CN218876895U

CN218876895U - Power output assembly and vehicle

Info

Publication number: CN218876895U
Application number: CN202320195579.6U
Authority: CN
Inventors: 杨冬冬; 吴茂柱; 刘峰; 杨军军; 郝洪锐; 白景峰; 王慧杰
Original assignee: Honeycomb Drive System Jiangsu Co Ltd
Current assignee: Honeycomb Drive System Jiangsu Co Ltd
Priority date: 2023-02-09
Filing date: 2023-02-09
Publication date: 2023-04-18
Anticipated expiration: 2033-02-09

Abstract

The utility model provides a power output assembly and a vehicle, which comprises a longitudinally arranged engine arranged in the middle, an automatic transmission arranged in the rear, a drive axle and a transmission assembly; the drive axle comprises a box-penetrating left half shaft, a box-penetrating right half shaft and a double-planet-row differential mechanism; the transmission assembly comprises a transmission case and a transmission shaft; the transmission case is integrally installed at the power output end of the automatic transmission, the power input end of the transmission case is in transmission connection with the power output end of the automatic transmission, one end of the transmission shaft is in transmission connection with the power output end of the transmission case, and the other end of the transmission shaft is in transmission connection with the double-planet-row differential mechanism. The utility model provides a power take off assembly and vehicle can carry out the modularized design based on current derailleur, through integrated installation drive assembly and satisfy and indulge the carrying on requirement of putting the gearbox postposition in the engine to the reduction is applicable to the development cost and the cycle of the derailleur that the super race motorcycle type carried on the demand.

Description

Power output assembly and vehicle

Technical Field

The utility model belongs to the technical field of vehicle driving system, concretely relates to power take off assembly and vehicle.

Background

The current super roadster speed changer adopts double clutch speed changer, sequential speed changer or AMT speed changer basically, based on the unique carrying requirement of super roadster, usually need to adopt the scheme of longitudinal engine with rear-mounted speed changer.

For a conventional automobile, a carrying mode of a power system is a front-mounted structure generally, and a rear-mounted power assembly is adopted for part of middle-high-end automobile types, but the difference between the carrying modes of the front-mounted power assembly and the rear-mounted power assembly and the carrying modes of the overtaking power assembly is huge, so that a host factory always needs to re-develop the framework of the overtaking transmission when developing the overtaking automobile type, the re-development of a brand new transmission is not different, the development cost is extremely high, and the development period is long.

SUMMERY OF THE UTILITY MODEL

An embodiment of the utility model provides a power take off assembly aims at solving and puts the problem that the rearmounted requirement of carrying on of derailleur is put to the derailleur vertically to the current in order satisfying the super race motorcycle type and develop the cost height, the cycle length of super race derailleur.

In order to achieve the above object, the utility model adopts the following technical scheme: in a first aspect, a power take-off assembly is provided, comprising:

the longitudinally-arranged engine is arranged in the middle on the chassis;

the automatic transmission is arranged on the chassis in a rear mode, and a power input end is in transmission connection with a power output end of the longitudinally-arranged engine;

the drive axle is connected with the chassis and is positioned between the longitudinally-arranged engine and the automatic transmission in the longitudinal direction of the vehicle, and the drive axle comprises a box penetrating left half shaft, a box penetrating right half shaft and a double-planet-row differential mechanism which is in transmission connection with the box penetrating left half shaft and the box penetrating right half shaft;

the transmission assembly comprises a transmission case and a transmission shaft arranged on the side of the automatic transmission; the transmission case is integrally installed at the power output end of the automatic transmission, the power input end of the transmission case is in transmission connection with the power output end of the automatic transmission, one end of the transmission shaft is in transmission connection with the power output end of the transmission case, and the other end of the transmission shaft is in transmission connection with the double-planet-row differential mechanism.

