CN109693529B - Special speed changer for hybrid power - Google Patents
Special speed changer for hybrid power Download PDFInfo
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- CN109693529B CN109693529B CN201910046699.8A CN201910046699A CN109693529B CN 109693529 B CN109693529 B CN 109693529B CN 201910046699 A CN201910046699 A CN 201910046699A CN 109693529 B CN109693529 B CN 109693529B
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- 230000005540 biological transmission Effects 0.000 claims abstract description 38
- 238000010248 power generation Methods 0.000 abstract description 5
- 230000001133 acceleration Effects 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- 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
- B60K6/20—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
- 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
- B60K6/36—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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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
- B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- 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
- B60K6/20—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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention relates to a special transmission for hybrid power, belongs to the technical field of automobile transmissions, and can be used for a hybrid power automobile with a double-motor power splitting technical route. The speed changer consists of a shell and a transmission mechanism arranged inside the shell; the transmission shell consists of a front shell and a rear shell; the transmission mechanism is composed of a first input shaft assembly, a first intermediate shaft assembly, a first output shaft assembly, a second input shaft assembly, a second intermediate shaft assembly and a second output shaft assembly which are arranged in parallel. The four working modes of independent driving of the power motor, independent driving of the engine, simultaneous driving of the power motor and the engine and power generation of the engine can be realized through the transmission mechanism. The motor driving mode is a single speed ratio, the engine driving mode is provided with two speed ratios which are divided into a high gear and a low gear, the transmission configuration can ensure the running economy of the vehicle, and meanwhile, the power performance of the vehicle is improved.
Description
Technical Field
The invention belongs to the technical field of automobile transmissions, and relates to a special hybrid power transmission which can be used for a hybrid power automobile with a double-motor power splitting technical route.
Background
With the rapid increase of economy, the automobile industry in recent years has developed rapidly and has a new and innovative production and marketing. The requirements of good market performance and government policy and regulation on energy conservation, environmental protection and the like are continuously pushing the high-speed development of automobile technology. New energy automobiles gradually become the development trend of future automobile markets, but the existing pure electric automobiles are difficult to become a main pin automobile type in a short period because of the comprehensive influence of factors such as short battery endurance mileage, long charging time, short battery service life and the like, and the oil-electricity hybrid electric automobiles will take the dominant role in a long period in the future. Therefore, the development of advanced core systems such as a special hybrid engine, a special hybrid transmission and the like at present becomes an important work of mainstream automobile manufacturers at home and abroad, wherein the configuration of the special hybrid transmission of the automobile greatly influences the performances of the automobile in various aspects such as dynamic property, economy and the like, and further, whether the whole automobile has market competitiveness is determined.
At present, hybrid electric vehicles in domestic and foreign markets have a single-motor technical route and a double-motor power splitting technical route, wherein the double-motor power technical route has good urban road condition economy, and is very widely applied.
The technical scheme of the double-motor power split-flow hybrid power in the market at present comprises a series scheme, a parallel scheme and a series-parallel scheme. The speed changer of the series-parallel technical route comprises an electric control stepless speed changer (ECVT) and a single-gear fixed speed ratio speed changer, wherein the electric control stepless speed changer (ECVT) has higher technical complexity, high manufacturing difficulty and higher cost; although the single-gear fixed speed ratio transmission has low technical complexity, the speed ratio of a motor driving mode and an engine driving mode is unique, and the economy and the dynamic property of the vehicle are difficult to perfectly consider. The invention provides a hybrid power transmission configuration, wherein a motor driving mode is a single speed ratio, an engine driving mode is provided with two speed ratios and is divided into a high gear and a low gear, the hybrid power transmission configuration can ensure the running economy of a vehicle, and meanwhile, the power performance of the vehicle is improved.
Disclosure of Invention
The invention aims to provide a hybrid power transmission configuration which can realize four working modes of independent driving of a power motor, independent driving of an engine, simultaneous driving of the power motor and the engine and power generation of the engine. The motor driving mode is a single speed ratio, the engine driving mode is provided with two speed ratios which are divided into a high gear and a low gear, the transmission configuration can ensure the running economy of the vehicle, and meanwhile, the power performance of the vehicle is improved.
