CN220447637U - Mixed variable speed driving system and automobile mixed four-wheel drive assembly - Google Patents

Abstract

The utility model provides a hybrid variable speed driving system and an automobile hybrid four-wheel drive assembly. The hybrid variable speed drive system of the utility model comprises an engine, a motor and a transmission; the speed changer is provided with an input shaft and an output shaft which are arranged in parallel, the engine is connected with the input shaft through a clutch, and the motor is sleeved on the output shaft and is in transmission connection with the input shaft through a motor transmission gear set; two groups of transmission mechanisms are arranged between the input shaft and the output shaft, a first synchronizer is arranged between the two transmission mechanisms, and the first synchronizer can select one of the two groups of transmission mechanisms to form power transmission between the input shaft and the output shaft. According to the hybrid variable speed driving system, the two power sources of the engine and the motor are respectively arranged corresponding to the input shaft and the output shaft, so that the engine and the motor are staggered in the radial direction of the hybrid variable speed driving system, the arrangement in the axial direction is more compact, the occupied space of the whole system is less, the whole layout of the hybrid variable speed driving system is improved, and the structural compactness of the hybrid variable speed driving system is improved.

Description

Mixed variable speed driving system and automobile mixed four-wheel drive assembly

Technical Field

The utility model relates to the technical field of hybrid automobiles, in particular to a hybrid variable speed driving system. In addition, the utility model also relates to an automobile hybrid four-wheel drive assembly.

Background

The traditional vehicle using the engine as a power source has great pollution to air, so that the pure electric vehicle using the battery to provide the kinetic energy has been developed. However, the development of the pure electric vehicles is also greatly limited by the influence of factors such as battery performance and vehicle mileage. As such, hybrid vehicles are developing more and more rapidly due to their balanced performance in terms of both environmental protection and energy conservation as well as reliable cruising performance.

Hybrid vehicles are vehicles that use multiple sources of energy, typically a conventional engine using liquid fuel and an electric motor using electric power to drive the vehicle in tandem.

The prior hybrid transmission applied to the hybrid vehicle is mostly used for driving a front axle, the power of an engine is generally connected with an input shaft of the transmission through a clutch, and a matched motor is in transmission connection with the input shaft or an output shaft. The power of the engine realizes the gear transmission with different transmission ratios through two groups of variable speed transmission mechanisms between the input shaft and the output shaft.

The existing speed changer generally realizes the reverse gear function through motor reversal; because the transmission mechanism in the transmission is less in configuration, the power transmission path of the engine is single, so that the power performance of the vehicle is poor in reverse gear and off-road running, and the use requirement cannot be met well.

In addition, the hybrid transmission is required to be connected with an engine and a motor at the same time, the two power sources of the engine and the motor and each transmission part in the transmission are complex in arrangement, large arrangement space is often required to be occupied, and the space requirement on a vehicle is large, so that the compactness of a power system is seriously influenced, and the space design difficulty of the system is increased.

Disclosure of Invention

In view of this, the present utility model is directed to a hybrid variable speed drive system to provide a compact hybrid drive scheme.

In order to achieve the above purpose, the technical scheme of the utility model is realized as follows:

a hybrid variable speed drive system includes an engine, a motor, and a transmission;

the transmission is provided with an input shaft and an output shaft which are arranged in parallel, a power output shaft of the engine is connected with the input shaft through a clutch, and the motor is sleeved on the output shaft and is in transmission connection with the input shaft through a motor transmission gear set; two groups of transmission mechanisms are arranged between the input shaft and the output shaft, a first synchronizer is arranged between the two transmission mechanisms, and the first synchronizer can select one of the two groups of transmission mechanisms to form power transmission between the input shaft and the output shaft.

Further, the transmission mechanism comprises a first gear set and a second gear set; the first gear set comprises a first driving gear fixedly arranged on the input shaft and a first driven gear sleeved on the output shaft, the second gear set comprises a second driving gear fixedly arranged on the input shaft and a second driven gear sleeved on the output shaft, and the first synchronizer is arranged on the output shaft between the first driven gear and the second driven gear.

Further, the motor is arranged at one end of the output shaft, which faces the engine, and the motor transmission gear set comprises a first motor transmission gear sleeved on the output shaft and a second motor transmission gear fixedly arranged on the input shaft, wherein the first motor transmission gear is positioned between the motor and the transmission mechanism, and the second motor transmission gear is positioned between the transmission mechanism and the clutch.

Further, a flexible disc is arranged on the power output shaft.

Further, a planetary gear train is arranged on the input shaft, a secondary transmission mechanism is arranged between the input shaft and the output shaft, and a second synchronizer is arranged between the planetary gear train and the secondary transmission mechanism; the second synchronizer is for selectively connecting the planetary gear train and the secondary transmission mechanism to form a power transmission between the input shaft and the output shaft.

