CN210390751U - Hybrid power speed change mechanism, hybrid power system and vehicle with hybrid power system - Google Patents
Hybrid power speed change mechanism, hybrid power system and vehicle with hybrid power system Download PDFInfo
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- CN210390751U CN210390751U CN201920694264.XU CN201920694264U CN210390751U CN 210390751 U CN210390751 U CN 210390751U CN 201920694264 U CN201920694264 U CN 201920694264U CN 210390751 U CN210390751 U CN 210390751U
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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 provides a hybrid power speed change mechanism, a hybrid power system and a vehicle with the hybrid power system, wherein the hybrid power speed change mechanism comprises a first input shaft and a second input shaft which are coaxially arranged; the axes of the first output shaft and the second output shaft are arranged in parallel; the first output shaft is provided with a first main reduction gear, a reverse gear driven gear and a fourth reverse gear synchronizer, and the second output shaft is provided with a second main reduction gear and a second driven gear; the fourth reverse synchronizer is engaged with the reverse driven gear to transmit torque to the reverse driven gear via the second driven gear fixed to the second input shaft, and is engaged with the fourth reverse synchronizer to transmit torque to the first main reduction gear on the first output shaft. The utility model discloses reduced speed change mechanism's weight and cost, the structure is compacter.
Description
Technical Field
The utility model relates to the field of automotive technology, especially, relate to a hybrid speed change mechanism, hybrid system and have its vehicle.
Background
With the development of the automobile industry, the nation pays more and more attention to environmental protection, automobile emission regulations are becoming stricter, the requirements of users on the safety, comfort and fuel consumption economy of the whole automobile are higher and higher, and hybrid power driven automobiles, particularly P2 type hybrid driven automobiles, become the mainstream trend of the transition from traditional power driven automobiles to pure electric driven automobiles.
Compared with the traditional hydraulic torque converter and a planetary gear type automatic transmission, the double-clutch automatic transmission has higher efficiency and shorter gear shifting time and has obvious advantages. Generally speaking, a double-clutch automatic transmission with more gears can enlarge the transmission ratio range, is beneficial to improving the wheel torque during starting and reducing the working rotating speed of an engine, thereby improving the system efficiency and the power performance of a power assembly.
However, as the number of gears increases, the size of the transmission inevitably increases. Particularly for front-engine front-wheel drive vehicles, the increase of the size of the transmission not only affects the light weight and the miniaturization of the transmission, but also brings difficulty to the arrangement of the whole vehicle and affects the fuel economy and the driving comfort of the whole vehicle.
Disclosure of Invention
In view of this, the utility model provides a hybrid speed change mechanism, hybrid system and have its vehicle to solve the transmission efficiency that current gearbox exists and lower, nevertheless required installation space is great, and manufacturing cost is higher, the also higher scheduling problem of oil consumption, make hybrid speed change mechanism's transmission efficiency improve, installation space is compact, manufacturing cost reduces, the number of gears increases, the speed ratio range increases, weight reduction.
The utility model discloses at first, provide a hybrid speed change mechanism, include: the second input shaft is a hollow shaft, is nested on the first input shaft and is coaxially arranged with the first input shaft; the axes of the first output shaft and the second output shaft are arranged in parallel; the first output shaft is provided with a first main reduction gear, a reverse gear driven gear and a fourth reverse gear synchronizer, and the second output shaft is provided with a second main reduction gear and a second driven gear; the fourth reverse synchronizer is engaged with the reverse driven gear to transmit torque to the reverse driven gear via the second driven gear fixed to the second input shaft, and is engaged with the fourth reverse synchronizer to transmit torque to the first main reduction gear on the first output shaft.
Further, the hybrid transmission mechanism further comprises a differential having a differential ring gear; a reverse gear driven gear and a fourth reverse gear synchronizer are sequentially arranged on the first output shaft from one end close to the engine, and a second main reducing gear and a second driven gear are sequentially arranged on the second output shaft from one end close to the engine; the fourth reverse synchronizer is engaged with the reverse driven gear, torque from a second driving gear on the second input shaft is transmitted to the second driven gear, the torque is transmitted to the reverse driven gear through the second driven gear, then the torque is transmitted to a first main reduction gear on the first output shaft through the engagement of the reverse driven gear and the fourth reverse synchronizer, then the torque passes through the differential gear ring and finally the power is output through the differential.
