CN218906900U - Vehicle AMT mixed motion assembly and vehicle - Google Patents
Vehicle AMT mixed motion assembly and vehicle Download PDFInfo
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- CN218906900U CN218906900U CN202223128479.6U CN202223128479U CN218906900U CN 218906900 U CN218906900 U CN 218906900U CN 202223128479 U CN202223128479 U CN 202223128479U CN 218906900 U CN218906900 U CN 218906900U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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Abstract
The utility model discloses a vehicle AMT hybrid assembly and a vehicle, wherein the vehicle AMT hybrid assembly comprises an engine, a motor and a gear transmission mechanism, the gear transmission mechanism is provided with two input ends and one output end, one input end of the gear transmission mechanism can be connected with or separated from an output shaft of the engine, the other input end of the gear transmission mechanism is connected with an output shaft of the motor, the output end of the gear transmission mechanism is connected with an input shaft of an axle, the engine is distributed on one side of the gear transmission mechanism, and the motor and the axle are distributed on the other side of the gear transmission mechanism. According to the vehicle AMT hybrid assembly, the motor can adopt a high-speed motor, and the length of the vehicle AMT hybrid assembly along the length direction of a vehicle is reduced; and secondly, the motor and the engine share a gear transmission system to provide power for the axle, so that the volume and the weight of the gear transmission mechanism are effectively reduced, and the production cost of the AMT hybrid assembly of the vehicle can be reduced.
Description
Technical Field
The utility model relates to the technical field of vehicles, in particular to a vehicle AMT hybrid assembly and a vehicle.
Background
With the increasing strictness of emission regulations, the traditional diesel vehicle technology is difficult to adapt to future regulation requirements, is unfavorable for energy conservation and environmental protection, and needs to research and develop new technical routes and power train systems. Among them, the hybrid drive technique gradually develops its advantages.
In the prior art, most of vehicle mixing assemblies adopt an engine and a motor for mixing, or double motors for mixing and the like. For a vehicle adopting mixed motion of an engine and a motor, the engine is matched with the low-speed motor, power is transmitted to an axle through a gearbox, specifically, an output shaft of the engine is in transmission connection with an input shaft of the motor, an output shaft of the motor is in rotary connection with an input shaft of a speed reducer, and an output shaft of the speed reducer is in transmission connection with the axle of the vehicle through a transmission shaft, so that power can be provided for the axle through the engine and/or the motor. However, in the vehicle mixing assembly, the motor, the engine and the gearbox are coaxially arranged, and only a low-speed motor can be adopted, so that the motor is high in cost, and the length of the vehicle mixing assembly along the length direction of the vehicle is long; and the number of gears of the vehicle mixed driving assembly is large, the volume is large, and the production cost is high due to the fact that the gears are heavy, and the vehicle mixed driving assembly is not suitable for popularization of mixed driving vehicle types of commercial vehicles.
Disclosure of Invention
The utility model aims to provide a vehicle AMT hybrid assembly and a vehicle, which are used for solving the problems of high motor cost, long length of the vehicle hybrid assembly along the length direction of the vehicle, and high production cost caused by the fact that the number of gears of the vehicle hybrid assembly is large, the size is large and the weight is heavy.
To achieve the purpose, the utility model adopts the following technical scheme:
the vehicle AMT hybrid assembly comprises an axle, and comprises an engine, a motor and a gear transmission mechanism, wherein the gear transmission mechanism is provided with two input ends and one output end, one input end of the gear transmission mechanism can be connected with or separated from an output shaft of the engine, the other input end of the gear transmission mechanism is connected with an output shaft of the motor, the engine is distributed on one side of the gear transmission mechanism, and the motor and the axle are distributed on the other side of the gear transmission mechanism.
