CN109017261A - 基于混合动力的横置变速器驱动***及其车辆 - Google Patents
基于混合动力的横置变速器驱动***及其车辆 Download PDFInfo
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- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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Abstract
本发明揭示了一种基于混合动力的横置变速器驱动***,至少包括设置在变速器内的第一输入轴和第一输出轴,所述第一输入轴通过连接驱动组件与发动机连接;所述第一输入轴通过齿轮机构与所述第一输出轴进行动力传输,所述第一输出轴上固设有与差速器的传动齿轮相啮合的第一连接齿轮;还包括设置在所述变速器内的第二输入轴和第二输出轴,所述第二输入轴和第二输出轴之间通过传动组件连接,所述第二输入轴上设有主驱动电机;所述第二输出轴上设有第二连接齿轮,所述第二连接齿轮与所述传动齿轮相啮合。本发明主要体现在:本***中电机均与输入轴直接连接,减少换挡时的同步容量,轴系更容易设计制作,避免输入轴承受过大扭矩所导致的输入轴断裂情况的发生。
Description
技术领域
本发明涉及一种混合动力驱动***,具体而言,尤其涉及一种基于混合动力的横置变速器驱动***及其车辆。
背景技术
目前,我国新能源汽车中混合动力汽车发展最为迅速。混合动力汽车是一种使用多种能量来源的车辆,混合动力汽车具备使用包括电能在内的两种或多种车载能源的动力总成。采用传统内燃机和电池作为动力***的混合动力轿车以其低能耗、低排放和价格相对较低等优点,已成为当前汽车动力***技术研究的热点。
公开号为CN1637327的中国专利公开了一种混合动力驱动***,其包括双离合变速器以及电动机,其中电动机直接与变速器空心的第一输入轴连接,其力臂较长,此种情况下电动机的布置比较复杂,空间利用不是很合理,并且空心第一输入轴承受过大的扭矩有可能造成空心轴的断裂。
另外该驱动***还存在以下缺陷:1、驱动时电动机不能给蓄电池充电,为保证电动机供电,造成蓄电池的体积大、成本高;2、传动***结构复杂,占用空间大、搭载不便。
发明内容
本发明的目的是克服现有技术存在的不足,提供一种基于混合动力的横置变速器驱动***及其车辆。
本发明的目的通过以下技术方案来实现:一种基于混合动力的横置变速器驱动***,其特征在于:包括设置在变速器壳体内相互平行且可自转的第一输入轴和第一输出轴,所述第一输入轴的一端通过连接驱动组件与发动机传动连接;所述第一输入轴通过齿轮机构与所述第一输出轴之间进行动力传输,所述第一输出轴的一端上固设有与差速器的传动齿轮相啮合的第一连接齿轮;
还包括设置在所述变速器壳体内与所述第一输出轴平行的第二输入轴和第二输出轴,所述第二输入轴和第二输出轴之间通过传动组件连接,且所述第二输入轴连接主驱动电机并由其驱动传动;所述第二输出轴上固设有一第二连接齿轮,所述第二连接齿轮与所述差速器的传动齿轮相啮合。
优选的,所述连接驱动组件至少包括辅助电机和分离离合器,所述分离离合器的主动端集成在所述辅助电机的转子中,其从动端集成在第一输入轴上。
优选的,所述分离离合器与第一输入轴连接,所述辅助电机的电机轴依次通过减震器和飞轮与所述发动机连接。
