CN217761910U - Longitudinal rear-drive hybrid transmission structure - Google Patents
Longitudinal rear-drive hybrid transmission structure Download PDFInfo
- Publication number
- CN217761910U CN217761910U CN202123101017.0U CN202123101017U CN217761910U CN 217761910 U CN217761910 U CN 217761910U CN 202123101017 U CN202123101017 U CN 202123101017U CN 217761910 U CN217761910 U CN 217761910U
- Authority
- CN
- China
- Prior art keywords
- gear
- shaft
- input shaft
- driven
- driven gear
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- 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
Landscapes
- Structure Of Transmissions (AREA)
Abstract
A longitudinally-arranged rear-drive hybrid transmission structure is characterized in that an engine is connected with a third input shaft through a clutch, the third input shaft is in sliding fit with an output shaft, a first motor is connected with a first input shaft, a second motor is connected with a second input shaft, a hollow shaft is sleeved on the third input shaft in an empty mode, a first gear pair is arranged between the first input shaft and the hollow shaft, a second gear pair is arranged between the second input shaft and the third input shaft, a third gear pair and a fourth gear pair are arranged between the hollow shaft and an intermediate shaft, a fifth gear pair is arranged between the third input shaft and the intermediate shaft, a sixth gear pair is arranged between the output shaft and the intermediate shaft, a first synchronizer is circumferentially fixed on the third input shaft, and a second synchronizer is circumferentially fixed on the intermediate shaft; a third synchronizer is arranged between a driving gear of the fifth gear pair and a driven gear of the sixth gear pair, or a seventh gear pair is arranged between the third input shaft and the intermediate shaft, and a third synchronizer is arranged between the seventh gear pair and the driven gear of the fifth gear pair.
Description
Technical Field
The utility model relates to a derailleur technical field, in particular to indulge and put rear-guard and mix speed changer structure.
Background
In recent years, with the release of energy-saving and new energy automobile technical route map 2.0 and the proposal of carbon neutralization concept, the state is pushing commercial vehicles to develop towards low carbon and energy saving, the limitation of entering commercial vehicles is increased in various places, the market demand of longitudinal hybrid transmissions suitable for commercial vehicles is becoming clear, and the performance requirements are becoming more and more stringent.
AT present, the longitudinal hybrid transmission on the market has more structures of single motor and transmission automatic transmissions, the single motor is used as an auxiliary drive and is more limited by the structure of the traditional automatic transmission, wherein the AMT transmission is easy to have power interruption, the AT transmission is higher in cost, the single motor is used as an independent drive unit, the power demand of the single motor is higher, and the cost of related accessories is higher.
Disclosure of Invention
The utility model aims at the not enough of prior art, provide a indulge and put rear-guard and mix transmission structure, it keeps off the position selection many, can improve the efficiency that economizes on fuel, reduces manufacturing cost.
The technical scheme of the utility model is that: a longitudinally-arranged rear-drive hybrid transmission structure comprises an engine, a third input shaft, a hollow shaft and an intermediate shaft, wherein the engine is connected with the third input shaft through a clutch, the extending end of the third input shaft is in sliding fit with an output shaft, the longitudinally-arranged rear-drive hybrid transmission structure further comprises a first motor and a second motor, the first motor is connected with the first input shaft, the second motor is connected with the second input shaft, the hollow shaft is sleeved on the third input shaft in an empty mode, a first gear pair is arranged between the first input shaft and the hollow shaft, a second gear pair is arranged between the second input shaft and the third input shaft, a third gear pair and a fourth gear pair are sequentially arranged between the hollow shaft and the intermediate shaft, a fifth gear pair is arranged between the third input shaft and the intermediate shaft, a sixth gear pair is arranged between the output shaft and the intermediate shaft, a first synchronizer is circumferentially fixed on the third input shaft and corresponds to a driving gear of the fourth gear pair, a second synchronizer is circumferentially fixed on the intermediate shaft and is located between driven gears of the third gear pair and the fourth gear pair;
and a third synchronizer is arranged between the driving gear of the fifth gear pair and the driven gear of the sixth gear pair, or a seventh gear pair is arranged between the third input shaft and the intermediate shaft, and a third synchronizer is arranged between the seventh gear pair and the driven gear of the fifth gear pair.
