CN221401545U - Longitudinal four-speed hybrid transmission - Google Patents
Longitudinal four-speed hybrid transmission Download PDFInfo
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- CN221401545U CN221401545U CN202323413756.2U CN202323413756U CN221401545U CN 221401545 U CN221401545 U CN 221401545U CN 202323413756 U CN202323413756 U CN 202323413756U CN 221401545 U CN221401545 U CN 221401545U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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Abstract
The utility model discloses a longitudinally-arranged four-gear hybrid power speed change device which comprises a first input shaft, a second input shaft, a first clutch, a second clutch and a third clutch which are connected with the second input shaft, a third input shaft which is connected with the third clutch, a fourth input shaft which is connected with the second clutch, a second-gear transmission mechanism and a fourth-gear transmission mechanism which are connected with the third input shaft and an intermediate shaft, an even-gear synchronizer which can be selectively meshed with the second-gear transmission mechanism and the fourth-gear transmission mechanism, a first-gear transmission mechanism and a third-gear transmission mechanism which are connected with the fourth input shaft and the intermediate shaft, and an odd-gear synchronizer which can be selectively meshed with the first-gear transmission mechanism and the third-gear transmission mechanism. The longitudinally arranged four-gear hybrid power speed change device has compact structure, small radial space occupation and easy arrangement; the four-gear driving of the engine can be realized, and the engine can be intervened earlier in a low-speed stage to provide power. The engine is driven at high speed, so that the fuel economy of the whole vehicle is improved.
Description
Technical Field
The utility model belongs to the technical field of transmission of new energy sources of automobiles, and particularly relates to a longitudinal four-gear hybrid power speed change device.
Background
In the prior art, as disclosed in patent document CN108237893a, a hybrid vehicle is disclosed in: in the middle-high speed running process, the engine and the motor are coupled through the planetary mechanism, and the two power flows are converged and then output power, wherein the electric power flows are generated, stored, taken and driven by the motor.
In the solution disclosed in the above patent document, such a hybrid vehicle has the following drawbacks: in the middle-high speed running process, the engine and the motor are coupled through the planetary mechanism, and the two power flows are converged and then output power, wherein the electric power flows are generated by the motor, stored, taken out and driven electrically, the efficiency is very low, and the fuel consumption is high during high-speed running.
Further, as disclosed in patent document CN111572328a, a hybrid vehicle driving apparatus: in the middle-high speed running process, the hybrid power vehicle driving device can adopt the B1 brake and the C1 clutch to form an engine to drive two gears, and can realize that the engine directly drives the vehicle to run.
In the technical solutions disclosed in the above patent documents, such a hybrid vehicle driving apparatus has the following disadvantages: in the middle-high speed running process, the driving device of the hybrid power vehicle can adopt the B1 brake and the C1 clutch to form an engine to drive two gears, can realize that the engine directly drives the vehicle to run, has no motor power flow and has high efficiency. However, the disadvantage is that the structure is complex, which is not conducive to spatial arrangement. The control scheme is also relatively complex.
Disclosure of utility model
The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, the utility model provides a longitudinal four-gear hybrid power transmission, which aims to ensure that the working point of an engine can be optimized, and has compact structure, small size and easy arrangement.
In order to achieve the above purpose, the technical scheme adopted by the utility model is as follows: the longitudinally-arranged four-gear hybrid power speed change device comprises an intermediate shaft, a driving motor, a first input shaft, a second input shaft, a first clutch, a second clutch, a third input shaft, a fourth input shaft, a second-gear transmission mechanism, a fourth-gear transmission mechanism, an even-gear synchronizer, a first-gear transmission mechanism, a third-gear transmission mechanism and an odd-gear transmission mechanism, wherein the first input shaft is connected with an engine, the second input shaft is connected with the engine, the first-gear transmission mechanism is connected with the first-gear transmission mechanism, the third clutch is connected with the second input shaft, the third input shaft is connected with the third clutch, the fourth input shaft is connected with the second clutch, the second-gear transmission mechanism and the fourth-gear transmission mechanism are connected with the third input shaft, the even-gear synchronizer is arranged on the intermediate shaft and can be selectively meshed with the second-gear transmission mechanism and the fourth-gear transmission mechanism, and the odd-gear synchronizer is arranged on the intermediate shaft and can be selectively meshed with the first-gear transmission mechanism and the third-gear transmission mechanism.