Preferably, the gear transmission mechanism includes:
a first drive gear that is connectable to or disconnectable from an output shaft of the engine;
the second driving gear is connected with an output shaft of the motor;
the first transmission assembly comprises a first transmission gear, a second transmission gear, a third transmission gear, a first gear shifting mechanism, a second gear shifting mechanism and a first transmission shaft, wherein the first gear shifting mechanism, the first transmission gear, the third transmission gear, the second gear shifting mechanism and the second transmission gear are sequentially distributed on the transmission shaft at intervals, the first transmission gear, the second transmission gear and the third transmission gear are all rotationally connected with the first transmission shaft, the first driving gear and the second driving gear are all in transmission connection with the first transmission gear, the first driving gear and the second driving gear are all in transmission connection with the third transmission gear, the second driving gear is meshed with the second driving gear and in transmission connection with the first driving gear, and the input shaft of the axle is fixedly connected with the first transmission shaft;
the first gear shifting mechanism can be meshed with the first driving gear or the first transmission gear and drives the first transmission shaft to rotate, and the second gear shifting mechanism can be meshed with the second transmission gear or the third transmission gear and drives the first transmission shaft to rotate.
Preferably, the vehicle AMT hybrid assembly further comprises a clutch, wherein two ends of the clutch are fixedly connected with the output shaft of the engine and the first driving gear respectively.
Preferably, the gear transmission mechanism further comprises a second transmission assembly, the second transmission assembly comprises a fourth transmission gear, a fifth transmission gear, a sixth transmission gear, a seventh transmission gear and a second transmission shaft, the fourth transmission gear, the fifth transmission gear, the sixth transmission gear and the seventh transmission gear are distributed at intervals and are fixedly connected to the second transmission shaft, the fourth transmission gear is meshed with the first driving gear, the fifth transmission gear is meshed with the first transmission gear, the sixth transmission gear is meshed with the third transmission gear, and the seventh transmission gear is meshed with the second transmission gear.
Preferably, the second transmission gear includes a first gear and a second gear connected, the first gear is meshed with the seventh transmission gear, and the second gear is meshed with the second driving gear.
Preferably, the fourth transmission gear, the fifth transmission gear, the sixth transmission gear and the seventh transmission gear are all integrally formed with the second transmission shaft.
Preferably, the second transmission shaft is a hollow shaft.
Preferably, the first transmission gear, the second transmission gear, and the third transmission gear are different from the first driving gear in transmission ratio.
Preferably, the gear transmission mechanism further comprises a shell, the gear transmission mechanism is distributed in the shell, and the shell of the motor is connected with the shell.
The vehicle comprises an axle and the vehicle AMT hybrid assembly.
The utility model has the beneficial effects that:
the utility model aims to provide a vehicle AMT hybrid assembly and a vehicle, wherein the vehicle AMT hybrid assembly comprises an engine, a motor and a gear transmission mechanism, one input end of the gear transmission mechanism can be connected with or separated from an output shaft of the engine, the other input end of the gear transmission mechanism is connected with an output shaft of the motor, and the output end of the gear transmission mechanism is connected with an input shaft of an axle; the motor can be used for providing power for the gear transmission mechanism independently, and the power is transmitted to the axle by the gear transmission mechanism so as to drive the vehicle to walk, and in the process, the engine does not work; the engine and the motor can also jointly provide power for the gear transmission mechanism, and the power is transmitted to the axle by the gear transmission mechanism so as to drive the vehicle to walk. The engine is distributed on one side of the gear transmission mechanism, the motor and the axle are distributed on the other side of the gear transmission mechanism, and compared with the prior art that the engine and the motor are sequentially connected, the motor can adopt a high-speed motor, and the length of the vehicle AMT hybrid assembly along the length direction of a vehicle is reduced; and secondly, the motor and the engine share a gear transmission system to provide power for the axle, so that the volume and the weight of the gear transmission mechanism are effectively reduced, and the production cost of the AMT hybrid assembly of the vehicle can be reduced.
Drawings
Fig. 1 is a schematic structural diagram of a hybrid vehicle AMT assembly according to an embodiment of the utility model.