The method is realized by adopting the following technical scheme: the special transmission for the hybrid power is characterized by comprising a shell and a transmission mechanism arranged in the shell; the transmission shell consists of a front shell and a rear shell; the transmission mechanism is composed of a first input shaft assembly, a first intermediate shaft assembly, a first output shaft assembly, a second input shaft assembly, a second intermediate shaft assembly and a second output shaft assembly which are arranged in parallel. The four working modes of independent driving of the power motor, independent driving of the engine, simultaneous driving of the power motor and the engine and power generation of the engine can be realized through the transmission mechanism. The power motor output shaft is connected with a first input shaft of the transmission through a spline, motor power is transmitted to a first intermediate shaft through a pair of gears, the first intermediate shaft transmits power to the first output shaft through a pair of gears, a differential mechanism is arranged on the first output shaft, and the power is transmitted to a vehicle driving shaft through a differential mechanism half-shaft gear and then transmitted to wheels, so that power motor driving is realized; the output end of the engine is connected with a second input shaft of the transmission, power is transmitted to a second output shaft through a pair of speed-increasing gears, and the second output shaft is connected with a driving generator input shaft through a spline to operate so as to generate power, so that the engine generates power; the second input shaft is provided with a high-grade driving gear and a low-grade driving gear which can respectively drive a high-grade driven gear and a low-grade driven gear on the second intermediate shaft; when the second intermediate shaft is respectively connected with the low-gear driven gear and the high-gear driven gear through the connecting sleeve, the low-speed or high-speed operation of the second intermediate shaft is realized, and finally, the power is transmitted to the first output shaft through the reduction gear fixed on the second intermediate shaft, so that the power of the engine is transmitted to the wheels, and the engine driving is realized.
The first input shaft assembly comprises a first input shaft and a first-stage reduction driving gear, the first input shaft and the first-stage reduction driving gear are integrated, the first input shaft is connected with the output end of the power motor through a spline, a parking gear is arranged on the first input shaft, the front end of the first input shaft is supported in the front shell through a high-speed deep groove ball bearing, and the rear end of the first input shaft is supported in the rear shell through a high-speed deep groove ball bearing.
The first intermediate shaft assembly comprises a first intermediate shaft, a first-stage reduction driven gear and a second-stage reduction driving gear, the first-stage reduction driven gear is connected with the first intermediate shaft through a spline, the second-stage reduction driving gear and the first intermediate shaft are integrated, the front end of the first intermediate shaft is supported in the front shell through a ball bearing, the rear end of the first intermediate shaft is supported in the rear shell through another ball bearing, and the first-stage reduction driven gear is meshed with the first-stage reduction driving gear.
The first output shaft assembly comprises a secondary driven gear and a differential mechanism, wherein the secondary driven gear is riveted, welded or screwed with a differential mechanism shell of the differential mechanism, the differential mechanism shell is supported on a front shell and a rear shell of the transmission through a front tapered roller bearing and a rear tapered roller bearing, and the secondary driven gear is meshed with a secondary driving gear.
The differential mechanism mainly comprises two side gears, a planetary gear shaft and two planetary gears, wherein the two side gears are arranged in a differential mechanism shell, the two side gears are respectively supported and installed at the left end and the right end of the differential mechanism shell, the two planetary gears are positioned in the differential mechanism shell through the planetary gear shaft, and the planetary gears are meshed with the side gears.
The second input shaft assembly comprises a second input shaft, a low-grade driving gear and a high-grade driving gear, wherein the low-grade driving gear and the high-grade driving gear are respectively connected with the second input shaft through splines, the front end of the second input shaft is supported in the front shell through one ball bearing, and the rear end of the second input shaft is supported in the rear shell through the other ball bearing.
The second intermediate shaft assembly comprises a second intermediate shaft, a low-grade driven gear, a high-grade driven gear, a speed reducing gear, a gear hub and a joint sleeve, wherein the speed reducing gear and the second intermediate shaft are integrated, the low-grade driven gear and the high-grade driven gear are respectively supported and sleeved on the second intermediate shaft through needle bearings, the gear hub and the joint sleeve are arranged between the low-grade driven gear and the high-grade driven gear, the gear hub is in interference connection with the second intermediate shaft through splines, the joint sleeve is in spline connection with the gear hub, the joint sleeve can axially slide along the splines, the front end of the second intermediate shaft is supported in a front shell through a ball bearing, the rear end of the second intermediate shaft is supported in a rear shell through another ball bearing, the speed reducing gear is meshed with the second-grade speed reducing driven gear, the low-grade driven gear is meshed with the low-grade driving gear, and the high-grade driven gear is meshed with the high-grade driving gear.