Further, the hybrid transmission mechanism further comprises a differential having a differential ring gear; the differential ring gear meshes with the first main reduction gear to receive torque from the first main reduction gear and ultimately output power from the differential.
Furthermore, a fifth/seventh driving gear is further arranged on the first input shaft, a second driving gear and a fourth/sixth driving gear are further arranged on the second input shaft, and a fourth driven gear and a fifth driven gear are further arranged on the first output shaft; the fifth/seventh driving gear is simultaneously engaged with the fifth driven gear and the seventh driven gear, the fourth/sixth driving gear is simultaneously engaged with the fourth driven gear and the sixth driven gear, and the second driven gear is simultaneously engaged with the second driving gear and the reverse driven gear.
Further, the hybrid transmission mechanism further includes a housing; the first input shaft, the second input shaft, the first output shaft, and the second output shaft are all supported on the housing by bearings.
The present application further provides a hybrid system, comprising: any one of the hybrid transmission mechanisms described above; a first power source and a second power source; a dual clutch having a first clutch and a second clutch, the first and second clutches connecting the first and second input shafts to the first power source, respectively; and a separation clutch, which is coaxially arranged with the first clutch and the second clutch, and connects the first power source to the second power source.
Further, the first power source is a driving motor, and the second power source is an engine.
Further, the disconnect clutch is connected with a rotor of the engine.
Further, the hybrid transmission mechanism further comprises a differential; after the second clutch is closed, the torque provided by the first power source is transmitted to the second input shaft through the second clutch, and the second input shaft is provided with a second driving gear, so that the torque is transmitted to the reverse gear driven gear through the second driven gear and is finally output by the differential mechanism.
The application further provides a vehicle with any one of the hybrid power systems.
The utility model discloses reverse gear transmission borrows the second output shaft to make the idler shaft, as the transmission part who reverses gear, has saved a dedicated reverse gear axle, has reduced speed change mechanism's weight and cost by a wide margin to the centre-to-centre spacing of input shaft and two output shafts can be designed less, and the structure is compacter.
The foregoing description is only an overview of the technical solutions of the present invention, and in order to make the technical means of the present invention more clearly understood, the present invention may be implemented according to the content of the description, and in order to make the above and other objects, features, and advantages of the present invention more obvious and understandable, the following preferred embodiments are described in detail with reference to the accompanying drawings.
Drawings
Fig. 1 is a schematic view of a hybrid transmission according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of a hybrid transmission system according to an embodiment of the present invention.
Detailed Description
To further illustrate the technical means and effects of the present invention adopted to achieve the predetermined objects, the present invention will be described in detail with reference to the accompanying drawings and preferred embodiments.
The utility model provides a three separation and reunion hybrid automatic speed change mechanisms is on the basis of current common use double clutch, increases separation clutch, realizes pure electric drive and the hybrid drive of each fender position, provides a hybrid automatic gearbox for vehicle, especially is suitable for hybrid driven 8 fast automatic gearbox. To current hybrid automatic gearbox, under pure electric and the hybrid drive mode inefficiency, the axle number arrange many, keep off the less scheduling problem of position, the utility model provides an axle number arrange few, light in weight, velocity ratio wide range, compact structure, transmission route are simple, efficient three separation and reunion hybrid automatic gearbox.
As shown in fig. 1, in the preferred embodiment of the present application, the hybrid transmission mechanism 100 includes 4 shafts, which are respectively: the first power input shaft 22, the second power input shaft 24, the first power output shaft 42 and the second power output shaft 44 are horizontally arranged, 4 shafts. The first power input shaft 22 and the second power input shaft 24 are coaxially arranged, and the first power output shaft 42 and the second power output shaft 44 are axially parallel.
A plurality of gears are arranged on the first input shaft 22 and the second input shaft 24, and the first power output shaft 42 and the second power output shaft 44.