Further, the auxiliary transmission mechanism comprises a third driving gear sleeved on the input shaft, a third driven gear fixedly arranged on the output shaft and an intermediate gear arranged between the third driving gear and the third driven gear; the second synchronizer is arranged between the planetary gear train and the third driving gear, and a third synchronizer is arranged on the input shaft between the transmission mechanism and the third driving gear.

Further, a sun gear of the planetary gear train is arranged on the input shaft; the second synchronizer adopts a bidirectional single-side synchronizer, and the bidirectional single-side synchronizer selectively connects a planet carrier or a gear ring of the planetary gear train with the third driving gear.

Compared with the prior art, the utility model has the following advantages:

according to the hybrid variable speed driving system, the input shaft and the output shaft which are arranged in parallel are adopted, and the two power sources of the engine and the motor are respectively arranged corresponding to the input shaft and the output shaft, so that the engine and the motor are staggered in the radial direction of the hybrid variable speed driving system, the arrangement in the axial direction is more compact, the whole space occupation is less, the whole layout of the hybrid variable speed driving system is facilitated to be improved, and the structural compactness of the hybrid variable speed driving system is improved.

In addition, with the motor setting in the one end of output shaft towards the engine, the motor drive gear train setting of corresponding motor is close to one side of engine at drive mechanism, realizes that two power supplies of engine and motor and drive mechanism are at mixing the epaxial subregion reasonable arrangement of moving variable speed drive system, is favorable to further promoting mixing the whole overall arrangement optimization effect of moving variable speed drive system, the rational arrangement of different functional parts of being convenient for.

Another object of the present utility model is to provide an automotive hybrid four-wheel drive assembly for driving wheels of a front axle and a rear axle of a hybrid automotive vehicle, where the automotive hybrid four-wheel drive assembly includes the hybrid variable speed drive system and the auxiliary drive system of the present utility model, and the hybrid variable speed drive system and the auxiliary drive system interchangeably drive the wheels of the front axle and the rear axle, respectively.

Further, the auxiliary driving system comprises an auxiliary driving motor and an auxiliary differential mechanism arranged between driving shafts of the wheels on the left side and the right side, and the auxiliary driving motor is connected with the auxiliary differential mechanism directly or through a speed change mechanism with a plurality of gears.

Further, the auxiliary driving system is provided with two auxiliary driving motors, and the two auxiliary driving motors are respectively arranged corresponding to the driving shafts on the left side and the right side; the two auxiliary driving motors are respectively and directly arranged on the driving shafts on the corresponding sides, and a parallel synchronizer is arranged between the two driving shafts; or the two auxiliary driving motors are respectively connected with the driving shafts on the corresponding sides through speed change mechanisms with a plurality of gears in a transmission way, and a parallel synchronizer is arranged between the two speed change mechanisms.

The hybrid four-wheel drive assembly of the automobile has the technical advantages of the hybrid variable speed drive system, and can form four-wheel drive for the hybrid automobile.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model, wherein the words of front and back, top and bottom, etc. are used to indicate relative position and are not intended to limit the utility model unduly. In the drawings:

FIG. 1 is a schematic diagram of an overall structure of a hybrid variable speed drive system according to an embodiment of the present utility model;

FIG. 2 is a schematic diagram of a power transmission path of a hybrid variable speed drive system in a hybrid I mode according to an embodiment of the present utility model;

FIG. 3 is a schematic diagram of a power transmission path of a hybrid transmission system in a hybrid drive II mode according to an embodiment of the present utility model;

FIG. 4 is a schematic diagram of a power transmission path of a hybrid transmission driving system in a hybrid reverse mode according to an embodiment of the present utility model;

FIG. 5 is a schematic diagram of a power transmission path of a hybrid transmission system in a hybrid ultra-low gear mode according to an embodiment of the present utility model;

fig. 6 is a schematic structural diagram of a single motor configuration of a secondary power system of a hybrid four-wheel drive assembly of an automobile according to a second embodiment of the present utility model;

FIG. 7 is a schematic diagram of another single motor configuration of the secondary power system according to the second embodiment of the present utility model;

FIG. 8 is a schematic diagram of another single motor configuration of the secondary power system according to the second embodiment of the present utility model;

FIG. 9 is a schematic diagram of a dual motor configuration of a secondary power system according to a second embodiment of the present utility model;

FIG. 10 is a schematic diagram of another dual motor configuration of the secondary power system according to the second embodiment of the present utility model;

FIG. 11 is a schematic diagram of another dual motor configuration of a secondary power system according to a second embodiment of the present utility model;

FIG. 12 is a schematic diagram of another dual motor configuration of the secondary power system according to the second embodiment of the present utility model;

FIG. 13 is a schematic diagram of another dual motor configuration of the secondary power system according to the second embodiment of the present utility model;

fig. 14 is a schematic structural diagram of another dual motor configuration of the secondary power system according to the second embodiment of the present utility model.