Furthermore, a reverse gear driving gear is sleeved on the third input shaft in an empty mode, the first synchronizer is located between the driving gear of the fourth gear pair and the reverse gear driving gear, a reverse gear shaft is sequentially and circumferentially fixed with a reverse gear driven gear and a reverse gear output gear, the reverse gear driving gear is meshed with the reverse gear driven gear, the reverse gear output gear is meshed with a driven gear of the fifth gear pair, and two ends of the reverse gear shaft are respectively supported on a box body of the transmission through ball bearings.
Furthermore, the first gear pair comprises a first input gear and a first driven gear which are meshed with each other, the first input gear is circumferentially fixed on the first input shaft, the first driven gear is circumferentially fixed on the hollow shaft, and two ends of the first input shaft are respectively supported on a box body of the transmission through ball bearings.
Furthermore, the second gear pair comprises a second input gear and a second driven gear which are meshed with each other, the second input gear is circumferentially fixed on the second input shaft, the second driven gear is circumferentially fixed on the third input shaft, and two ends of the second input shaft are respectively supported on a box body of the transmission through ball bearings.
Further, when the third synchronizer is located between a driving gear of the fifth gear pair and a driven gear of the sixth gear pair, the fifth gear pair comprises a first gear driving gear and a first gear driven gear which are meshed with each other, the first gear driving gear is sleeved on the third input shaft in an idle mode, the first gear driven gear is circumferentially fixed on the intermediate shaft, the sixth gear pair comprises an output driving gear and an output driven gear which are meshed with each other, the output driving gear is circumferentially fixed on the intermediate shaft, the output driven gear is circumferentially fixed on the output shaft, one ends, opposite to each other, of the first gear driving gear and the output driven gear are respectively provided with a combination tooth, and a gear ring of the third synchronizer corresponds to a combination tooth of the first gear driving gear and the output driven gear respectively.
Further, when the third synchronizer is located between driven gears of a seventh gear pair and a fifth gear pair, the fifth gear pair includes a first-gear driving gear and a first-gear driven gear which are engaged with each other, the first-gear driving gear is circumferentially fixed on a third input shaft, the first-gear driven gear is loosely sleeved on an intermediate shaft, the seventh gear pair includes a third-gear driving gear and a third-gear driven gear which are engaged with each other, the third-gear driving gear is circumferentially fixed on the third input shaft, the third-gear driven gear is loosely sleeved on the intermediate shaft, opposite ends of the first-gear driven gear and the third-gear driven gear are respectively provided with a combination gear, a gear ring of the third synchronizer respectively corresponds to a combination gear of the first-gear driven gear and the third-gear driven gear, the sixth gear pair includes an output driving gear and an output driven gear which are engaged with each other, the output driving gear is circumferentially fixed on an output shaft, and the output driven gear is circumferentially fixed on the intermediate shaft.
Furthermore, the third gear pair comprises a fourth-gear driving gear and a fourth-gear driven gear which are meshed with each other, the fourth gear pair comprises a second-gear driving gear and a second-gear driven gear which are meshed with each other, the fourth-gear driving gear and the second-gear driving gear are sequentially and circumferentially fixed on the hollow shaft, the fourth-gear driven gear and the second-gear driven gear are sequentially sleeved on the intermediate shaft in an empty mode, one opposite ends of the fourth-gear driven gear and the second-gear driven gear are respectively provided with a combination tooth, and a gear ring of the second synchronizer corresponds to the combination teeth of the fourth-gear driven gear and the second-gear driven gear.
