CN218839174U - Multi-gear speed regulation hybrid power system without independent reverse gear shaft - Google Patents
Multi-gear speed regulation hybrid power system without independent reverse gear shaft Download PDFInfo
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- CN218839174U CN218839174U CN202222528557.5U CN202222528557U CN218839174U CN 218839174 U CN218839174 U CN 218839174U CN 202222528557 U CN202222528557 U CN 202222528557U CN 218839174 U CN218839174 U CN 218839174U
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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
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Abstract
The utility model discloses a multi-gear speed regulation hybrid power system without an independent reverse gear shaft, which comprises a first motor, a second motor, a speed regulation mechanism, an engine, a first central shaft, a planet row, a second central shaft, a connected input rear shaft and a wheel system, wherein the engine, the first central shaft, the planet row and the second central shaft are sequentially connected; the hollow shaft is sleeved on the first central shaft, and the rear end of the first central shaft is in transmission with the hollow shaft through the planet row; the first motor is in transmission connection with the hollow shaft, and the second motor is in transmission connection with the input rear shaft; a power take-off shaft and a middle shaft are respectively arranged beside the second central shaft in parallel with the second central shaft; the intermediate shaft is in transmission connection with the input rear shaft; the intermediate shaft is in transmission connection with the power take-off shaft through the speed regulating mechanism, and the second central shaft is in transmission connection with the power take-off shaft, the intermediate shaft and the input rear shaft through the speed regulating mechanism respectively. The utility model discloses cancel original reverse gear axle and reverse gear wheel, reverse gear integrated epaxial at the power of getting, simple structure, part is small in quantity, and weight is little, and is with low costs, reduction assembly length and width.
Description
Technical Field
The utility model relates to a driving system technical field specifically is a many grades of speed governing hybrid system of no independent reverse gear axle.
Background
Before the scheme, the patent CN113602070A discloses a three-gear parallel shaft type single-motor planetary-row hybrid power system with a lameable belt power taking module, which comprises an engine, a first motor, a second motor, a speed regulating mechanism and a shell, wherein the first center shaft, the second center shaft and an output shaft are arranged outside the shell, the front end of the first center shaft penetrates out of the shell and is connected with the engine, a first hollow shaft is sleeved outside the first center shaft, the rear end of the first center shaft is in transmission connection with the hollow shaft through a planetary row, the rear end of the planetary row is connected with the second center shaft, the rear end of the second center shaft can be in transmission connection with the output shaft, the rear end of the output shaft penetrates out of the shell and transmits power to a wheel system, the speed regulating mechanism is in transmission connection with the second center shaft and the output shaft respectively, the first motor is in transmission connection with the hollow shaft, and the second motor is in transmission connection with the output shaft. The hybrid power system with the double motors is adopted in the structure, and the structure has the characteristics of rich gears, wide adaptability to vehicle types and the like.
The structure still has some defects, the speed regulating mechanism of the structure adopts a single-intermediate-shaft structure, the reverse gear and the reverse shaft are independently arranged, and the radial width of the assembly is wider; the structure is complex and the cost is high; the power take-off shaft is used independently, and the cost is high.
The information disclosed in the background section above is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information constitutes prior art already known to a person skilled in the art.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a no many grades of speed governing hybrid system of independent reverse gear axle cancels original reverse gear axle and reverse gear, and the integration of reversing gear is epaxial at the power takeoff, simple structure, and part is small in quantity, and is light in weight, with low costs, reduces the radial width of assembly.
In order to realize the purpose of the utility model, the technical scheme of the utility model is as follows:
a multi-gear speed regulation hybrid power system without an independent reverse gear shaft comprises an engine, a first motor, a second motor, a shell, a first central shaft, a planet row, a second central shaft, an input rear shaft, a wheel system and a speed regulation mechanism; the engine, the first central shaft, the planet row and the second central shaft are sequentially connected, and the input rear shaft is connected with the wheel system; a hollow shaft is sleeved above the first central shaft and is in transmission connection with the first central shaft through a planet row; the first motor is in transmission connection with the hollow shaft, and the second motor is in transmission connection with the input rear shaft; a power take-off shaft and an intermediate shaft are respectively arranged beside the second central shaft in parallel with the second central shaft; the intermediate shaft is in transmission connection with the input rear shaft; the intermediate shaft is in transmission connection with the power take-off shaft through the speed regulating mechanism, and the second central shaft is in transmission connection with the power take-off shaft, the intermediate shaft and the input rear shaft through the speed regulating mechanism respectively.