The second output shaft assembly comprises a second output shaft and a speed increasing gear, wherein the second output shaft and the speed increasing gear are integrated, the rear end of the second output shaft is connected with the generator, the front end of the second output shaft is supported in the front shell through one ball bearing, the rear end of the second output shaft is supported in the rear shell through the other ball bearing, and the speed increasing gear is meshed with the high-grade driving gear.
Compared with the prior art, the application has the beneficial effects that: the transverse hybrid power special transmission adopts six-shaft parallel arrangement, and can realize four modes of independent driving of the power motor, independent driving of the engine, simultaneous driving of the power motor and the engine and power generation of the engine. Particularly, the engine driving mode has two speed ratios, namely a high gear and a low gear, wherein the high gear can be used for the high-speed cruising of a vehicle when the engine is driven, the fuel consumption of the vehicle is reduced, the low gear can be used for the dynamic performance requirement when the vehicle is started or suddenly accelerated, and the transmission perfectly considers the economical efficiency and the dynamic performance requirement of the vehicle in configuration, and meanwhile, the transmission has the advantages of compact integral structure, easiness in whole vehicle space arrangement, lower technical complexity and cost and good market application prospect.
Drawings
FIG. 1 is a schematic diagram of a transmission and powertrain dedicated for transverse hybrid power in accordance with the present invention;
In the figure: 1. a front housing 2, rear housing 3, first input shaft 4, first stage reduction drive gear 5, parking gear 6, high speed deep groove ball bearing 7, high speed deep groove ball bearing 8, first intermediate shaft 9, first stage reduction drive gear 11, ball bearing 12, ball bearing 13, second stage reduction drive gear 14, differential housing 15, planetary gear 16, side gear 17, planetary shaft 18, tapered roller bearing 19, tapered roller bearing 20, second intermediate shaft 21, reduction gear 22, low stage drive gear 23, high stage drive gear 24, gear hub 25, joint sleeve 26, ball bearing 27, ball bearing 28, second input shaft 29, low stage drive gear 30, high stage drive gear 31, ball bearing 32, ball bearing 33, second output shaft 34, upshift gear 35, ball bearing 36, ball bearing 37, first input shaft assembly 38, first intermediate shaft assembly 39, first output shaft assembly 40, second input shaft assembly 41, second intermediate shaft assembly 42, second output shaft assembly 43, differential assembly 43
Detailed Description
In order to make the technical problems, technical schemes and advantages to be solved more clear, the technical schemes and advantages of the present application are further described, and the detailed description is given below with reference to the accompanying drawings and the embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the application.
As shown in fig. 1, the first input shaft assembly (37) includes a first input shaft (3) and a first-stage reduction driving gear (4), the first input shaft (3) and the first-stage reduction driving gear (4) are integrated, the first input shaft (3) is connected with an output end of a power motor through a spline, a parking gear (5) is arranged on the first input shaft (3), a front end of the first input shaft (3) is supported in the front shell (1) through a high-speed deep groove ball bearing (6), and a rear end of the first input shaft (3) is supported in the rear shell (2) through a high-speed deep groove ball bearing (7).
As shown in fig. 1, the first intermediate shaft assembly (38) comprises a first intermediate shaft (8), a primary reduction driven gear (9) and a secondary reduction driving gear (10), the primary reduction driven gear (9) is connected with the first intermediate shaft (5) through a spline, the secondary reduction driving gear (10) and the first intermediate shaft (8) are integrated, the front end of the first intermediate shaft (8) is supported in the front shell (1) through a ball bearing (11), the rear end of the first intermediate shaft (8) is supported in the rear shell (2) through a ball bearing (12), and the primary reduction driven gear (9) is meshed with the primary reduction driving gear (4).
As shown in fig. 1, the first output shaft assembly (39) includes a secondary reduction driven gear (13) and a differential mechanism (43), wherein the secondary reduction driven gear (13) and a differential housing (14) of the differential mechanism (43) are riveted, welded or screwed together, the differential housing (14) is respectively supported on a front housing (1) and a rear housing (2) through two tapered roller bearings, and the secondary reduction driven gear (13) is meshed with the secondary reduction driving gear (10).