In the figure:
100. an axle;
1. an engine;
2. a motor;
3. a gear transmission mechanism; 31. a first drive gear; 32. a second drive gear; 33. a first transmission gear; 34. a second transmission gear; 341. a first gear; 342. a second gear; 35. a third transmission gear; 36. a first shift mechanism; 37. a second shift mechanism; 38. a first drive shaft; 39. a clutch; 40. a fourth transmission gear; 41. a fifth transmission gear; 42. a sixth transmission gear; 43. a seventh transmission gear; 44. and a second transmission shaft.
Detailed Description
The utility model is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the utility model and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present utility model are shown in the drawings.
In the description of the present utility model, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.
In the present utility model, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the utility model. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
The utility model provides a vehicle AMT hybrid assembly, which is shown in fig. 1, and comprises an engine 1, a motor 2 and a gear transmission mechanism 3, wherein the gear transmission mechanism 3 is provided with two input ends and one output end, one input end of the gear transmission mechanism can be connected with or separated from an output shaft of the engine 1, the other input end of the gear transmission mechanism is connected with an output shaft of the motor 2, the output end of the gear transmission mechanism is connected with an input shaft of an axle 100, the engine 1 is distributed on one side of the gear transmission mechanism 3, and the motor 2 and the axle 100 are distributed on the other side of the gear transmission mechanism 3.
As shown in fig. 1, in the vehicle AMT hybrid assembly, one input end of the gear transmission mechanism 3 can be connected with or separated from an output shaft of the engine 1, the other input end of the gear transmission mechanism 3 is connected with an output shaft of the motor 2, and the output end of the gear transmission mechanism 3 is connected with an input shaft of the axle 100, it can be understood that power can be provided to the gear transmission mechanism 3 by the engine 1 alone, and then the power can be transmitted to the axle 100 by the gear transmission mechanism 3 so as to drive the vehicle to walk, and in the process, the motor 2 does not work; the motor 2 can be used for providing power for the gear transmission mechanism 3 alone, and then the power is transmitted to the axle 100 by the gear transmission mechanism 3 so as to drive the vehicle to walk, and in the process, the engine 1 does not work; the engine 1 and the motor 2 can also jointly provide power for the gear transmission mechanism 3, and the power is transmitted to the axle 100 by the gear transmission mechanism 3 so as to drive the vehicle to walk. The engine 1 is distributed on one side of the gear transmission mechanism 3, the motor 2 and the axle 100 are distributed on the other side of the gear transmission mechanism 3, and compared with the prior art in which the engine and the motor are connected in sequence, the motor 2 can adopt a high-speed motor, and the length of the vehicle AMT hybrid assembly along the length direction of the vehicle is reduced; secondly, the motor 2 and the engine 1 share a gear transmission system to provide power for the axle 100, so that the size and weight of the gear transmission mechanism 3 are effectively reduced, and the production cost of the AMT hybrid assembly of the vehicle can be reduced.
Wherein, as shown in fig. 1, the gear transmission mechanism 3 comprises a first driving gear 31, a second driving gear 32 and a first transmission assembly, and the first driving gear 31 can be connected with or separated from the output shaft of the engine 1; the second driving gear 32 is connected with the output shaft of the motor 2; the first transmission assembly comprises a first transmission gear 33, a second transmission gear 34, a third transmission gear 35, a first gear shifting mechanism 36, a second gear shifting mechanism 37 and a first transmission shaft 38, wherein the first gear shifting mechanism 36, the first transmission gear 33, the third transmission gear 35, the second gear shifting mechanism 37 and the second transmission gear 34 are sequentially and alternately distributed on the transmission shaft, the first transmission gear 33, the second transmission gear 34 and the third transmission gear 35 are all rotationally connected with the first transmission shaft 38, the first driving gear 31 and the second driving gear 32 are all in transmission connection with the first transmission gear 33, the first driving gear 31 and the second driving gear 32 are all in transmission connection with the third transmission gear 35, the second transmission gear 34 is meshed with the second driving gear 32 and in transmission connection with the first driving gear 31, and the input shaft of the axle 100 is fixedly connected with the first transmission shaft 38; the first gear shifting mechanism 36 can be meshed with the first driving gear 