优选的,所述辅助电机的电机轴与第一输入轴连接,所述分离离合器依次通过减震器和飞轮与所述发动机连接。
优选的,所述传动组件包括固设在所述第二输出轴上的第三连接齿轮,以及设置在所述第二输入轴上的第四连接齿轮,所述第三连接齿轮和第四连接齿轮相啮合。
优选的,所述传动组件至少包括固设在所述第二输入轴上的第一连动齿轮和第二连动齿轮,以及空套在所述第二输出轴上与所述第一连动齿轮相啮合的第三连动齿轮和与所述第二连动齿轮相啮合的第四连动齿轮,所述第三连动齿轮和第四连动齿轮之间还设有固设在所述第二输出轴上的连动同步器,所述连动同步器可选择地与所述第三连动齿轮或第四连动齿轮传动连接。
优选的,所述齿轮机构至少包括依次空套在所述第一输入轴上的一挡主动齿轮、二挡主动齿轮、四挡主动齿轮和三挡主动齿轮,所述第一输出轴上依次固设有与所述一挡主动齿轮相啮合的一挡从动齿轮、与所述二挡主动齿轮相啮合的二挡从动齿轮、与所述四挡主动齿轮相啮合的四挡从动齿轮以及与所述三挡主动齿轮相啮合的三挡从动齿轮;所述齿轮机构还包括固设在所述第一输入轴上的一二同步器和三四同步器,所述一二同步器位于所述一挡主动齿轮和二挡主动齿轮之间,可选择地与所述一挡主动齿轮或二挡主动齿轮传动连接;所述三四同步器位于所述四挡主动齿轮和三挡主动齿轮之间,可选择地与所述四挡主动齿轮或三挡主动齿轮传动连接。
优选的,所述齿轮机构至少包括依次固设在所述第一输入轴上的二挡主动齿轮、四挡主动齿轮、三挡主动齿轮和一挡主动齿轮,所述第一输出轴上依次空套有与所述二挡主动齿轮相啮合的二挡从动齿轮、与所述四挡主动齿轮相啮合的四挡从动齿轮、与所述三挡主动齿轮相啮合的三挡从动齿轮以及与所述一挡主动齿轮相啮合的一挡从动齿轮;所述齿轮机构还包括固设在所述第一输出轴上的一三同步器和二四同步器,所述一三同步器位于所述三挡从动齿轮和一挡从动齿轮之间,可选择地与所述三挡从动齿轮或一挡从动齿轮传动连接;所述二四同步器位于所述二挡从动齿轮和四挡从动齿轮之间,可选择地与所述二挡从动齿轮或四挡从动齿轮传动连接。
优选的,所述第二输出轴上还固设有驻车齿轮,所述驻车齿轮可选择地设置靠近于所述第二连接齿轮或设置靠近于所述第三连接齿轮。
一种基于混合动力的横置变速器驱动***的车辆,其特征在于:包括上述所述的横置变速器驱动***。
本发明的有益效果主要体现在:
1、结构简单,设计精巧,本***中电机均与输入轴直接连接,减小力臂,可以减小扭矩,避免输入轴承受过大扭矩所导致的输入轴断裂情况的发生,同时,两轴式布置,数比匹配更简单,且变型容易;
2、车辆启动时,分离离合器处于分离状态,以主驱动电机进行驱动,驱动车辆至发动机可在高效经济区工作的车速时,辅助电机预先启动发动机并使其在高效经济区车速中介入驱动,实现并联混动,并可逐渐代替电机驱动,可极大地降低油耗,大大地节省成本;
3、在发动机换挡过程中主驱动电机补充动力差值保证***换挡时动力不中断,提升驾驶的舒适性;
4、将传统意义上的倒挡去掉,通过主驱动电机倒转即可实现倒挡;
5、在主驱动电机单独工作的情况下,如电池包电量低于一定的设定值,辅助电机启动发动机,发动机启动至高效经济区通过辅助电机发电直接驱动主动电机,当停车状态下发动为电池包补充电量;
6、车辆制动时,通过主驱动电机进行回收能量,避免能量的浪费;
7、发动机可在任一挡位上均可工作,实现较大范围的介入,适用于更多复杂的工况;
8、第二实施例中,在特殊工况,如急加速、大坡度启动等需求大扭矩输入时,主驱动电机输出不足的情况下,辅助电机可通过轴系与主驱动电机协同工作;