Reference numerals illustrate:

1. an engine; 10. a power output shaft; 11. a coiling disc;

2. a motor; 201. a first motor drive gear; 202. a second motor drive gear;

3. a differential; 300. an output gear;

40. a clutch; 411. a first synchronizer; 412. a second synchronizer; 413. a third synchronizer;

5. an input shaft; 501. a first drive gear; 502. a second drive gear; 530. a reverse gear intermediate shaft; 531. a third drive gear; 532. an intermediate gear; 533. a third driven gear;

6. an output shaft; 601. a first driven gear; 602. a second driven gear;

711. a sun gear; 712. a planet wheel; 713. a planet carrier; 714. a gear ring;

8. an auxiliary driving motor; 800. an intermediate shaft; 81. a motor shaft gear; 811. a first motor shaft gear; 812. a second motor shaft gear;

82. a drive shaft gear; 821. a first drive shaft gear; 822. a second drive shaft gear;

831. a first countershaft gear; 832. a second countershaft gear; 833. a third countershaft gear;

841. a parallel synchronizer; 842. a gear shift synchronizer; 85. a secondary differential;

9. a wheel; 90. a drive shaft.

Detailed Description

It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.

In the description of the present utility model, it should be noted that, if terms indicating an orientation or positional relationship such as "upper, lower, left, right, front, rear, inner, outer" or the like are used, they are based on the orientation or positional relationship shown in the drawings, only for convenience of describing the present utility model, and do not indicate or imply that the apparatus or elements to be referred to must have a specific orientation, be constructed or operated in a specific orientation, and thus should not be construed as limiting the present utility model.

Furthermore, in the description of the present utility model, the terms "mounted," "connected," and "connected," are to be construed broadly, unless otherwise specifically defined. For example, the connection may be a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; either directly or indirectly through intermediaries, or in communication with each other. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art in combination with specific cases. The terms first, second, third, fourth, etc. are used in the description of the present utility model only to distinguish between similar features at different locations, or uses, etc. for the purpose of avoiding ambiguity, confusion, and should not be construed as indicating or implying relative importance.

The utility model will be described in detail below with reference to the drawings in connection with embodiments.

Example 1

The embodiment relates to a hybrid variable speed drive system, which is beneficial to optimizing the spatial arrangement of the hybrid variable speed drive system; an exemplary structure thereof is shown in fig. 1.

In general, the hybrid variable speed drive system includes an engine 1, an electric machine 2, and a transmission. The transmission is provided with an input shaft 5 and an output shaft 6 which are arranged in parallel, a power output shaft 10 of the engine 1 is connected with the input shaft 5 through a clutch 40, and the motor 2 is sleeved on the output shaft 6 and is in transmission connection with the input shaft 5 through a motor transmission gear set. Furthermore, two sets of transmission mechanisms are provided between the input shaft 5 and the output shaft 6, and a first synchronizer 411 is provided between the two transmission mechanisms, the first synchronizer 411 being capable of selecting one of the two sets of transmission mechanisms to form a power transmission between the input shaft 5 and the output shaft 6.

The hybrid variable speed drive system of the embodiment can be used as a main power system of a vehicle; meanwhile, the main power system is used as a hybrid power system and has various driving modes such as pure electric driving, engine driving, hybrid driving and the like. The primary power system may be used to drive a front or rear axle of a vehicle, in this embodiment, a front axle is illustrated.

Specifically, a clutch 40 is provided between the power output shaft 10 and the input shaft 5 of the engine 1 for engaging or disengaging the two. In the pure electric mode, the clutch 40 is disconnected to disconnect the engine 1, and the motor 2 only drives the input shaft 5 to rotate through the motor transmission gear set, and then drives the output shaft 6 through the transmission mechanism to drive the wheels 9 of the front axle to rotate. In the engine driving mode, the clutch 40 is engaged, and the power of the engine 1 is input to the input shaft 5 and output to the differential 3 of the front axle through the output gear 300 on the output shaft 6 after shifting; meanwhile, the motor 2 can be driven to operate to generate electricity through the motor transmission gear set. In the hybrid mode, the clutch 40 is engaged, and the engine 1 and the motor 2 simultaneously operate to output power to the input shaft 5; the hybrid variable speed drive system receives the input of power and outputs the power to the differential 3 of the front axle through the output gear 300 on the output shaft 6 after the speed change, and the differential 3 drives the wheels 9 on the corresponding side to rotate through the drive shafts 90 on both sides. In addition, the power output shaft 10 of the present embodiment is further provided with a flexible disc 11, which is beneficial to reducing the temperature difference between the upper cylinder and the lower cylinder of the engine 1 and reducing the moment variation of the engine 1 in the process of running.

There are many transmission and arrangement forms between the motor 2 and the input shaft 5, in this embodiment, the motor 2 is provided at the end of the output shaft 6 facing the engine 1, and the motor transmission gear set includes a first motor transmission gear 201 sleeved on the output shaft 6, and a second motor transmission gear 202 fixedly mounted on the input shaft 5, where the first motor transmission gear 201 is located between the motor 2 and the transmission mechanism, and the second motor transmission gear 202 is located between the transmission mechanism and the clutch 40. The motor 2 is arranged at one end of the output shaft 6 facing the engine 1, and correspondingly, a motor transmission gear set of the motor 2 is arranged at one side of the transmission mechanism close to the engine 1, so that the reasonable arrangement of the two power sources of the engine 1 and the motor 2 and the transmission mechanism in the axial partition of the hybrid variable speed drive system is realized, the overall layout optimization effect of the hybrid variable speed drive system is further improved, and the reasonable arrangement of different functional components is facilitated.

