CN220910397U

CN220910397U - Automobile transmission system and automobile

Info

Publication number: CN220910397U
Application number: CN202323006688.8U
Authority: CN
Inventors: 王二朋; 王立维; 孙家振; 王建; 付军; 谭艳军; 林霄喆
Original assignee: Yiwu Geely Automatic Transmission Co ltd; Zhejiang Geely Holding Group Co Ltd; Ningbo Shangzhongxia Automatic Transmission Co Ltd; Ningbo Geely Royal Engine Components Co Ltd; Aurobay Technology Co Ltd
Current assignee: Yiwu Geely Automatic Transmission Co ltd; Zhejiang Geely Holding Group Co Ltd; Ningbo Shangzhongxia Automatic Transmission Co Ltd; Ningbo Geely Royal Engine Components Co Ltd; Aurobay Technology Co Ltd
Priority date: 2023-11-07
Filing date: 2023-11-07
Publication date: 2024-05-07
Anticipated expiration: 2033-11-07

Abstract

The utility model provides an automobile transmission system and an automobile, and relates to the technical field of automobile parts. According to the scheme, the middle part of the first-gear driven gear is recessed towards one side close to the second-gear driven gear to form the recessed part, and the bearing can move from the original axial side of the first-gear driven gear to the inside of the first-gear driven gear, namely, the recessed part, so that the arrangement of parts on the intermediate shaft is more compact, the length of the intermediate shaft is shortened, and the whole occupied space of a transmission system is reduced.

Description

Automobile transmission system and automobile

Technical Field

The utility model relates to the technical field of automobile parts, in particular to an automobile transmission system and an automobile.

Background

The automobile transmission system is used for driving a vehicle to run and generally comprises a shell, an engine, a motor, a transmission shaft, an intermediate shaft, a gear shifting driving gear, a gear shifting driven gear and the like, wherein the engine, the motor and other power sources are in driving connection with the transmission shaft, a plurality of gear shifting driving gears are arranged on the transmission shaft at intervals, a plurality of gear shifting driven gears are arranged on the intermediate shaft at intervals, and each gear shifting driving gear is meshed with the corresponding gear shifting driven gear respectively so as to transmit power to the intermediate shaft. The gear shifting driven gear comprises a first-gear driven gear and a second-gear driven gear which are sequentially arranged, one end of the intermediate shaft, which is close to the first-gear driven gear, is rotationally connected with the shell through a bearing, namely, two sides of the first-gear driven gear are respectively adjacent to the bearing and the second-gear driven gear, and the first-gear driven gear, the second-gear driven gear and the bearing are generally arranged at intervals and in parallel along the axis direction of the intermediate shaft, so that the whole occupied space of the transmission system is larger.

Disclosure of utility model

The utility model aims to solve the technical problem that the existing automobile transmission system occupies a large space.

In one aspect, the utility model provides an automobile transmission system, which comprises a gear shifting driven gear, an intermediate shaft and a bearing, wherein the gear shifting driven gear comprises a first-gear driven gear and a second-gear driven gear, the first-gear driven gear and the second-gear driven gear are sequentially arranged on the intermediate shaft along the axial direction, the middle part of the first-gear driven gear is recessed towards one side close to the second-gear driven gear to form a recessed part, and the bearing is sleeved on the intermediate shaft and is at least partially positioned in the recessed part.

According to the automobile transmission system, the intermediate shaft sequentially passes through the bearing, the first-gear driven gear and the second-gear driven gear, the intermediate shaft can be rotationally connected with the shell through the bearing, the first-gear driven gear and the second-gear driven gear can be respectively meshed with the corresponding gear shifting driving gears, the positions of the outer gear ring of the first-gear driven gear and the outer gear ring of the second-gear driven gear can be kept unchanged relatively under the condition that the positions of the gear shifting driving gears are unchanged, the middle part of the first-gear driven gear is recessed towards one side close to the second-gear driven gear to form a recessed part, so that the bearing can be moved from the original position at one axial side of the first-gear driven gear, or the outer part of the first-gear driven gear is moved towards the position close to the second-gear driven gear to the position at least partially positioned in the first-gear driven gear, namely the recessed part, the arrangement of parts on the intermediate shaft is more compact, the length of the intermediate shaft can be shortened, and the whole occupied space of the transmission system is reduced.