With reference to the first aspect, in one possible implementation manner, the transmission case includes:

the box body is fixedly connected to the power output end of the automatic transmission;

the transmission case input gear is positioned in the case body and fixedly sleeved on a transmission output shaft of the automatic transmission;

the transmission case intermediate gear is rotationally connected in the case body and is meshed with the transmission case input gear;

and the transmission case output gear is positioned in the box body, the fixed sleeve is arranged at one end of the transmission shaft far away from the longitudinally-arranged engine, and the transmission case output gear is meshed with the middle gear of the transmission case.

In some embodiments, a drive axle input shaft is arranged at one end of the transmission shaft close to the longitudinally-arranged engine, a drive axle input gear is fixedly sleeved on the drive axle input shaft, a drive axle output gear is arranged at the power input end of the double-planet-row differential, and the drive axle output gear is meshed with the drive axle input gear.

Illustratively, the outer peripheral ring of the transmission shaft is sleeved with a shell, one end of the shell is connected with the box body, the other end of the shell is fixedly connected with the shell of the double-planet-row differential, and the input shaft of the drive axle penetrates through the shell and is rotatably connected with the shell.

With reference to the first aspect, in one possible implementation manner, the double-planet-row differential includes a gear ring, a sun gear located at the center of the gear ring, and a planet carrier located between the sun gear and the gear ring, and the planet carrier is provided with double rows of planet gears engaged with each other, and the double rows of planet gears are respectively engaged with the gear ring and the sun gear; the gear ring is in transmission connection with the transmission shaft.

In some embodiments, the box-through left half shaft is connected with the planet carrier, and the box-through right half shaft is connected with the sun gear.

Illustratively, a limited slip clutch is arranged in the double-planet-row differential, and two combining ends of the limited slip clutch are respectively connected with the sun gear and the planet carrier.

In some embodiments, the power input end of the automatic transmission is provided with an electric motor, and a motor shaft of the electric motor is in transmission connection with a transmission input shaft of the automatic transmission.

For example, the power input end of the automatic transmission is also provided with a starting clutch; the motor shaft is connected with the power output end of the longitudinally-arranged engine, the input end of the starting clutch is connected with the rotor of the motor and the motor shaft, and the output end of the starting clutch is connected with the input shaft of the transmission; wherein, the motor and the starting clutch are both electrically connected with the vehicle ECU.

The utility model provides a power take-off assembly's beneficial effect lies in: compared with the prior art, the utility model discloses power take off assembly, structure based on current automatic gearbox, output power to automatic gearbox is transmitted through the integrated installation transmission case of power take off end at automatic gearbox, and utilize the transmission shaft with power transmission to double planet row differential mechanism with drive wear case left half axle and wear case right half axle output power, thereby be applicable to the requirement of carrying on of putting the gearbox postposition in super sports car longitudinal engine, only need carry out the modularization to current automatic gearbox's power take off end and improve additional drive assembly, and need not to change automatic gearbox's overall framework and inner structure, consequently can greatly reduced surpass the development cost and the cycle of running the gearbox.

In a second aspect, an embodiment of the present invention further provides a vehicle, including the above power output assembly. The embodiment of the utility model provides a vehicle can satisfy and indulge the rearmounted requirement of carrying on of putting the derailleur in the engine based on current derailleur additional drive assembly owing to adopted above-mentioned power take off assembly to the reduction is applicable to the development cost and the cycle of the derailleur that the super race motorcycle type carried on the demand.

Drawings

Fig. 1 is a schematic structural view of a power output assembly provided in an embodiment of the present invention;

FIG. 2 is a schematic view of a portion A of FIG. 1;

FIG. 3 is a schematic view of a portion of the enlarged structure at B in FIG. 1;

fig. 4 is a schematic structural diagram of a double-planet-row differential mechanism adopted in the embodiment of the present invention.