The speed regulating mechanism comprises a first second central shaft first idle gear, a second central shaft second idle gear, a second central shaft fixed gear and a second central shaft third idle gear which are sequentially arranged on a second central shaft, an intermediate shaft first fixed gear, an intermediate shaft second fixed gear, an intermediate shaft first idle gear, an intermediate shaft second idle gear and an intermediate shaft third fixed gear which are sequentially arranged on an intermediate shaft, a power take-off shaft first fixed gear and a power take-off shaft second fixed gear which are sequentially arranged on a power take-off shaft, and an input rear shaft first fixed gear arranged on an input rear shaft, wherein the intermediate shaft first fixed gear, the intermediate shaft second fixed gear and the intermediate shaft first idle gear are respectively meshed with the second central shaft first idle gear, the second central shaft second idle gear and the second central shaft fixed gear, the power take-off shaft first fixed gear and the power take-off shaft second fixed gear are respectively meshed with the second central shaft second idle gear and the second central shaft third idle gear, and the third fixed gear is meshed with the input rear shaft first idle gear; a first gear shifting engagement mechanism is arranged among the shell, the first central shaft and the hollow shaft; a second gear shifting engagement mechanism is arranged among the first idle gear of the second central shaft, the second idle gear of the second central shaft and the second central shaft; a third gear shifting engagement mechanism is arranged among the input rear shaft, a third idle gear of the second central shaft and the second central shaft; and a fourth gear-shifting meshing mechanism is arranged among the first idler gear of the intermediate shaft, the second idler gear of the intermediate shaft and the intermediate shaft.
Specifically, the first gear shifting engagement mechanism comprises a first gear shifting execution gear arranged on a first central shaft, a first gear shifting execution mechanism gear sleeve connected with the first gear shifting execution gear, a hollow shaft gear shifting combination gear arranged on a hollow shaft, and a fixed gear seat fixed on the shell; the first gear shifting execution gear can be respectively combined with or disconnected from the hollow shaft gear shifting combination gear and the fixed tooth holder by moving the gear sleeve of the first gear shifting execution mechanism.
Specifically, the second gear shifting mechanism comprises a second gear shifting execution gear fixed on the second central shaft between the first hollow gear of the second central shaft and the second hollow gear of the second central shaft and a second gear shifting execution mechanism gear sleeve connected with the second gear shifting execution gear, and the second gear shifting execution gear can be respectively combined with or disconnected from the first hollow gear of the second central shaft and the second hollow gear of the second central shaft by moving the second gear shifting execution mechanism gear sleeve.
Specifically, the third gear shifting mechanism comprises an output gear shifting executing gear fixed on the second central shaft, a third gear shifting executing mechanism gear sleeve connected with the output gear shifting executing gear, and an input rear shaft second fixed gear arranged on the input rear shaft; the output gear shifting executing gear can be connected with or disconnected with the input rear shaft second fixed gear and the second central shaft third idle gear by moving the third gear shifting executing mechanism gear sleeve.
Specifically, the fourth shifting mechanism comprises a fourth shifting execution gear and a fourth shifting execution mechanism gear sleeve, the fourth shifting execution gear is fixed on the intermediate shaft between the first intermediate shaft idler gear and the second intermediate shaft idler gear, the fourth shifting execution gear is connected with the fourth shifting execution gear, and the fourth shifting execution gear can be respectively combined with or separated from the first intermediate shaft idler gear and the second intermediate shaft idler gear by moving the fourth shifting execution mechanism gear sleeve.
Specifically, the planet row includes sun gear, planet wheel, planet carrier and ring gear, the sun gear sets firmly in the hollow shaft, first center pin and planet carrier fixed connection, and the planet wheel is installed on the planet carrier, the planet wheel meshes with sun gear and ring gear respectively mutually, the ring gear rear end is connected with second central axis.