There are also various designs for the arrangement of the transmission between the input shaft 5 and the output shaft 6. In this embodiment, the transmission includes a first gear set and a second gear set. The first gear set includes a first driving gear 501 fixed on the input shaft 5 and a first driven gear 601 sleeved on the output shaft 6, the second gear set includes a second driving gear 502 fixed on the input shaft 5 and a second driven gear 602 sleeved on the output shaft 6, and the first synchronizer 411 is disposed on the output shaft 6 between the first driven gear 601 and the second driven gear 602.

Wherein, the first driving gear 501 is in meshed connection with the first driven gear 601, and the second driving gear 502 is in meshed connection with the second driven gear 602; the first synchronizer 411 is selectively connected to the first driven gear 601 or the second driven gear 602 to achieve either an I-gear or an II-gear transmission of the transmission. Alternatively, the first synchronizer 411 may be disengaged from the first driven gear 601 and the second driven gear 602 at the same time, so that a speed change transmission between the input shaft 5 and the output shaft 6 is realized by a planetary gear train and a sub-transmission mechanism described below, to realize an ultra-low gear transmission of the transmission. The first gear set and the second gear set adopt a double-gear meshed transmission mode, so that the structure is more concise and efficient; the first synchronizer 411 is correspondingly sleeved with a gear, so that the separation or connection state between the gear and the shaft body can be changed conveniently, and the gear can be switched.

As mentioned above, in the present embodiment, as also shown in fig. 1, a planetary gear train is provided on the input shaft 5, and a sub-transmission mechanism is provided between the input shaft 5 and the output shaft 6. Meanwhile, a second synchronizer 412 is provided between the planetary gear train and the sub-transmission mechanism; the second synchronizer 412 is used to selectively connect the planetary gear train and the sub-transmission mechanism to form a power transmission between the input shaft 5 and the output shaft 6.

The first synchronizer 411 is used for selecting a first transmission mechanism or a second transmission mechanism to realize power transmission between the input shaft 5 and the output shaft 6, and the second synchronizer 412 is used for selecting a planetary gear train and a secondary transmission mechanism to realize power transmission between the input shaft 5 and the output shaft 6. For ease of arrangement, the planetary gear train of the present embodiment is provided at the end of the output shaft 6 remote from the engine 1.

By arranging a planetary gear train on the input shaft 5 and forming a third power transmission path outside the first transmission mechanism and the second transmission mechanism by utilizing a secondary transmission mechanism arranged between the input shaft 5 and the output shaft 6, the power transmission of three gears between the input shaft 5 and the output shaft 6 can be realized by virtue of the power switching control of the first synchronizer 411 and the second synchronizer 412, and the ultra-low gear mode output of the hybrid transmission driving system can be well realized; the cooperative control of the first synchronizer 411 and the second synchronizer 412 can realize smooth power transmission path conversion among the first transmission mechanism, the second transmission mechanism and the auxiliary transmission mechanism, so that the hybrid transmission driving system is convenient for switching control between the I gear, the II gear and the ultra-low speed gear used in the off-road mode.

In addition, the secondary transmission mechanism of the present embodiment includes a third driving gear 531 fitted over the input shaft 5, a third driven gear 533 fixed to the output shaft 6, and an intermediate gear 532 provided between the third driving gear 531 and the third driven gear 533; a reverse intermediate shaft 530 is provided between the input shaft 5 and the output shaft 6, and an intermediate gear 532 is rotatably provided on the reverse intermediate shaft 530. The second synchronizer 412 is provided between the first planetary gear train and the third driving gear 531, and the third synchronizer 413 is provided between the first transmission mechanism and the third driving gear 531 on the input shaft 5.

The auxiliary transmission mechanism adopts the arrangement mode and can play the effect of reverse gear transmission. When the second synchronizer 412 is in the disengaged state, the first planetary gear train does not participate in the transmission; at this time, the third synchronizer 413 and the third driving gear 531 are engaged, and a reverse gear transmission mode is realized between the input shaft 5 and the output shaft 6 through the sub-transmission mechanism.

Based on the above arrangement, the first planetary gear train of the present embodiment includes the sun gear 711 provided on the input shaft 5, the plurality of planetary gears 712 provided around the sun gear 711, and the ring gear 714 engaged with each of the planetary gears 712; one of the ring gear 714 and the planet carrier 713 of the planet gears 712 is fixedly connected to the housing of the hybrid variable speed drive system, and the other is engaged with the second synchronizer 412. The second synchronizer 412 adopts a bidirectional single-sided synchronizer, and the bidirectional single-sided synchronizer selectively connects the planet carrier 713 or the ring gear 714 with the third driving gear 531, thereby realizing transmission in the ultra-low gear mode.