Furthermore, the first motor and the second motor are jointly arranged in a motor box, a first motor shaft of the first motor is fixedly connected with the first input shaft through a spline, a second motor shaft of the second motor is fixedly connected with the second input shaft through a spline, and the first input shaft, the second input shaft, the third input shaft, the hollow shaft and the intermediate shaft are jointly arranged in a gear box.
Furthermore, one end of the output shaft is in sliding fit with the third input shaft through a bearing, and the other end of the output shaft is supported on a box body of the transmission through a roller bearing and extends out of the box body of the transmission.
Furthermore, one end of the hollow shaft is supported on a box body of the transmission through a double-row ball bearing.
Adopt above-mentioned technical scheme's beneficial effect:
1. the transmission adopts two motors, has compact structure and better coaxiality, can perfect the working condition of use and further improve the oil saving rate;
2. the first motor and the second motor can both adopt motors with smaller power, so that the cost of related accessories of the transmission is reduced;
3. the engine, the first motor and the second motor are respectively provided with 4 gears, the whole vehicle has more gear selections, the method is suitable for various complex working conditions, the multi-gear requirement of vehicle driving can be met, and the fuel economy of the engine when the vehicle runs at high speed is improved, so that the dynamic property and the economy are more excellent, and the pollutant emission can be reduced;
4. first motor, second motor, engine can carry out power supplementation each other, can solve the problem that AMT derailleur power was interrupted, promote the ride comfort of shifting, and parts such as the planet mechanism that this derailleur does not have AT derailleur with high costs, the technology degree of difficulty is high have very big cost, performance advantage.
The invention is further described with reference to the drawings and the specific embodiments.
Drawings
Fig. 1 is a schematic structural diagram of embodiment 1 of the present invention;
fig. 2 is a schematic structural diagram of embodiment 2 of the present invention;
fig. 3 is a schematic structural diagram of embodiment 3 of the present invention;
fig. 4 is a schematic view of the connection between the third input shaft and the hollow shaft according to the present invention;
FIG. 5 is a schematic diagram of a motor box and a gear box according to the present invention;
FIG. 6 is a schematic structural view of the engine-less reverse operating mode of the present invention;
fig. 7 is a list of the operation modes of the present invention.
Detailed Description
Referring to fig. 1 to 6, a longitudinally-mounted rear-drive hybrid transmission structure includes an engine ENG, a third input shaft 4, a hollow shaft 3, and an intermediate shaft 5. The engine ENG is connected with the third input shaft 4 through the clutch K0, the extending end of the third input shaft 4 is in sliding fit with an output shaft 6, one end of the output shaft 6 is in sliding fit with the third input shaft 4 through a bearing, and the other end of the output shaft 6 is supported on a box body of the transmission through a roller bearing 62 and extends out of the box body of the transmission. The motor is characterized by further comprising a first motor EM1 and a second motor EM2, wherein the first motor EM1 is connected with the first input shaft 1, the second motor EM2 is connected with the second input shaft 2, the hollow shaft 3 is sleeved on the third input shaft 4 in an empty mode and is located on the same axis line with the third input shaft 4, therefore, the hollow shaft 3, the third input shaft 4 and the output shaft 6 are located on the same axis line, and the first input shaft 1, the second input shaft 2, the hollow shaft 3, the third input shaft 4, the intermediate shaft 5 and the output shaft 6 are parallel to each other. One end of the hollow shaft 3 is supported on the box body of the transmission through the double-row ball bearing 31, the length of the hollow shaft 3 can be shortened, the assembly is convenient, the increase of the box separating area caused by box separation is avoided, and the integral manufacturing cost of the transmission is reduced. The first motor EM1 and the second motor EM2 are jointly arranged in a motor box 8, a first motor shaft of the first motor EM1 is fixedly connected with the first input shaft 1 through a spline, a second motor shaft of the second motor EM2 is fixedly connected with the second input shaft 2 through a spline, the first input shaft 1, the second input shaft 2, the third input shaft 4, the hollow shaft 3 and the intermediate shaft 5 are jointly arranged in a gear box 9, so that the transmission is divided into the motor box 8 and the gear box 9, and two ends of the intermediate shaft 5 are respectively supported on a box body of the gear box 9 through bearings.
