CN220947527U - Longitudinally-arranged double-shaft hybrid speed change system and vehicle - Google Patents

Abstract

The utility model provides a longitudinal double-shaft hybrid speed change system and a vehicle. The longitudinal double-shaft hybrid transmission system comprises an engine, a driving motor and a hybrid transmission. Wherein the hybrid transmission includes an input shaft and an output shaft arranged in parallel in a front-rear direction of the vehicle; a power switching device is arranged between the power output shaft and the input shaft of the engine, and the power switching device can be used for selectively connecting or disconnecting the power output shaft and the input shaft; the input shaft and the output shaft are connected through a speed change mechanism in a transmission way, and the driving motor is connected to the output shaft in a transmission way. According to the longitudinally-arranged double-shaft hybrid transmission system, the input shaft and the output shaft of the hybrid transmission are longitudinally arranged, so that occupation of the power system on the space in the width direction of the vehicle cabin can be effectively saved, the space arrangement condition of the power system in the vehicle cabin is improved, and the overall space arrangement and design of the vehicle cabin are facilitated.

Description

Longitudinally-arranged double-shaft hybrid speed change system and vehicle

Technical Field

The utility model relates to the technical field of new energy automobiles, in particular to a longitudinal double-shaft hybrid speed change system. In addition, the utility model also relates to a vehicle.

Background

Vehicles using fuel engines as power sources have great pollution to air, so that pure electric vehicles have been developed. However, the development of the pure electric vehicle is greatly limited due to the influence of factors such as battery performance and vehicle mileage. In view of this, hybrid vehicles are developing more and more rapidly because they can better solve the problems as described above. Hybrid vehicles are vehicles that use multiple sources of energy, typically a conventional engine using liquid fuel and an electric motor driven vehicle using electric power.

In the existing hybrid vehicle, a hybrid transmission is required to be connected with an engine and an electric motor simultaneously and is in driving connection with a front axle or a rear axle of the vehicle. The power of the engine is generally connected with a single shaft and a double shaft through a double clutch respectively, part of the power is output by the single shaft, part of the power is output by the double shaft, and the power output by a matched motor also needs to be transmitted to the single shaft or the double shaft.

When the whole set of power system is applied to a vehicle, due to the arrangement of a plurality of driving components and a plurality of groups of variable speed transmission mechanisms, the hybrid transmission, the engine and the motor occupy a large amount of space in a cabin of the vehicle, and due to the complexity of the structure and the diversity of transmission paths, the space occupied by the whole set of hybrid transmission system in the front-back and left-right directions of the vehicle is large, the space inside the cabin of the vehicle is limited, and the components such as an air conditioning system, a battery and a shock absorber are also required to be arranged.

Therefore, spatial arrangement of the hybrid transmission system within the cabin has been one of the central challenges in hybrid vehicle design; how to provide a hybrid transmission system with good power driving performance and small occupied space is an important technical problem which is forced to be solved in the field.

Disclosure of utility model

In view of this, the present utility model aims to propose a longitudinally-arranged two-shaft hybrid transmission system to improve the spatial arrangement conditions of the powertrain in the vehicle cabin.

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

a longitudinal double-shaft hybrid transmission system comprises an engine, a driving motor and a hybrid transmission;

The hybrid transmission includes an input shaft and an output shaft arranged in parallel in a front-rear direction of a vehicle; a power switching device is arranged between a power output shaft of the engine and the input shaft, and the power switching device can be used for selectively connecting or disconnecting the power output shaft and the input shaft; the input shaft is in transmission connection with the output shaft through a speed change mechanism, and the driving motor is in transmission connection with the output shaft.

Further, the power generator is arranged on or in transmission connection with the power output shaft.

Further, the generator is in transmission connection with the power output shaft through a first gear set.

Further, the power switching device adopts a clutch.

Further, the driving motor is in transmission connection with the output shaft through a second gear set.

Further, the engine and the driving motor are respectively arranged at the front end and the rear end of the hybrid transmission.

Further, the other end of the output shaft is connected to a differential of the vehicle with respect to one end to which the drive motor is connected.

Further, the speed change mechanism comprises a driving gear arranged on the input shaft and a driven gear arranged on the output shaft, and the driving gear is meshed with the driven gear.