9、辅助电机在发动机并联介入***工作时,可产生负载使发动机尽量逼近高校区工作,且产生的负载可用于发电,更节能。
附图说明
下面结合附图对本发明技术方案作进一步说明:
图1:本发明第一实施例的结构示意图;
图2:本发明第二实施例的结构示意图;
图3:本发明第三实施例的结构示意图;
图4:本发明第四实施例的结构示意图。
具体实施方式
以下将结合附图所示的具体实施方式对本发明进行详细描述。但这些实施方式并不限于本发明,本领域的普通技术人员根据这些实施方式所做出的结构、方法、或功能上的变换均包含在本发明的保护范围内。
如图1所示,本发明揭示了一种基于混合动力的横置变速器驱动***,至少包括设置在变速器壳体内相互平行且可自转的第一输入轴1和第一输出轴2,所述第一输入轴1和第一输出轴2均没有相互嵌套,安装方便。所述第一输入轴1的一端通过连接驱动组件3与发动机4传动连接,进一步的,所述连接驱动组件3至少包括辅助电机31和分离离合器39,所述分离离合器39可集成在所述辅助电机31的转子中。所述第一输入轴1通过齿轮机构5与所述第一输出轴2之间进行动力传输,所述第一输出轴2的一端上固设有与差速器6的传动齿轮61相啮合的第一连接齿轮25,所述差速器6连接于车辆的轮毂。
本发明中,所述齿轮机构5至少包括依次空套在所述第一输入轴1上的一挡主动齿轮11、二挡主动齿轮12、四挡主动齿轮13和三挡主动齿轮14,所述第一输出轴2上设有与所述一挡主动齿轮11相啮合的一挡从动齿轮21、与所述二挡主动齿轮12相啮合的二挡从动齿轮22、与所述四挡主动齿轮13相啮合的四挡从动齿轮23以及与所述三挡主动齿轮14相啮合的三挡从动齿轮24。进一步的,所述齿轮机构5还包括固设在所述第一输入轴1上的一二同步器51和三四同步器52,所述一二同步器51位于所述一挡主动齿轮11和二挡主动齿轮12之间,可选择地与所述一挡主动齿轮11或二挡主动齿轮12传动连接。所述三四同步器52位于所述四挡主动齿轮13和三挡主动齿轮14之间,可选择地与所述四挡主动齿轮13或三挡主动齿轮14传动连接。另外,所述一挡主动齿轮11和三挡主动齿轮14位于所述第一输入轴1的两侧,所述一挡主动齿轮11靠近所述分离离合器的方式可以使变速箱更合理地匹配到合适的速比,以提升变速箱的使用效果。
本发明还包括设置在所述变速器壳体内与所述第一输出轴2平行的第二输入轴7和第二输出轴8,第二输入轴7和第二输出轴8均没有相互嵌套,安装方便。所述第二输入轴7和第二输出轴8之间通过传动组件连接,且所述第二输入轴7上设有主驱动电机9。该设置在空间上的利用也更为合理,可以避免输入轴承受过大扭矩所导致的输入轴断裂情况的发生。所述第二输出轴8上固设有一第二连接齿轮81,所述第二连接齿轮81与所述传动齿轮61相啮合。其中,所述传动组件包括固设在所述第二输出轴8上的第三连接齿轮82,以及设置在所述第二输入轴7上的第四连接齿轮71,所述第三连接齿轮82和第四连接齿轮71相啮合。
本发明的第一实施例中,所述分离离合器39与第一输入轴1连接,所述辅助电机31依次通过减震器32和飞轮33与所述发动机4连接,具体的,所述辅助电机31是汽车起动发电一体机,直接集成在发动机主轴上,就是直接以某种瞬态功率较大的电机替代传统的电机,在起步阶段短时替代发动机驱动汽车,并同时起到启动发动机的作用,减少发动机的怠速损耗和污染,正常行使时,发动机驱动车辆,所述辅助电机31断开或者起到发电机的作用,刹车时,所述辅助电机31还可以起到再生发电,回收制动能量的节能效果。总之这是一种介于混合动力和传统汽车之间的一种成本低廉的节能和环保方案,其如图1所示。