Optionally, the first-gear driven gear comprises a hub, a spoke and a gear ring, the center of the hub is closer to the second-gear driven gear relative to the center of the gear ring, the hub is connected with the gear ring through the spoke, the hub and the spoke enclose to form the concave part, and the first-gear driven gear is sleeved on the intermediate shaft through the hub.

Optionally, a connecting line between one end of the spoke, which is close to the gear ring, and one end of the spoke, which is close to the hub, is inclined relative to the axis of the first-gear driven gear.

Optionally, an included angle between the axis of the first-gear driven gear and the connecting line is greater than or equal to 45 degrees and less than 90 degrees.

Optionally, the automobile transmission system further comprises a shell, the intermediate shaft is located in the shell, and the intermediate shaft is rotatably connected with the shell through the bearing.

Optionally, the automobile transmission system further comprises a gear shifting driving gear, a transmission shaft and a power source device, wherein the gear shifting driving gear comprises a first gear driving gear and a second gear driving gear, the power source device is in driving connection with the transmission shaft, the first gear driving gear is sleeved on the transmission shaft and is used for being meshed with the first gear driven gear, and the second gear driving gear is used for being meshed with the second gear driven gear.

Optionally, the gear shift driven gear further includes a third gear driven gear, the gear shift driving gear further includes a third gear driving gear, the third gear driven gear is disposed on the intermediate shaft, and the third gear driven gear is disposed on one side of the second gear driven gear away from the first gear driven gear, the third gear driving gear is disposed on the transmission shaft, and the third gear driving gear is disposed on one side of the second gear driving gear away from the first gear driving gear, and the third gear driving gear is used for meshing with the third gear driven gear.

Optionally, the power source device includes engine, first motor and second motor, car transmission system still includes clutch, first gear train and synchronous ware, the engine pass through the clutch with the one end drive of transmission shaft is connected, first motor passes through first gear train with the transmission shaft is connected, the second motor is located the transmission shaft is kept away from the one end of engine and the output shaft of second motor with first gear driving gear is connected, synchronous ware is used for making at least one of first gear driving gear, second gear driving gear and third gear driving gear with the transmission shaft is connected.

Optionally, the automobile transmission system further comprises a differential and a second gear set, wherein the differential is connected with the intermediate shaft through the second gear set;

And/or, the automobile transmission system further comprises a parking gear, wherein the parking gear is sleeved on the intermediate shaft, and the parking gear is positioned in the first-gear driven gear connection.

Another embodiment of the present utility model provides an automobile, including the above-mentioned automobile transmission system. The advantages of the vehicle over the prior art are the same as those of the vehicle transmission system described above and will not be repeated.

Drawings

FIG. 1 is a schematic diagram of an automotive transmission system according to an embodiment of the present utility model;

FIG. 2 is an enlarged schematic illustration of a portion of an automotive transmission system according to an embodiment of the present utility model;

FIG. 3 is a schematic view of a first-gear driven gear according to an embodiment of the present utility model;

Fig. 4 is a schematic diagram of an automotive transmission system according to an embodiment of the present utility model.

Reference numerals illustrate:

1. A shift driven gear; 101. a first gear driven gear; 1011. a hub; 1012. a spoke; 1013. a gear ring; 102. a second gear driven gear; 103. a third gear driven gear; 2. a bearing; 3. an intermediate shaft; 4. a housing; 5. a shift drive gear; 501. a first gear drive gear; 502. a second gear drive gear; 503. a third gear drive gear; 6. a transmission shaft; 701. an engine; 702. a first motor; 703. a second motor; 8. a clutch; 9. a first gear set; 10. a synchronizer; 1001. a first synchronizer; 1002. a second synchronizer; 11. a differential; 12. a second gear set; 13. parking gear.