As shown in fig. 1, the differential (43) is mainly composed of two side gears (16) provided in a differential case (14), one planetary shaft (17), and two planetary gears (15), wherein the two side gears (16) are respectively supported and mounted at the left and right ends of the differential case (4), the two planetary gears (15) are positioned in the differential case (4) by the planetary shafts (17), and the planetary gears (15) are engaged with the side gears (16).
As shown in fig. 1, the second input shaft assembly (40) includes a second input shaft (28), a low-gear driving gear (29) and a high-gear driving gear (30), wherein the low-gear driving gear (29) and the high-gear driving gear (30) are respectively connected with the second input shaft (28) through splines in an interference manner, the front end of the second input shaft (28) is supported in the front casing (1) through a ball bearing (31), and the rear end of the second input shaft (28) is supported in the rear casing (2) through a ball bearing (32).
As shown in fig. 1, the second intermediate shaft assembly (41) comprises a second intermediate shaft (20), a low-gear driven gear (22), a high-gear driven gear (23), a reduction gear (21), a gear hub (24) and a joint sleeve (25), wherein the reduction gear (21) and the second intermediate shaft (20) are integrated, the low-gear driven gear (22) and the high-gear driven gear (23) are respectively supported on the second intermediate shaft (20) through needle bearing support empty sleeves, the gear hub (24) and the joint sleeve (25) are arranged in the middle of the low-gear driven gear (22) and the high-gear driven gear (23), the gear hub (24) is in interference connection with the second intermediate shaft (20) through splines, the joint sleeve (25) is in spline connection with the gear hub (24) through splines, the joint sleeve (25) can axially slide along the spline of the gear hub (24), the front end of the second intermediate shaft (20) is supported in the front shell (1) through a ball bearing (26), and the rear end of the second intermediate shaft (20) is supported in the rear shell (2) through a ball bearing (27); the low-gear driven gear (22) and the high-gear driven gear (23) are respectively meshed with a low-gear driving gear (29) and a high-gear driving gear (30) on the second input shaft assembly (40), and the reduction gear (21) is meshed with the secondary reduction driven gear (13).
As shown in fig. 1, the second output shaft assembly (42) includes a second output shaft (33) and a speed increasing gear (34), wherein the second output shaft (33) and the speed increasing gear (34) are integrated, the rear end of the second output shaft (33) is connected with the generator, the front end of the second output shaft (33) is supported in the front housing (1) through a ball bearing (35), the rear end of the second output shaft (33) is supported in the rear housing (2) through a ball bearing (36), and the speed increasing gear (34) is meshed with a high-grade driving gear (30) on the second input shaft assembly (40).
The four operating modes of the hybrid transmission of the present invention are based on the following principles:
The power motor is in an independent driving mode, the engine is in a stop state, power of the power motor is input through the front end of the first input shaft (3), the power is transmitted to the first-stage reduction driven gear (9) through the first-stage reduction driving gear (4), the first-stage reduction driven gear (9) drives the first intermediate shaft (8) to rotate, power is transmitted to the second-stage reduction driven gear (13) through the second-stage reduction driving gear (10) on the first intermediate shaft (8), the second-stage reduction driven gear (13) drives the differential case (14) to rotate, and then the power is transmitted to the wheels through the planetary shafts (17), the planetary gears (15) and the half shaft gears (16) fixed on the differential case (14), so that independent driving of the power motor is realized.
The engine is in an independent driving mode, the power motor and the generator are in a stop state, the power of the engine drives the second input shaft (28) to rotate, the low-grade driving gear (29) and the high-grade driving gear (30) fixed on the second input shaft rotate along with the second input shaft (28), so that the low-grade driven gear (22) and the high-grade driven gear (23) which are sleeved on the second intermediate shaft (20) are driven to rotate, when the engagement sleeve on the second intermediate shaft (20) slides rightwards to be engaged with the low-grade driven gear (22), the second intermediate shaft (20) is driven to rotate at a low speed, the power is transmitted to the second-grade speed reduction driven gear (13) through the speed reduction gear (21), and finally the power is output to wheels through the differential mechanism (43), so that the power requirement of the vehicle during rapid acceleration running is met; when the joint sleeve on the second intermediate shaft (20) slides leftwards to be jointed with the high-grade driven gear (23), the second intermediate shaft (20) is driven to rotate at a high speed, power is transmitted to the secondary speed reduction driven gear (13) through the speed reduction gear (21), and finally the power is output to wheels through the differential mechanism (43), so that the energy-saving requirement of the vehicle during high-speed running is met.
