CN212360677U - Low-deflection hybrid power four-gear transmission - Google Patents
Low-deflection hybrid power four-gear transmission Download PDFInfo
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- CN212360677U CN212360677U CN202020349408.0U CN202020349408U CN212360677U CN 212360677 U CN212360677 U CN 212360677U CN 202020349408 U CN202020349408 U CN 202020349408U CN 212360677 U CN212360677 U CN 212360677U
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Abstract
The utility model discloses a low-deflection hybrid four-gear transmission, which comprises a solid input shaft and a hollow input shaft sleeved on the solid input shaft, wherein one side of the solid input shaft is provided with an output shaft which is arranged in parallel with the solid input shaft and is used for transmitting power to a differential mechanism, and the output shaft is connected with the solid input shaft and the hollow input shaft through a transmission assembly; one side of the solid input shaft, which is far away from the output shaft, is also provided with a flat motor, and the flat motor is in transmission connection with the solid input shaft through a connecting component. The beneficial effects of the utility model are mainly embodied in that: simple structure, the design is exquisite, and flat motor is connected with solid input shaft in this derailleur, under starting and parallel mode, can be directly intervene power. Meanwhile, the solid input shaft can bear larger torque, the deflection is reduced, and the input shaft breakage caused by the large torque of the input bearing is avoided.
Description
Technical Field
The utility model relates to a hybrid vehicle technical field particularly, especially relates to a low amount of deflection hybrid four-speed transmission.
Background
At present, hybrid electric vehicles in new energy vehicles in China develop most rapidly. A hybrid vehicle is a vehicle that uses multiple energy sources, and a hybrid vehicle has a powertrain that uses two or more onboard energy sources, including electrical energy. Hybrid cars using traditional internal combustion engines and batteries as power systems have become a hot spot in current technical research of automotive power systems due to their advantages of low energy consumption, low emission, relatively low price, and the like.
Chinese patent publication No. CN1637327 discloses a hybrid drive system, which includes a dual clutch transmission and an electric motor, wherein the electric motor is directly connected to a hollow first input shaft of the transmission, the arm of force is relatively long, in this case, the arrangement of the electric motor is relatively complex, the space utilization is not very reasonable, and the hollow first input bearing may be broken due to an excessive torque. In addition, the transmission system has a complex structure, occupies a large space and is inconvenient to carry.
SUMMERY OF THE UTILITY MODEL
The utility model aims at overcoming the defects existing in the prior art and providing a low-deflection hybrid power four-gear transmission.
The purpose of the utility model is realized through the following technical scheme:
a low-deflection hybrid four-gear transmission comprises a solid input shaft and a hollow input shaft sleeved on the solid input shaft, wherein an output shaft which is arranged in parallel with the solid input shaft and used for transmitting power to a differential is arranged on one side of the solid input shaft, and the output shaft is connected with the solid input shaft and the hollow input shaft through a transmission assembly; one side of the solid input shaft, which is far away from the output shaft, is also provided with a flat motor, and the flat motor is in transmission connection with the solid input shaft through a connecting component.
Preferably, the connecting component comprises a motor shaft gear I fixedly arranged on a motor shaft of the flat motor and a connecting gear I fixedly arranged on the solid input shaft, and the connecting gear I is meshed with the motor shaft gear I.
Preferably, one end, far away from the connected gear I, of the solid input shaft is provided with a double clutch, the double clutch comprises a clutch I and a clutch II, the clutch I is connected between the engine and the solid input shaft, and the clutch II is connected between the engine and the hollow input shaft.
Preferably, a damper is arranged between the double clutch and the engine.
Preferably, the transmission assembly comprises a first gear driving gear and a second gear driving gear which are fixedly arranged on the solid input shaft, the first gear driving gear is meshed with a first gear driven gear which is sleeved on the output shaft, the second gear driving gear is meshed with a second gear driven gear which is sleeved on the output shaft, a first gear synchronizer and a second gear synchronizer which are arranged on the output shaft are arranged between the first gear driven gear and the second gear driven gear, and the first gear synchronizer and the second gear synchronizer are selectively coupled with the second gear driven gear or the first gear driven gear.