The longitudinal four-gear hybrid power speed change device further comprises a first motor, the first input shaft is connected with a rotor of the first motor, and the second input shaft is connected with a rotor of the driving motor.
The longitudinal four-gear hybrid power speed change device also comprises a first motor and a planetary gear train, wherein the first input shaft is connected with a rotor of the first motor, the second input shaft is connected with a planet carrier of the planetary gear train, a rotor of the second motor is connected with a sun gear of the planetary gear train, and a gear ring of the planetary gear train is fixedly arranged.
The longitudinal four-gear hybrid power speed change device further comprises a planetary gear train, the second input shaft is connected with a planet carrier of the planetary gear train, a rotor of the second motor is connected with a sun gear of the planetary gear train, and a gear ring of the planetary gear train is fixedly arranged.
The first-gear transmission mechanism comprises a first-gear driving gear and a first-gear driven gear which are meshed, and the first-gear driving gear is arranged on the fourth input shaft.
The second-gear transmission mechanism comprises a second-gear driving gear and a second-gear driven gear which are meshed with each other, and the second-gear driving gear is arranged on the third input shaft.
The third-gear transmission mechanism comprises a third-gear driving gear and a third-gear driven gear which are meshed with each other, and the third-gear driving gear is arranged on the fourth input shaft.
The four-gear transmission mechanism comprises a fourth-gear driving gear and a fourth-gear driven gear which are meshed, and the fourth-gear driving gear is arranged on the third input shaft.
The longitudinal four-gear hybrid power speed change device has the following advantages:
(1) The structure is compact, the radial space occupation is small, and the arrangement is easy;
(2) The torque of 2 clutches is utilized to alternately realize the unpowered interrupt gear shifting of 1-4 gears, so that the driving feeling is improved;
(3) The engine is driven by four gears, and the engine can be intervened earlier in a low-speed stage to provide power. The engine is driven at a high speed stage with high efficiency, so that the fuel economy of the whole vehicle is improved;
(4) The motor can be driven by pure electric four gears, so that the working efficiency of the motor and the power performance of the automobile can be improved, the requirement on the performance of the motor can be reduced, and the power performance requirement of the whole automobile can be met by only configuring a motor with smaller volume and weight and lower power, so that the cost of the motor is reduced. In addition, the multi-gear transmission can reduce electricity consumption and improve the endurance mileage of the electric vehicle.
Drawings
The present specification includes the following drawings, the contents of which are respectively:
FIG. 1 is a schematic configuration view of a longitudinally-arranged four-speed hybrid transmission according to a first embodiment;
FIG. 2 is a schematic structural view of a longitudinally-arranged four-speed hybrid transmission according to the second embodiment;
FIG. 3 is a schematic structural view of a longitudinally-arranged four-speed hybrid transmission according to the third embodiment;
FIG. 4 is a schematic structural view of a longitudinally-arranged four-speed hybrid transmission according to the fourth embodiment;
Marked in the figure as: 1. a first input shaft; 2. a first motor; 3. a first clutch; 4. a second input shaft; 5. a second motor; 6. a second clutch; 7. a third clutch; 8. a third input shaft; 9. a second gear drive gear; 10. a second-gear driven gear; 11. fourth gear driving gear; 12. fourth gear driven gear; 13. a first gear drive gear; 14. a first-gear driven gear; 15. a third gear drive gear; 16. a third-gear driven gear; 17. a fourth input shaft; 18. an intermediate shaft; 19. an odd-numbered stage synchronizer; 20. an even-numbered stage synchronizer; 21. a reduction drive gear; 22. a reduction driven gear; 23. a differential; 24. an output shaft; 25. a hollow shaft; 26. a sun gear; 27. a planetary gear; 28. a gear ring; 29. a planet carrier.
Detailed Description
The following detailed description of the embodiments of the utility model, given by way of example only, is presented in the accompanying drawings to aid in a more complete, accurate and thorough understanding of the concepts and aspects of the utility model, and to aid in its practice, by those skilled in the art.