In the figure: 100. longitudinally arranging an engine; 200. an automatic transmission; 201. a transmission input shaft; 202. a transmission output shaft; 300. a box penetrating left half shaft; 400. a box penetrating right half shaft; 500. a double planet row differential; 501. a ring gear; 502. a sun gear; 503. a planet carrier; 504. double rows of planet wheels; 600. a transmission case; 601. a box body; 602. a transmission case input gear; 603. a transmission case intermediate gear; 604. a transmission case output gear; 700. a drive shaft; 701. a drive axle input shaft; 702. a drive axle input gear; 703. a drive axle output gear; 704. a housing; 800. a limited slip clutch; 900. an electric motor; 901. a motor shaft; 902. a launch clutch; 9021. an outer hub; 9022. an inner hub.

Detailed Description

In order to make the technical problem, technical solution and advantageous effects to be solved by the present invention more clearly understood, the following description is given in conjunction with the accompanying drawings and embodiments to illustrate the present invention in further detail. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the invention.

It will be understood that when an element is referred to as being "disposed on" another element, it can be directly on the other element or be indirectly on the other element. It will be understood that the terms "length," "width," "upper," "lower," "front," "rear," "top," "bottom," "inner," "outer," and the like are used in the orientation or positional relationship indicated in the drawings for ease of description and simplicity of description, and do not indicate or imply that the referenced device or element must have a particular orientation, be constructed in a particular orientation, and be constructed in a particular operation, and are therefore not to be considered limiting.

Referring to fig. 1 and fig. 2 together, a power output assembly provided by the present invention will now be described. The power output assembly comprises a longitudinally arranged engine 100, an automatic transmission 200, a drive axle and a transmission assembly; wherein, the longitudinal engine 100 is arranged on the chassis in the middle; the automatic transmission 200 is arranged on the chassis in a rear mode, and the power input end of the automatic transmission 200 is in transmission connection with the power output end of the longitudinal engine 100; the drive axle is connected with the chassis and is positioned between the longitudinally-arranged engine 100 and the automatic transmission 200 in the longitudinal direction of the vehicle, and comprises a box-penetrating left half shaft 300, a box-penetrating right half shaft 400 and a double-planet-row differential 500 which is in transmission connection with the box-penetrating left half shaft 300 and the box-penetrating right half shaft 400; the transmission assembly includes a transmission case 600 and a transmission shaft 700 provided at a side of the automatic transmission 200; the transmission case 600 is integrally installed at a power output end of the automatic transmission 200, a power input end of the transmission case 600 is in transmission connection with the power output end of the automatic transmission 200, one end of the transmission shaft 700 is in transmission connection with the power output end of the transmission case 600, and the other end of the transmission shaft is in transmission connection with the double-planet-row differential 500.

It should be noted that, in the present embodiment, the internal structures of the longitudinally-arranged engine 100 and the automatic transmission 200 are both existing mature power modules, and for the automatic transmission 200, the improvement may be performed based on the existing 9AT transmission or other transmissions, and mainly the improvement is performed on the housing portions of the power input end and the power output end of the transmission, and the power output end of the transmission is integrated with the transmission case 600, so as to transmit the power to the side of the transmission, and then the power is reversely transmitted to the drive axle through the transmission shaft 700.

It should be understood that the structure of the drive axle and the structure mode of driving the case-through left half shaft 300 and the case-through right half shaft 400 through the double-planet-row differential 500 in this embodiment can all adopt the existing drive axle structure, and the specific structure and transmission principle thereof will not be described in detail herein.

Compared with the prior art, the power output assembly provided by the embodiment, based on the structure of the existing automatic transmission 200, the transmission case 600 is integrally installed at the power output end of the automatic transmission 200 to transmit the output power of the automatic transmission 200, and the transmission shaft 700 is used for transmitting the power to the double-planet-row differential 500 to drive the case-through left half shaft 300 and the case-through right half shaft 400 to output the power, so that the power output assembly is suitable for the carrying requirement of the rear-mounted transmission in the longitudinally-arranged engine 100 of the super sports car, only the power output end of the existing automatic transmission 200 needs to be modularly improved to form an additional transmission assembly, the whole framework and the internal structure of the automatic transmission 200 do not need to be changed, and the development cost and the period of the super sports car can be greatly reduced.