Set up first gear pair between first input shaft 1 and the hollow shaft 3, first gear pair includes intermeshing's first input gear 12, first driven gear 32, first input gear 12 circumference is fixed on first input shaft 1, first driven gear 32 circumference is fixed on hollow shaft 3, transmits the power of first motor EM1 for hollow shaft 3 through first input gear 12, first driven gear 32, realizes that the deceleration of first motor EM1 increases the torsion, the both ends of first input shaft 1 are supported on the box of derailleur through ball bearing 11 respectively. Set up the second gear pair between second input shaft 2 and the third input shaft 4, the second gear pair includes intermeshing's second input gear 22, second driven gear 42, second input gear 22 circumference is fixed on second input shaft 2, second driven gear 42 circumference is fixed on third input shaft 4, transmits the power of second motor EM2 to third input shaft 4 through second input gear 22, second driven gear 42, realizes that the speed reduction of second motor EM2 increases the torsion, the both ends of second input shaft 2 support on the box of derailleur through ball bearing respectively, and first input shaft 1 of this derailleur, second input shaft 2 all adopt ball bearing to support, can bear great load, can adapt to the high-speed rotation of motor shaft.
A third gear pair and a fourth gear pair are sequentially arranged between the hollow shaft 3 and the intermediate shaft 5, a second synchronizer 53 is circumferentially fixed on the intermediate shaft 5, the second synchronizer 53 is located between driven gears of the third gear pair and the fourth gear pair, the third gear pair comprises a fourth-gear driving gear 33 and a fourth-gear driven gear 52 which are meshed with each other, the fourth gear pair comprises a second-gear driving gear 34 and a second-gear driven gear 54 which are meshed with each other, the fourth-gear driving gear 33 and the second-gear driving gear 34 are sequentially circumferentially fixed on the hollow shaft 3, the fourth-gear driven gear 52 and the second-gear driven gear 54 are sequentially sleeved on the intermediate shaft 5 in an empty manner, one opposite ends of the fourth-gear driven gear 52 and the second-gear driven gear 54 are respectively provided with a combination tooth, a gear ring of the second synchronizer 53 corresponds to the combination teeth of the fourth-gear driven gear 52 and the second-gear driven gear 54, and power transmission between the intermediate shaft 5 and the fourth-gear driven gear 52 and the second-gear driven gear 54 is realized through the second synchronizer 53, so as to complete power conversion between the fourth gear and the second gear.
A fifth gear pair is arranged between the third input shaft 4 and the intermediate shaft 5, a sixth gear pair is arranged between the output shaft 6 and the intermediate shaft 5, a first synchronizer 43 is circumferentially fixed on the third input shaft 4 and corresponds to a driving gear of the fourth gear pair, and power transmission between the hollow shaft 3 and the third input shaft 4 is realized through the first synchronizer 43.
In embodiment 1, as shown in fig. 2, when a third synchronizer 56 is provided between the driving gear of the fifth gear pair and the driven gear of the sixth gear pair, the fifth gear pair includes a first-gear driving gear 46 and a first-gear driven gear 57 that are engaged with each other, the first-gear driving gear 46 is loosely fitted on the third input shaft 4, the first-gear driven gear 57 is circumferentially fixed to the counter shaft 5, the sixth gear pair includes an output driving gear 58 and an output driven gear 61 that are engaged with each other, the output driving gear 58 is circumferentially fixed to the counter shaft 5, the output driven gear 61 is circumferentially fixed to the output shaft 6, one opposite ends of the first-gear driving gear 46 and the output driven gear 61 are respectively provided with engaging teeth, and a ring gear of the third synchronizer 56 corresponds to the engaging teeth of the first-gear driving gear 46 and the output driven gear 61, power transmission between the third input shaft 4 and the first-gear driving gear 46 and the output driven gear 61 can be realized by the third synchronizer 56, and when the third synchronizer 56 is engaged with the output driven gear 61, power transmission between the third input shaft 4 and the output shaft 6 can be realized as the output of the third input shaft 6, and the third synchronizer 56 can reduce the installation cost of the transmission, and the space of the transmission can be reduced.