Example 1
As shown in fig. 1, the present embodiment provides a longitudinally-arranged four-speed hybrid transmission, which includes an intermediate shaft 18, a first motor 2, a drive motor (i.e., a second motor 5), a first input shaft 1 connected to an engine, a second input shaft 4, a first clutch 3 provided between the first input shaft 1 and the second input shaft 4, a second clutch 6 and a third clutch 7 connected to the second input shaft 4, a third input shaft 8 connected to the third clutch 7, a fourth input shaft 17 connected to the second clutch 6, a second-speed transmission mechanism and a fourth-speed transmission mechanism connected to the third input shaft 8 and the intermediate shaft 18, an even-speed synchronizer 20 provided on the intermediate shaft 18 and selectively engaged with the second-speed transmission mechanism and the fourth-speed transmission mechanism, a first-speed transmission mechanism and a third-speed transmission mechanism provided on the intermediate shaft 18 and selectively engaged with the first-speed transmission mechanism and the third-speed transmission mechanism, and an odd-speed synchronizer 19 provided on the intermediate shaft 18 and selectively engaged with the first-speed transmission mechanism and the third-speed transmission mechanism. The odd-numbered gears synchronizer is connected with the intermediate shaft 18, and can realize the switching of 2 gears of the odd-numbered gears. The even-numbered stage synchronizer is connected with the intermediate shaft 18, and can realize the switching of 2 even-numbered stages.
As shown in fig. 1, a first input shaft 1 is connected with a rotor of a first motor 2, a second input shaft 4 is connected with a rotor of a driving motor, a first clutch 3 is located between the first input shaft 1 and the second input shaft 4, the first input shaft 1 and the second input shaft 4 are coaxially arranged, one end of the first input shaft 1 is connected with an engine, the other end of the first input shaft 1 is connected with the first clutch 3, one end of the second input shaft 4 is connected with the first clutch 3, and the other end of the second input shaft 4 is connected with a second clutch 6 and a third clutch 7. The third input shaft 8 and the fourth input shaft 17 are coaxially arranged with the first input shaft 1 and the second input shaft 4, the third input shaft 8 is a hollow shaft, the third input shaft 8 is sleeved on the fourth input shaft 17 in a hollow mode, one end of the third input shaft 8 is connected with the third clutch 7, and one end of the fourth input shaft 17 is connected with the second clutch 6.
The first clutch 3 is a dog clutch or an electromagnetic clutch or a wet clutch for achieving power coupling or decoupling of the engine and the first input shaft 1.
As shown in fig. 1, the first gear transmission mechanism includes a first gear driving gear 13 and a first gear driven gear 14 that are meshed, the first gear driving gear 13 is fixedly disposed on a fourth input shaft 17, and the first gear driven gear 14 is rotatably disposed on an intermediate shaft 18. The third gear transmission mechanism comprises a third gear driving gear 15 and a third gear driven gear 16 which are meshed, the third gear driving gear 15 is fixedly arranged on a fourth input shaft 17, and the third gear driven gear 16 is rotatably arranged on an intermediate shaft 18. The odd-numbered stage synchronizer 19 is fixedly connected with the intermediate shaft 18, and the odd-numbered stage synchronizer 19 is located between the first-stage driven gear 14 and the third-stage driven gear 16. When the odd-numbered gears synchronizer 19 is meshed with the first-gear driven gear 14, the gear is at the first gear, the power on the fourth input shaft 17 is transmitted to the intermediate shaft 18 through the first-gear transmission mechanism, and the fourth input shaft 17 drives the intermediate shaft 18 to rotate through the first-gear transmission mechanism; when the odd-numbered stage synchronizer 19 is meshed with the third-stage driven gear 16, the gear is at the third stage, the power on the fourth input shaft 17 is transmitted to the intermediate shaft 18 through the third-stage transmission mechanism, and the fourth input shaft 17 drives the intermediate shaft 18 to rotate through the third-stage transmission mechanism.