In this embodiment, the planet carrier 713 is fixedly connected to the housing of the hybrid variable speed drive system, and the ring gear 714 rotates with the rotation of the sun gear 711; when the second synchronizer 412 engages the ring gear 714 and the third driving gear 531, the third synchronizer 413 disengages the third driving gear 531, and an ultra-low gear transmission path of the input shaft 5→the first planetary gear train→the sub-transmission mechanism→the output shaft 6 is formed. The third synchronizer 413 and the second synchronizer 412 are cooperatively controlled, so that power on-off between the auxiliary transmission mechanism and the first planetary gear train can be realized, and flexible switching between the reverse gear and the ultra-low gear of the hybrid transmission driving system can be conveniently realized. It is apparent that the second synchronizer 412 may be a bidirectional single-sided synchronizer or a bidirectional double-sided synchronizer.

Based on the above-described arrangement, in different drive modes, different power transmission paths can be formed in the hybrid transmission drive system by controlling the engaged and disengaged states of the respective power switching mechanisms according to the needs of the vehicle gear. The power transmission cases of different gears in the hybrid drive mode will be described in detail with reference to fig. 2 to 5; wherein the heavy solid lines in the respective figures indicate the power transmission paths in the respective gear positions, and the arrows on the heavy solid lines indicate the directions of the power transmission.

As shown in fig. 2, in the I-range driving state, the clutch 40 is engaged, the first synchronizer 411 is engaged to the first driven gear 601, and the third synchronizer 413 and the second synchronizer 412 are both in the off state; the power output from the engine 1 and the motor 2 sequentially passes through: the input shaft 5→the first driving gear 501→the first driven gear 601→the first synchronizer 411→the output shaft 6→the output gear 300→the differential 3→the drive shaft 90, thereby driving the wheels 9 to rotate.

As shown in fig. 3, in the gear II driving state, the clutch 40 is engaged, the first synchronizer 411 is engaged to the second driven gear 602, and the third synchronizer 413 and the second synchronizer 412 are both in the disengaged state; the power output from the engine 1 and the motor 2 sequentially passes through: the input shaft 5→the second driving gear 502→the second driven gear 602→the first synchronizer 411→the output shaft 6→the output gear 300→the differential 3→the drive shaft 90, thereby driving the wheels 9 to rotate.

As shown in fig. 4, in the reverse drive state, the clutch 40 is engaged, the first synchronizer 411 is disengaged, the third synchronizer 413 is engaged to the third driving gear 531, and the second synchronizer 412 is in the disengaged state; the power output from the engine 1 and the motor 2 sequentially passes through: the input shaft 5→the third synchronizer 413→the third driving gear 531→the intermediate gear 532→the third driven gear 533→the output shaft 6→the output gear 300→the differential 3→the drive shaft 90, thereby driving the wheels 9 to rotate.

As shown in fig. 5, in the ultra-low range driving state, the clutch 40 is engaged, both the first synchronizer 411 and the third synchronizer 413 are disengaged, and the second synchronizer 412 engages the third driving gear 531 and the ring gear 714; the power output from the engine 1 and the motor 2 sequentially passes through: the input shaft 5→the sun gear 711→the planet gears 712→the ring gear 714→the second synchronizer 412→the third driving gear 531→the intermediate gear 532→the third driven gear 533→the output shaft 6→the output gear 300→the differential 3→the drive shaft 90, thereby driving the wheels 9 to rotate. In the gear, the hybrid variable speed driving system can output power at extremely low output rotating speed and extremely high output torque, and is particularly suitable for vehicle getting rid of poverty under off-road conditions.

In summary, in the hybrid variable speed driving system of the embodiment, the input shaft 5 and the output shaft 6 which are arranged in parallel are adopted, and the two power sources of the engine 1 and the motor 2 are respectively arranged corresponding to the input shaft 5 and the output shaft 6, so that the engine 1 and the motor 2 are staggered in the radial direction of the hybrid variable speed driving system, the arrangement in the axial direction is more compact, the occupation of the whole space is less, the whole layout of the hybrid variable speed driving system is facilitated to be improved, and the structural compactness of the hybrid variable speed driving system is improved.

In addition, in the hybrid variable speed driving system of the embodiment, by arranging the planetary gear mechanism on the input shaft 5 or the output shaft 6, the variable speed transmission with a large transmission ratio can be realized between the input shaft 5 and the output shaft 6 or between the output shaft 6 and the output gear 300 of the output shaft 6 by means of the characteristics of stable transmission performance and a large transmission ratio of the planetary gear mechanism, so that the ultra-low speed gear mode output of the hybrid variable speed driving system is realized, the torque input of the wheel end of a vehicle can be increased, the vehicle has good obstacle surmounting and getting rid of capability, and the power output performance of the hybrid variable speed driving system when the vehicle faces to off-road conditions can be improved.