In some embodiments, referring to fig. 2, transmission 600 includes a case 601, a transmission input gear 602, a transmission intermediate gear 603, and a transmission output gear 604; wherein, the case 601 is fixedly connected to the power output end of the automatic transmission 200; the transmission case input gear 602 is located in the case body 601 and is fixedly sleeved on the transmission output shaft 202 of the automatic transmission 200; the transmission case intermediate gear 603 is rotatably connected in the case body 601 and is meshed with the transmission case input gear 602; the transmission case output gear 604 is located in the case body 601, and is fixedly sleeved at one end of the transmission shaft 700 far away from the longitudinally-arranged engine 100, and the transmission case output gear 604 is meshed with the transmission case intermediate gear 603.

The power output by the automatic transmission 200 is transmitted to the transmission shaft 700 through the transmission case input gear 602, the transmission case intermediate gear 603 and the transmission case output gear 604, and then transmitted to the double-planet-row differential 500, wherein the transmission case intermediate gear 603 is arranged to form a sufficient offset space between the transmission shaft 700 and the automatic transmission 200 on one hand, and to ensure that the power direction transmitted to the transmission shaft 700 is consistent with the power direction output by the automatic transmission 200 on the other hand, so that the power transmission mode of the transmission shaft 700 and the double-planet-row differential 500 can be matched with the mode that the power output end of the automatic transmission 200 directly transmits power to the double-planet-row differential 500, and the cost is prevented from being increased due to the change of the internal transmission structure of the double-planet-row differential 500.

Specifically, referring to fig. 1, in this embodiment, a drive axle input shaft 701 is disposed at one end of the transmission shaft 700 close to the longitudinally disposed engine 100, a drive axle input gear 702 is fixedly sleeved on the drive axle input shaft 701, a drive axle output gear 703 is disposed at a power input end of the double planetary gear differential 500, and the drive axle output gear 703 is engaged with the drive axle input gear 702.

The drive axle input shaft 701 and the transmission shaft 700 can be connected through a spline to achieve power transmission, and then the drive axle input gear 702 and the drive axle output gear 703 (both are spiral bevel gears and can achieve vertical power transmission) are meshed for transmission to transmit power to the double-planet-row differential 500.

In order to improve the connection stability and the reliable protection of the propeller shaft 700 and the drive axle input shaft 701, as shown in fig. 1, in this embodiment, the outer circumference of the propeller shaft 700 is sleeved with a housing 704, one end of the housing 704 is connected with the box 601, the other end of the housing 704 is fixedly connected with the casing of the double planetary gear differential 500, and the drive axle input shaft 701 penetrates through the housing 704 and is rotatably connected with the housing 704.

As a specific embodiment of the above-mentioned double-planet-row differential 500, referring to fig. 1, the double-planet-row differential 500 includes a ring gear 501, a sun gear 502 located at the center of the ring gear 501, and a planet carrier 503 located between the sun gear 502 and the ring gear 501, wherein the planet carrier 503 is provided with double rows of planet gears 504 engaged with each other, and the double rows of planet gears 504 are engaged with the ring gear 501 and the sun gear 502 respectively; the through box left half shaft 300 is connected with a planet carrier 503, and the through box right half shaft 400 is connected with a sun gear 502; the ring gear 501 is in driving connection with the transmission shaft 700. The box-through left half shaft 300 and the box-through right half shaft 400 are respectively connected with the planet carrier 503 and the sun gear 502 to realize differential driving of left and right driving wheels of the vehicle, so that the vehicle curve stability is improved.