As shown in fig. 1, the second gear transmission mechanism includes a second gear driving gear 9 and a second gear driven gear 10 which are meshed, the second gear driving gear 9 is fixedly arranged on the third input shaft 8, and the second gear driven gear 10 is rotatably arranged on the intermediate shaft 18. The four-gear transmission mechanism comprises a fourth-gear driving gear 11 and a fourth-gear driven gear 12 which are meshed, the fourth-gear driving gear 11 is fixedly arranged on the third input shaft 8, and the fourth-gear driven gear 12 is rotatably arranged on the intermediate shaft 18. The even-numbered stage synchronizer 20 is fixedly connected with the intermediate shaft 18, and the even-numbered stage synchronizer 20 is positioned between the second-stage driven gear 10 and the third-stage driven gear 16. When the even-numbered stage synchronizer 20 is meshed with the second-stage driven gear 10, the gear is in the second stage, the power on the third input shaft 8 is transmitted to the intermediate shaft 18 through the second-stage transmission mechanism, and the third input shaft 8 drives the intermediate shaft 18 to rotate through the second-stage transmission mechanism; when the even-numbered stage synchronizer 20 is meshed with the fourth-stage driven gear 12, the gear is at the fourth stage, power on the third input shaft 8 is transmitted to the intermediate shaft 18 through the fourth-stage transmission mechanism, and the third input shaft 8 drives the intermediate shaft 18 to rotate through the fourth-stage transmission mechanism.
As shown in fig. 1, the transmission ratios of the first gear transmission mechanism, the second gear transmission mechanism, the third gear transmission mechanism and the fourth gear transmission mechanism are sequentially increased, the first gear transmission mechanism is positioned between the third gear transmission mechanism and the fourth gear transmission mechanism, and the fourth gear transmission mechanism is positioned between the third gear transmission mechanism and the second gear transmission mechanism.
As shown in fig. 1, the intermediate shaft 18 is parallel to the first input shaft 1 and the second input shaft 4, the intermediate shaft 18 is fixedly connected with the reduction driving gear 21, the reduction driving gear 21 is meshed with the reduction driven gear 22, the reduction driven gear 22 is fixedly connected with the differential gear 23, and the differential gear 23 is connected with the output shaft 24.
The longitudinal four-speed hybrid transmission system according to the present embodiment can realize the following drive modes.
In the pure electric mode, the clutch and synchronizer are switched as shown in table 1:
Pure first gear drive mode: as shown in fig. 1, the first clutch 3 is in a disengaged state, the second clutch 6 is in an engaged state, and the third clutch 7 is in a disengaged state. The even-numbered stage synchronizer 20 is in a disengaged state with the second-stage driven gear and the fourth-stage driven gear. The odd-numbered stage synchronizer 19 is in an engaged state with the first-stage driven gear 14, and the odd-numbered stage synchronizer 19 is in a disengaged state with the third-stage driven gear 16. In this case, the power output from the second motor 5 passes through the second clutch 6, the first-gear drive gear 13, the first-gear driven gear 14, the odd-gear synchronizer 19, the intermediate shaft 18, the reduction drive gear 21, the reduction driven gear 22, the differential 23, and the output shaft 24 in this order. Whereby the second electric machine 5 drives the vehicle in the first gear.
Pure second gear drive mode: as shown in fig. 1, the first clutch 3 is in an off state, the second clutch 6 is in an off state, and the third clutch 7 is in an on state. The even-numbered stage synchronizer 20 is in an engaged state with the second-stage driven gear, and the even-numbered stage synchronizer 20 is in a disengaged state with the fourth-stage driven gear. The odd-numbered stage synchronizer 19 is in a disengaged state with the first-stage driven gear 14 and the third-stage driven gear 16. In this case, the power output from the second motor 5 passes through the third clutch 7, the second-speed driving gear 9, the second-speed driven gear 10, the even-speed synchronizer 20, the intermediate shaft 18, the reduction driving gear 21, the reduction driven gear 22, the differential 23, and the output shaft 24 in this order. Whereby the second electric machine 5 drives the vehicle in the second gear.
Third gear drive mode only: as shown in fig. 1, the first clutch 3 is in a disengaged state, the second clutch 6 is in an engaged state, and the third clutch 7 is in a disengaged state. The even-numbered stage synchronizer 20 is in a disengaged state with the second-stage driven gear and the fourth-stage driven gear. The odd-numbered stage synchronizer 19 is in an engaged state with the third-stage driven gear 16, and the odd-numbered stage synchronizer 19 is in a disengaged state with the first-stage driven gear 14. In this case, the power output from the second motor 5 passes through the second clutch 6, the first-gear drive gear 13, the first-gear driven gear 14, the odd-gear synchronizer 19, the intermediate shaft 18, the reduction drive gear 21, the reduction driven gear 22, the differential 23, and the output shaft 24 in this order. Whereby the second electric machine 5 drives the vehicle in the third gear.