Example two

The embodiment relates to an automobile hybrid four-wheel drive assembly for driving wheels 9 of a front axle and a rear axle of a hybrid automobile, wherein the automobile hybrid four-wheel drive assembly comprises a hybrid variable speed drive system and a secondary drive system provided by the first embodiment; the hybrid variable speed drive system and the secondary drive system interchangeably drive the wheels 9 of the front axle and the rear axle, respectively.

Various exemplary configurations of the secondary power system in the hybrid four-wheel drive assembly of the vehicle are shown in fig. 6-14, respectively. The exchangeable means that the hybrid variable speed driving system can be used for driving the front axle, and the auxiliary power system is used for driving the rear axle; or the two are in position exchange, the hybrid variable speed drive system is used for driving the rear axle, and the auxiliary power system is used for driving the front axle. The hybrid four-wheel drive assembly of the automobile has the technical advantages of the hybrid variable speed drive system, and can form four-wheel drive for the hybrid automobile.

It should be noted that the auxiliary power system may be configured with only one motor, or may be configured with two motors. When one motor is provided, the sub power system includes a sub-drive motor 8, and a sub-differential 85 provided between drive shafts 90 of the wheels 9 on the left and right sides, the sub-drive motor 8 being connected to the sub-differential 85 directly or through a speed change mechanism having a plurality of gears.

When one sub-driving motor 8 is provided, as shown in fig. 6, the sub-driving motor 8 and the sub-differential 85 may be integrally provided, and the sub-driving motor 8 drives the sub-differential 85 to rotate the driving shafts 90 on both sides. Alternatively, as shown in fig. 7 and 8, the sub-drive motor 8 is drivingly connected to the sub-differential 85 between the side drive shafts 90 through a set of speed change mechanisms. For the specific configuration of the speed change mechanism, the speed change mechanism can be flexibly arranged according to the transmission and speed change requirements between the auxiliary driving motor 8 and the wheels 9. The auxiliary power system adopts a driving mode of matching a single motor with the auxiliary differential mechanism 85, has the advantages of simple structure, less number of configured motors and the like, and can reduce the configuration cost of the auxiliary power system.

For example, referring to fig. 7, an intermediate shaft 800 is provided between the motor shaft of the sub-drive motor 8 and the sub-differential 85, a motor shaft gear 81 is provided on the motor shaft of the sub-drive motor 8, a first intermediate shaft gear 831 and a second intermediate shaft gear 832 are provided on the intermediate shaft 800 at intervals, and a drive shaft gear 82 is provided on the sub-differential 85; wherein, the motor shaft gear 81 is meshed with the first intermediate shaft gear 831, and the second intermediate shaft gear 832 is meshed with the driving shaft gear 82, so as to form a variable speed transmission path, thereby realizing stable variable speed transmission effect.

For another example, referring to fig. 8, an intermediate shaft 800 is disposed between a motor shaft of the auxiliary driving motor 8 and the auxiliary differential 85, a first motor shaft gear 811 and a second motor shaft gear 812 are disposed on the motor shaft of the auxiliary driving motor 8 at intervals, a first intermediate shaft gear 831, a second intermediate shaft gear 832 and a third intermediate shaft gear 833 are sleeved on the intermediate shaft 800 at intervals, and a driving shaft gear 82 is disposed on the auxiliary differential 85; wherein, first motor shaft gear 811 is in meshed connection with first jackshaft gear 831, second motor shaft gear 812 is in meshed connection with second jackshaft gear 832, and third jackshaft gear 833 is in meshed connection with drive shaft gear 82. At this time, a gear shift synchronizer 842 is provided on the intermediate shaft 800 between the first intermediate shaft gear 831 and the second intermediate shaft gear 832, and the gear shift can be switched, so that two gear shift transmission paths with different transmission ratios of the gear shift mechanism are formed, and the wheels 9 can be driven in a two-gear speed-adjusting manner, thereby realizing a stable gear shift transmission effect.

When two sub-drive motors 8 are provided, the sub-power system of the present embodiment has two sub-drive motors 8, as shown in fig. 9 to 14, and the two sub-drive motors 8 are provided corresponding to the drive shafts 90 of the wheels 9 on the left and right sides, respectively. The two pairs of driving motors 8 are respectively and directly arranged on the driving shafts 90 on the corresponding sides, and a parallel synchronizer 841 is arranged between the two driving shafts 90. Alternatively, the two pairs of driving motors 8 are respectively connected with the driving shafts 90 on the corresponding sides through a group of speed changing mechanisms in a transmission way, and a parallel synchronizer 841 is arranged between the two groups of speed changing mechanisms; the specific configuration of the transmission mechanism of each group and the arrangement position of the parallel synchronizer 841 can be flexibly set according to the transmission and speed change requirements between the sub-drive motor 8 and the wheels 9. The speed change mechanism can be arranged into a one-gear, two-gear or multiple-gear speed change mode according to the gear change requirement, and the gear can be switched through the synchronizer.