In particular, the device also comprises a first motor intermediate shaft gear, a first motor output shaft gear is fixed on an output shaft of the first motor, A hollow shaft fixed gear is fixed on the hollow shaft, and a first motor intermediate shaft gear is respectively meshed with a first motor output shaft gear and the hollow shaft fixed gear.
The motor comprises a first motor intermediate shaft, a first motor intermediate shaft front gear and a first motor intermediate shaft rear gear are fixed at two ends of the first motor intermediate shaft respectively, a first motor output shaft gear is arranged on a first motor output shaft, the first motor output shaft gear is meshed with the first motor intermediate shaft rear gear, and the first motor intermediate shaft front gear is meshed with the first input rear shaft fixed gear.
Specifically, the first motor and the second motor are arranged on the same side outside the shell in a back-to-back manner.
The utility model has the advantages that:
1. the utility model discloses a but set up power take-off shaft and jackshaft transmission on current scheme basis and connect, cancel original reverse gear axle and reverse gear, the power that reverses gear passes to the power take-off shaft from the second center pin and passes to the jackshaft and passes to the input rear axle at last, also can regard as the reverse gear axle to use when in essence the power take-off shaft as the power take-off, two function unifications, do not have solitary reverse gear driven gear, do not have solitary reverse gear axle, part is small in quantity, the cost is lower, weight is littleer, the radial width of reduction assembly.
2. Adopt the second motor to directly link output power and supplement the implementation, second motor power directly transmits the input rear axle, belongs to and directly links the output, and power supplement is efficient, can realize shifting unpowered interruption through second motor power compensation when the system shifts simultaneously, improves and drives the travelling comfort, sets up the power supplement mode at the jackshaft for prior art second motor, has the advantage that shortens assembly length.
3. Through four gearshift, cooperation single planet row scheme realizes pure engine drive, pure electric drive, hybrid drive's different drive mode and different planet row velocity ratio, can cover more scene demands, accomplishes the switching of various drive modes, all can select one/two/three/directly keep off etc. under various drive mode, keeps off a lot of, can select corresponding fender position according to the scene demand, makes motor and engine operation in the high-efficient district, and the economic nature is higher.
Drawings
Fig. 1 is a schematic diagram of the multi-gear speed-regulating hybrid power system without an independent reverse shaft according to the present invention.
In the figure, 100-engine; 200-a flexible connector; 300-a housing; 301-a first central axis; 302-first shift actuator sleeve; 303-a hollow shaft; 304-hollow shaft fixed gear; 305-a planet wheel; 306-a ring gear; 307-planet carrier; 308-a second central shaft first idler gear; 309-countershaft first fixed gear; 310-a second shift actuator sleeve; 311-second central shaft second idler gear; 312-fixed gear of second central shaft; 313-a second central axis; 314-second central shaft third idler gear; 315-third shift actuator sleeve gear; 316-input rear axle second fixed gear; 317-input rear axle; 318-input rear axle first fixed gear; 319-power take-off shaft first fixed gear; 320-a power take-off shaft; 321-a power take-off shaft second fixed gear; 322-countershaft second fixed gear; 323-fourth shift actuator sleeve gear; 324-countershaft second idler gear; 325-countershaft first idler gear; 326-middle shaft; 327-countershaft third fixed gear; 328-a front gear of a middle shaft of a second motor; 329-second motor intermediate shaft; 330-second motor intermediate shaft rear gear; 331-second motor output shaft gear; 332-first motor countershaft gear; 333-first motor output shaft gear; 401 — a first electric machine; 402-a second electric machine; 500-a differential; 601-left half shaft; 602-right half shaft; 701-left wheel; 702-a right wheel; 334-sun gear; 335 — first shift execution gear; 336-hollow shaft shift combination gear; 337-fixed toothholder; 338 — second shift execution gear; 339-output shift execution gear; 340-fourth shift execution gear.