下面简单阐述一下本发明第一实施例的工作过程:
当车辆处于倒挡状态时,所述分离离合器39处于分离状态,所述主驱动电机9启动并反转,所述主驱动电机9转动通过所述第二输入轴7带动所述第四连接齿轮71转动。又因所述第二输入轴7与所述第三连接齿轮82相啮合,所述第三连接齿轮82开始转动,所述第三连接齿轮82转动通过所述第二输出轴8带动所述第二连接齿轮81转动,从而所述传动齿轮61开始转动,实现倒挡。
当车辆处于一挡时,所述分离离合器39处于闭合状态,所述辅助电机31开始启动驱动所述第一输入轴1以及一挡主动齿轮11转动,所述一挡主动齿轮11转动带动所述一挡从动齿轮21转动,所述一挡从动齿轮21转动通过所述第一输出轴2以及所述第一连接齿轮25驱动所述传动齿轮61转动。同时,所述主驱动电机9启动,所述主驱动电机9转动通过所述第二输入轴7带动所述第四连接齿轮71转动。又因所述第二输入轴7与所述第三连接齿轮82相啮合,所述第三连接齿轮82开始转动,所述第三连接齿轮82转动通过所述第二输出轴8带动所述第二连接齿轮81转动,从而所述传动齿轮61开始转动。并且所述第一连接齿轮25和第二连接齿轮81的转速一致。
当车辆处于二挡、三挡、四挡时,其动力传递路线与一挡类似,就不做过多赘述。
另外,车辆也可由所述主驱动电机9单独驱动,使其在倒挡、一挡、二挡、三挡以及四挡下工作,驱动车辆至所述发动机4可在高效经济区工作的车速时,所述辅助电机预先启动所述发动机4并使其在高效经济区车速中介入驱动,实现并联混动,并可逐渐代替电机驱动,可极大地降低油耗,大大地节省成本。同时,所述发动机在换挡过程中,所述主驱动电机可补充动力差值保证***换挡时动力不中断,提升驾驶的舒适性。
本发明中的另一设计要点在于:通过该设计,在混动过程中实现所述第一输入轴1和第二输出轴8上的两个功率相加。又因为功率是衡量汽车最高速度的物理量,功率越大的汽车的最高速度也越大,其爬坡性能以及加速性能也愈好。同时,所述第一输入轴1和第二输出轴8均有单独的驱动源驱动,可以彼此独立的输出贡献扭矩。
如图2所示,本发明的第二实施例中,所述辅助电机31与第一输入轴1连接,所述分离离合器39依次通过减震器32和飞轮33与所述发动机4连接,具体的,所述辅助电机31是汽车起动发电一体机,直接集成在第一输入轴1上,就是直接以某种瞬态功率较大的电机替代传统的电机,在起步阶段短时替代发动机驱动汽车,并同时起到启动发动机的作用,减少发动机的怠速损耗和污染,正常行使时,发动机驱动车辆,启动电机断开或者起到发电机的作用,刹车时,所述辅助电机31还可以起到再生发电,回收制动能量的节能效果。总之这是一种介于混合动力和传统汽车之间的一种成本低廉的节能和环保方案。
下面简单阐述一下本发明第一实施例的工作过程:
当车辆处于倒挡状态时,所述分离离合器39处于分离状态,所述辅助电机31开始启动驱动所述第一输入轴1以及一挡主动齿轮11转动,所述一挡主动齿轮11转动带动所述一挡从动齿轮21转动,所述一挡从动齿轮21转动通过所述第一输出轴2以及所述第一连接齿轮25驱动所述传动齿轮61转动。同时,所述主驱动电机9启动,所述主驱动电机9转动通过所述第二输入轴7带动所述第四连接齿轮71转动。又因所述第四连接齿轮71与所述第三连接齿轮82相啮合,所述第三连接齿轮82开始转动,所述第三连接齿轮82转动通过所述第二输出轴8带动所述第二连接齿轮81转动,从而所述传动齿轮61开始转动。并且所述第一连接齿轮25和第二连接齿轮81的转速一致。通过该设计,实现所述第一输入轴1和第二输出轴8上的两个功率相加。又因为功率是衡量汽车最高速度的物理量,功率越大的汽车的最高速度也越大,其爬坡性能以及加速性能也愈好。同时,所述第一输入轴1和第二输出轴8均有单独的驱动源驱动,可以彼此独立的输出贡献扭矩,以使其适应在特殊工况,如急加速倒挡 、大坡度倒挡等。