Detailed Description

In order that the above objects, features and advantages of the utility model will be readily understood, a more particular description of the utility model will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings.

In the description of the present utility model, unless explicitly stated and limited otherwise, the terms "mounted," "connected," "coupled," and "mated" are to be construed broadly, and may be, for example, fixedly coupled, detachably coupled, or integrally coupled; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those skilled in the art according to the specific circumstances.

In addition, in the description of the present utility model, it should be noted that terms such as "upper", "lower", "front", "rear", etc. in the embodiments indicate terms of orientation, and only for simplifying the positional relationship of the description based on the drawings of the specification, it does not represent that the elements and devices etc. referred to must be operated according to the operations and methods and configurations defined in the specific orientation and limitation of the present utility model, and such orientation terms do not constitute limitations of the present utility model.

Herein, a YZ coordinate system is established in which the forward direction of the Y axis represents the left direction, the reverse direction of the Y axis represents the right direction, the forward direction of the Z axis represents the upper direction, and the reverse direction of the Z axis represents the lower direction. It should also be noted that the foregoing Y-axis and Z-axis are meant to be illustrative of the present utility model and to simplify the description, and are not intended to indicate or imply that the devices or elements referred to must be in a particular orientation, be constructed and operated in a particular orientation, and are not to be construed as limiting the utility model.

As shown in fig. 1, 2 and 4, the automotive transmission system according to the embodiment of the utility model includes a shift driven gear 1, a bearing 2 and an intermediate shaft 3, where the shift driven gear 1 includes a first gear driven gear 101 and a second gear driven gear 102, the first gear driven gear 101 and the second gear driven gear 102 are sequentially disposed on the intermediate shaft 3 along an axial direction, a middle portion of the first gear driven gear 101 is recessed toward a side close to the second gear driven gear 102 to form a recess portion, and the bearing 2 is sleeved on the intermediate shaft 3 and is at least partially located in the recess portion.

Generally, the gear is provided with a shaft hole in the middle and a gear ring on the outer periphery, the plane of the shaft hole coincides with the plane of the gear ring, or the center of the shaft hole coincides with the center of the gear ring, and other parts can only be arranged on two sides of the gear in the axial direction.

In this embodiment, the intermediate shaft 3 may be extended in the direction shown by the Y-axis, and the first-gear driven gear 101 is coaxially disposed with the bearing 2, and the bearing 2 may be a tapered roller bearing. The middle part of first gear driven gear 101 is sunken to one side of axial and forms the depressed part, and the depressed part can be V type, U type etc. the depressed part of first gear driven gear 101 and the middle part of second gear driven gear 102 are equipped with the shaft hole that runs through along the axial respectively, and on jackshaft 3 was located through corresponding shaft hole cover to first gear driven gear 101, second gear driven gear 102, jackshaft 3 accessible bearing 2 and casing 4 rotate to be connected, and first gear driven gear 101 and second gear driven gear 102 can mesh with the gear shift driving gear that corresponds respectively. Under the condition that the position of the gear shifting driving gear is unchanged, the positions of the outer gear ring of the first-gear driven gear 101 and the outer gear ring of the second-gear driven gear 102 are relatively unchanged, the middle part of the first-gear driven gear 101 is recessed towards the side close to the second-gear driven gear 102 to form a recessed part, so that the bearing 2 can move from the original axial side of the first-gear driven gear 101 or the outer part of the first-gear driven gear 101 towards the direction close to the second-gear driven gear 102 to be at least partially positioned in the first-gear driven gear 101, namely the recessed part, the arrangement of parts on the intermediate shaft 3 is more compact, the length of the intermediate shaft 3 can be shortened, the whole occupied space of a transmission system is reduced, and an engine cabin can be better designed by automobile manufacturers to accommodate other important mechanical parts.