Detailed Description
To explain the technical contents of the present invention in detail, the purpose and effect achieved by the present invention will be described below with reference to the accompanying drawings. In the description of the embodiments, it is to be understood that the terms indicating an orientation or positional relationship are based on the orientation or positional relationship shown in the drawings only for the convenience of describing the embodiments and for simplicity of description, and do not indicate or imply that the devices or elements referred to must have a particular orientation-being constructed and operated in a particular orientation and therefore should not be construed as limiting the invention.
According to a specific embodiment of the present invention, a multi-gear speed-regulating hybrid power system without an independent reverse shaft is shown in fig. 1, and mainly includes: the hybrid power vehicle comprises an engine 100, a first motor 401, a second motor 402, a shell 300, a first central shaft 301, a planet row, a hollow shaft 303, a second central shaft 313, an input rear shaft 317 and a wheel system.
A hollow shaft 303 is sleeved outside the first central shaft 301 in an empty mode, the rear end of the first central shaft 301 is in transmission connection with the hollow shaft 303 through a planet row, and the rear end of the planet row is connected with a second central shaft 313.
The rear end of the input rear shaft 317 extends out of the housing 300 and transmits power to the wheel system. Specifically, the wheel system includes a final drive 500, the input rear shaft 317 is in transmission connection with the final drive 500, and the final drive 500 is in transmission connection with a left wheel 701 and a right wheel 702 through a left half shaft 601 and a right half shaft 602 respectively.
The first point of this embodiment lies in: a hollow shaft 303 is sleeved above the first central shaft 301, and the hollow shaft 303 is in transmission connection with the first central shaft 301 through a planet row; the first motor 401 is in driving connection with the hollow shaft 303, and the second motor 402 is in driving connection with the input rear shaft 317.
The power transmission path of the embodiment is as follows: the power of the engine 100 is transmitted to a second central shaft 313 through the flexible connector 200, the first central shaft 301 and the planet row; the power of the first motor 401 is transmitted to the second central shaft 313 through the hollow shaft 303 and the planet row; the second motor 402 is directly connected with the output power to supplement to the input rear shaft 317, the direct-connected power supplement is high in efficiency, gear-shifting unpowered interruption can be achieved through power compensation of the second motor when the system is in gear shifting, driving comfort is improved, and compared with a power supplement mode that the second motor is arranged on an intermediate shaft in the prior art, the direct-connected power supplement has the advantage of shortening assembly length.
The second point of this embodiment is: a power take-off shaft 320 and an intermediate shaft 326 are respectively arranged beside and parallel to the second central shaft 313; the intermediate shaft 326 is in transmission connection with the input rear shaft 317; the speed regulating mechanism is further arranged, the intermediate shaft 326 is in transmission connection with the power take-off shaft 320 through the speed regulating mechanism, and the second central shaft 313 is in transmission connection with the power take-off shaft 320, the intermediate shaft 326 and the input rear shaft 317 through the speed regulating mechanism respectively.
The power through speed control mechanism second center axle 313 can be directly with input rear axle 317 transmission, or get into jackshaft 326 through different velocity ratios and spread into input rear axle 317, perhaps lead to speed control mechanism with power transmission on spreading into power takeoff 320, spread to jackshaft 326 finally spread into input rear axle 317 through power takeoff 320, power takeoff 320 is as the carrier of reversal this moment, power takeoff 320 also can regard as reverse gear axle to use when as the power takeoff, two functions unification, consequently, this embodiment does not have solitary reverse gear driven gear for current mixing system, do not have solitary reverse gear axle, the part quantity is few, the cost is lower, weight is littleer, reduce assembly radial width.