For example, referring to fig. 9, the sub-drive motor 8 is directly disposed on the drive shaft 90 on the corresponding side, and a parallel synchronizer 841 is provided between the two drive shafts 90. For another example, referring to fig. 10, a motor shaft gear 81 is provided on the motor shaft of the sub-driving motor 8, a driving shaft gear 82 is provided on the driving shaft 90 on the corresponding side, and the motor shaft gear 81 and the driving shaft gear 82 are engaged for transmission to form a speed change mechanism; a parallel synchronizer 841 is provided between the two sets of speed change mechanisms. Of course, the parallel synchronizer 841 may be provided between the two drive shafts 90, or between the motor shafts of the two sub-drive motors 8.

For another example, referring to fig. 11, an intermediate shaft 800 is provided between the motor shaft of the sub-driving motor 8 and the driving shaft 90 on the corresponding side, a motor shaft gear 81 is provided on the motor shaft of the sub-driving motor 8, a first intermediate shaft gear 831 and a second intermediate shaft gear 832 are provided on the intermediate shaft 800 at intervals, and a driving shaft gear 82 is provided on the driving shaft 90; wherein, the motor shaft gear 81 is meshed with the first intermediate shaft gear 831, and the second intermediate shaft gear 832 is meshed with the driving shaft gear 82, so as to form a variable speed transmission path, thereby realizing stable variable speed transmission effect. The parallel synchronizer 841 may be disposed at a plurality of positions on two sets of speed changing mechanisms, for example, between motor shafts of two sub-driving motors 8 shown in the drawing; of course, the parallel synchronizer 841 may also be provided between the two drive shafts 90 or between the two intermediate shafts 800.

Or referring to fig. 12, a first motor shaft gear 811 and a second motor shaft gear 812 are provided at intervals on the motor shaft of the sub-drive motor 8, and a first drive shaft gear 821 and a second drive shaft gear 822 are provided at intervals on the drive shaft 90 on the corresponding side. The first motor shaft gear 811 is in meshed connection with the first driving shaft gear 821, the second motor shaft gear 812 is in meshed connection with the second driving shaft gear 822, and the parallel synchronizer 841 is arranged between motor shafts of the auxiliary driving motors 8 on two sides; of course, the parallel synchronizer 841 may also be provided between the two drive shafts 90.

Alternatively, referring to fig. 13, an intermediate shaft 800 is provided between the motor shaft of the sub-drive motor 8 and the corresponding drive shaft 90. The motor shaft of the auxiliary driving motor 8 is provided with a first motor shaft gear 811 and a second motor shaft gear 812 at intervals, the intermediate shaft 800 is provided with a first intermediate shaft gear 831, a third intermediate shaft gear 833 and a second intermediate shaft gear 832 at intervals, and the driving shaft 90 is provided with a driving shaft gear 82. Wherein, the first motor shaft gear 811 is meshed with the first intermediate shaft gear 831, the second motor shaft gear 812 is meshed with the second intermediate shaft gear 832, and the third intermediate shaft gear 833 is meshed with the driving shaft gear 82; meanwhile, a gear-shifting synchronizer 842 is arranged on the intermediate shaft 800 between the first intermediate shaft gear 831 and the second intermediate shaft gear 832, and the gear can be shifted, so that two variable transmission paths with different transmission ratios of the speed change mechanism are formed. The parallel synchronizer 841 may be provided between the driving shafts 90 on both sides; of course, the parallel synchronizer 841 may also be provided between the motor shafts of the two sub-drive motors 8 or between the two intermediate shafts 800.

Alternatively, referring to fig. 14, an intermediate shaft 800 is provided between the motor shaft of the sub-drive motor 8 and the corresponding drive shaft 90. A motor shaft gear 81 is arranged on a motor shaft of the auxiliary driving motor 8, a first intermediate shaft gear 831, a third intermediate shaft gear 833 and a second intermediate shaft gear 832 are arranged on the intermediate shaft 800 at intervals, and a first driving shaft gear 821 and a second driving shaft gear 822 are sleeved on the driving shaft 90 at intervals. Wherein, the motor shaft gear 81 is in meshed connection with the third intermediate shaft gear 833, the first intermediate shaft gear 831 is in meshed connection with the first drive shaft gear 821, and the second intermediate shaft gear 832 is in meshed connection with the second drive shaft gear 822; meanwhile, a gear shift synchronizer 842 is provided on the drive shaft 90 between the first drive shaft gear 821 and the second drive shaft gear 822, and the gear shift can be switched, so that two gear shift transmission paths with different transmission ratios of the gear shift mechanism are formed. The parallel synchronizer 841 may be disposed between the intermediate shafts 800 on both sides; of course, the parallel synchronizer 841 may also be provided between the motor shafts of the two sub-drive motors 8 or between the two drive shafts 90.