As shown in fig. 3, alternatively, the first-gear driven gear 101 includes a hub 1011, a spoke 1012 and a gear ring 1013, the center of the hub 1011 is closer to the second-gear driven gear 102 than the center of the gear ring 1013, the hub 1011 is connected with the gear ring 1013 through the spoke 1012, the hub 1011 and the spoke 1012 enclose to form the recess, and the first-gear driven gear 101 is sleeved on the intermediate shaft 3 through the hub 1011.

In this embodiment, the hub 1011 and the gear ring 1013 are coaxially disposed, and the gear ring 1013 is closer to the second-gear driven gear 102 than the hub 1011, that is, at least a portion of the hub 1011 is located outside the gear ring 1013, and the circumferential side wall of the hub 1011 may be connected to the gear ring 1013 through a plurality of spokes 1012, and each spoke 1012 is disposed around. The spokes 1012 may be straight or L-shaped. Each of the spokes 1012 and the hub 1011 define a recess having an opening facing the bearing 2.

As shown in fig. 3, alternatively, a line L1 connecting an end of the spoke 1012 near the ring gear 1013 and an end of the spoke 1012 near the hub 1011 is inclined with respect to an axis L2 of the first-gear driven gear 101.

In this embodiment, the spoke 1012 is a straight bar, and assuming that the bearing 2 is located at the left side of the first-gear driven gear 101, the spoke 1012 is gradually inclined from left to back toward the axis of the first-gear driven gear 101, that is, the first-gear driven gear 101 has a substantially conical structure, and the structure is stable.

Optionally, an angle α between the axis L2 of the first-gear driven gear 101 and the connecting line L1 is greater than or equal to 45 ° and less than 90 °.

In the present embodiment, the spokes 1012 are gradually inclined from left to right in the axial direction, and the size of the concave portion can be adjusted by the inclination angle of the spokes 1012. Considering the structural limitation, in order to avoid interference with the second gear driven gear on the right side, the included angle α between the axis L2 of the first gear driven gear 101 and the connecting line L1 is more than or equal to 45 ° and less than 90 °, so that the bearing 2 can be accommodated by the formed concave portion, and motion interference with surrounding structures can be avoided.

As shown in fig. 1-2, the automotive transmission system optionally further comprises a housing 4, said intermediate shaft 3 being located within said housing 4, and said intermediate shaft 3 being rotatably connected to said housing 4 by means of said bearing 2.

In this embodiment, the housing 4 may serve to protect the internal structure, the intermediate shaft 3 is rotatably connected to the housing 4 via the bearing 2, and the intermediate shaft 3 may rotate about the Y-axis relative to the housing 4.

As shown in fig. 1-2 and 4, the automotive transmission system optionally further comprises a gear shifting driving gear 5, a transmission shaft 6 and a power source device, wherein the gear shifting driving gear 5 comprises a first gear driving gear 501 and a second gear driving gear 502, the power source device is in driving connection with the transmission shaft 6, the first gear driving gear 501 is sleeved on the transmission shaft 6, the first gear driving gear 501 is used for being meshed with the first gear driven gear 101, and the second gear driving gear 502 is used for being meshed with the second gear driven gear 102.

In the present embodiment, the first-gear driving gear 501 of the shift driving gear 5 meshes with the ring gear 1013 of the first-gear driven gear 101 to achieve power transmission from the first-gear driving gear 501 to the first-gear driven gear 101 and the intermediate shaft 3, and then drives the subsequent structural movement. Similarly, the second drive gear 502 meshes with the second driven gear 102, and corresponding power transmission is achieved. Thus, multi-gear operation can be realized.