Preferably, the transmission assembly further comprises a third-gear driving gear and a fourth-gear driving gear which are fixedly arranged on the hollow input shaft, the third-gear driving gear is meshed with a third-gear driven gear which is sleeved on the output shaft in an idle mode, the fourth-gear driving gear is meshed with a fourth-gear driven gear which is sleeved on the output shaft in an idle mode, a third-fourth-gear synchronizer which is arranged on the output shaft is arranged between the fourth-gear driven gear and the third-gear driven gear, and the third-fourth-gear synchronizer can be selectively coupled with the fourth-gear driven gear or the third-gear driven gear.
Preferably, a transmission gear is fixedly arranged on the output shaft, and the transmission gear is meshed with a main reduction gear of the differential.
Preferably, the differential mechanism further comprises a main driving motor, a motor shaft gear II is fixedly arranged on a motor shaft of the main driving motor, the motor shaft gear II is meshed with a connecting gear fixedly arranged on a short idler shaft, a connecting gear II is further fixedly arranged on the short idler shaft, and the connecting gear II is meshed with a main reduction gear of the differential mechanism.
The beneficial effects of the utility model are mainly embodied in that:
1. simple structure, the design is exquisite, and flat motor is connected with solid input shaft in this derailleur, under starting and parallel mode, can be directly intervene power. Meanwhile, the solid input shaft can bear larger torque, the deflection is reduced, and the input shaft breakage caused by the large torque of the input bearing is avoided.
2. The utility model discloses can both realize parallelly connected thoughtlessly moving on four fender position, dynamic nature is good, compares the power take off of the hybrid transmission of general mechanical type more linear, and fuel economy is good, has greatly improved driving nature and travelling comfort. Meanwhile, the middle shaft of the flat motor is not on the same shaft as the middle shaft of the engine, the torque, the rotating speed and the like required by starting when the engine is reversely dragged are met by arranging the components between the flat motor and the input shaft, namely, a smaller motor is selected, the cost can be reduced, and the layout is more compact and reasonable.
3. Reverse gear in the traditional sense is removed, and the reverse gear can be realized by reversing the main driving motor.
4. When the vehicle is started, the double clutches are in a separated state, the main driving motor is used for driving, when the vehicle is driven to the speed at which the engine can work in the efficient economic area, the flat motor starts the engine in advance and drives the engine in the efficient economic area at the speed, parallel hybrid motion is realized, the motor driving can be gradually replaced, the oil consumption can be greatly reduced, and the cost is greatly saved.
5. The main driving motor supplements a power difference value in the shifting process of the engine, so that the power is not interrupted when the system shifts gears, and the driving comfort is improved.
6. Under the condition that the main driving motor works independently, if the electric quantity of the battery pack is lower than a certain set value, the flat motor starts the engine, the engine is started to the efficient economic area to directly drive the driving motor through the power generation of the motor, and the battery pack is started to supplement the electric quantity when the vehicle is stopped.
7. When the vehicle brakes, the energy is recovered through the main driving motor, and the energy waste is avoided.
8. The engine can work on any gear, realizes intervention in a larger range, and is suitable for more complex working conditions.
9. The flat motor is adopted for control, the whole axial space of the transmission is reduced, the spatial layout is more compact, and the whole vehicle arrangement is facilitated.
Drawings
The technical scheme of the utility model is further explained by combining the attached drawings as follows:
FIG. 1: the structure of the utility model is schematically shown.
Detailed Description
The present invention will be described in detail below with reference to specific embodiments shown in the drawings. However, these embodiments are not limited to the present invention, and structural, method, or functional changes made by those skilled in the art according to these embodiments are all included in the scope of the present invention.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are used merely for convenience of description and for simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention. Furthermore, the terms "first", "second", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first," "second," etc. may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art through specific situations.