As a concrete embodiment of the present embodiment, the speed adjusting mechanism includes a second central shaft first idler gear 308, a second central shaft second idler gear 311, a second central shaft fixed gear 312, a second central shaft third idler gear 314, which are provided in this order on the second central shaft 313, an intermediate shaft first fixed gear 309, an intermediate shaft second fixed gear 322, an intermediate shaft first idler gear 325, an intermediate shaft second idler gear 324, an intermediate shaft third fixed gear 327, which are provided in this order on an intermediate shaft 326, a power take-off shaft first fixed gear 319, a power take-off shaft second fixed gear 321, which are provided in this order on the power take-off shaft 320, and an input rear shaft first fixed gear 318, which are provided on the input rear shaft 317, the intermediate shaft first fixed gear 309, the intermediate shaft second fixed gear 322, the intermediate shaft first idler gear 325 are engaged with the second central shaft first idler gear 308, the second central shaft second idler gear 311, the second central shaft fixed gear 312, the intermediate shaft first fixed gear 319, the power take-off shaft second idler gear 321 is engaged with the second central shaft first fixed gear 324, the intermediate shaft first fixed gear 318, the intermediate shaft second idler gear 324, the second idler gear 324, and the input rear fixed gear 318; the ratios of the countershaft first fixed gear 309, countershaft second fixed gear 322, and countershaft first idler gear 325 are all different.
A first gear shifting engagement mechanism is arranged among the shell 300, the first central shaft 301 and the hollow shaft 303; the first gearshift engagement mechanism comprises a first gearshift execution gear 335 arranged on the first central shaft 301, a first gearshift execution mechanism gear sleeve 302 connected with the first gearshift execution gear 335, a hollow shaft gearshift combination gear 336 arranged on the hollow shaft 303, and a fixed gear seat 337 fixed on the housing 300; the first shift execution gear 335 can be engaged or disengaged from the fixed carrier 337 and the hollow shaft shift engagement gear 336, respectively, by moving the first shift execution mechanism sleeve 302 left and right.
A second gear shifting engagement mechanism is arranged among the second central shaft first idle gear 308, the second central shaft second idle gear 311 and the second central shaft 313; the second shift mechanism includes a second shift execution gear 338 fixed to the second center shaft 313 between the second center shaft first idler gear 308 and the second center shaft second idler gear 311, and a second shift execution mechanism sleeve 310 connected to the second shift execution gear 338, and the second shift execution gear 338 can be engaged with or disengaged from the second center shaft first idler gear 308 and the second center shaft second idler gear 311, respectively, by moving the second shift execution mechanism sleeve 310 left or right.
A third gear shifting engagement mechanism is arranged among the input rear shaft 317, the second central shaft third idle gear 314 and the second central shaft 313; the third shift mechanism includes an output shift execution gear 339 fixed on the second central shaft 313, a third shift execution mechanism gear sleeve 315 connected with the output shift execution gear 339, and an input rear shaft second fixed gear 316 provided on the input rear shaft 317; the output shift execution gear 339 can be engaged or disengaged with the second center shaft third idler gear 314 and the input rear shaft second fixed gear 316, respectively, by moving the third shift execution mechanism sleeve 315 left and right.
A fourth gear-shifting engagement mechanism is arranged among the first intermediate shaft idler gear 325, the second intermediate shaft idler gear 324 and the intermediate shaft 326, the fourth gear-shifting engagement mechanism comprises a fourth gear-shifting execution gear 340 fixed on the intermediate shaft 326 among the first intermediate shaft idler gear 325 and the second intermediate shaft idler gear 324 and a fourth gear-shifting execution mechanism gear sleeve 323 connected with the fourth gear-shifting execution gear 340, and the fourth gear-shifting execution gear 340 can be respectively connected with or disconnected from the first intermediate shaft idler gear 325 and the second intermediate shaft idler gear 324 by moving the fourth gear-shifting execution mechanism gear sleeve 323 leftwards and rightwards.
In a specific embodiment, the planetary row comprises a sun gear 307, planet gears 308, a planet carrier 309 and a ring gear 310, the sun gear 307 is fixedly arranged on the hollow shaft 305, the first central shaft 301 is fixedly connected with the planet carrier 309, the planet gears 308 are arranged on the planet carrier 309, the planet gears 308 are respectively meshed with the sun gear 307 and the ring gear 310, and the rear end of the ring gear 310 is connected with the second central shaft 317.
In this embodiment, the present invention further includes a first motor intermediate shaft gear 332, the first motor output shaft gear 333 is fixed to the output shaft of the first motor 401, the hollow shaft 303 is fixed with the hollow shaft fixed gear 304, and the first motor intermediate shaft gear 332 is respectively engaged with the first motor output shaft gear 333 and the hollow shaft fixed gear 304.