The first input shaft 22 is provided with a fifth/seventh driving gear, a third driving gear 663 and a first driving gear 661 arranged in this order from a first end, which is the end closer to the second power source 52 in this embodiment. The first end of the first power input shaft 22, in this embodiment, is the end adjacent the second power source 52. The first ends of the second power input shaft 24, the first power output shaft 42 and the second power output shaft 44 are also referred to hereinafter as being adjacent the second power source 52. The second power source 52 is, for example, an engine. The fifth/seventh drive gear is, for example, an 5/7 th drive gear of the transmission mechanism, the third drive gear 663 is, for example, a 3 rd drive gear, and the first drive gear 661 is, for example, a 1 st drive gear.
The second input shaft 24 has a second drive gear 662 and a fourth/sixth drive gear 664 arranged in this order from the end closer to the engine. The second driving gear 662 is, for example, a 2-speed driving gear, and the fourth/sixth driving gear 664 is, for example, an 4/6-speed driving gear.
The first main reduction gear 622, the reverse driven gear 682, the fourth reverse synchronizer 88, the fourth driven gear 644, the fifth driven gear 645, the first/fifth synchronizer 82, and the first driven gear 641 are arranged in this order from the engine end on the first output shaft 42. The fourth driven gear 644 is, for example, a 4-speed driven gear, the fifth driven gear 645 is, for example, a 5-speed driven gear, the first/fifth synchronizer 82 is, for example, an 1/5-speed synchronizer, and the first driven gear 641 is, for example, a 1-speed driven gear. The second main reduction gear 624, the second driven gear 642, the second/sixth synchronizer 464, the sixth driven gear 646, the seventh driven gear 647, and the third/seventh synchronizer 86, such as the 3/7-speed synchronizer and the third driven gear 643 are arranged on the second output shaft 44 in this order from the end closer to the engine.
The second driven gear 642 is, for example, a 2-speed driven gear, the second/sixth synchronizer 464 is, for example, an 2/6-speed synchronizer, the sixth driven gear 646 is, for example, a 6-speed driven gear, the seventh driven gear 647 is, for example, a 7-speed driven gear, the third/seventh synchronizer 86, and the third driven gear 643.
In an embodiment of the present invention, the driving gears of the even-numbered gears are disposed on the second input shaft 24, and the driving gears of the odd-numbered gears are disposed on the first input shaft 22. 1. 5, 4, the driven gear of reverse gear is arranged on the first output shaft 42; 3. the 7, 6, 2-speed driven gear is arranged on the second output shaft 44. The low-speed gear is arranged at two ends of the shaft and far away from the middle, so that the rigidity of the shaft is enhanced, the deflection of the shaft is avoided being too large, the transmission error in gear meshing is reduced, and the NVH performance is improved.
As described above, the first driving gear 661 is engaged with the first driven gear 641; the third driving gear 663 is meshed with the third driven gear 643; the fifth/seventh driving gear 665 is simultaneously meshed with the fifth driven gear 645 and the seventh driven gear 647; the fourth/sixth driving gear 664 simultaneously meshes with the fourth driven gear 644 and the sixth driven gear 646; the second driven gear 642 simultaneously meshes with the second driving gear 662 and the reverse driven gear 20. The fifth/seventh driving gear 665 is simultaneously in meshing engagement with the fifth and seventh driven gears 645, 647 and is a co-planar gear set. The fourth/sixth driving gear 664 is meshed with the fourth driven gear 644 and the sixth driven gear 646 simultaneously and is a coplanar gear set; the second driven gear 642 is simultaneously meshed with the second driving gear 662 and the reverse driven gear 20 and is a coplanar gear set; first and second reduction gears 23, 624 are both in constant mesh with differential ring gear 322 and are co-planar gear sets. The fifth driven gear 645 and the first driven gear 641 are connected by the first/fifth synchronizer 82; the third and seventh driven gears 643 and 647 are connected by the third/seventh synchronizer 86; the second driven gear 642 and the sixth driven gear 646 are connected by the second/sixth synchronizer 84; the fourth driven gear 644 and the reverse driven gear 682 are connected by the fourth reverse synchronizer 88.