In some possible implementations, as shown in fig. 1, a limited slip clutch 800 is provided in the double planetary row differential 500, and two coupling ends of the limited slip clutch 800 are respectively connected to the sun gear 502 and the planet carrier 503. The slip limiting clutch 800 can avoid the phenomenon that the power of the opposite side driving wheel is insufficient due to the fact that the one side driving wheel slips when the vehicle runs on a complex road surface, the driving force of the vehicle can be always evenly distributed to the driving wheels on the two sides of the vehicle, and the running stability and the power output stability of the vehicle are improved.

It should be understood that, in the present embodiment, referring to fig. 1, the power input end of the automatic transmission 200 is provided with an electric motor 900, and a motor shaft 901 of the electric motor 900 is in transmission connection with the transmission input shaft 201 of the automatic transmission 200. The power superposition output of the engine and the motor 900 can be realized by adding the motor 900, thereby improving the vehicle power performance.

In the present embodiment, referring to fig. 1, a starting clutch 902 is further provided at the power input end of the automatic transmission 200; the motor shaft 901 is connected with the power output end of the longitudinally-arranged engine 100, the input end of the starting clutch 902 is connected with the rotor of the motor 900 and the motor shaft 901, and the output end of the starting clutch 902 is connected with the transmission input shaft 201; both the motor 900 and the start clutch 902 are electrically connected to the vehicle ECU.

Specifically, the starting clutch 902 adopts a structural mode that an inner hub 9022 and an outer hub 9021 are combined or separated to realize clutch, the structural clutch is a mature technology, the power input end of the starting clutch 902 is the outer hub 9021, the power output end of the starting clutch 902 is the inner hub 9022, the starting and stopping of a vehicle can be controlled by controlling the clutch state of the starting clutch 902 through the vehicle ECU, and the control logic is simple and reliable.

Considering the factor that the super sports car has high requirements for starting and accelerating performance, the motor 900 is arranged to cooperate with the starting clutch 902 to perform hybrid power output in a starting stage, the motor 900 can be turned off and driven by the engine alone in a high-speed running stage of the vehicle, so that the vehicle performance is improved, the switching of the driving mode can be realized by controlling the starting and stopping (idling) of the motor 900 through the vehicle ECU, the specific control mode is the prior art, and details are not described herein.

When the engine is directly driven, the power output by the engine is transmitted to the starting clutch 902 in a combined state through the motor shaft 901, so that the power is transmitted to the transmission input shaft 201, at this time, the vehicle ECU can control the motor 900 to idle or generate power under load, specifically, if the power demand is high, the motor 900 idles, and if the power demand is low, the power can be generated by using the rotation of the motor shaft 901 and the motor rotor; when the hybrid driving mode is adopted, the power output by the engine is transmitted to the motor shaft 901, so that the power output by the motor 900 is superposed to form hybrid power, and the hybrid power is transmitted to the starting clutch 902 in a combined state, and is transmitted to the transmission input shaft 201 through the inner hub 9022 of the clutch; of course, in the stopped state, the inner hub 9022 and the outer hub 9021 of the start clutch 902 are disengaged, and at this time, when the engine is operated, the motor shaft 901 and the motor rotor can be driven to operate in the same manner, thereby achieving power generation while stopping.

Based on the same inventive concept, the embodiment of the application also provides a vehicle, which comprises the power output assembly. The vehicle that this application embodiment provided has adopted above-mentioned power take off assembly, can carry out the modularized design based on current derailleur, through integrated installation drive assembly and satisfy and indulge putting the rearmounted requirement of carrying of derailleur in engine 100 to reduce the development cost and the cycle that are applicable to the derailleur that the overtaking race motorcycle type carried the demand.

The above description is only exemplary of the present invention and should not be taken as limiting the scope of the present invention, as any modifications, equivalents, improvements and the like made within the spirit and principles of the present invention are intended to be included within the scope of the present invention.