In embodiment 2, as shown in fig. 1, when a seventh gear pair is provided between the third input shaft 4 and the intermediate shaft 5, a third synchronizer 56 is provided between the seventh gear pair and the driven gear of the fifth gear pair, the fifth gear pair includes a first-gear driving gear 46 and a first-gear driven gear 57 that are engaged with each other, the first-gear driving gear 46 is circumferentially fixed to the third input shaft 4, the first-gear driven gear 57 is loosely fitted on the intermediate shaft 5, the seventh gear pair includes a third-gear driving gear 45 and a third-gear driven gear 55 that are engaged with each other, the third-gear driving gear 45 is circumferentially fixed to the third input shaft 4, the third-gear driven gear 55 is loosely fitted on the intermediate shaft 5, engaging teeth are provided at one ends of the first-gear driven gear 57 and the third-gear driven gear 55, respectively, gear rings of the third synchronizer 56 correspond to the engaging teeth of the first-gear driven gear 57 and the third-gear driven gear 55, power transmission between the intermediate shaft 5 and the first-gear driven gear 57 and the third-gear 55 is achieved by the third synchronizer 56, power conversion between the intermediate shaft 5 and the sixth-gear 5 is achieved, the sixth-gear output through the third-gear driving gear 61 and the fourth-gear output gear 6, and the output shaft 61 and the fourth-gear output is achieved through the third synchronizer 56.
In embodiment 3, as shown in fig. 3, a reverse drive gear 44 is idly mounted on the third input shaft 4, the first synchronizer 43 is positioned between the drive gear of the fourth gear pair and the reverse drive gear 44, a reverse driven gear 71 and a reverse output gear 72 are sequentially fixed circumferentially on the reverse shaft 7, the reverse drive gear 44 is engaged with the reverse driven gear 71, the reverse output gear 72 is engaged with the driven gear of the fifth gear pair, both ends of the reverse shaft 7 are respectively supported on a case of the transmission through ball bearings, and power of reverse gear is transmitted to the output shaft 6 through the reverse drive gear 44, the reverse driven gear 71 and the reverse output gear 72 via the first driven gear 57, the intermediate shaft 5 and the sixth gear pair, thereby realizing reverse gear under engine operating conditions. If the whole vehicle does not need the engine reverse gear working condition, the reverse gear driving gear 44 and the reverse gear shaft 7 can be cancelled, and the reverse gear is realized through the reverse rotation of the motor, as shown in fig. 6. The reverse gear shaft 7 is arranged in the gear box 9, and two ends of the reverse gear shaft are respectively supported on a box body of the gear box 9 through ball bearings.
In operation, the transmission has several operating modes, as shown in fig. 7, exemplified by the third synchronizer 56 being provided on the countershaft 5:
1. pure electric mode:
engine ENG does not work, clutch K0 separation, first motor EM1 independent drive or second motor EM2 independent drive, or first motor EM1, second motor EM2 drive jointly, mutually support through first synchronizer 43, second synchronizer 53, third synchronizer 56, can realize keeping off respectively that first to fourth keep off four electricelectric and keep off the position, can select driving motor and fender position according to actual demand in the driving process.
2. A hybrid mode:
clutch K0 combines, first motor EM1 and engine ENG hybrid drive, or second motor EM2 and engine ENG hybrid drive, or first motor EM1, second motor EM2 and engine ENG hybrid drive, through first synchronizer 43, second synchronizer 53, third synchronizer 56 mutually supports, can realize respectively that one keeps off to fourth fender selection, the in-process of shifting, first motor EM1, second motor EM2 and engine ENG can carry out power supply each other, avoid shifting the in-process and take place power interruption, guarantee the ride comfort of shifting, improve the driving experience and feel.