当车辆处于一挡时,所述分离离合器39处于闭合状态,所述辅助电机31开始启动驱动所述第一输入轴1以及一挡主动齿轮11转动,所述一挡主动齿轮11转动带动所述一挡从动齿轮21转动,所述一挡从动齿轮21转动通过所述第一输出轴2以及所述第一连接齿轮25驱动所述传动齿轮61转动。同时,所述主驱动电机9启动,所述主驱动电机9转动通过所述第二输入轴7带动所述第四连接齿轮71转动。又因所述第四连接齿轮71与所述第三连接齿轮82相啮合,所述第三连接齿轮82开始转动,所述第三连接齿轮82转动通过所述第二输出轴8带动所述第二连接齿轮81转动,从而所述传动齿轮61开始转动。并且所述第一连接齿轮25和第二连接齿轮81的转速一致。
当车辆处于二挡、三挡、四挡时,其动力传递路线与一挡类似,就不做过多赘述。
另外,车辆也可由所述主驱动电机9单独驱动,使其在倒挡、一挡、二挡、三挡以及四挡下工作,驱动车辆至发动机可在高效经济区工作的车速时,所述辅助电机预先启动发动机并使其在高效经济区车速中介入驱动,实现并联混动,并可逐渐代替电机驱动,可极大地降低油耗,大大地节省成本。同时,所述发动机在换挡过程中,所述主驱动电机可补充动力差值保证***换挡时动力不中断,提升驾驶的舒适性。
图3为本发明的第三实施例,与图1本发明的第一实施例相比,其区别点为所述齿轮机构5,本实施例中所述齿轮机构5至少包括依次固设在所述第一输入轴1上的二挡主动齿轮12、四挡主动齿轮13、三挡主动齿轮14和一挡主动齿轮11,所述第一输出轴2上依次空套有与所述二挡主动齿轮12相啮合的二挡从动齿轮22、与所述四挡主动齿轮13相啮合的四挡从动齿轮23、与所述三挡主动齿轮14相啮合的三挡从动齿轮24以及与所述一挡主动齿轮11相啮合的一挡从动齿轮21;所述齿轮机构5还包括固设在所述第一输出轴2上的一三同步器58和二四同步器59,所述一三同步器58位于所述三挡从动齿轮24和一挡从动齿轮21之间,可选择地与所述三挡从动齿轮24或一挡从动齿轮21传动连接;所述二四同步器59位于所述二挡从动齿轮22和四挡从动齿轮23之间,可选择地与所述二挡从动齿轮22或四挡从动齿轮23传动连接。
图4为本发明的第四实施例,与图3本发明的第三实施例相比,其区别点为传动组件,具体的,所述传动组件至少包括固设在所述第二输入轴7上的第一连动齿轮79和第二连动齿轮78,以及空套在所述第二输出轴8上与所述第一连动齿轮79相啮合的第三连动齿轮89和与所述第二连动齿轮78相啮合的第四连动齿轮88,所述第三连动齿轮89和第四连动齿轮88之间还设有固设在所述第二输出轴8上的连动同步器87,所述连动同步器87可选择地与所述第三连动齿轮89或第四连动齿轮88传动连接。
进一步的,所述第二输出轴8上还固设有驻车齿轮83,所述驻车齿轮83用以使汽车停放时不致溜滑。另外上述所述基于混合动力的横置变速器驱动***,可应用于基于混合动力的横置变速器驱动***的车辆中。
本发明的有益效果主要体现在:
1、结构简单,设计精巧,本***中电机均与输入轴直接连接,减小力臂,可以减小扭矩,避免输入轴承受过大扭矩所导致的输入轴断裂情况的发生,同时,两轴式布置,数比匹配更简单,且变型容易;
2、车辆启动时,分离离合器处于分离状态,以主驱动电机进行驱动,驱动车辆至发动机可在高效经济区工作的车速时,辅助电机预先启动发动机并使其在高效经济区车速中介入驱动,实现并联混动,并可逐渐代替电机驱动,可极大地降低油耗,大大地节省成本;
3、在发动机换挡过程中主驱动电机补充动力差值保证***换挡时动力不中断,提升驾驶的舒适性;
4、将传统意义上的倒挡去掉,通过主驱动电机倒转即可实现倒挡;
5、在主驱动电机单独工作的情况下,如电池包电量低于一定的设定值,辅助电机启动发动机,发动机启动至高效经济区通过辅助电机发电直接驱动主动电机,当停车状态下发动为电池包补充电量;
6、车辆制动时,通过主驱动电机进行回收能量,避免能量的浪费;
7、发动机可在任一挡位上均可工作,实现较大范围的介入,适用于更多复杂的工况;
8、第二实施例中,在特殊工况,如急加速、大坡度启动等需求大扭矩输入时,主驱动电机输出不足的情况下,辅助电机可通过轴系与主驱动电机协同工作;
9、辅助电机在发动机并联介入***工作时,可产生负载使发动机尽量逼近高校区工作,且产生的负载可用于发电,更节能。
应当理解,虽然本说明书按照实施方式加以描述,但并非每个实施方式仅包含一个独立的技术方案,说明书的这种叙述方式仅仅是为清楚起见,本领域技术人员应当将说明书作为一个整体,各实施方式中的技术方案也可以经适当组合,形成本领域技术人员可以理解的其他实施方式。
上文所列出的一系列的详细说明仅仅是针对本发明的可行性实施方式的具体说明,它们并非用以限制本发明的保护范围,凡未脱离本发明技艺精神所作的等效实施方式或变更均应包含在本发明的保护范围之内。
Claims (10)
1.基于混合动力的横置变速器驱动***,其特征在于:包括设置在变速器壳体内相互平行且可自转的第一输入轴(1)和第一输出轴(2),所述第一输入轴(1)的一端通过连接驱动组件(3)与发动机(4)传动连接;所述第一输入轴(1)通过齿轮机构(5)与所述第一输出轴(2)之间进行动力传输,所述第一输出轴(2)的一端上固设有与差速器(6)的传动齿轮(61)相啮合的第一连接齿轮(25);
还包括设置在所述变速器壳体内与所述第一输出轴(2)平行的第二输入轴(7)和第二输出轴(8),所述第二输入轴(7)和第二输出轴(8)之间通过传动组件连接,且所述第二输入轴(7)连接主驱动电机(9)并由其驱动传动;所述第二输出轴(8)上固设有一第二连接齿轮(81),所述第二连接齿轮(81)与所述差速器(6)的传动齿轮(61)相啮合。
2.根据权利要求1所述的基于混合动力的横置变速器驱动***,其特征在于:所述连接驱动组件(3)至少包括辅助电机(31)和分离离合器(39),所述分离离合器(39)的主动端集成在所述辅助电机(31)的转子中,其从动端集成在第一输入轴(1)上。
3.根据权利要求2所述的基于混合动力的横置变速器驱动***,其特征在于:所述分离离合器(39)与第一输入轴(1)连接,所述辅助电机(31)的电机轴依次通过减震器(32)和飞轮(33)与所述发动机(4)连接。
4.根据权利要求2所述的基于混合动力的横置变速器驱动***,其特征在于:所述辅助电机(31)的电机轴与第一输入轴(1)连接,所述分离离合器(39)依次通过减震器(32)和飞轮(33)与所述发动机(4)连接。
