the second side gear of the first side gear train is meshed with the second differential gear of the first differential gear train and the second differential gear train, a second side gear of the second side gear train is meshed with the second differential gear of the first differential gear train and the second differential gear train, the third side gear of the first side gear train is meshed with the third differential gear of the first differential gear train and the second differential gear train, the third side gear of the second half axle gear train is meshed with the third differential gear of the first differential gear train and the second differential gear train.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921823747.1U CN211468151U (en) | 2019-10-28 | 2019-10-28 | Power transmission system of hybrid power vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921823747.1U CN211468151U (en) | 2019-10-28 | 2019-10-28 | Power transmission system of hybrid power vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN211468151U true CN211468151U (en) | 2020-09-11 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921823747.1U Expired - Fee Related CN211468151U (en) | 2019-10-28 | 2019-10-28 | Power transmission system of hybrid power vehicle |
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| Country | Link |
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| CN (1) | CN211468151U (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112373618A (en) * | 2020-11-30 | 2021-02-19 | 徐州耀武机车有限公司 | Manual-automatic integrated electric tricycle |
| CN112706607A (en) * | 2019-10-27 | 2021-04-27 | 刘涛 | Power transmission system of hybrid power vehicle |
-
2019
- 2019-10-28 CN CN201921823747.1U patent/CN211468151U/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112706607A (en) * | 2019-10-27 | 2021-04-27 | 刘涛 | Power transmission system of hybrid power vehicle |
| CN112373618A (en) * | 2020-11-30 | 2021-02-19 | 徐州耀武机车有限公司 | Manual-automatic integrated electric tricycle |
| CN112373618B (en) * | 2020-11-30 | 2022-05-20 | 徐州耀武机车有限公司 | Manual-automatic integrated electric tricycle |
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| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20200911 |