31 or the first transmission gear 33 and drives the first transmission shaft 38 to rotate, and the second gear shifting mechanism 37 can be meshed with the second transmission gear 34 or the third transmission gear 35 and drives the first transmission shaft 38 to rotate. Specifically, when the first gear shifting mechanism 36 is engaged with the first driving gear 31, the motor 2 and/or the engine 1 drives the first driving gear 31 to rotate, so as to drive the first transmission shaft 38 to rotate, so as to drive the input shaft of the axle 100 connected to the first transmission shaft 38 to rotate, so as to output power to the wheels, and the vehicle runs in the first gear; when the first gear shifting mechanism 36 is meshed with the first transmission gear 33, the motor 2 and/or the engine 1 drive the first transmission gear 33 and the first transmission shaft 38 to synchronously rotate, so as to drive an input shaft of the axle 100 connected with the first transmission shaft 38 to rotate, and power is output to wheels, so that the vehicle runs in the second gear; when the second gear shifting mechanism 37 is meshed with the second transmission gear 34, the motor 2 and/or the engine 1 drive the second transmission gear 34 and the first transmission shaft 38 to synchronously rotate, so as to drive the input shaft of the axle 100 connected with the first transmission shaft 38 to rotate, and power is output to wheels, so that the vehicle runs in a third gear; when the second gear shifting mechanism 37 is engaged with the third transmission gear 35, the motor 2 and/or the engine 1 drive the third transmission gear 35 and the first transmission shaft 38 to rotate synchronously, thereby driving the input shaft of the axle 100 connected to the first transmission shaft 38 to rotate to output power to the wheels, so that the vehicle operates in the fourth gear. It will be appreciated that the second shift mechanism 37 is not operated when the first shift mechanism 36 is operated; the first shift mechanism 36 is not operated when the second shift mechanism 37 is operated.
Specifically, as shown in fig. 1, the AMT hybrid vehicle assembly further includes a clutch 39, and two ends of the clutch 39 are fixedly connected with the output shaft of the engine 1 and the first driving gear 31, respectively. This is provided to enable the first drive gear 31 to be coupled to or uncoupled from the output shaft of the engine 1 to enable the engine 1 and/or the motor 2 to provide power to the axle 100.
Further specifically, as shown in fig. 1, the gear transmission mechanism 3 further includes a second transmission assembly including a fourth transmission gear 40, a fifth transmission gear 41, a sixth transmission gear 42, a seventh transmission gear 43, and a second transmission shaft 44, the fourth transmission gear 40, the fifth transmission gear 41, the sixth transmission gear 42, and the seventh transmission gear 43 being spaced apart and fixedly connected to the second transmission shaft 44, the fourth transmission gear 40 being meshed with the first driving gear 31, the fifth transmission gear 41 being meshed with the first transmission gear 33, the sixth transmission gear 42 being meshed with the third transmission gear 35, and the seventh transmission gear 43 also being meshed with the second transmission gear 34. Further specifically, the second transmission gear 34 includes a first gear 341 and a second gear 342 connected, the first gear 341 is meshed with the seventh transmission gear 43, and the second gear 342 is meshed with the second driving gear 32. It will be appreciated that the second transfer gear 34 is double row toothed.
Specifically, as shown in fig. 1, when the vehicle is running in the first gear, the first gear shifting mechanism 36 is meshed with the first driving gear 31, the second gear shifting mechanism 37 is not operated, if the engine 1 is used as a power source, the clutch 39 connects the output shaft of the engine 1 and the first driving gear 31, the engine 1 drives the first driving gear 31 and the fourth driving gear 40 to mesh, and drives the first transmission shaft 38 to synchronously rotate, so as to drive the input shaft of the axle 100 connected with the first transmission shaft 38 to rotate, so as to output power to wheels; if the motor 2 is used as a power source, the clutch 39 is not connected with the output shaft of the engine 1 and the first driving gear 31, the motor 2 drives the second driving gear 32 to be meshed with the second gear 342 of the second transmission gear 34, the first gear 341 of the second transmission gear 34 is meshed with the seventh transmission gear 43 to drive the second transmission shaft 44 to rotate, the fourth transmission gear 40 is driven to be meshed with the first driving gear 31, and the first driving gear 31 drives the first transmission shaft 38 to synchronously rotate, so that the input shaft of the axle 100 connected with the first transmission shaft 38 is driven to rotate, and power is output to wheels; the engine 1 and the motor 2 can be used together as a power source to drive the input shaft of the axle 100 to rotate.