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

According to the longitudinally-arranged double-shaft hybrid transmission system, the input shaft and the output shaft of the hybrid transmission are longitudinally arranged, and correspondingly, the driving components such as the engine and the motor are also arranged in the front-rear direction of the hybrid transmission in a transmission mode, so that the characteristic that the space dimension in the front-rear direction of a vehicle is rich is fully utilized, the occupation of the power system on the space in the width direction of the cabin of the vehicle can be effectively saved, the space arrangement condition of the power system in the cabin of the vehicle is improved, and the overall space arrangement and design in the cabin of the vehicle are facilitated.

In addition, the power output shaft of the engine is connected with the generator in a transmission way, the generator is used as a P1 motor and can generate electricity under the drive of the engine, and the electricity quantity is supplemented for a battery pack of the vehicle; the driving motor is used as a P4 motor, so that the vehicle can adopt a range-extending driving mode. In addition, under the cooperation of the engine, the generator and the driving motor and the cooperation of the hybrid transmission, the vehicle can run in various driving modes such as a pure electric mode, a serial mode, an engine direct driving mode, a hybrid mode, an idle power generation mode, an energy recovery mode and the like, the driving modes of the vehicle are greatly enriched, and the performance characteristics of the whole power system can be effectively exerted.

Another object of the present utility model is to provide a vehicle, on which the longitudinal dual-shaft hybrid transmission system and the auxiliary power system according to the present utility model are provided, the longitudinal dual-shaft hybrid transmission system and the auxiliary power system interchangeably driving wheels of a front axle and a rear axle of the vehicle, respectively.

Further, the auxiliary power system comprises an auxiliary driving motor which is directly arranged on or in transmission connection with the driving shaft of the wheel; or alternatively

The auxiliary power system is provided with two auxiliary driving motors, the two auxiliary driving motors are respectively arranged corresponding to driving shafts of the wheels on the left side and the right side, and the two auxiliary driving motors are respectively and directly arranged or connected to the driving shafts on the corresponding sides in a transmission manner.

The vehicle has the technical advantages of the longitudinal double-shaft hybrid transmission system.

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 a system configuration of a longitudinal dual-shaft hybrid transmission system according to an embodiment of the present utility model;

FIG. 2 is a schematic diagram of another form of system configuration for a longitudinally disposed dual-shaft hybrid transmission system according to an embodiment of the present utility model;

FIG. 3 is a schematic diagram of a power transmission path of a longitudinal dual-shaft hybrid transmission system according to an embodiment of the present utility model in a pure electric mode;

FIG. 4 is a schematic diagram of a power transmission path of a longitudinal dual-shaft hybrid transmission system according to an embodiment of the present utility model in a series mode;

FIG. 5 is a schematic diagram of a power transmission path of a longitudinal dual-shaft hybrid transmission system according to an embodiment of the present utility model in an engine direct-drive mode;

FIG. 6 is a schematic diagram of a power transmission path of a longitudinal dual-shaft hybrid transmission system according to an embodiment of the present utility model in a hybrid mode;

FIG. 7 is a schematic diagram of a power transmission path of a longitudinal dual-shaft hybrid transmission system according to an embodiment of the present utility model in an idle power generation mode;

FIG. 8 is a schematic diagram of a power transmission path of a longitudinal dual-shaft hybrid transmission system according to an embodiment of the present utility model in an energy recovery mode;

Fig. 9 is a schematic structural view of a single motor configuration of a secondary power system of a vehicle according to a second embodiment of the present utility model;

FIG. 10 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. 11 is a schematic diagram of another single motor configuration of a secondary power system according to a second embodiment of the present utility model;

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

FIG. 15 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. 16 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. 17 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;

21. A generator; 22. A driving motor;

30. A clutch;

4. an input shaft; 400. a drive gear;

5. An output shaft; 500. a driven gear;

6. A battery pack;

71. A first gear set; 72. a second gear set; 720. a drive gear;

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; 91. a differential.

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 longitudinally-arranged double-shaft hybrid transmission system, which can improve the space arrangement condition of a power system in a cabin of a vehicle; an exemplary system configuration is shown in fig. 1 or fig. 2.

In general, the longitudinally-arranged double-shaft hybrid transmission system includes an engine 1, a drive motor 22, and a hybrid transmission. Wherein the hybrid transmission includes an input shaft 4 and an output shaft 5 arranged in parallel in the front-rear direction of the vehicle; a power switching device is arranged between the power output shaft 10 of the engine 1 and the input shaft 4, and the power switching device can selectively connect or disconnect the power output shaft 10 and the input shaft 4; the input shaft 4 and the output shaft 5 are connected in a transmission way through a speed change mechanism, and the driving motor 22 is connected to the output shaft 5 in a transmission way.