5.根据权利要求3或4所述的基于混合动力的横置变速器驱动***,其特征在于:所述传动组件包括固设在所述第二输出轴(8)上的第三连接齿轮(82),以及设置在所述第二输入轴(7)上的第四连接齿轮(71),所述第三连接齿轮(82)和第四连接齿轮(71)相啮合。
6.根据权利要求3或4所述的基于混合动力的横置变速器驱动***,其特征在于:所述传动组件至少包括固设在所述第二输入轴(7)上的第一连动齿轮(79)和第二连动齿轮(78),以及空套在所述第二输出轴(8)上与所述第一连动齿轮(79)相啮合的第三连动齿轮(89)和与所述第二连动齿轮(78)相啮合的第四连动齿轮(88),所述第三连动齿轮(89)和第四连动齿轮(88)之间还设有固设在所述第二输出轴(8)上的连动同步器(87),所述连动同步器(87)可选择地与所述第三连动齿轮(89)或第四连动齿轮(88)传动连接。
7.根据权利要求5或6所述的基于混合动力的横置变速器驱动***,其特征在于:所述齿轮机构(5)至少包括依次空套在所述第一输入轴(1)上的一挡主动齿轮(11)、二挡主动齿轮(12)、四挡主动齿轮(13)和三挡主动齿轮(14),所述第一输出轴(2)上依次固设有与所述一挡主动齿轮(11)相啮合的一挡从动齿轮(21)、与所述二挡主动齿轮(12)相啮合的二挡从动齿轮(22)、与所述四挡主动齿轮(13)相啮合的四挡从动齿轮(23)以及与所述三挡主动齿轮(14)相啮合的三挡从动齿轮(24);所述齿轮机构(5)还包括固设在所述第一输入轴(1)上的一二同步器(51)和三四同步器(52),所述一二同步器(51)位于所述一挡主动齿轮(11)和二挡主动齿轮(12)之间,可选择地与所述一挡主动齿轮(11)或二挡主动齿轮(12)传动连接;所述三四同步器(52)位于所述四挡主动齿轮(13)和三挡主动齿轮(14)之间,可选择地与所述四挡主动齿轮(13)或三挡主动齿轮(14)传动连接。
8.根据权利要求5或6所述的基于混合动力的横置变速器驱动***,其特征在于:所述齿轮机构(5)至少包括依次固设在所述第一输入轴(1)上的二挡主动齿轮(12)、四挡主动齿轮(13)、三挡主动齿轮(14)和一挡主动齿轮(11),所述第一输出轴(2)上依次空套有与所述二挡主动齿轮(12)相啮合的二挡从动齿轮(22)、与所述四挡主动齿轮(13)相啮合的四挡从动齿轮(23)、与所述三挡主动齿轮(14)相啮合的三挡从动齿轮(24)以及与所述一挡主动齿轮(11)相啮合的一挡从动齿轮(21);所述齿轮机构(5)还包括固设在所述第一输出轴(2)上的一三同步器(58)和二四同步器(59),所述一三同步器(58)位于所述三挡从动齿轮(24)和一挡从动齿轮(21)之间,可选择地与所述三挡从动齿轮(24)或一挡从动齿轮(21)传动连接;所述二四同步器(59)位于所述二挡从动齿轮(22)和四挡从动齿轮(23)之间,可选择地与所述二挡从动齿轮(22)或四挡从动齿轮(23)传动连接。
9.根据权利要求7或8所述的基于混合动力的横置变速器驱动***,其特征在于:所述第二输出轴(8)上还固设有驻车齿轮(83),所述驻车齿轮(83)可选择地设置靠近于所述第二连接齿轮(81)或设置靠近于所述第三连接齿轮(82)。
10.基于混合动力的横置变速器驱动***的车辆,其特征在于:包括权利要求1至9任一所述的横置变速器驱动***。
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