As shown in fig. 1, when the vehicle is running in the second gear, the first gear shifting mechanism 36 is engaged with the first transmission gear 33, the second gear shifting mechanism 37 is not operated, if the engine 1 is used as a power source, the clutch 39 connects the output shaft of the engine 1 with the first driving gear 31, the engine 1 drives the first driving gear 31 to be engaged with the fourth driving gear 40, drives the fifth driving gear 41 to be engaged with the first transmission gear 33, and the first transmission gear 33 drives the first transmission shaft 38 to rotate, thereby driving the input shaft of the axle 100 connected with the first transmission shaft 38 to rotate, so as to output power to the wheels; if the motor 2 is used as a power source, the clutch 39 is not connected with the output shaft of the engine 1 and the first driving gear 31, the motor 2 drives the second driving gear 32 to be meshed with the second gear 342 of the second transmission gear 34, the first gear 341 of the second transmission gear 34 is meshed with the seventh transmission gear 43 to drive the second transmission shaft 44 to rotate, the fifth transmission gear 41 is driven to be meshed with the first transmission gear 33, and the first transmission gear 33 drives the first transmission shaft 38 to synchronously rotate, so that the input shaft of the axle 100 connected with the first transmission shaft 38 is driven to rotate, and power is output to wheels; the engine 1 and the motor 2 can be used together as a power source to drive the input shaft of the axle 100 to rotate.
As shown in fig. 1, when the vehicle is running in the third gear, the second gear shifting mechanism 37 and the second transmission gear 34, the first gear shifting mechanism 36 does not work, if the engine 1 is used as a power source, the clutch 39 connects the output shaft of the engine 1 and the first driving gear 31, the engine 1 drives the first driving gear 31 and the fourth driving gear 40 to mesh, drives the seventh transmission gear 43 and the first gear 341 of the second transmission gear 34 to mesh, and the first gear 341 of the second transmission gear 34 drives the first transmission shaft 38 to rotate, so as to drive the input shaft of the axle 100 connected to the first transmission shaft 38 to rotate, so as to output power to wheels; if the motor 2 is used as a power source, the clutch 39 is not connected with the output shaft of the engine 1 and the first driving gear 31, the motor 2 drives the second driving gear 32 to be meshed with the second gear 342 of the second transmission gear 34, and the second gear 342 of the second transmission gear 34 drives the first transmission shaft 38 to synchronously rotate, so that the input shaft of the axle 100 connected with the first transmission shaft 38 is driven to rotate, and power is output to wheels; the engine 1 and the motor 2 can be used together as a power source to drive the input shaft of the axle 100 to rotate.
As shown in fig. 1, when the vehicle is running in the fourth gear, the second gear shifting mechanism 37 and the third transmission gear 35, the first gear shifting mechanism 36 does not work, if the engine 1 is used as a power source, the clutch 39 connects the output shaft of the engine 1 and the first driving gear 31, the engine 1 drives the first driving gear 31 and the fourth transmission gear 40 to mesh, drives the sixth transmission gear 42 and the third transmission gear 35 to mesh, and the third transmission gear 35 drives the first transmission shaft 38 to rotate, thereby driving the input shaft of the axle 100 connected to the first transmission shaft 38 to rotate, so as to output power to the wheels; if the motor 2 is used as a power source, the clutch 39 is not connected with the output shaft of the engine 1 and the first driving gear 31, the motor 2 drives the second driving gear 32 to be meshed with the second gear 342 of the second transmission gear 34, drives the first gear 341 of the second transmission gear 34 to be meshed with the seventh transmission gear 43, drives the sixth transmission gear 42 to be meshed with the third transmission gear 35, and the third transmission gear 35 drives the first transmission shaft 38 to synchronously rotate, so that the input shaft of the axle 100 connected with the first transmission shaft 38 is driven to rotate, and power is output to wheels; the engine 1 and the motor 2 can be used together as a power source to drive the input shaft of the axle 100 to rotate.