As shown in fig. 1-2 and 4, optionally, the shift driven gear 1 further includes a third driven gear 103, the shift driving gear 5 further includes a third driving gear 503, the third driven gear 103 is disposed on the intermediate shaft 3, the third driven gear 103 is located on a side of the second driven gear 102 away from the first driven gear 101, the third driving gear 503 is disposed on the transmission shaft 6, and the third driving gear 503 is located on a side of the second driving gear 502 away from the first driving gear 501, and the third driving gear 503 is used for meshing with the third driven gear 103.

In this embodiment, three shift driving gears 5 and three shift driven gears 1 are respectively provided, so that shift adjustment of three gears can be realized, a multi-gear driving mode can be realized, and the use requirements of different occasions can be better satisfied. In other embodiments, the shift driven gear 1 and the shift driving gear 5 may be provided with four gears respectively to constitute four gears, or five gears may be provided to constitute five gears.

As shown in fig. 1-2 and 4, optionally, the power source device includes an engine 701, a first motor 702 and a second motor 703, the automobile transmission system further includes a clutch 8, a first gear set 9 and a synchronizer 10, the engine 701 is drivingly connected with one end of the transmission shaft 6 through the clutch 8, the first motor 702 is connected with the transmission shaft 6 through the first gear set 9, the second motor 703 is located at an end of the transmission shaft 6 away from the engine 701, an output shaft of the second motor 703 is connected with the first gear driving gear 501, and the synchronizer 10 is used for connecting at least one of the first gear driving gear 501, the second gear driving gear 502 and the third gear driving gear 503 with the transmission shaft 6.

In this embodiment, the first motor 702 may be a P1 motor, the second motor 703 may be a P3 motor, and the clutch 8 may be used to cut off or combine the power transmission between the engine 701 and the transmission shaft 6. The first gear set 9 may include two intermeshing parallel shaft gears, one of which is connected to the output shaft of the first motor 702 and the other of which is connected to the drive shaft 6 to input power from the first motor 702 to the drive shaft 6 and output via the shift driving gear 5, the shift driven gear 1, and the intermediate shaft 3 in that order.

The synchronizer 10 may include a first synchronizer 1001 and a second synchronizer 1002, where the first synchronizer 1001 and the second synchronizer 1002 are both sleeved on the transmission shaft 6, the first synchronizer 1001 is disposed up and down with respect to the hub 1011 of the first gear driven gear 101, the first synchronizer 1001 is used to connect the first gear driving gear 501 with the transmission shaft 6, the second synchronizer 1002 may connect the second gear driving gear 502 with the transmission shaft 6, or the third gear driving gear 503 is connected with the transmission shaft 6, so that the first motor 702 and the engine 701 both have two gear outputs, and the second motor 703 has one gear output.

As shown in fig. 1 and 4, the automobile transmission system optionally further comprises a differential 11 and a second gear set 12, wherein the differential 11 is connected with the intermediate shaft 3 through the second gear set 12;

And/or, the automobile transmission system further comprises a parking gear 13, the parking gear 13 is sleeved on the intermediate shaft 3, and the parking gear 13 is positioned on the first-gear driven gear 101 for connection.

In this embodiment, the second gear set 12 may include two parallel shaft gears meshed with each other, one of the gears is located between the third-gear driven gear 103 and the second-gear driven gear 102 and connected to the output shaft of the differential, and the other is sleeved on the intermediate shaft 3 to transmit the driving force on the intermediate shaft 3 to the differential 11.

The parking gear 13 is used when parking, and the central hole of the parking gear 13 can coincide with the central hole of the first-gear driven gear 101, and the central hole share a hub.

Although the utility model is disclosed above, the scope of the utility model is not limited thereto. Various changes and modifications may be made by one skilled in the art without departing from the spirit and scope of the utility model, and these changes and modifications will fall within the scope of the utility model.