In the preferred embodiment of the present application, the first and second input shafts 22, 24, and the first and second output shafts 42, 44 are supported on the transmission housing by bearings; the gears on the first input shaft 22 and the second input shaft 24 are produced by welding, spline, interference press fitting or directly on the shafts; all the gear gears on the first output shaft 42 and the second output shaft 44 are sleeved on the shafts through bearings in an empty mode. The hubs of all synchronizers are splined to the shaft. Disconnect clutch 76 is coaxially disposed with first clutch 72 and is connected to first power source 54, such as the rotor of an engine, by welding.
In the present embodiment, each gear power transmission path is as follows:
a first gear power transmission route: the first/fifth synchronizer 82 is engaged with the first driven gear 641, the first clutch 72 is closed, and the torque provided by the power source is transmitted to the first driving gear 641 of the first input shaft 22 through the first clutch 72 and to the first driven gear 661 through the first driving gear 641. The first driven gear 661 and the first/fifth synchronizer 82 transfer torque to the first main reduction gear 622 on the first output shaft 42, through the differential ring gear 322, and finally power is output by the differential 32.
A second-gear power transmission route: the second/sixth synchronizer 84 is engaged with the second driven gear 642, the second clutch 74 is closed, and torque from the power source is transmitted through the second clutch 74 to the second input shaft 24, through the second driving gear 662 secured to the second input shaft 24 to the second driven gear 642, which is engaged with the second/sixth synchronizer 84 by the second driven gear 642 to transmit torque to the 2 nd main reduction gear 624 on the second output shaft 44, through the differential ring gear 322, and finally to output power from the differential 32.
A third gear power transmission route: the third/seventh synchronizer 86 and the third driven gear 643 are engaged, the first clutch 72 is closed, and the torque provided by the power source is transmitted to the third driving gear 663 of the first input shaft 22 through the first clutch 72, and is transmitted to the third driven gear 643 through the third driving gear 663. Third driven gear 643 and third/seventh synchronizer 86 transfer torque to second output shaft 44, to 2 nd final reduction gear 624, through differential ring gear 322, and finally out of differential 32.
A fourth gear power transmission route: the fourth reverse synchronizer 88 is engaged with the fourth driven gear 644, the second clutch 74 is closed, torque from the power source is transferred through the second clutch 74 to the second input shaft 24, through the fourth/sixth drive gear 664 fixed to the second input shaft 24 to the fourth driven gear 644, and through the engagement of the fourth driven gear 644 with the fourth reverse synchronizer 88 to transfer torque to the first main reduction gear 622 on the first output shaft 42, through the differential ring gear 322, and finally out of power through the differential 32.
A fifth gear power transmission route: the first/fifth synchronizer 82 is engaged with the fifth driven gear (645), the first clutch (72) is closed, and torque from the power source is transferred through the first clutch (72) to the fifth/seventh drive gear 665 of the first input shaft 22 and through the fifth/seventh drive gear 665 to the fifth driven gear (645). Fifth driven gear (645) and first/fifth synchronizer 82 transfer torque to first main reduction gear 622 on first output shaft 42, through differential ring gear 322, and finally out of power by differential 32.
A six-gear power transmission route: the second/sixth synchronizer 84 is engaged with the sixth driven gear 646, the second clutch (74) is closed, torque from the power source is transmitted to the second input shaft 24 through the second clutch (74), transmitted to the sixth driven gear 646 through the fourth/sixth driving gear 664 fixed to the second input shaft 24, then transmitted to the second main reduction gear 624 on the second output shaft 44 by engagement of the sixth driven gear 646 with the second/sixth synchronizer 84, then transmitted through the differential ring gear 322, and finally output by the differential 32.
A seven-gear power transmission route: the third/seventh synchronizer 86 and the seventh driven gear 647 are engaged, the first clutch (72) is closed, and torque provided by the power source is transferred through the first clutch (72) to the fifth/seventh drive gear 665 of the first input shaft 22 and through the fifth/seventh drive gear 665 to the seventh driven gear 647. Seventh driven gear 647 and third/seventh synchronizer 86 transfer torque to 2 nd final reduction gear 624 on second output shaft 44, through differential ring gear 322, and ultimately out of differential 32.