Claims

1. A power take-off assembly, comprising:

the longitudinal engine (100) is arranged in the middle and is arranged on the chassis;

the automatic transmission (200) is mounted on the chassis in a rear mode, and a power input end of the automatic transmission (200) is in transmission connection with a power output end of the longitudinal engine (100);

the drive axle is connected with the chassis and is positioned between the longitudinally arranged engine (100) and the automatic transmission (200) in the longitudinal direction of the vehicle, and comprises a box penetrating left half shaft (300), a box penetrating right half shaft (400) and a double-planet-row differential (500) which is in transmission connection with the box penetrating left half shaft (300) and the box penetrating right half shaft (400);

the transmission assembly comprises a transmission case (600) and a transmission shaft (700) arranged on the side of the automatic transmission (200); the transmission case (600) is integrally installed at a power output end of the automatic transmission (200), a power input end of the transmission case (600) is in transmission connection with a power output end of the automatic transmission (200), one end of the transmission shaft (700) is in transmission connection with the power output end of the transmission case (600), and the other end of the transmission shaft is in transmission connection with the double-planet-row differential (500).

2. The power take-off assembly of claim 1, wherein the transmission case (600) comprises:

a case (601) fixedly connected to a power output end of the automatic transmission (200);

the transmission case input gear (602) is positioned in the case body (601) and fixedly sleeved on a transmission output shaft (202) of the automatic transmission (200);

the transmission case intermediate gear (603) is rotatably connected in the case body (601) and is meshed with the transmission case input gear (602);

and the transmission case output gear (604) is positioned in the case body (601), is fixedly sleeved at one end, far away from the longitudinally arranged engine (100), of the transmission shaft (700), and is meshed with the transmission case intermediate gear (603).

3. The power take-off assembly as claimed in claim 2, wherein a drive axle input shaft (701) is provided at one end of the transmission shaft (700) close to the longitudinal engine (100), a drive axle input gear (702) is fixedly sleeved on the drive axle input shaft (701), a drive axle output gear (703) is provided at the power input end of the double-row planetary differential (500), and the drive axle output gear (703) is meshed with the drive axle input gear (702).

4. A power take-off assembly as claimed in claim 3, wherein the drive shaft (700) is surrounded by a casing (704), one end of the casing (704) is connected to the casing (601), the other end is fixedly connected to the casing of the double row planetary differential (500), and the drive axle input shaft (701) is inserted into the casing (704) and is rotatably connected to the casing (704).

5. The power take-off assembly as claimed in claim 1, characterized in that the double row differential (500) comprises a ring gear (501), a sun gear (502) located in the center of the ring gear (501), and a planet carrier (503) located between the sun gear (502) and the ring gear (501), wherein the planet carrier (503) is provided with two rows of planet gears (504) which are meshed with each other, and the two rows of planet gears (504) are meshed with the ring gear (501) and the sun gear (502), respectively; the gear ring (501) is in transmission connection with the transmission shaft (700).

6. A power take-off assembly according to claim 5, characterised in that the cross-box left half-shaft (300) is connected to the planet carrier (503) and the cross-box right half-shaft (400) is connected to the sun gear (502).

7. A power take-off assembly according to claim 6, characterised in that a limited slip clutch (800) is provided in the double row planetary differential (500), the two coupling ends of the limited slip clutch (800) being connected to the sun gear (502) and the planet carrier (503), respectively.

8. A power take-off assembly according to any one of claims 1-7, characterised in that the power input of the automatic transmission (200) is provided with an electric motor (900), the motor shaft (901) of the electric motor (900) being in driving connection with the transmission input shaft (201) of the automatic transmission (200).

9. A power take-off assembly as claimed in claim 8, characterized in that the power input of the automatic transmission (200) is further provided with a starting clutch (902); the motor shaft (901) is connected with the power output end of the longitudinally-arranged engine (100), the input end of the starting clutch (902) is connected with the rotor of the motor (900) and the motor shaft (901), and the output end of the starting clutch (902) is connected with the transmission input shaft (201); wherein the electric motor (900) and the starting clutch (902) are both electrically connected to a vehicle ECU.

10. A vehicle characterized by comprising a power take-off assembly as claimed in any one of claims 1-9.