3. Driving an engine:
the first motor EM1 and the second motor EM2 do not work, the clutches are combined, the engine ENG is driven independently, and four pure engine gear selections from a first gear to a fourth gear can be achieved through mutual matching of the first synchronizer 43, the second synchronizer 53 and the third synchronizer 56.
4. And (3) idle speed power generation:
when the engine is in an idling state, the first synchronizer 43, the second synchronizer 53 and the third synchronizer 56 are all in a neutral position, and the engine ENG inputs torque to the second electric machine EM2 through the second input gear 22 and the second driven gear 42, so that the second electric machine EM2 rotates to generate electricity, and the battery module is charged; or the first synchronizer 43 is left-handed and combined with the second gear driving gear 34, the second synchronizer 53 and the third synchronizer 56 are both in the neutral position, and at the moment, the engine respectively inputs torque to the first motor EM1 and the second motor EM2, so that the first motor EM1 and the second motor EM2 jointly charge the battery module.
5. Braking and recycling:
when the whole vehicle is braked, the vehicle slides forwards continuously through inertia, the wheels transmit torque to the output shaft 6 through the transmission shaft, then the output shaft 6 transmits power to the intermediate shaft 6 through the output driven gear 61 and the output driving gear 58, and then the power of the intermediate shaft 6 is transmitted to the first motor EM1 or the second motor EM2 through the mutual matching of the first synchronizer 43, the second synchronizer 53 and the third synchronizer 56, so that the first motor EM1 or the second motor EM2 rotates to charge the battery module.
6. A range extending mode:
the first motor EM1 operates as a driving motor, the second motor EM2 operates as a generator, the power of the whole vehicle is provided by the first motor EM1, the clutch K0 is combined, the engine ENG drives the second motor EM2 to operate, the second motor EM2 charges the battery module, then the battery provides power for the first motor EM1, and the range extending driving is achieved.
The transmission adopts two motors, has compact structure and better coaxiality, can perfect the working condition of use and further improve the oil saving rate; the first motor and the second motor can both adopt motors with smaller power, so that the cost of accessories related to the transmission is reduced; the engine, the first motor and the second motor are respectively provided with 4 gears, the whole vehicle has more gear selections, the method is suitable for various complex working conditions, the multi-gear requirement of vehicle driving can be met, and the fuel economy of the engine when the vehicle runs at high speed is improved, so that the dynamic property and the economy are more excellent, and the pollutant emission can be reduced; first motor, second motor, engine can carry out power supplementation each other, can solve the problem that AMT derailleur power was interrupted, promote the ride comfort of shifting, and the driving experience feels better, and parts such as the planet mechanism that this derailleur does not have the AT derailleur with high costs, the technology degree of difficulty is high have very big cost, performance advantage.
Claims (10)
1. A indulge and put rear-drive hybrid transmission structure, includes engine, third input shaft (4), hollow shaft (3), jackshaft, the engine is connected with third input shaft (4) through clutch (K0), the extension end and an output shaft (6) sliding fit of third input shaft (4), its characterized in that: the first synchronizer (43) is circumferentially fixed on the third input shaft (4) and corresponds to a driving gear of the fourth gear pair, the second synchronizer (53) is circumferentially fixed on the intermediate shaft (5), and the second synchronizer (53) is positioned between a driven gear of the third gear pair and a driven gear of the fourth gear pair;
and a third synchronizer (56) is arranged between the driving gear of the fifth gear pair and the driven gear of the sixth gear pair, or a seventh gear pair is arranged between the third input shaft (4) and the intermediate shaft (5), and the third synchronizer (56) is arranged between the seventh gear pair and the driven gear of the fifth gear pair.