In addition, the longitudinally-arranged double-shaft hybrid transmission system of the embodiment can be further provided with a generator 21, and the generator 21 can be directly arranged on the power output shaft 10 or connected to the power output shaft 10 in a transmission manner. The generator 21 is connected to the power output shaft 10 of the engine 1 in a transmission way, and the generator 21 can be used as a P1 motor to generate electricity under the drive of the engine 1 so as to supplement the electric quantity for the battery pack 6 of the vehicle; the driving motor 22 is used as a P4 motor, so that the vehicle can adopt a range-extending driving mode. In addition, under the cooperation of the engine 1, the generator 21 and the driving motor 22 and the cooperation of the hybrid transmission, the vehicle can run in various driving modes such as a pure electric mode, a serial mode, an engine direct-drive mode, a hybrid mode, an idle power generation mode, an energy recovery mode and the like, the driving modes of the vehicle are greatly enriched, and the performance characteristics of the whole power system can be effectively exerted.

The form of the transmission connection between the generator 21 and the power take-off shaft 10 and between the drive motor 22 and the output shaft 5 is of course of many kinds of choice, and it is possible to use a gear set or a planetary gear set or the like for transmission, or to arrange the motor directly on the shaft. In this embodiment, the generator 21 and the power take-off shaft 10 are in driving connection through a first gear set 71; the drive motor 22 is drivingly connected to the output shaft 5 by a second gear set 72. The generator 21 and the driving motor 22 are respectively connected with the power output shaft 10 and the output shaft 5 in a gear set transmission mode, and the characteristics of reliable transmission performance and small mechanical loss are achieved; moreover, the desired gear ratio can be achieved by providing suitable gear sizes and numbers of teeth.

As for the transmission mechanism between the input shaft 4 and the output shaft 5, there are various designs as well, and the transmission mechanism of this embodiment includes a driving gear 400 provided on the input shaft 4, and a driven gear 500 provided on the output shaft 5, and the driving gear 400 and the driven gear 500 are engaged with each other. The speed change mechanism adopts a gear transmission mode, and the required transmission ratio can be obtained by setting proper gear size and number of teeth; moreover, the transmission performance is reliable, and the transmission efficiency is high. Of course, the driving gear 400 may be sleeved on the input shaft 4, and a synchronizer capable of selectively engaging the driving gear 400 may be disposed on the input shaft 4; so as to completely disengage the input shaft 4 from the entire power transmission path when the vehicle is driven by the drive motor 22, to reduce mechanical losses. In the present embodiment, the driving gear 400 is directly fixed on the input shaft 4, and the driven gear 500 is directly fixed on the output shaft 5, which has the advantages of simple structure and low construction and assembly cost.

It should be noted that the driving motor 22 may be configured with the second gear set 72 separately as shown in fig. 1, so as to realize driving of the output shaft 5; or based on the arrangement of the driven gear 500, as shown in fig. 2, only the driving gear 720 is arranged on the output shaft of the driving motor 22, and the driving gear 720 directly engages with the driven gear 500 to realize the driving of the output shaft 5 by the driving motor 22.

For the power switching device between the power output shaft 10 and the input shaft 4, the clutch 30 is preferably employed. The clutch 30 is adopted as a power switching device between the power output shaft 10 and the input shaft 4, has the advantages of mature and reliable technology and convenient configuration, and can well realize the power on-off control between the power output shaft 10 and the input shaft 4.

On the basis of the longitudinal arrangement of the input shaft 4 and the output shaft 5 of the hybrid transmission, the engine 1 and the drive motor 22 should also be arranged at the front end or the rear end of the hybrid transmission, respectively. In the present embodiment, the engine 1 and the drive motor 22 are provided separately at the front and rear ends of the hybrid transmission. In the axial direction of the hybrid transmission (i.e. in the front-rear direction of the vehicle), the engine 1 and the driving motor 22 are respectively arranged at two ends of the hybrid transmission, so that the condition that the driving motor 22 and the engine 1 are arranged adjacently and are easy to interfere when being positioned at the same end can be avoided, and the overall space arrangement of a power system is facilitated.

Based on the above arrangement, the other end of the output shaft 5 of the present embodiment is connected to the differential 91 of the vehicle with respect to the one end connected to the drive motor 22, and power is transmitted to the wheels 9 through the drive shaft 90. The driving motor 22 and the differential 91 are respectively arranged at two ends of the output shaft 5, so that the driving motor 22 is prevented from being arranged at a position close to the driving shaft 90 of the wheel 9, the driving motor 22 is far away from the front axle or the rear axle of the wheel 9, and more abundant space conditions are provided for the arrangement of the driving motor 22.