In this embodiment, the electric vehicle further includes a second motor intermediate shaft 329, a second motor intermediate shaft front gear 328 and a second motor intermediate shaft rear gear 330 are respectively fixed at two ends of the second motor intermediate shaft 329, a second motor output shaft gear 331 is arranged on an output shaft of the second motor 402, the second motor output shaft gear 331 is engaged with the second motor intermediate shaft rear gear 330, and the second motor intermediate shaft front gear 328 is engaged with the input rear shaft first fixed gear 318.
Through the combination of the speed regulating mechanism and the gear shifting mechanism, the following working modes can be realized:
1. engine-only drive mode: the gear sleeve 302 of the first gear shifting actuating mechanism is arranged at the right position, the power of the engine 100 is transmitted to the second central shaft 313 through the planet row, and the second, third and fourth gear shifting engagement mechanisms are controlled according to different working condition requirements, so that a proper gear is selected, and the input rear shaft 317 is driven.
2. Pure electric drive mode: the third gear shifting actuating mechanism gear sleeve 315 is arranged at the middle position or the left position, and the second motor 402 directly drives the input rear shaft 317 to output power through the second motor intermediate shaft 329.
3. A hybrid mode: the first gear shifting execution mechanism gear sleeve 302 is placed in a middle position, power of the first motor 401 is input from the sun gear 334, power of the engine 100 is input from the planet carrier, two power flows are coupled and output to the second central shaft 313 through the planet row, and then the second, third and fourth gear shifting engagement mechanisms are controlled according to different working condition requirements, a proper gear is selected, and the rear shaft 317 is driven and input.
In the above-mentioned various operating modes, various gears can be switched and transmitted to the second center shaft 313 through different paths.
Such as:
reversing gear: the third gear shifting execution mechanism gear sleeve 315 is arranged at the left position, the fourth gear shifting execution mechanism gear sleeve 323 is arranged at the right position, the other meshing mechanisms are arranged at the middle position, and power is transmitted to the input rear shaft 317 through the power take-off shaft 320 and the intermediate shaft 326, so that reverse gear is completed.
First gear: the first gear shifting actuating mechanism gear sleeve 302 is arranged at the right position, the third gear shifting actuating mechanism gear sleeve 315 is arranged at the right position, the power of the second central shaft 313 is directly transmitted to the input rear shaft 317 through the hollow shaft 303, the planet row and the second central shaft 313, and the power reaching the hollow shaft 303 can also be branched to the first motor output shaft gear 333 through the hollow shaft fixed gear 304 and the first motor intermediate shaft gear 332 to generate power for the first motor 401;
and (2) second: the first gear shifting actuating mechanism gear sleeve 302 is arranged at the middle position, the third gear shifting actuating mechanism gear sleeve 315 is arranged at the right position, and after the speed of the planetary row is regulated by the first motor 401, the power of the second central shaft 313 is directly transmitted to the input rear shaft 317 through the hollow shaft 303, the planetary row and the second central shaft 313;
third gear and fourth gear: the first shift actuator sleeve 302 is set to the right position, the second shift actuator sleeve 310 is set to the right position or the left position, and power is transmitted to the countershaft 326 through the second center shaft second idler gear 311 or the second center shaft first idler gear 308, and then to the input rear shaft 317 through the countershaft third fixed gear 327 and the input rear shaft first fixed gear 318;
fifthly, gear shifting: the second motor 402 alone provides power to directly power the input rear shaft 317 through the input rear shaft first fixed gear 318, the second motor countershaft front gear 328.
In all the above operating modes, the braking energy can be recovered through the reverse transmission of the path.
Force taking: when the power take-off shaft 320 has power take-off requirements, a part of power is divided; when no power take-off requirement exists, the power transmission shaft is used as a power transmission shaft for reverse gear and second gear or idles.
In some other embodiments, the first motor 401 and the second motor 402 may be disposed on the same side of the housing 300 in opposite output directions, further improving the compactness of the system.