Reverse gear power transmission route: the fourth reverse synchronizer 88 is engaged with the reverse driven gear 682, the second clutch (74) is closed, torque from the power source is transferred through the second clutch (74) to the second input shaft 24, through the second drive gear 662 secured to the second input shaft 24 to the second driven gear 642, through the second driven gear 642 to the reverse driven gear 682, through the reverse driven gear 682 to engage the fourth reverse synchronizer 88 to transfer torque to the first main reduction gear 622 on the first output shaft 42, through the differential ring gear 322, and finally out of power from the differential 32.
In the present embodiment, the hybrid transmission system 200 has 7 operation modes in common: the electric vehicle can realize 7 forward gears and 1 reverse gear in a pure electric driving mode, an engine direct-drive and motor-drive parallel mode, a pure engine driving mode, a braking energy recovery mode, an engine starting mode, a driving charging mode and a parking charging mode.
The working conditions of the working modes are as follows:
pure electric drive mode: under the working condition, the separation clutch 76 is disconnected, the engine 52 does not participate in driving, and the motor is used as a pure electric mode for driving the motor and can be used for low-speed working conditions such as vehicle starting, traffic jam and the like; the second clutch 74 is selectively closed with the first clutch 72 to achieve odd and even gear under motor drive. Or when the vehicle runs smoothly on a good road surface, the separation clutch 76 is disconnected, the load of the engine 52 during running of the vehicle is reduced, and the running resistance during coasting is reduced.
Engine-only 52 drive mode: in this condition, with the disconnect clutch 76 engaged, the vehicle is in the optimum operating region for the engine 52, the drive motor 54 is not powered, and the second clutch 74 and K2 are selectively closed to achieve odd and even gear under motor drive.
In the braking energy recovery mode, the separating clutch 76 is disconnected under the working condition, and the braking energy recovery mode is mainly used for starting the engine 52 mode by a brake when the high-speed running vehicle is braked for a long time, and the regenerated energy is stored in a battery through a power converter to charge the driving motor 54 so as to realize braking energy recovery.
Starting the engine mode: under the working condition, the separating clutch 76 is combined, the motor can replace a starter in a traditional vehicle, the engine 52 is started by utilizing the motor, and the separating clutch 76 is combined to start the engine 52 when the power is not enough to meet the driving power requirement of the vehicle or the battery electric quantity is low and the engine 52 is required to be introduced under the pure electric mode; or when a long braking process is about to be completed and it is desired to restart the engine 52, the braking energy can be used to restart the engine 52.
The driving charging mode is as follows: in this condition, the disconnect clutch 76 is engaged to maximize the use of the engine 52 energy by allowing the engine 52 to be in the most efficient region to charge the drive motor 54 during vehicle operation.
Parking charging mode: in this condition, the disconnect clutch 76 is engaged to allow the drive motor 54 to be recharged by the engine 52 when the vehicle is in a park condition and the battery is low.
To sum up, the embodiment of the utility model provides a mode through the sharing driving gear, 5/7 keeps off and 4/6 keeps off and adopts the sharing gear, has shortened axial length, has alleviateed speed change mechanism's weight. The embodiment of the utility model provides a reverse gear transmission borrows second output shaft and makes the idler shaft, as the transmission part who reverses gear, a dedicated reverse gear axle has been saved, not only the number of axles is arranged fewly, weight and cost have been reduced by a wide margin, and the centre-to-centre spacing of input shaft and two output shafts can be designed less, the structure is compacter, reverse gear transmission route is simple simultaneously, only use the second driven gear, for example 2 keep off driven gear, as the idler switching-over, gear engagement quantity has been reduced, high efficiency, the transmission is more steady, be favorable to hybrid automatic gearbox's noise control. The embodiment of the utility model provides a low-speed gear arranges at the both ends of axle, keeps away from the centre, and this more does benefit to the rigidity that strengthens the axle to avoid the amount of deflection of axle too big, and then reduce the transmission error in the gear engagement, promote vehicle NVH performance. The utility model discloses 1 shelves, the reverse gear is respectively by the clutch control of two differences, is favorable to improving the life of clutch. The utility model discloses total 7 keep off the position that gos forward, can realize 7 mode, the velocity ratio wide range is suitable for multiple road conditions, guarantees that the engine operates in best work area all the time to improve engine efficiency, and energy saving and emission reduction.