In general, two auxiliary driving motors 8 are adopted to respectively drive the wheels 9 on the left side and the right side, so that the configuration of an auxiliary differential mechanism 85 can be omitted; moreover, by arranging the parallel synchronizer 841 between the driving shafts 90 or the speed change mechanisms on the left side and the right side, not only the driving forces on the two sides can be released, but also the differential effect can be realized, and when the vehicle wheels 9 on one side are difficult to get out of the way due to bad road conditions, the parallel synchronizer 841 can also timely engage the driving shafts 90 on the two sides, so that the power of the two auxiliary driving motors 8 is transmitted to the vehicle wheels 9 to be out of the way in a combined way, and the escaping capability of the vehicle is improved.

The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the utility model.

Claims (10)

1. A hybrid variable speed drive system, characterized by:

comprises an engine (1), a motor (2) and a transmission;

the transmission is provided with an input shaft (5) and an output shaft (6) which are arranged in parallel, a power output shaft (10) of the engine (1) is connected with the input shaft (5) through a clutch (40), and the motor (2) is sleeved on the output shaft (6) and is in transmission connection with the input shaft (5) through a motor transmission gear set;

two groups of transmission mechanisms are arranged between the input shaft (5) and the output shaft (6), a first synchronizer (411) is arranged between the two transmission mechanisms, and the first synchronizer (411) can select one of the two groups of transmission mechanisms to form power transmission between the input shaft (5) and the output shaft (6).

2. The hybrid variable speed drive system of claim 1, wherein:

the transmission mechanism comprises a first gear set and a second gear set;

the first gear set comprises a first driving gear (501) fixedly arranged on the input shaft (5) and a first driven gear (601) sleeved on the output shaft (6), and the second gear set comprises a second driving gear (502) fixedly arranged on the input shaft (5) and a second driven gear (602) sleeved on the output shaft (6);

the first synchronizer (411) is arranged on the output shaft (6) between the first driven gear (601) and the second driven gear (602).

3. The hybrid variable speed drive system of claim 1, wherein:

the motor (2) is arranged at one end of the output shaft (6) facing the engine (1), and the motor transmission gear set comprises a first motor transmission gear (201) sleeved on the output shaft (6) and a second motor transmission gear (202) fixedly arranged on the input shaft (5);

the first motor drive gear (201) is located between the motor (2) and the drive mechanism, and the second motor drive gear (202) is located between the drive mechanism and the clutch (40).

4. The hybrid variable speed drive system of claim 1, wherein:

a flexible disc (11) is arranged on the power output shaft (10).

5. The hybrid variable speed drive system of claim 1, wherein:

a planetary gear train is arranged on the input shaft (5), a secondary transmission mechanism is arranged between the input shaft (5) and the output shaft (6), and a second synchronizer (412) is arranged between the planetary gear train and the secondary transmission mechanism;

the second synchronizer (412) is for selectively connecting the planetary gear train and the sub-transmission mechanism to form a power transmission between the input shaft (5) and the output shaft (6).

6. The hybrid variable speed drive system of claim 5, wherein:

the auxiliary transmission mechanism comprises a third driving gear (531) sleeved on the input shaft (5), a third driven gear (533) fixedly arranged on the output shaft (6), and an intermediate gear (532) arranged between the third driving gear (531) and the third driven gear (533);

the second synchronizer (412) is arranged between the planetary gear train and the third driving gear (531), and a third synchronizer (413) is arranged on the input shaft (5) between the transmission mechanism and the third driving gear (531).

7. The hybrid variable speed drive system of claim 6, wherein:

the sun gear (711) of the planetary gear train is arranged on the input shaft (5);

the second synchronizer (412) adopts a bidirectional single-sided synchronizer which selectively connects a carrier (713) or a ring gear (714) of the planetary gear train with the third driving gear (531).

8. The utility model provides a car mixes moves four drive assembly for drive mixed car front axle and rear axle's wheel (9), its characterized in that:

the hybrid four-wheel drive assembly of a vehicle comprises a hybrid variable speed drive system according to any one of claims 1 to 7 and a secondary drive system, which drive the wheels (9) of the front axle and the rear axle, respectively, interchangeably.

9. The automotive hybrid four-wheel drive assembly of claim 8, wherein:

the auxiliary driving system comprises an auxiliary driving motor (8) and an auxiliary differential mechanism (85) arranged between driving shafts (90) of the wheels (9) on the left side and the right side, and the auxiliary driving motor (8) is connected with the auxiliary differential mechanism (85) directly or through a speed change mechanism with a plurality of gears.

10. The automotive hybrid four-wheel drive assembly of claim 9, wherein:

the auxiliary driving system is provided with two auxiliary driving motors (8), and the two auxiliary driving motors (8) are respectively arranged corresponding to the driving shafts (90) on the left side and the right side;

the two auxiliary driving motors (8) are respectively and directly arranged on the driving shafts (90) at the corresponding sides, and a parallel synchronizer (841) is arranged between the two driving shafts (90); or, the two auxiliary driving motors (8) are respectively connected with the driving shafts (90) on the corresponding sides through speed change mechanisms with a plurality of gears in a transmission way, and a parallel synchronizer (841) is arranged between the two speed change mechanisms.