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
As shown in fig. 1, the utility model discloses a low amount of deflection hybrid four keep off derailleur, but establish including setting up solid input shaft 1 and the cover that can rotate in the derailleur casing hollow input shaft 2 on the solid input shaft 1, solid input shaft 1 and hollow input shaft 2 all connect in double clutch 8, specifically, double clutch 8 includes clutch I81 and clutch II82, clutch I81 is connected between engine and solid input shaft 1, clutch II82 connect in between engine and the hollow input shaft 2. In the embodiment, the central input shaft 1 and the hollow input shaft 2 can be used for receiving power of the engine, the engine can work on any gear, intervention in a large range is achieved, and the engine is suitable for more complex working conditions. As in the prior art, a damper 10 such as a damper disc or a flywheel is provided as required in the power transmission path of the engine to provide inertia and stable output.
The utility model discloses in, one side of solid input shaft 1 is equipped with the output shaft 3 who is used for transmitting power to differential mechanism 5 rather than parallel arrangement, output shaft 3 with connect through drive assembly 4 between solid input shaft 1 and the hollow input shaft 2. Specifically, the transmission assembly 4 includes a first-gear driving gear 40 and a second-gear driving gear 41 fixedly disposed on the solid input shaft 1, the first-gear driving gear 40 is engaged with a first-gear driven gear 42 idly sleeved on the output shaft 3, the second-gear driving gear 41 is engaged with a second-gear driven gear 43 idly sleeved on the output shaft 3, a second-gear synchronizer 44 disposed on the output shaft 3 is disposed between the second-gear driven gear 43 and the first-gear driven gear 42, and the first-gear synchronizer 44 is selectively coupled with the second-gear driven gear 43 or the first-gear driven gear 42.
The transmission assembly 4 further comprises a third-gear driving gear 45 and a fourth-gear driving gear 46 which are fixedly arranged on the hollow input shaft 2, the third-gear driving gear 45 is meshed with a third-gear driven gear 47 which is sleeved on the output shaft 3 in an idle mode, the fourth-gear driving gear 46 is meshed with a fourth-gear driven gear 48 which is sleeved on the output shaft 3 in an idle mode, a third-fourth-gear synchronizer 49 which is arranged on the output shaft 3 is arranged between the fourth-gear driven gear 48 and the third-gear driven gear 47, and the third-fourth-gear synchronizer 49 can be selectively coupled with the fourth-gear driven gear 48 or the third-gear driven gear 47.
Further, a transmission gear 31 is fixedly arranged on the output shaft 3, and the transmission gear 31 is meshed with a main reduction gear 51 of the differential 5 to realize power transmission.
The utility model discloses in, still include main driving motor 9, a motor shaft gear II91 has set firmly on main driving motor 9's the motor shaft, motor shaft gear II91 with set firmly the meshing of connecting gear 93 on short idler shaft 92, still set firmly continuous gear II94 on short idler shaft 92, continuous gear II94 with differential mechanism 5's main reduction gear 51 meshes. In this configuration, the reverse gear in the conventional sense can be removed, and the reverse gear can be achieved by reversing the main drive motor 9. In addition, the main driving motor supplements a power difference value in the engine gear shifting process to ensure that the power is not interrupted when the system is shifted, and the driving comfort is improved. If the main driving motor works independently, if the electric quantity of the battery pack is lower than a certain set value, the flat motor starts the engine, the engine is started to the efficient economic area, the driving motor is directly driven through the power generation of the motor, and the battery pack is started to supplement the electric quantity in a parking state.
The utility model discloses an another design point lies in: one side of the solid input shaft 1, which is far away from the output shaft 3, is also provided with a flat motor 6, and the flat motor 6 is in transmission connection with the solid input shaft 1 through a connecting component 7. Specifically, the connecting component 7 comprises a motor shaft gear I71 fixedly arranged on a motor shaft of the flat motor 6 and a connecting gear I72 fixedly arranged on the solid input shaft 1, and the connecting gear I72 is meshed with the motor shaft gear I71. The transmission is simple in structure and exquisite in design, the flat motor is connected with the solid input shaft, and power can be directly involved in starting and parallel connection modes. Meanwhile, the solid input shaft can bear larger torque, the deflection is reduced, and the input shaft breakage caused by the large torque of the input bearing is avoided. In addition, the flat motor is adopted for control, the whole axial space of the transmission is reduced, the spatial layout is more compact, and the whole vehicle arrangement is facilitated.