The utility model discloses on the basis of two separation and reunion derailleurs, increase separation clutch and connect the motor, cancel torque converter, not only the structure is comparatively simple, and development cycle is short, and is with low costs moreover, can realize inserting the electricity and thoughtlessly move and oil thoughtlessly. The utility model discloses not only have the advantage of two separation and reunion derailleurs: in the vehicle gear shifting process, gear shifting is rapid and stable, the acceleration of the vehicle is guaranteed, the rapid deceleration condition caused by gear shifting is avoided, the comfort of vehicle operation is greatly improved, pure electric drive of a plurality of gears and hybrid drive of an engine and a motor can be realized, the operation of the engine in an optimal working area is facilitated, low emission and high efficiency are achieved, and the economy and driving comfort of the whole vehicle are comprehensively improved.
The utility model adds a first power source, namely a driving motor and a separating clutch, on the basis of the original double-clutch type automatic transmission, thereby realizing pure electric and hybrid driving with a simple structure, achieving the effects of energy saving and emission reduction, and having compact structure and high efficiency; meanwhile, the resource of double clutches is utilized to the maximum extent, so that the manufacturing cost and the research and development cost can be greatly reduced. The utility model discloses a three separation and reunion hybrid automatic gearbox simple structure, easily processing.
The utility model discloses a technical scheme, make speed change mechanism axial length shorten, the part becomes less relatively, efficiency increases, the velocity ratio is easily joined in marriage and is piled up to velocity ratio wide range, transmission efficiency height, compact structure, light in weight, be favorable to noise control, can gain better economic nature index, reduce oil consumption promotes and drives the travelling comfort.
The above description is only a preferred embodiment of the present invention, and the present invention is not limited to the above embodiments, and although the present invention has been disclosed with the preferred embodiments, it is not limited to the present invention, and any skilled person in the art can make some modifications or equivalent changes without departing from the technical scope of the present invention.
Claims (10)
1. A hybrid transmission mechanism (100), comprising:
the input shaft structure comprises a first input shaft (22) and a second input shaft (24), wherein the second input shaft (24) is a hollow shaft, is nested on the first input shaft (22) and is coaxially arranged with the first input shaft (22);
the first output shaft (42) and the second output shaft (44), and the axes of the first output shaft (42) and the second output shaft (44) are arranged in parallel;
wherein a first main reduction gear (622), a reverse driven gear (682) and a fourth reverse synchronizer (88) are arranged on the first output shaft (42), and a second main reduction gear (624) and a second driven gear (642) are arranged on the second output shaft (44);
the fourth reverse synchronizer (88) and the reverse driven gear (682) are engaged to transmit torque to the reverse driven gear (682) via the second driven gear (642) fixed to the second input shaft (24), and the reverse driven gear (682) and the fourth reverse synchronizer (88) are engaged to transmit torque to the first main reduction gear (622) on the first output shaft (42).
2. The hybrid transmission mechanism (100) according to claim 1, characterized in that:
the hybrid transmission mechanism (100) further includes a differential (32), the differential (32) having a differential ring gear (322);
a reverse driven gear (682) and a fourth reverse synchronizer (88) are arranged on the first output shaft (42) in sequence from the end close to the engine, and a second main reduction gear (624) and a second driven gear (642) are arranged on the second output shaft (44) in sequence from the end close to the engine;
the fourth reverse synchronizer (88) is engaged with the reverse driven gear (682) to transfer torque from the second drive gear (662) on the second input shaft (24) to the second driven gear (642) and from the second driven gear (642) to the reverse driven gear (682), which is then engaged with the fourth reverse synchronizer (88) by the reverse driven gear (682) to transfer torque to the first main reduction gear (622) on the first output shaft (42), through the differential ring gear (322), and finally out of power by the differential (32).