2. The tandem rear drive hybrid transmission structure according to claim 1, characterized in that: a reverse gear driving gear (44) is sleeved on the third input shaft (4) in an empty mode, the first synchronizer (43) is located between a driving gear of the fourth gear pair and the reverse gear driving gear (44), a reverse gear shaft (7) is sequentially and circumferentially fixed with a reverse gear driven gear (71) and a reverse gear output gear (72), the reverse gear driving gear (44) is meshed with the reverse gear driven gear (71), the reverse gear output gear (72) is meshed with a driven gear of the fifth gear pair, and two ends of the reverse gear shaft (7) are respectively supported on a box body of the transmission through ball bearings.
3. The tandem rear drive hybrid transmission architecture according to claim 1, wherein: the first gear pair comprises a first input gear (12) and a first driven gear (32) which are meshed with each other, the first input gear (12) is circumferentially fixed on the first input shaft (1), the first driven gear (32) is circumferentially fixed on the hollow shaft (3), and two ends of the first input shaft (1) are respectively supported on a box body of the transmission through ball bearings (11).
4. The tandem rear drive hybrid transmission structure according to claim 1, characterized in that: the second gear pair comprises a second input gear (22) and a second driven gear (42) which are meshed with each other, the second input gear (22) is circumferentially fixed on the second input shaft (2), the second driven gear (42) is circumferentially fixed on the third input shaft (4), and two ends of the second input shaft (2) are respectively supported on a box body of the transmission through ball bearings.
5. The tandem rear drive hybrid transmission architecture according to claim 1, wherein: when the third synchronizer (56) is located between a driving gear of a fifth gear pair and a driven gear of a sixth gear pair, the fifth gear pair comprises a first-gear driving gear (46) and a first-gear driven gear (57) which are meshed with each other, the first-gear driving gear (46) is sleeved on the third input shaft (4) in an empty mode, the first-gear driven gear (57) is circumferentially fixed on the intermediate shaft (5), the sixth gear pair comprises an output driving gear (58) and an output driven gear (61) which are meshed with each other, the output driving gear (58) is circumferentially fixed on the intermediate shaft (5), the output driven gear (61) is circumferentially fixed on the output shaft (6), one ends, opposite to each other, of the first-gear driving gear (46) and the output driven gear (61) are respectively provided with combined teeth, and gear rings of the third synchronizer (56) respectively correspond to the combined teeth of the first-gear driving gear (46) and the output driven gear (61).
6. The tandem rear drive hybrid transmission structure according to claim 1, characterized in that: when the third synchronizer (56) is located between driven gears of a seventh gear pair and a fifth gear pair, the fifth gear pair comprises a first-gear driving gear (46) and a first-gear driven gear (57) which are meshed with each other, the first-gear driving gear (46) is circumferentially fixed on the third input shaft (4), the first-gear driven gear (57) is freely sleeved on the intermediate shaft (5), the seventh gear pair comprises a third-gear driving gear (45) and a third-gear driven gear (55) which are meshed with each other, the third-gear driving gear (45) is circumferentially fixed on the third input shaft (4), the third-gear driven gear (55) is freely sleeved on the intermediate shaft (5), one ends, opposite to the first-gear driven gear (57) and the third-gear driven gear (55), of the first synchronizer (56) are respectively provided with combined teeth, gear rings of the third synchronizer (56) respectively correspond to the combined teeth of the first-gear driven gear (57) and the third-gear (55), the sixth gear pair comprises an output driving gear (58) and an output driven gear (61) which are meshed with each other, the output driving gear (58) is circumferentially fixed on the output shaft (6), and the output shaft (61).
7. The tandem rear drive hybrid transmission structure according to claim 1, characterized in that: the third gear pair comprises a four-gear driving gear (33) and a four-gear driven gear (52) which are meshed with each other, the fourth gear pair comprises a two-gear driving gear (34) and a two-gear driven gear (54) which are meshed with each other, the four-gear driving gear (33) and the two-gear driving gear (34) are sequentially and circumferentially fixed on the hollow shaft (3), the four-gear driven gear (52) and the two-gear driven gear (54) are sequentially and freely sleeved on the intermediate shaft (5), one opposite ends of the four-gear driven gear (52) and the two-gear driven gear (54) are respectively provided with a combination tooth, and a gear ring of the second synchronizer (53) corresponds to the combination teeth of the four-gear driven gear (52) and the two-gear driven gear (54) respectively.