In the embodiment, parallel hybrid can be realized on four gears, the power performance is good, compared with the power output of a common mechanical hybrid transmission, the power output is more linear, the fuel economy is good, and the driving performance and the comfort are greatly improved. Meanwhile, the middle shaft of the flat motor is not on the same shaft as the middle shaft of the engine, the torque, the rotating speed and the like required by starting when the engine is reversely dragged are met by arranging the components between the flat motor and the input shaft, namely, a smaller motor is selected, the cost can be reduced, and the layout is more compact and reasonable.
When the vehicle is started, the double clutches are in a separated state, the main driving motor is used for driving the vehicle to the speed at which the engine can work in the efficient economic area, the flat motor starts the engine in advance and drives the engine in the efficient economic area at the speed, parallel hybrid motion is realized, the motor driving can be gradually replaced, the oil consumption can be greatly reduced, and the cost is greatly saved.
The working process of the utility model is simply explained as follows:
when the vehicle starts, the main drive motor is electrically driven. Meanwhile, when the clutch II82 is disengaged and the clutch I81 is engaged, the flat motor 6 is started, the flat motor 6 starts the engine in advance, and the engine is operated to a vehicle speed at which the high-efficiency economical region operates, and the first-gear synchronizer 44 is coupled to the first-gear driven gear 42. The engine sequentially transmits power to the main reduction gear 51 of the differential 5 through the clutch I81, the solid input shaft 1, the first-gear driving gear 40, the first-gear driven gear 42, the second-gear synchronizer 44, the output shaft 3 and the transmission gear 31 to start parallel hybrid. When the vehicle is in the second gear, the working process is similar to the above-mentioned working process, and therefore, the description thereof is not repeated.
When the vehicle is in a third gear, the clutch II82 is in an engaged state, the clutch I81 is in a disengaged state, the engine drives the hollow input shaft 2 to rotate, and the hollow input shaft 2 transmits power to the main speed reduction gear 51 of the differential 5 sequentially through the third-gear driving gear 45, the third-gear driven gear 47, the third-fourth-gear synchronizer 49, the output shaft 3 and the transmission gear 31. When the vehicle is in the fourth gear, the working process is similar to the above-mentioned working process, and therefore, the description thereof is not repeated.
It should be understood that although the present description refers to embodiments, not every embodiment contains only a single technical solution, and such description is for clarity only, and those skilled in the art should make the description as a whole, and the technical solutions in the embodiments can also be combined appropriately to form other embodiments understood by those skilled in the art.
The above list of details is only for the practical implementation of the present invention, and they are not intended to limit the scope of the present invention, and all equivalent implementations or modifications that do not depart from the technical spirit of the present invention should be included in the scope of the present invention.
Claims (8)
1. The low-deflection hybrid power four-gear transmission comprises a solid input shaft (1) and a hollow input shaft (2) sleeved on the solid input shaft (1), wherein an output shaft (3) which is arranged in parallel with the solid input shaft (1) and used for transmitting power to a differential (5) is arranged on one side of the solid input shaft (1), and the output shaft (3) is connected with the solid input shaft (1) and the hollow input shaft (2) through a transmission assembly (4); the method is characterized in that: one side of the solid input shaft (1) far away from the output shaft (3) is further provided with a flat motor (6), and the flat motor (6) is in transmission connection with the solid input shaft (1) through a connecting component (7).
2. The low deflection hybrid four-speed transmission of claim 1, wherein: the connecting component (7) comprises a motor shaft gear I (71) fixedly arranged on a motor shaft of the flat motor (6) and a connecting gear I (72) fixedly arranged on the solid input shaft (1), and the connecting gear I (72) is meshed with the motor shaft gear I (71).