Pure fourth gear drive mode: as shown in fig. 1, the first clutch 3 is in an off state, the second clutch 6 is in an off state, and the third clutch 7 is in an on state. The even-numbered stage synchronizer 20 is in an engaged state with the fourth-stage driven gear, and the even-numbered stage synchronizer 20 is in a disengaged state with the second-stage driven gear. The odd-numbered stage synchronizer 19 is in a disengaged state with the first-stage driven gear 14 and the third-stage driven gear 16. In this case, the power output from the second motor 5 passes through the third clutch 7, the second-speed driving gear 9, the second-speed driven gear 10, the even-speed synchronizer 20, the intermediate shaft 18, the reduction driving gear 21, the reduction driven gear 22, the differential 23, and the output shaft 24 in this order. Whereby the second electric machine 5 drives the vehicle in the fourth gear.
TABLE 1
The engine direct drive mode, clutch and synchronizer switching is shown in table 2:
First gear direct drive mode of engine: as shown in fig. 1, the first clutch 3 is in an engaged state, the second clutch 6 is in an engaged state, and the third clutch 7 is in a disengaged state. The even-numbered stage synchronizer 20 is in a disengaged state with the second-stage driven gear and the fourth-stage driven gear. The odd-numbered stage synchronizer 19 is in an engaged state with the first-stage driven gear 14, and the odd-numbered stage synchronizer 19 is in a disengaged state with the third-stage driven gear 16. In this case, the power output from the engine passes through the first input shaft 1, the first clutch 3, the second input shaft 4, the second clutch 6, the first-stage drive gear 13, the first-stage driven gear 14, the odd-stage synchronizer 19, the intermediate shaft 18, the reduction drive gear 21, the reduction driven gear 22, the differential 23, and the output shaft 24 in this order. Whereby the engine drives the vehicle in the first gear.
Second gear direct drive mode of engine: as shown in fig. 1, the first clutch 3 is in an engaged state, the second clutch 6 is in a disengaged state, and the third clutch 7 is in an engaged state. The even-numbered stage synchronizer 20 is in an engaged state with the second-stage driven gear, and the even-numbered stage synchronizer 20 is in a disengaged state with the fourth-stage driven gear. The odd-numbered stage synchronizer 19 is in a disengaged state with the first-stage driven gear 14 and the third-stage driven gear 16. In this case, the power output from the engine passes through the first input shaft 1, the first clutch 3, the second input shaft 4, the third clutch 7, the second-speed drive gear 9, the second-speed driven gear 10, the even-speed synchronizer 20, the intermediate shaft 18, the reduction drive gear 21, the reduction driven gear 22, the differential 23, and the output shaft 24 in this order. Whereby the engine drives the vehicle in the second gear.
Third gear direct drive mode of engine: as shown in fig. 1, the first clutch 3 is in an engaged state, the second clutch 6 is in an engaged state, and the third clutch 7 is in a disengaged state. The even-numbered stage synchronizer 20 is in a disengaged state with the second-stage driven gear and the fourth-stage driven gear. The odd-numbered stage synchronizer 19 is in an engaged state with the third-stage driven gear 16, and the odd-numbered stage synchronizer 19 is in a disengaged state with the first-stage driven gear 14. In this case, the power output from the engine passes through the first input shaft 1, the first clutch 3, the second input shaft 4, the second clutch 6, the first-stage drive gear 13, the first-stage driven gear 14, the odd-stage synchronizer 19, the intermediate shaft 18, the reduction drive gear 21, the reduction driven gear 22, the differential 23, and the output shaft 24 in this order. Whereby the engine drives the vehicle in the third gear.