Claims

1. The utility model provides an automobile transmission system, its characterized in that, including gear shift driven gear (1), bearing (2) and jackshaft (3), gear shift driven gear (1) include first gear driven gear (101) and second gear driven gear (102), first gear driven gear (101) with second gear driven gear (102) set gradually along the axial in on jackshaft (3), the middle part of first gear driven gear (101) is towards being close to second gear driven gear (102) one side is sunken in order to form the depressed part, bearing (2) cover is located on jackshaft (3) and at least part are located in the depressed part.

2. The automobile transmission system according to claim 1, wherein the first-gear driven gear (101) comprises a hub (1011), a spoke (1012) and a gear ring (1013), the center of the hub (1011) is closer to the second-gear driven gear (102) than the center of the gear ring (1013), the hub (1011) is connected with the gear ring (1013) through the spoke (1012), the hub (1011) and the spoke (1012) enclose to form the concave portion, and the first-gear driven gear (101) is sleeved on the intermediate shaft (3) through the hub (1011).

3. The vehicle transmission system according to claim 2, characterized in that a line (L1) between an end of the spoke (1012) adjacent to the ring gear (1013) and an end of the spoke (1012) adjacent to the hub (1011) is inclined with respect to an axis (L2) of the first-gear driven gear (101).

4. A transmission system according to claim 3, characterized in that the angle α between the axis (L2) of the first driven gear (101) and the connecting line (L1) is greater than or equal to 45 ° and less than 90 °.

5. The vehicle transmission system according to claim 1, further comprising a housing (4), wherein the intermediate shaft (3) is located within the housing (4), and wherein the intermediate shaft (3) is rotatably connected to the housing (4) via the bearing (2).

6. The automobile transmission system according to claim 1, further comprising a gear shift driving gear (5), a transmission shaft (6) and a power source device, wherein the gear shift driving gear (5) comprises a first gear driving gear (501) and a second gear driving gear (502), the power source device is in driving connection with the transmission shaft (6), the first gear driving gear (501) is sleeved on the transmission shaft (6), the first gear driving gear (501) is used for being meshed with the first gear driven gear (101), and the second gear driving gear (502) is used for being meshed with the second gear driven gear (102).

7. The automotive transmission system according to claim 6, characterized in that the shift driven gear (1) further includes a third-gear driven gear (103), the shift driving gear (5) further includes a third-gear driving gear (503), the third-gear driven gear (103) is provided on the intermediate shaft (3), and the third-gear driven gear (103) is provided on a side of the second-gear driven gear (102) away from the first-gear driven gear (101), the third-gear driving gear (503) is provided on the transmission shaft (6), and the third-gear driving gear (503) is provided on a side of the second-gear driving gear (502) away from the first-gear driving gear (501), and the third-gear driving gear (503) is for meshing with the third-gear driven gear (103).

8. The vehicle transmission system according to claim 7, characterized in that the power source device comprises an engine (701), a first motor (702) and a second motor (703), the vehicle transmission system further comprises a clutch (8), a first gear set (9) and a synchronizer (10), the engine (701) is in driving connection with one end of the transmission shaft (6) through the clutch (8), the first motor (702) is connected with the transmission shaft (6) through the first gear set (9), the second motor (703) is located at one end of the transmission shaft (6) remote from the engine (701) and an output shaft of the second motor (703) is connected with the first gear driving gear (501), and the synchronizer (10) is used for connecting at least one of the first gear driving gear (501), the second gear driving gear (502) and the third gear driving gear (503) with the transmission shaft (6).

9. The vehicle transmission system according to claim 1, characterized in that it further comprises a differential (11) and a second gear set (12), said differential (11) being connected to said intermediate shaft (3) by means of said second gear set (12);

And/or, still include parking gear (13), parking gear (13) cover is located jackshaft (3), just parking gear (13) with first gear driven gear (101) are connected.

10. An automobile comprising an automobile transmission system according to any one of claims 1-9.