3. The hybrid transmission mechanism (100) according to claim 1, characterized in that:
the hybrid transmission mechanism (100) further includes a differential (32), the differential (32) having a differential ring gear (322);
the differential ring gear (322) meshes with the first main reduction gear (622) to receive torque from the first main reduction gear (622) and ultimately output power from the differential (32).
4. The hybrid transmission mechanism (100) according to claim 1, characterized in that:
a fifth/seventh driving gear is further arranged on the first input shaft (22), a second driving gear (662) and a fourth/sixth driving gear (664) are further arranged on the second input shaft (24), and a fourth driven gear (644) and a fifth driven gear (645) are further arranged on the first output shaft (42);
the fifth/seventh driving gear (665) is simultaneously engaged with the fifth driven gear (645) and the seventh driven gear (647), the fourth/sixth driving gear (664) is simultaneously engaged with the fourth driven gear (644) and the sixth driven gear (646), and the second driven gear (642) is simultaneously engaged with the second driving gear (662) and the reverse driven gear (682).
5. The hybrid transmission mechanism (100) according to claim 1, characterized in that:
the hybrid transmission mechanism (100) further includes a housing;
the first input shaft (22), the second input shaft (24), the first output shaft (42), and the second output shaft (44) are all supported on the housing by bearings.
6. A hybrid powertrain system (200), comprising:
the hybrid transmission mechanism (100) of any one of claim 1 to claim 5;
a first power source (54) and a second power source (52);
a dual clutch having a first clutch (72) and a second clutch (74), the first clutch (72) and the second clutch (74) connecting the first input shaft (22) and the second input shaft (24), respectively, to the first power source (54); and
a disconnect clutch (76) disposed coaxially with the first clutch (72) and the second clutch (74) connecting the first power source (54) to the second power source (52).
7. The hybrid powertrain system (200) of claim 6, characterized in that: the first power source is a driving motor, and the second power source is an engine.
8. The hybrid powertrain system (200) of claim 7, characterized in that: the disconnect clutch (76) is connected with a rotor of the engine.
9. The hybrid powertrain system (200) of claim 6, characterized in that:
the hybrid transmission mechanism (100) further includes a differential (32);
after the second clutch (74) is closed, the torque provided by the first power source (54) is transmitted to the second input shaft (24) through the second clutch (74), and a second driving gear (662) is arranged on the second input shaft (24) so that the torque is transmitted to the reverse driven gear (682) through a second driven gear (642) and finally is output by the differential (32).
10. A vehicle, characterized in that: a hybrid system having any one of claims 6 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN201920694264.XU CN210390751U (en) | 2019-05-14 | 2019-05-14 | Hybrid power speed change mechanism, hybrid power system and vehicle with hybrid power system |
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| CN201920694264.XU CN210390751U (en) | 2019-05-14 | 2019-05-14 | Hybrid power speed change mechanism, hybrid power system and vehicle with hybrid power system |
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| CN210390751U true CN210390751U (en) | 2020-04-24 |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111536202A (en) * | 2020-04-29 | 2020-08-14 | 柳工柳州传动件有限公司 | Transmission device for loader, control method of transmission device and loader |
| CN113682126A (en) * | 2020-05-18 | 2021-11-23 | 广州汽车集团股份有限公司 | Hybrid power driving system and vehicle |
| CN113969961A (en) * | 2020-07-22 | 2022-01-25 | 广州汽车集团股份有限公司 | Automobile and hybrid power automatic transmission thereof |
-
2019
- 2019-05-14 CN CN201920694264.XU patent/CN210390751U/en active Active
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111536202A (en) * | 2020-04-29 | 2020-08-14 | 柳工柳州传动件有限公司 | Transmission device for loader, control method of transmission device and loader |
| CN113682126A (en) * | 2020-05-18 | 2021-11-23 | 广州汽车集团股份有限公司 | Hybrid power driving system and vehicle |
| CN113682126B (en) * | 2020-05-18 | 2024-04-12 | 广州汽车集团股份有限公司 | Hybrid power driving system and vehicle |
| CN113969961A (en) * | 2020-07-22 | 2022-01-25 | 广州汽车集团股份有限公司 | Automobile and hybrid power automatic transmission thereof |
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