Further specifically, in the present embodiment, the first gear is a third gear of the vehicle; the second gear is a first gear of the vehicle; the third gear is a fourth gear of the vehicle; the fourth gear is the second gear of the vehicle.
Thereby, the motor 2 is enabled to employ the high-speed motor 2; the motor 2 and the engine 1 share the same gear transmission mechanism 3, so that the length of the vehicle AMT hybrid assembly along the length direction of the vehicle can be effectively reduced, the volume and the weight of the vehicle AMT hybrid assembly are reduced, and the production cost of the vehicle AMT hybrid assembly is reduced.
Wherein the fourth transmission gear 40, the fifth transmission gear 41, the sixth transmission gear 42 and the seventh transmission gear 43 are integrally formed on the second transmission shaft 44. It can be appreciated that the fourth transmission gear 40, the fifth transmission gear 41, the sixth transmission gear 42 and the seventh transmission gear 43 form a gear shaft with the second transmission shaft 44, so that the structural strength is good, the number of parts can be effectively reduced, and the assembly efficiency is improved.
Specifically, the second drive shaft 44 is a hollow shaft. The weight of the gear shaft formed by the fourth, fifth, sixth and seventh transfer gears 40, 41, 42 and 43 and the second transfer shaft 44 can be reduced, thereby further reducing the weight of the AMT hybrid assembly of the vehicle.
Wherein the transmission ratio of the first transmission gear 33, the second transmission gear 34 and the third transmission gear 35 is different from that of the first driving gear 31. The arrangement is such that the first four gears of the vehicle can be achieved by the vehicle AMT hybrid assembly.
The gear transmission mechanism 3 further comprises a shell, the gear transmission mechanism 3 is distributed in the shell, and the shell of the motor 2 is connected to the shell. The arrangement is such that the motor 2 is integrated in the housing of the gear transmission 3, thereby further reducing the volume of the vehicle AMT hybrid assembly. As an alternative, the housing of the motor 2 is integrally formed with the housing of the gear train 3.
The present utility model also provides a vehicle comprising an axle 100 and the vehicle AMT hybrid assembly described above. Specifically, in the present embodiment, the axle 100 is a rear axle. By adopting the vehicle AMT hybrid assembly, the vehicle can adopt the high-speed motor 2; the motor 2 and the engine 1 share the same gear transmission mechanism 3, so that the length of the vehicle AMT hybrid assembly along the length direction of the vehicle can be effectively reduced, the volume and the weight of the vehicle AMT hybrid assembly are reduced, and the production cost of the vehicle AMT hybrid assembly is reduced.
The specific structure of the first shift mechanism 36 and the second shift mechanism 37 belongs to the prior art, and will not be described herein.
It is to be understood that the above examples of the present utility model are provided for clarity of illustration only and are not limiting of the embodiments of the present utility model. Various obvious changes, rearrangements and substitutions can be made by those skilled in the art without departing from the scope of the utility model. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the utility model are desired to be protected by the following claims.
Claims (10)
1. The utility model provides a hybrid assembly of vehicle AMT, the vehicle includes axle (100), its characterized in that, including engine (1), motor (2) and gear train (3), gear train (3) are equipped with two inputs and an output, one of them the input can with the output shaft of engine (1) or separation, another the input with the output of motor (2), the output with the input shaft of axle (100) is connected, engine (1) distribute in one side of gear train (3), motor (2) with axle (100) distribute in the opposite side of gear train (3).