The power motor and the engine are in a simultaneous driving mode, the power motor and the engine work simultaneously, and power is simultaneously transmitted to wheels through the first input shaft (3) and the second input shaft (28) through the respective transmission routes, so that the power performance requirement of the vehicle during rapid acceleration is met.
In the power generation mode of the engine, the engine transmits power to the speed-up gear (34) through the high-grade driving gear (30) on the second input shaft (28) to drive the second output shaft (33) to operate, and the output end of the second output shaft (33) is connected with the generator, so that the generator is driven to operate at a high speed, and mechanical energy is converted into electric energy for charging a battery or driving a vehicle through a power motor.
While the foregoing is directed to the preferred embodiments, it will be appreciated by those of ordinary skill in the art that numerous modifications and variations can be made without departing from the principles set forth, and that such modifications and variations are to be regarded as being within the scope of protection.
Claims (3)
1. The special transmission for the hybrid power is characterized by comprising a shell and a transmission mechanism arranged in the shell; the transmission shell consists of a front shell (1) and a rear shell (2); the transmission mechanism consists of a first input shaft assembly (37), a first intermediate shaft assembly (38), a first output shaft assembly (39), a second input shaft assembly (40), a second intermediate shaft assembly (41) and a second output shaft assembly (42) which are arranged in parallel;
The first input shaft assembly (37) comprises a first input shaft (3) and a first-stage reduction driving gear (4), the first input shaft (3) and the first-stage reduction driving gear (4) are integrated, the first input shaft (3) is connected with the output end of the power motor through a spline, a parking gear (5) is arranged on the first input shaft (3), the front end of the first input shaft (3) is supported in the front shell (1) through a high-speed deep groove ball bearing (6), and the rear end of the first input shaft (3) is supported in the rear shell (2) through a high-speed deep groove ball bearing (7);
the first intermediate shaft assembly (38) comprises a first intermediate shaft (8), a first-stage reduction driven gear (9) and a second-stage reduction driving gear (10), the first-stage reduction driven gear (9) is connected with the first intermediate shaft (5) through a spline, the second-stage reduction driving gear (10) and the first intermediate shaft (8) are integrated, the front end of the first intermediate shaft (8) is supported in the front shell (1) through a ball bearing (11), and the rear end of the first intermediate shaft (8) is supported in the rear shell (2) through another ball bearing (12);
the first output shaft assembly (39) comprises a secondary driven gear (13) and a differential mechanism (43), wherein the secondary driven gear (13) is connected with a differential mechanism shell (14) of the differential mechanism, one end of the differential mechanism shell (14) is supported in a front transmission shell (1) through a tapered roller bearing (18), and the other end of the differential mechanism shell (14) is supported in a rear transmission shell (2) through a tapered roller bearing (19);
The second input shaft assembly (40) comprises a second input shaft (28), a low-grade driving gear (29) and a high-grade driving gear (30), wherein the low-grade driving gear (29) and the high-grade driving gear (30) are respectively connected with the second input shaft (28) through splines, the front end of the second input shaft (28) is supported in the front shell (1) through a ball bearing (31), and the rear end of the second input shaft (28) is supported in the rear shell (2) through another ball bearing (32);
The second intermediate shaft assembly (41) comprises a second intermediate shaft (20), a low-grade driven gear (22), a high-grade driven gear (23), a speed reduction gear (21), a gear hub (24) and a joint sleeve (25), wherein the speed reduction gear (21) and the second intermediate shaft (20) are integrated, the low-grade driven gear (22) and the high-grade driven gear (23) are respectively sleeved on the second intermediate shaft (20) through needle bearing supporting spaces, the gear hub (24) and the joint sleeve (25) are arranged in the middle of the low-grade driven gear (22) and the high-grade driven gear (23), the gear hub (24) is connected with the second intermediate shaft (20) through spline interference, the joint sleeve (25) is connected with the gear hub (24) through spline, the joint sleeve (25) can axially slide along spline, the front end of the second intermediate shaft (20) is supported in the front shell (1) through one ball bearing (26), and the rear end of the second intermediate shaft (20) is supported in the rear shell (2) through the other ball bearing (27);
The second output shaft assembly (42) comprises a second output shaft (33) and a speed increasing gear (34), wherein the second output shaft (33) and the speed increasing gear (34) are integrated, the front end of the second output shaft (33) is connected with the generator, the front end of the second output shaft (33) is supported in the front shell (1) through a ball bearing (35), and the rear end of the second output shaft (33) is supported in the rear shell (2) through a ball bearing (36).