With the above configuration, the longitudinal dual-shaft hybrid transmission system of the present embodiment can drive the vehicle to travel in the above-described various drive modes such as the pure electric mode, the series mode, the engine direct drive mode, the hybrid mode, the idle power generation mode, the energy recovery mode, and the like.

Specifically, in the pure electric mode, as shown in fig. 3, the clutch 30 is in an off state, neither the engine 1 nor the generator 21 is operated, the driving motor 22 is operated, power is transmitted to the output shaft 5 through the second gear set 72, and the power passes through the differential 91 and the driving shaft 90 sequentially from the output shaft 5 to drive the wheels 9 to rotate, thereby driving the vehicle to travel.

In the series mode, as shown in fig. 4, the clutch 30 is in a disconnected state, the engine 1 operates, and the generator 21 is driven to operate through the first gear set 71 to generate electricity, so as to supplement the electric quantity for the battery pack 6 of the vehicle; the battery pack 6 supplies power to the driving motor 22, the driving motor 22 operates, power is transmitted to the output shaft 5 through the second gear set 72, and the power passes through the differential 91 and the driving shaft 90 sequentially through the output shaft 5 to drive the wheels 9 to rotate, so that the vehicle is driven to travel. This mode corresponds to the mode of operation of the extended range vehicle.

In the engine direct drive mode, as shown in fig. 5, the clutch 30 is in an engaged state, the engine 1 is operated, and the generator 21 is driven to operate through the first gear set 71 to generate electricity, so as to supplement electricity for the battery pack 6 of the vehicle; meanwhile, the power output shaft 10 drives the input shaft 4 to operate through the clutch 30, and drives the output shaft 5 to operate through the driving gear 400 and the driven gear 500, and the power sequentially passes through the differential 91 and the driving shaft 90 through the output shaft 5 to drive the wheels 9 to rotate, so that the vehicle is driven to travel. At this time, the drive motor 22 is not operated, and the vehicle is driven to travel only by the engine 1.

In the hybrid mode, as shown in fig. 6, the clutch 30 is in an engaged state, the engine 1 and the driving motor 22 are both operated, and the power output shaft 10 drives the generator 21 to operate through the first gear set 71 to generate electricity so as to supplement electricity for the battery pack 6 of the vehicle; meanwhile, the power output shaft 10 drives the input shaft 4 to operate through the clutch 30, and drives the output shaft 5 to operate through the driving gear 400 and the driven gear 500; the driving motor 22 also drives the output shaft 5 to operate through the second gear set 72, and the power passes through the differential 91 and the driving shaft 90 sequentially through the output shaft 5 to drive the wheels 9 to rotate, so as to drive the vehicle to travel. The engine 1 and the drive motor 22 together power the vehicle at this point to drive the vehicle.

In the idle power generation mode, as shown in fig. 7, the clutch 30 is in an off state, the engine 1 is operated, and the drive motor 22 is not operated; the power output shaft 10 drives the generator 21 to operate through the first gear set 71 so as to generate electricity, so that the battery pack 6 of the vehicle is supplemented with electricity; at the moment, the vehicle is in an idle state, and power supply is not needed; the operation of the engine 1 is only for driving the generator 21 to generate electricity.

In the energy recovery mode, as shown in fig. 8, the clutch 30 is in an engaged state, the vehicle is in a coasting state, and under the inertia of the vehicle, the differential 91 drives the output shaft 5 to rotate, so that power reaches the power output shaft 10 through the driven gear 500, the driving gear 400, the input shaft 4 and the clutch 30; the rotation inertia of the engine 1 also drives the power output shaft 10 to rotate, and the rotation of the power output shaft 10 drives the generator 21 to operate through the first gear set 71 to generate electricity so as to supplement the electric quantity for the battery pack 6 of the vehicle.

In summary, the longitudinally-arranged dual-shaft hybrid transmission system of the embodiment has rich driving modes; in addition, the input shaft 4 and the output shaft 5 of the hybrid transmission are longitudinally arranged, and correspondingly, driving components such as the engine 1 and the motor are also arranged in the front-rear direction of the hybrid transmission in a transmission mode, so that the characteristic that the space dimension in the front-rear direction of the vehicle is rich is fully utilized, the occupation of the power system on the space in the width direction of the vehicle cabin can be effectively saved, the space arrangement condition of the power system in the vehicle cabin is improved, and the overall space arrangement and design in the vehicle cabin are facilitated.