3. The low deflection hybrid four-speed transmission of claim 2, wherein: solid input shaft (1) is kept away from the one end that links to each other gear I (72) and is equipped with double clutch (8), double clutch (8) are including clutch I (81) and clutch II (82), clutch I (81) are connected between engine and solid input shaft (1), clutch II (82) connect in between engine and hollow input shaft (2).
4. The low deflection hybrid four-speed transmission of claim 3, wherein: a damper (10) is arranged between the double clutch (8) and the engine.
5. The low deflection hybrid four-speed transmission of claim 1, wherein: the transmission assembly (4) comprises a first gear driving gear (40) and a second gear driving gear (41) which are fixedly arranged on the solid input shaft (1), the first gear driving gear (40) is meshed with a first gear driven gear (42) which is sleeved on the output shaft (3), the second gear driving gear (41) is meshed with a second gear driven gear (43) which is sleeved on the output shaft (3), a second gear synchronizer (44) which is arranged on the output shaft (3) is arranged between the second gear driven gear (43) and the first gear driven gear (42), and the second gear synchronizer (44) is selectively coupled with the second gear driven gear (43) or the first gear driven gear (42).
6. The low deflection hybrid four-speed transmission of claim 5, wherein: the transmission assembly (4) further comprises a three-gear driving gear (45) and a four-gear driving gear (46) which are fixedly arranged on the hollow input shaft (2), the three-gear driving gear (45) is meshed with a three-gear driven gear (47) which is sleeved on the output shaft (3) in an idle mode, the four-gear driving gear (46) is meshed with a four-gear driven gear (48) which is sleeved on the output shaft (3) in an idle mode, a three-four-gear synchronizer (49) arranged on the output shaft (3) is arranged between the four-gear driven gear (48) and the three-gear driven gear (47), and the three-four-gear synchronizer (49) can be selectively coupled with the four-gear driven gear (48) or the three-gear driven gear (47).
7. The low deflection hybrid four-speed transmission of claim 1, wherein: and a transmission gear (31) is fixedly arranged on the output shaft (3), and the transmission gear (31) is meshed with a main reduction gear (51) of the differential (5).
8. The low deflection hybrid four-speed transmission of claim 1, wherein: the differential mechanism is characterized by further comprising a main driving motor (9), a motor shaft gear II (91) is fixedly arranged on a motor shaft of the main driving motor (9), the motor shaft gear II (91) is meshed with a connecting gear (93) fixedly arranged on a short idler shaft (92), a connecting gear II (94) is further fixedly arranged on the short idler shaft (92), and the connecting gear II (94) is meshed with a main reduction gear (51) of the differential mechanism (5).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202020349408.0U CN212360677U (en) | 2020-03-18 | 2020-03-18 | Low-deflection hybrid power four-gear transmission |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202020349408.0U CN212360677U (en) | 2020-03-18 | 2020-03-18 | Low-deflection hybrid power four-gear transmission |
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| CN212360677U true CN212360677U (en) | 2021-01-15 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111365421A (en) * | 2020-03-18 | 2020-07-03 | 坤泰车辆***（常州）有限公司 | Low-deflection hybrid power four-gear transmission |
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2020
- 2020-03-18 CN CN202020349408.0U patent/CN212360677U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111365421A (en) * | 2020-03-18 | 2020-07-03 | 坤泰车辆***（常州）有限公司 | Low-deflection hybrid power four-gear transmission |
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Address after: No.368 Longjin Road, Changzhou City, Jiangsu Province 213000 Patentee after: Kuntai vehicle system (Changzhou) Co.,Ltd. Address before: No.368 Longjin Road, Changzhou City, Jiangsu Province 213000 Patentee before: KUNTYE VEHICLE SYSTEM (CHANGZHOU) Co.,Ltd. |
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| CP01 | Change in the name or title of a patent holder |