8. The tandem rear drive hybrid transmission structure according to claim 1, characterized in that: the first motor and the second motor are jointly arranged in a motor box (8), a first motor shaft of the first motor is fixedly connected with a first input shaft (1) through a spline, a second motor shaft of the second motor is fixedly connected with a second input shaft (2) through a spline, and the first input shaft (1), the second input shaft (2), a third input shaft (4), a hollow shaft (3) and an intermediate shaft (5) are jointly arranged in a gear box (9).
9. The tandem rear drive hybrid transmission structure according to claim 1, characterized in that: one end of the output shaft (6) is in sliding fit with the third input shaft (4) through a bearing, and the other end of the output shaft (6) is supported on a box body of the speed changer through a roller bearing (62) and extends out of the box body of the speed changer.
10. The tandem rear drive hybrid transmission architecture according to claim 1, wherein: one end of the hollow shaft (3) is supported on a box body of the transmission through a double-row ball bearing (31).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202123101017.0U CN217761910U (en) | 2021-12-10 | 2021-12-10 | Longitudinal rear-drive hybrid transmission structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202123101017.0U CN217761910U (en) | 2021-12-10 | 2021-12-10 | Longitudinal rear-drive hybrid transmission structure |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN217761910U true CN217761910U (en) | 2022-11-08 |
Family
ID=83870303
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202123101017.0U Active CN217761910U (en) | 2021-12-10 | 2021-12-10 | Longitudinal rear-drive hybrid transmission structure |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN217761910U (en) |
-
2021
- 2021-12-10 CN CN202123101017.0U patent/CN217761910U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110525194B (en) | Power drive system for hybrid vehicle and control method thereof | |
| CN112895878A (en) | Longitudinally-arranged double-motor hybrid power transmission device | |
| CN217022174U (en) | Power transmission system for vehicle and vehicle | |
| CN110962577A (en) | Hybrid power gearbox and hybrid power variable speed transmission system | |
| CN211106931U (en) | Three-clutch hybrid power system | |
| CN210390751U (en) | Hybrid power speed change mechanism, hybrid power system and vehicle with hybrid power system | |
| CN108674170A (en) | One kind two keeps off hybrid gearbox | |
| CN111231646A (en) | Dual-motor hybrid power driving system and hybrid power vehicle | |
| CN112248790A (en) | Multi-mode hybrid power transmission device and control method thereof | |
| CN114165563A (en) | Longitudinal rear-drive hybrid transmission structure | |
| CN115503459A (en) | Multi-gear variable speed hybrid power system with double motors and double middle shafts with power take-off modules | |
| CN217761910U (en) | Longitudinal rear-drive hybrid transmission structure | |
| CN212360677U (en) | Low-deflection hybrid power four-gear transmission | |
| CN213472775U (en) | Power transmission system and vehicle | |
| CN213082897U (en) | Dual-motor hybrid power driving system and hybrid power vehicle | |
| CN211663047U (en) | Hybrid power gearbox, hybrid power driving system and automobile | |
| CN210027016U (en) | Automobile hybrid power structure based on AMT | |
| CN112460210A (en) | Hybrid power transmission for motor vehicle and using method thereof | |
| CN106671764B (en) | Six-gear hybrid transmission for hybrid electric vehicle and application method thereof | |
| CN220220380U (en) | Hybrid system and vehicle | |
| CN215360911U (en) | Planetary hybrid drive for a motor vehicle | |
| CN219789894U (en) | Novel hybrid power assembly longitudinally-arranged structure driving device | |
| CN214197121U (en) | Hybrid power transmission for motor vehicle | |
| CN116176254B (en) | Hybrid power driving system and automobile | |
| CN211918367U (en) | Hybrid power driving system and vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |