CN217074022U

CN217074022U - Hybrid power gearbox and vehicle power system comprising same

Info

Publication number: CN217074022U
Application number: CN202220927328.8U
Authority: CN
Inventors: 郜可峰; 任永山
Original assignee: Shanghai Ruidi Automotive Technology Co ltd
Current assignee: Shanghai Ruidi Automotive Technology Co ltd
Priority date: 2022-04-21
Filing date: 2022-04-21
Publication date: 2022-07-29
Anticipated expiration: 2032-04-21

Abstract

The utility model discloses a hybrid power gearbox, which comprises an input shaft, an intermediate shaft, an output shaft and a motor, wherein the input shaft and the output shaft are coaxially arranged; the input shaft is sequentially provided with a first-gear driving gear, a second-gear driving gear, a fourth-gear driving gear, a third-gear driving gear and a sixth-gear driving gear, and the output shaft is connected with a normally meshed driven gear; the intermediate shaft is provided with a first-gear driven gear, a second-gear driven gear, a fourth-gear driven gear, a third-gear driven gear, a sixth-gear driven gear and a normally engaged driving gear which are correspondingly engaged with the first-gear driving gear, the second-gear driving gear, the fourth-gear driven gear, the third-gear driven gear, the sixth-gear driven gear and the normally engaged driving gear one by one; synchronizers are arranged between the first-gear driven gear and the second-gear driven gear, between the fourth-gear driving gear and the third-gear driving gear and between the sixth-gear driving gear and the normally meshed driven gear; the motor output shaft is coupled to a motor power input gear provided on the input shaft through a motor output shaft gear.

Description

Hybrid power gearbox and vehicle power system comprising same

Technical Field

The utility model relates to a hybrid gearbox especially is applicable to the commercial vehicle system.

Background

With the further tightening of automobile fuel consumption regulations and emission, the trend of motorization of automobiles is more and more obvious. Over the past few years, hybrid and electric growth in the passenger vehicle market has become significant. Recently, hybrid power in the market of commercial vehicles has also been gradually increased. Different from the compact arrangement space of a passenger vehicle, the arrangement of the commercial vehicle on the whole vehicle is relatively loose. Most of the products in the market are hybrid power systems based on a P2 scheme and a P3 scheme of an AMT (Automated mechanical transmission). The P2 system is a motor added behind the engine, and the design of the whole machine is simple, and the system is divided into a single clutch system and a front and rear clutch system. The cost of the single clutch system is advantageous, the torque of the motor input into the vehicle can be amplified after speed change, but the disadvantage is that the larger inertia affects the gear shifting quality of the AMT. The front and rear clutch solution of P2 improves this disadvantage, but the addition of an additional clutch and its actuator increases cost. The scheme of adding motor power to the output shaft based on the P3 scheme of the AMT has the influence on the power performance of the vehicle under the same condition because the torque of the motor cannot be amplified. Therefore, based on the AMT P2.5 solution, the existing P2.5 solution integrates the electric motor in a dual clutch transmission, coupling the electric motor with the even or odd gear shaft in the dual clutch transmission. Usually, a gear externally connected with an output shaft of the motor is meshed with a certain gear of an even-number gear shaft or an odd-number gear shaft, and the motor is integrated into a double-clutch transmission structure. Therefore, there is still a need for improvements and developments in existing transmissions.

SUMMERY OF THE UTILITY MODEL

The utility model aims to solve the technical problem that a hybrid transmission and contain its vehicle driving system is provided, the motor of solving current gearbox can only realize the driven problem of partial operating mode or gear.

The technical solution adopted by the present invention to solve the above technical problems is to provide a hybrid transmission, which comprises an input shaft, an intermediate shaft, an output shaft and a motor, wherein the input shaft and the output shaft are coaxially arranged, and the intermediate shaft is arranged in parallel with the input shaft and the output shaft; the input shaft is sequentially provided with a first-gear driving gear, a second-gear driving gear, a fourth-gear driving gear, a third-gear driving gear and a sixth-gear driving gear, and the output shaft is connected with a normally meshed driven gear; the intermediate shaft is provided with a first-gear driven gear, a second-gear driven gear, a fourth-gear driven gear, a third-gear driven gear, a sixth-gear driven gear and a normally engaged driving gear which are correspondingly engaged with the first-gear driving gear, the second-gear driving gear, the fourth-gear driven gear, the third-gear driven gear, the sixth-gear driven gear and the normally engaged driving gear one by one; synchronizers are arranged between the first-gear driven gear and the second-gear driven gear, between the fourth-gear driving gear and the third-gear driving gear and between the sixth-gear driving gear and the normally meshed driven gear; the motor output shaft is connected with a motor output shaft gear, the motor output shaft gear is connected to a motor power input gear, and the motor power input gear is arranged on the input shaft.

Further, the motor power input gear is fixed on the input shaft; the first-gear driving gear and the second-gear driving gear are fixed on the input shaft, the fourth-gear driving gear, the third-gear driving gear and the sixth-gear driving gear are all sleeved on the input shaft in a hollow mode, and the normally meshed driven gear is coaxially and fixedly connected with the output shaft; a second synchronizer is arranged between the fourth-gear driving gear and the third-gear driving gear, and a third synchronizer is arranged between the sixth-gear driving gear and the normally meshed driven gear; the first-gear driven gear and the second-gear driven gear are sleeved on the intermediate shaft in a hollow manner, and the fourth-gear driven gear, the third-gear driven gear, the sixth-gear driven gear and the normally meshed driving gear are fixed on the intermediate shaft; a first synchronizer is arranged between the first-gear driven gear and the second-gear driven gear.

Furthermore, the second synchronizer is fixed on the input shaft, and the second synchronizer moves left to realize the synchronization of the four-gear driving gear and the input shaft; and the second synchronizer moves rightwards to realize the synchronization of the third-gear driving gear and the input shaft.

Furthermore, the third synchronizer is fixed on the input shaft, and the third synchronizer moves left to realize the synchronization of the six-gear driving gear and the input shaft; and the third synchronizer moves right to realize the synchronization of the constant mesh driven gear and the input shaft.

Furthermore, the first synchronizer is fixed on the intermediate shaft, the first synchronizer moves left to realize the synchronization of the first-gear driven gear and the intermediate shaft, and the first synchronizer moves right to realize the synchronization of the second-gear driven gear and the intermediate shaft.

Furthermore, the first-gear driven gear, the second-gear driven gear, the fourth-gear driving gear, the third-gear driving gear, the sixth-gear driving gear and the normally meshed driven gear can be connected with adjacent synchronizers through combination teeth.

Further, the synchronizer is controlled by a hydraulic gear shifting system or a motor gear shifting system, the first gear and the second gear are controlled by the first synchronizer, the third gear and the fourth gear are controlled by the second synchronizer, and the fifth gear and the sixth gear are controlled by the third synchronizer.

Further, the motor output shaft gear is connected to the motor power input gear through an idler wheel structure, the idler wheel structure comprises a motor connecting idler wheel shaft and a motor connecting idler wheel shaft gear, the motor connecting idler wheel shaft gear is fixed on the motor connecting idler wheel shaft, and the motor connecting idler wheel shaft gear is meshed with the motor output shaft gear and the motor power input gear.

Further, the input shaft is connected to the engine through a clutch, and the output shaft is connected to the integrated differential rear axle through an intermediate drive shaft.

The utility model discloses a solve above-mentioned technical problem and another technical scheme who adopts provides a vehicle driving system, including the engine, clutch, gearbox, intermediate drive axle and the integrated differential mechanism formula rear axle that connect gradually, the gearbox is foretell hybrid transmission case.

The utility model discloses contrast prior art has following beneficial effect: the utility model provides a hybrid power gearbox and contain its vehicle power system, through increasing the complete car operating mode such as the pure electronic of hybrid power system, hybrid power drive, braking energy recovery, realize the hybrid of mechanical type automatic transmission motorcycle type with lower cost; when the pure engine is used for driving, the power of the motor can be cut off, and when the pure engine is used for driving, the engine can be cut off, so that the power can be efficiently transmitted in the gearbox; the forward gear can realize the effective coupling of the engine power and the pure electric power, and the efficient work of the engine and the motor at any speed can be considered; the reverse gear is realized by the reverse operation of the motor, so that the original parts such as the reverse gear, a synchronizer and the like are saved, and the product cost is reduced; compared with the P2 mode, better shifting quality and lower cost can be realized; compared with the P3 mode, the torque of the motor can realize amplification of a fixed gear; compared with a special DHT structure in the market, the existing AMT transmission case body is borrowed, and development time and development cost are saved.

Drawings

Fig. 1 is a schematic diagram of a hybrid transmission according to an embodiment of the present invention;

fig. 2 is a schematic diagram of a vehicle powertrain according to an embodiment of the present invention.

In the figure:

1. an input shaft; 2. an intermediate shaft; 3. an output shaft; 4. a first gear driving gear; 5. a second gear driving gear; 6. a third gear driving gear; 7. a fourth gear driving gear; 8. a constant mesh driven gear; 9. a six-gear driving gear; 10. a first-gear driven gear; 11. a second-gear driven gear; 12. a third-gear driven gear; 13. a fourth-gear driven gear; 14. a normally meshed drive gear; 15. a six-speed driven gear; 16. a first synchronizer; 17. a second synchronizer; 18. a third synchronizer; 19. a motor output shaft gear; 20. the motor is connected with an idler shaft gear; 21. the motor is connected with an idler shaft; 22. a motor power input gear; 23. a motor; 24. an intermediate transmission shaft; 25. a clutch; 26. an engine; 27. an integrated differential rear axle.

Detailed Description

The invention is further described with reference to the following figures and examples.

Fig. 1 is a schematic diagram of a hybrid transmission according to an embodiment of the present invention.

Referring to fig. 1, the hybrid transmission according to the embodiment of the present invention includes an input shaft 1, an intermediate shaft 2, an output shaft 3 and a motor 23, wherein the input shaft 1 and the output shaft 3 are coaxially disposed, and the intermediate shaft 2 is disposed parallel to the input shaft 1 and the output shaft 3; the input shaft 1 is sequentially provided with a first-gear driving gear 4, a second-gear driving gear 5, a fourth-gear driving gear 7, a third-gear driving gear 6 and a sixth-gear driving gear 9, and the output shaft 3 is connected with a normally meshed driven gear 8; the intermediate shaft 2 is provided with a first-gear driven gear 10, a second-gear driven gear 11, a fourth-gear driven gear 13, a third-gear driven gear 12, a sixth-gear driven gear 15 and a normally meshed driving gear 14 which are correspondingly meshed with the first-gear driving gear 4, the second-gear driving gear 5, the fourth-gear driving gear 7, the third-gear driving gear 6, the sixth-gear driving gear 9 and the normally meshed driven gear 8 one by one; synchronizers are arranged between the first-gear driven gear 10 and the second-gear driven gear 11, between the fourth-gear driving gear 7 and the third-gear driving gear 6, and between the sixth-gear driving gear 9 and the normally meshed driven gear 8; the motor output shaft is connected with a motor output shaft gear 19, the motor output shaft gear 19 is connected to a motor power input gear 22, and the motor power input gear 22 is arranged on the input shaft 1. The center of the constant mesh driven gear 8 is provided with a bearing, and the end part of the input shaft 1 is arranged in the bearing, so that the input shaft 1 and the output shaft 3 are coaxial.

Preferably, the motor output shaft gear 19 is coupled to the motor power input gear 22 through an idle gear structure, the idle gear structure includes a motor coupling idle gear shaft 21 and a motor coupling idle gear shaft gear 20, the motor coupling idle gear shaft gear 20 is fixed on the motor coupling idle gear shaft 21, and the motor coupling idle gear shaft gear 20 is meshed with the motor output shaft gear 19 and the motor power input gear 22. Because the difference of transmission housing structure, also can have the condition of removing motor hookup idler shaft 21 and motor hookup idler shaft gear 20, motor output shaft gear 19 directly meshes with the inside motor power input gear 22 of transmission housing, and this kind of condition still is the utility model discloses a within the scope of protection.

Specifically, the motor power input gear 22 is fixed on the input shaft 1; the first-gear driving gear 4 and the second-gear driving gear 5 are fixed on the input shaft 1, the fourth-gear driving gear 7, the third-gear driving gear 6 and the sixth-gear driving gear 9 are all sleeved on the input shaft 1 in a hollow manner, and the normally meshed driven gear 8 is coaxially and fixedly connected with the output shaft 3; a second synchronizer 17 is arranged between the fourth-gear driving gear 7 and the third-gear driving gear 6, and a third synchronizer 18 is arranged between the sixth-gear driving gear 9 and the normally meshed driven gear 8; the first-gear driven gear 10 and the second-gear driven gear 11 are both sleeved on the intermediate shaft 2 in an empty mode, and the fourth-gear driven gear 13, the third-gear driven gear 12, the sixth-gear driven gear 15 and the normally meshed driving gear 14 are fixed on the intermediate shaft 2; a first synchronizer 16 is provided between the first-speed driven gear 10 and the second-speed driven gear 11.

Specifically, the second synchronizer 17 is fixed on the input shaft 1, and the second synchronizer 17 moves left to realize the synchronization of the fourth-gear driving gear 7 and the input shaft 1; the second synchronizer 17 moves to the right to realize the synchronization of the third gear driving gear 6 and the input shaft 1. The third synchronizer 18 is fixed on the input shaft 1, and the third synchronizer 18 moves left to realize the synchronization of the six-gear driving gear 9 and the input shaft 1; the third synchronizer 18 moves to the right to achieve synchronization of the constant mesh driven gear 8 with the input shaft 1. The first synchronizer 16 is fixed on the intermediate shaft 2, the left movement of the first synchronizer 16 realizes the synchronization of the first-gear driven gear 10 and the intermediate shaft 2, and the right movement of the first synchronizer 16 realizes the synchronization of the second-gear driven gear 11 and the intermediate shaft 2.

Specifically, the first-gear driven gear 10, the second-gear driven gear 11, the fourth-gear driving gear 7, the third-gear driving gear 6, the sixth-gear driving gear 9 and the normally meshed driven gear 8 are all connected with their adjacent synchronizers through coupling teeth. The synchronizers are controlled by a hydraulic or electric motor shift system, first and second gears are controlled by a first synchronizer 16, third and fourth gears are controlled by a second synchronizer 17, and fifth and sixth gears are controlled by a third synchronizer 18.

Please join in fig. 2 simultaneously, the embodiment of the present invention provides a vehicle power system, which comprises an engine 26, a clutch 25, a transmission case, an intermediate transmission shaft 24 and an integrated differential rear axle 27, which are connected in sequence, wherein the transmission case is a hybrid transmission case, an input shaft 1 of the hybrid transmission case is connected to the engine 26 through the clutch 25, and an output shaft 3 is connected to the integrated differential rear axle 27 through the intermediate transmission shaft 24.

The utility model provides a hybrid gearbox, when in actual use, the mode includes: an electric-only mode, an engine-only mode, a hybrid mode, a reverse mode, and a regenerative braking mode.

In a pure electric mode, in the first gear, the first synchronizer 16 moves to the left, the intermediate shaft 2 is synchronized with the first-gear driven gear 10, and the power of the motor 23 is output through the motor output shaft and then transmitted to the output shaft 3 sequentially through the motor output shaft gear 19, the motor connecting idler shaft gear 20, the motor power input gear 22, the input shaft 1, the first-gear driving gear 4, the first-gear driven gear 10, the first synchronizer 16, the intermediate shaft 2, the normally meshed driving gear 14 and the normally meshed driven gear 8; second, third, fourth, and sixth gears are similar to first gear. The fifth gear is slightly different, the fifth gear is directly transmitted through the input shaft 1 and the normally meshed driven gear 8 without being transmitted through the intermediate shaft 2, the third synchronizer 18 moves to the right, the input shaft 1 and the normally meshed driven gear 8 are synchronous, and the power of the motor 23 is output through the motor output shaft and then transmitted to the output shaft 3 through the motor output shaft gear 19, the motor connecting idler shaft gear 20, the motor power input gear 22, the input shaft 1, the third synchronizer 18 and the normally meshed driven gear 8 in sequence.

In a pure engine mode, when the first gear is shifted, the first synchronizer 16 moves to the left, the intermediate shaft 2 is synchronized with the first-gear driven gear 10, and the power of the engine is output through the input shaft 1 and then is transmitted to the output shaft 3 through the first-gear driving gear 4, the first-gear driven gear 10, the first synchronizer 16, the intermediate shaft 2, the normally meshed driving gear 14 and the normally meshed driven gear 8 in sequence; second, third, fourth, and sixth gears are similar to first gear. The fifth gear is slightly different, the fifth gear is directly transmitted through the input shaft 1 and the normally meshed driven gear 8 without being transmitted through the intermediate shaft 2, the third synchronizer 18 moves to the right, the input shaft 1 and the normally meshed driven gear 8 are synchronous, and the power of the engine 2 is output through the input shaft 1 and then is transmitted to the output shaft 3 through the third synchronizer 18 and the normally meshed driven gear 8 in sequence.

In the hybrid power mode, the power transmission mode of the motor 23 in each gear is the same as that in the pure electric mode, the power transmission mode of the engine in each gear is the same as that in the pure engine mode, and the power of the motor 23 in each gear and the power of the engine are synthesized on the input shaft 1.

In a reverse gear mode, the motor is connected with an idler shaft 21 to replace an original reverse gear intermediate shaft; the motor coupling idler shaft 21 is connected to the motor output shaft gear 19 only through the motor coupling idler shaft gear 20, and power is input to the transmission case by the motor. Therefore, the reverse gear is realized only by the electric motor 23, the power transmission manner of the electric motor 23 in the reverse gear is the same as that in the electric-only mode, and the rotation direction of only the electric motor 23 is opposite to that in the electric-only forward gear mode.

In the braking energy recovery mode, the motor 23 is changed from driving to generating state, the power transmission mode of the motor 23 is the same as that of the pure electric mode, and only the transmission direction of the power is opposite to that of the pure electric mode.

The utility model provides a hybrid gearbox, except above gear and operating mode, can also carry out the start-up of engine through motor 23. After the power of the motor 23 is output through the motor output shaft, the power is transmitted to the input shaft 1 through the motor output shaft gear 19, the motor connecting idler shaft gear 20 and the motor power input gear 22 in sequence, and the clutch 25 is closed. After starting, timely disconnection of the clutch 25 and cooperative control of the motor 23 are required, and the engine can be started through the slip control of the clutch 25 under the vehicle static neutral safety mode and pure electric driving.

To sum up, the hybrid transmission and the vehicle power system including the same of the embodiment of the present invention realize the complete vehicle working modes of pure electric, hybrid driving, braking energy recovery, etc. of the hybrid power system by adding the single motor 23, and realize the hybrid power of the mechanical automatic transmission vehicle type with lower cost; when the pure engine is used for driving, the power input of the motor 23 can be cut off, and when the pure engine is used for driving, the engine can be cut off, so that the high-efficiency transmission of power in the gearbox is realized; the forward gear can realize the effective coupling of the engine power and the pure electric power, and the efficient matching work of the engine and the motor 23 at any vehicle speed can be considered; the reverse gear is realized by the reverse operation of the motor 23, so that the original parts such as the reverse gear, a synchronizer and the like are saved, and the product cost is reduced; compared with the P2 mode, better shifting quality and lower cost can be realized; the torque of the motor 23 can achieve amplification of the stationary gear compared to the P3 mode; compared with a special DHT structure in the market, the existing AMT transmission case body is borrowed, and development time and development cost are saved.

Although the present invention has been described with reference to the preferred embodiments, it is not intended to limit the present invention, and those skilled in the art should understand that they can make various modifications and improvements without departing from the spirit and scope of the present invention.

Claims

1. A hybrid power gearbox is characterized by comprising an input shaft, an intermediate shaft, an output shaft and a motor, wherein the input shaft and the output shaft are coaxially arranged, and the intermediate shaft is arranged in parallel to the input shaft and the output shaft; the input shaft is sequentially provided with a first-gear driving gear, a second-gear driving gear, a fourth-gear driving gear, a third-gear driving gear and a sixth-gear driving gear, and the output shaft is connected with a normally meshed driven gear; the intermediate shaft is provided with a first-gear driven gear, a second-gear driven gear, a fourth-gear driven gear, a third-gear driven gear, a sixth-gear driven gear and a normally engaged driving gear which are correspondingly engaged with the first-gear driving gear, the second-gear driving gear, the fourth-gear driven gear, the third-gear driven gear, the sixth-gear driven gear and the normally engaged driving gear one by one; synchronizers are arranged between the first-gear driven gear and the second-gear driven gear, between the fourth-gear driving gear and the third-gear driving gear and between the sixth-gear driving gear and the normally meshed driven gear; the motor output shaft is connected with a motor output shaft gear, the motor output shaft gear is connected to a motor power input gear, and the motor power input gear is arranged on the input shaft.

2. The hybrid transmission of claim 1, wherein said electric machine power input gear is fixed to the input shaft; the first-gear driving gear and the second-gear driving gear are fixed on the input shaft, the fourth-gear driving gear, the third-gear driving gear and the sixth-gear driving gear are all sleeved on the input shaft in a hollow mode, and the normally meshed driven gear is coaxially and fixedly connected with the output shaft; a second synchronizer is arranged between the fourth-gear driving gear and the third-gear driving gear, and a third synchronizer is arranged between the sixth-gear driving gear and the normally meshed driven gear;

the first-gear driven gear and the second-gear driven gear are sleeved on the intermediate shaft in a hollow manner, and the fourth-gear driven gear, the third-gear driven gear, the sixth-gear driven gear and the normally meshed driving gear are fixed on the intermediate shaft; a first synchronizer is arranged between the first-gear driven gear and the second-gear driven gear.

3. The hybrid transmission of claim 2, wherein the second synchronizer is fixed to the input shaft, and wherein leftward movement of the second synchronizer effects synchronization of the fourth drive gear with the input shaft; and the second synchronizer moves rightwards to realize the synchronization of the third-gear driving gear and the input shaft.

4. The hybrid transmission of claim 2, wherein the third synchronizer is fixed to the input shaft, and wherein leftward movement of the third synchronizer effects synchronization of the sixth drive gear with the input shaft; and the third synchronizer moves right to realize the synchronization of the constant mesh driven gear and the input shaft.

5. The hybrid transmission of claim 2, wherein the first synchronizer is fixed to the countershaft, wherein left shifting of the first synchronizer synchronizes the first driven gear with the countershaft and right shifting of the first synchronizer synchronizes the second driven gear with the countershaft.

6. The hybrid transmission of claim 1, wherein the first, second, fourth, third, sixth and constant mesh driven gears are connected to their adjacent synchronizers by engaging teeth.

7. The hybrid transmission of claim 2, wherein the synchronizers are controlled using hydraulic or electric shift systems, first and second gears are controlled by a first synchronizer, third and fourth gears are controlled by a second synchronizer, and fifth and sixth gears are controlled by a third synchronizer.

8. A hybrid transmission according to claim 1, wherein the motor output shaft gear is coupled to the motor power input gear by an idler structure comprising a motor coupling idler shaft and a motor coupling idler shaft gear, the motor coupling idler shaft gear being secured to a motor coupling idler shaft, the motor coupling idler shaft gear meshing with the motor output shaft gear and the motor power input gear.

9. The hybrid transmission of claim 1, wherein said input shaft is connected to an engine through a clutch and said output shaft is connected to an integrated differential rear axle through an intermediate transfer shaft.

10. A vehicle powertrain comprising an engine, a clutch, a gearbox, an intermediate drive shaft and an integrated differential rear axle connected in series, the gearbox being a hybrid gearbox according to any of claims 1 to 9.