Example two

The present embodiment relates to a vehicle provided with the longitudinal dual-shaft hybrid transmission system and the auxiliary power system provided in the first embodiment. The longitudinal double-shaft hybrid transmission system is used as a main power system of a vehicle and is matched with a secondary power system to drive wheels 9 of a front axle and a rear axle of the vehicle in an exchangeable manner. Various exemplary configurations of the secondary power system are shown in fig. 9-17, respectively.

It should be noted that the above-mentioned longitudinal double-shaft hybrid transmission system and auxiliary power system interchangeably drive the front axle of the vehicle and the wheels 9 of the rear axle, respectively, means that the longitudinal double-shaft hybrid transmission system can be used for driving the front axle, and the auxiliary power system can be used for driving the rear axle; or the two are in position exchange, the longitudinal double-shaft hybrid transmission system is used for driving the rear axle, and the auxiliary power system is used for driving the front axle. The vehicle of the present embodiment has the technical advantages of the longitudinal dual-shaft hybrid transmission system described above, and can be provided with four-wheel drive performance.

In addition, the auxiliary power system can be provided with only one motor or two motors; the motor provided in the secondary power system may be supplied with electric power from a battery pack 6 of the vehicle. 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. 9, 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 drive shafts 90 on both sides. Or as shown in fig. 10 and 11, the auxiliary drive motor 8 is in transmission connection with the auxiliary differential 85 between the drive shafts 90 on both sides 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. 10, 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. 11, 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 disposed 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. 12 to 17, 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. Or 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. 12, 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. 13, 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. 14, 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. 15, 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. 16, 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, as shown in fig. 17, an intermediate shaft 800 is interposed 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 longitudinally arranged double-shaft hybrid transmission system, which is characterized in that:

Comprises an engine (1), a driving motor (22) and a hybrid transmission;

The hybrid transmission includes an input shaft (4) and an output shaft (5) arranged in parallel in a front-rear direction of a vehicle;

A power switching device is arranged between a power output shaft (10) of the engine (1) and the input shaft (4), and the power switching device can be used for selectively connecting or disconnecting the power output shaft (10) and the input shaft (4);

The input shaft (4) is in transmission connection with the output shaft (5) through a speed change mechanism, and the driving motor (22) is in transmission connection with the output shaft (5).

2. The longitudinally disposed dual-shaft hybrid transmission system of claim 1, wherein:

The power generator (21) is arranged on or in transmission connection with the power output shaft (10).

3. The longitudinally disposed dual-shaft hybrid transmission system of claim 2, wherein:

The generator (21) is in transmission connection with the power output shaft (10) through a first gear set (71).

4. The longitudinally disposed dual-shaft hybrid transmission system of claim 1, wherein:

The power switching device adopts a clutch (30).

5. The longitudinally disposed dual-shaft hybrid transmission system of claim 1, wherein:

the driving motor (22) is in transmission connection with the output shaft (5) through a second gear set (72).

6. The longitudinally disposed dual-shaft hybrid transmission system of claim 1, wherein:

The engine (1) and the driving motor (22) are respectively arranged at the front end and the rear end of the hybrid transmission.

7. The longitudinally disposed dual-shaft hybrid transmission system of claim 6, wherein:

The other end of the output shaft (5) is connected to a differential (91) of the vehicle with respect to the one end to which the drive motor (22) is connected.

8. The longitudinally-arranged dual-shaft hybrid transmission system according to any one of claims 1 to 7, characterized in that:

The speed change mechanism comprises a driving gear (400) arranged on the input shaft (4) and a driven gear (500) arranged on the output shaft (5), and the driving gear (400) is meshed with the driven gear (500).

9. A vehicle, characterized in that:

The vehicle is provided with a longitudinal double-shaft hybrid transmission system as claimed in any one of claims 1 to 8 and a secondary power system, which drive the wheels (9) of the front axle and the rear axle of the vehicle, respectively, interchangeably.

10. The vehicle according to claim 9, characterized in that:

The auxiliary power system comprises an auxiliary driving motor (8), and the auxiliary driving motor (8) is directly arranged on or in transmission connection with a driving shaft (90) of the wheel (9); or alternatively

The auxiliary power system is provided with two auxiliary driving motors (8), the two auxiliary driving motors (8) are respectively corresponding to driving shafts (90) of the wheels (9) on the left side and the right side, and the two auxiliary driving motors (8) are respectively directly arranged or connected to the driving shafts (90) on the corresponding sides in a transmission manner.