2. The vehicle AMT hybrid assembly according to claim 1, characterized in that said gear transmission (3) comprises:
-a first driving gear (31), said first driving gear (31) being connectable to or disconnectable from an output shaft of said engine (1);
a second driving gear (32), wherein the second driving gear (32) is connected with an output shaft of the motor (2);
the first transmission assembly comprises a first transmission gear (33), a second transmission gear (34), a third transmission gear (35), a first gear shifting mechanism (36), a second gear shifting mechanism (37) and a first transmission shaft (38), wherein the first gear shifting mechanism (36), the first transmission gear (33), the third transmission gear (35), the second gear shifting mechanism (37) and the second transmission gear (34) are sequentially distributed on the transmission shaft at intervals, the first transmission gear (33), the second transmission gear (34) and the third transmission gear (35) are all rotationally connected to the first transmission shaft (38), the first driving gear (31) and the second driving gear (32) are all in transmission connection with the first transmission gear (33), the first driving gear (31) and the second driving gear (32) are all in transmission connection with the third transmission gear (35), and the second driving gear (34) and the second driving gear (32) are all in transmission connection with the first transmission shaft (100), and the first driving gear (32) is fixedly connected with the first transmission shaft (100);
the first gear shifting mechanism (36) can be meshed with the first driving gear (31) or the first transmission gear (33) and drives the first transmission shaft (38) to rotate, and the second gear shifting mechanism (37) can be meshed with the second transmission gear (34) or the third transmission gear (35) and drives the first transmission shaft (38) to rotate.
3. The vehicle AMT hybrid powertrain according to claim 2, further comprising a clutch (39), both ends of the clutch (39) being fixedly connected with the output shaft of the engine (1) and the first driving gear (31), respectively.
4. The vehicle AMT hybrid assembly as claimed in claim 2, wherein said gear transmission (3) further comprises a second transmission assembly comprising a fourth transmission gear (40), a fifth transmission gear (41), a sixth transmission gear (42), a seventh transmission gear (43) and a second transmission shaft (44), said fourth transmission gear (40), said fifth transmission gear (41), said sixth transmission gear (42) and said seventh transmission gear (43) being spaced apart and each fixedly connected to said second transmission shaft (44), said fourth transmission gear (40) being in mesh with said first driving gear (31), said fifth transmission gear (41) being in mesh with said first transmission gear (33), said sixth transmission gear (42) being in mesh with said third transmission gear (35), said seventh transmission gear (43) also being in mesh with said second transmission gear (34).
5. The vehicle AMT hybrid assembly as claimed in claim 4, wherein said second transfer gear (34) comprises a first gear (341) and a second gear (342) connected, said first gear (341) being meshed with said seventh transfer gear (43), said second gear (342) being meshed with said second drive gear (32).
6. The vehicle AMT hybrid assembly as claimed in claim 4, wherein said four transfer gears (40), said fifth transfer gear (41), said sixth transfer gear (42) and said seventh transfer gear (43) are integrally formed with said second drive shaft (44).
7. The vehicle AMT hybrid assembly according to claim 4, characterized in that said second drive shaft (44) is a hollow shaft.
8. The vehicle AMT hybrid assembly according to any one of claims 2-6, characterized in that the transmission ratio of said first transmission gear (33), said second transmission gear (34) and said third transmission gear (35) is different from said first driving gear (31).
9. The vehicle AMT hybrid powertrain according to any one of claims 2-6, characterized in that said gear train (3) further comprises a housing, said gear train (3) being distributed within said housing, said housing of said electric machine (2) being connected to said housing.
10. A vehicle comprising an axle (100) and a vehicle AMT hybrid assembly according to any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223128479.6U CN218906900U (en) | 2022-11-24 | 2022-11-24 | Vehicle AMT mixed motion assembly and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223128479.6U CN218906900U (en) | 2022-11-24 | 2022-11-24 | Vehicle AMT mixed motion assembly and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN218906900U true CN218906900U (en) | 2023-04-25 |
Family
ID=86039766
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202223128479.6U Active CN218906900U (en) | 2022-11-24 | 2022-11-24 | Vehicle AMT mixed motion assembly and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN218906900U (en) |
-
2022
- 2022-11-24 CN CN202223128479.6U patent/CN218906900U/en active Active
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