Fourth gear direct drive mode of engine: as shown in fig. 1, the first clutch 3 is in an engaged state, the second clutch 6 is in a disengaged state, and the third clutch 7 is in an engaged state. The even-numbered stage synchronizer 20 is in an engaged state with the fourth-stage driven gear, and the even-numbered stage synchronizer 20 is in a disengaged state with the second-stage driven gear. The odd-numbered stage synchronizer 19 is in a disengaged state with the first-stage driven gear 14 and the third-stage driven gear 16. In this case, the power output from the engine passes through the first input shaft 1, the first clutch 3, the second input shaft 4, the third clutch 7, the second-speed drive gear 9, the second-speed driven gear 10, the even-speed synchronizer 20, the intermediate shaft 18, the reduction drive gear 21, the reduction driven gear 22, the differential 23, and the output shaft 24 in this order. Whereby the engine drives the vehicle in the fourth gear.
TABLE 2
Hybrid parallel driving:
When the engine is driven in the first gear, the second motor 5 can participate in driving correspondingly in the pure first gear at the same time, so that a hybrid parallel mode is formed. The first motor 2 may also participate in the driving at the same time for a short time when the vehicle has a greater power demand and the battery of the vehicle is sufficiently charged under certain severe conditions.
When the engine is driven in the second gear, the third gear and the fourth gear of the direct drive mode of the engine respectively, the second motor 5 can be correspondingly driven in the second gear, the third gear and the fourth gear of the pure electric mode respectively, and the hybrid parallel mode of the first motor 2 participating in driving is similar to the direct drive mode of the engine.
In summary, according to the different operating states of the engine, the first electric machine 2, and the second electric machine 5, the engaged or disengaged state of the second clutch 6 and the third clutch 7, and the disengaged or engaged state of the odd-numbered stage synchronizer 19 and the even-numbered stage synchronizer 20, various running modes of the hybrid vehicle can be realized.
Example two
As shown in fig. 2, the longitudinally-arranged four-gear hybrid power transmission device of the embodiment further comprises a first motor 2 and a planetary gear train, wherein the first input shaft 1 is connected with a rotor of the first motor 2, the second input shaft 4 is fixedly connected with a planet carrier 29 of the planetary gear train in a coaxial manner, a rotor of the second motor 5 is fixedly connected with a hollow shaft 25 in a coaxial manner, the hollow shaft 25 is fixedly connected with a sun gear 26 of the planetary gear train in a coaxial manner, and a gear ring 28 of the planetary gear train is fixedly arranged. The carrier 29 is provided with a pinion 27, and the pinion 27 meshes with the ring gear 28 and the sun gear 26. The second output shaft 24 passes through the hollow shaft 25 and the planetary gear train is located between the second motor 5 and the second clutch 6.
Example III
As shown in fig. 3, in the present embodiment, the first motor 2 is not provided, and the first input shaft 1 is connected only to the engine and the first clutch 3.
Example IV
As shown in fig. 4, the longitudinally-arranged four-gear hybrid power transmission device of the embodiment further comprises a planetary gear train, the second input shaft 4 is coaxially and fixedly connected with a planet carrier 29 of the planetary gear train, a rotor of the second motor 5 is coaxially and fixedly connected with a hollow shaft 25, the hollow shaft 25 is coaxially and fixedly connected with a sun gear 26 of the planetary gear train, and a gear ring 28 of the planetary gear train is fixedly arranged. The carrier 29 is provided with a pinion 27, and the pinion 27 meshes with the ring gear 28 and the sun gear 26. The second output shaft 24 passes through the hollow shaft 25 and the planetary gear train is located between the second motor 5 and the second clutch 6.
As shown in fig. 4, in the present embodiment, the first motor 2 is not provided, and the first input shaft 1 is connected only to the engine and the first clutch 3.
The utility model is described above by way of example with reference to the accompanying drawings. It will be clear that the utility model is not limited to the embodiments described above. As long as various insubstantial improvements are made using the method concepts and technical solutions of the present utility model; or the utility model is not improved, and the conception and the technical scheme are directly applied to other occasions and are all within the protection scope of the utility model.