2. A hybrid dedicated transmission according to claim 1, characterized in that the secondary driven gear (13) and the differential housing (14) of the differential are riveted, welded or screwed together.
3. A hybrid dedicated transmission according to claim 1, wherein the differential (43) is mainly composed of two side gears (16) provided in the differential case (14), one planetary gear shaft (17), two planetary gears (15), wherein the two side gears (16) are supported and mounted on the left and right ends of the differential case (14), respectively, the two planetary gears (15) are positioned in the differential case (14) through the planetary gear shafts (17), and the planetary gears (15) are meshed with the side gears (16).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910046699.8A CN109693529B (en) | 2019-01-18 | 2019-01-18 | Special speed changer for hybrid power |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910046699.8A CN109693529B (en) | 2019-01-18 | 2019-01-18 | Special speed changer for hybrid power |
Publications (2)
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| CN111098687A (en) * | 2019-12-27 | 2020-05-05 | 中国第一汽车股份有限公司 | Hybrid power system and hybrid power vehicle |
| CN113464620A (en) * | 2021-07-13 | 2021-10-01 | 中国第一汽车股份有限公司 | Coaxial double-motor double-speed-ratio electric drive assembly and electric automobile |
| CN115635838A (en) * | 2022-10-24 | 2023-01-24 | 东风汽车集团股份有限公司 | Hybrid power speed change mechanism assembly, hybrid power electric drive system and vehicle |
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| CN102555766B (en) * | 2012-01-10 | 2014-11-26 | 重庆青山工业有限责任公司 | Hybrid transmission assembly |
| WO2015113426A1 (en) * | 2014-01-30 | 2015-08-06 | 比亚迪股份有限公司 | Vehicle and power transmission system thereof |
| CN204641376U (en) * | 2015-01-23 | 2015-09-16 | 广州汽车集团股份有限公司 | Hybrid power system and hybrid vehicle |
| CN106143114A (en) * | 2015-04-08 | 2016-11-23 | 舍弗勒技术股份两合公司 | Hybrid power assembly, hybrid power transmission and hybrid electric vehicle |
| DE102015215256A1 (en) * | 2015-08-11 | 2017-02-16 | Bayerische Motoren Werke Aktiengesellschaft | Drive for a hybrid vehicle |
| CN105599590A (en) * | 2015-11-25 | 2016-05-25 | 唐山爱信齿轮有限责任公司 | Three-gear hybrid-power transmission and three-gear combined driving method of hybrid power vehicle |
| WO2017114423A1 (en) * | 2015-12-31 | 2017-07-06 | Byd Company Limited | Electric drive axle assembly and vehicle having the electric drive axle assembly |
| CN206429620U (en) * | 2017-01-23 | 2017-08-22 | 吉林大学 | A kind of plug-in hybrid-power automobile speed changer that wet clutch is kept off using two |
| CN106740043B (en) * | 2017-03-03 | 2023-09-26 | 中国第一汽车股份有限公司 | Power assembly device for range-extending type electric vehicle |
| CN107225959B (en) * | 2017-05-22 | 2019-07-30 | 安徽纽恩卡自控科技有限公司 | One kind seven keeps off mixed power automobile driving system |
| CN107298017B (en) * | 2017-05-24 | 2019-05-31 | 吉利汽车研究院（宁波）有限公司 | A kind of hybrid power assembly of automatic transaxle |
| CN108757898A (en) * | 2018-06-06 | 2018-11-06 | 中国第汽车股份有限公司 | A kind of electric drive list gear reducer structure with neutral gear |
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