Claims (8)
1. The utility model provides a indulge and put four grades of hybrid transmission, includes jackshaft, driving motor, the first input shaft, the second input shaft of being connected with the engine and sets up the first clutch between first input shaft and second input shaft, its characterized in that: the gear shifting device further comprises a second clutch and a third clutch which are connected with the second input shaft, a third input shaft which is connected with the third clutch, a fourth input shaft which is connected with the second clutch, a second gear transmission mechanism and a fourth gear transmission mechanism which are connected with the third input shaft and the intermediate shaft, an even gear synchronizer which is arranged on the intermediate shaft and can be selectively meshed with the second gear transmission mechanism and the fourth gear transmission mechanism, a first gear transmission mechanism and a third gear transmission mechanism which are connected with the fourth input shaft and the intermediate shaft, and an odd gear synchronizer which is arranged on the intermediate shaft and can be selectively meshed with the first gear transmission mechanism and the third gear transmission mechanism.
2. The longitudinally-arranged four-speed hybrid transmission according to claim 1, characterized in that: the motor further comprises a first motor, the first input shaft is connected with a rotor of the first motor, and the second input shaft is connected with a rotor of the driving motor.
3. The longitudinally-arranged four-speed hybrid transmission according to claim 1, characterized in that: the planetary gear system is characterized by further comprising a first motor and a planetary gear system, wherein the first input shaft is connected with a rotor of the first motor, the second input shaft is connected with a planet carrier of the planetary gear system, a rotor of the driving motor is connected with a sun gear of the planetary gear system, and a gear ring of the planetary gear system is fixedly arranged.
4. The longitudinally-arranged four-speed hybrid transmission according to claim 1, characterized in that: the planetary gear system is characterized by further comprising a planetary gear system, the second input shaft is connected with a planet carrier of the planetary gear system, a rotor of the driving motor is connected with a sun gear of the planetary gear system, and a gear ring of the planetary gear system is fixedly arranged.
5. The longitudinally-arranged four-speed hybrid transmission according to any one of claims 1 to 4, characterized in that: the first-gear transmission mechanism comprises a first-gear driving gear and a first-gear driven gear which are meshed, and the first-gear driving gear is arranged on the fourth input shaft.
6. The longitudinally-arranged four-speed hybrid transmission according to any one of claims 1 to 4, characterized in that: the second-gear transmission mechanism comprises a second-gear driving gear and a second-gear driven gear which are meshed with each other, and the second-gear driving gear is arranged on the third input shaft.
7. The longitudinally-arranged four-speed hybrid transmission according to any one of claims 1 to 4, characterized in that: the third-gear transmission mechanism comprises a third-gear driving gear and a third-gear driven gear which are meshed with each other, and the third-gear driving gear is arranged on the fourth input shaft.
8. The longitudinally-arranged four-speed hybrid transmission according to any one of claims 1 to 4, characterized in that: the four-gear transmission mechanism comprises a fourth-gear driving gear and a fourth-gear driven gear which are meshed, and the fourth-gear driving gear is arranged on the third input shaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202323413756.2U CN221401545U (en) | 2023-12-14 | 2023-12-14 | Longitudinal four-speed hybrid transmission |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202323413756.2U CN221401545U (en) | 2023-12-14 | 2023-12-14 | Longitudinal four-speed hybrid transmission |
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| Publication Number | Publication Date |
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| CN221401545U true CN221401545U (en) | 2024-07-23 |
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|---|---|---|---|
| CN202323413756.2U Expired - Fee Related CN221401545U (en) | 2023-12-14 | 2023-12-14 | Longitudinal four-speed hybrid transmission |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN119348402A (en) * | 2024-08-20 | 2025-01-24 | 中国第一汽车股份有限公司 | Longitudinal dual-motor hybrid power system, vehicle, and vehicle control method |
| CN119550809A (en) * | 2024-12-05 | 2025-03-04 | 西安交通大学 | Symmetrical wheel-side dual-motor planetary gear train drive and transmission for electric commercial vehicles |
-
2023
- 2023-12-14 CN CN202323413756.2U patent/CN221401545U/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN119348402A (en) * | 2024-08-20 | 2025-01-24 | 中国第一汽车股份有限公司 | Longitudinal dual-motor hybrid power system, vehicle, and vehicle control method |
| CN119550809A (en) * | 2024-12-05 | 2025-03-04 | 西安交通大学 | Symmetrical wheel-side dual-motor planetary gear train drive and transmission for electric commercial vehicles |
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