Although the invention has been described in detail and with reference to specific embodiments thereof, it will be apparent to one skilled in the art that various changes and modifications can be made therein without departing from the scope of the invention. Therefore, such modifications and improvements are intended to be within the scope of the invention as claimed.
Claims (10)
1. A multi-gear speed regulation hybrid power system without an independent reverse gear shaft comprises an engine (100), a first motor (401), a second motor (402), a shell (300), a first central shaft (301), a planet row, a second central shaft (313), an input rear shaft (317), a wheel system and a speed regulation mechanism; engine (100), first center pin (301), planet row, second center pin (313) connect gradually, and input rear axle (317) is connected with the wheel system, its characterized in that:
a hollow shaft (303) is sleeved on the first central shaft (301) in an empty manner, and the hollow shaft (303) is in transmission connection with the first central shaft (301) through a planet row; the first motor (401) is in transmission connection with the hollow shaft (303), and the second motor (402) is in transmission connection with the input rear shaft (317);
a power take-off shaft (320) and an intermediate shaft (326) are respectively arranged beside and parallel to the second central shaft (313); the intermediate shaft (326) is in transmission connection with the input rear shaft (317); the intermediate shaft (326) is in transmission connection with the power take-off shaft (320) through the speed regulating mechanism, and the second central shaft (313) is in transmission connection with the power take-off shaft (320), the intermediate shaft (326) and the input rear shaft (317) through the speed regulating mechanism respectively.
2. The multiple-speed governing hybrid power system without an independent reverse shaft of claim 1, wherein: speed adjusting mechanism is including setting gradually the first idle gear (308) of second center pin on second center pin (313), second center pin second idle gear (311), second center pin fixed gear (312), second center pin third idle gear (314), set gradually first fixed gear (309) of jackshaft on jackshaft (326), jackshaft second fixed gear (322), the first idle gear (325) of jackshaft, jackshaft second idle gear (324), jackshaft third fixed gear (327), set gradually first fixed gear (319) of power take-off axle on power take-off axle (320), power take-off axle second fixed gear (321), and set up first fixed gear (318) of input rear axle on input rear axle (317), wherein:
an intermediate shaft first fixed gear (309), an intermediate shaft second fixed gear (322), an intermediate shaft first idler gear (325) and a second central shaft first idler gear (308), a second central shaft second idler gear (311) and a second central shaft fixed gear (312) are respectively meshed, a power take-off shaft first fixed gear (319) and a power take-off shaft second fixed gear (321) are respectively meshed with the second central shaft second idler gear (311) and a second central shaft third idler gear (314), an intermediate shaft third fixed gear (327) is meshed with an input rear shaft first fixed gear (318), and the power take-off shaft second fixed gear (321) is also meshed with an intermediate shaft second idler gear (324);
a first gear shifting engagement mechanism is arranged among the shell (300), the first central shaft (301) and the hollow shaft (303); a second gear-shifting engagement mechanism is arranged among the first idle gear (308) of the second central shaft, the second idle gear (311) of the second central shaft and the second central shaft (313); a third gear shifting engagement mechanism is arranged among the input rear shaft (317), the second central shaft third idle gear (314) and the second central shaft (313); and a fourth gear shifting meshing mechanism is arranged among the first intermediate shaft idler gear (325), the second intermediate shaft idler gear (324) and the intermediate shaft (326).
3. The multiple-speed governing hybrid power system without an independent reverse shaft of claim 2, wherein: the first gear shifting engagement mechanism comprises a first gear shifting execution gear (335) arranged on the first central shaft (301), a first gear shifting execution mechanism gear sleeve (302) connected with the first gear shifting execution gear (335), a hollow shaft gear shifting combination gear (336) arranged on the hollow shaft (303), and a fixed gear seat (337) fixed on the shell (300); the first shift actuation gear (335) can be engaged or disengaged with the hollow shaft shift engagement gear (336) and the fixed tooth support (337), respectively, by moving the first shift actuation mechanism sleeve (302).
4. The multiple-speed governing hybrid power system without an independent reverse shaft of claim 2, wherein: the second gear shifting mechanism comprises a second gear shifting execution gear (338) fixed on the second central shaft (313) between the second central shaft first idle gear (308) and the second central shaft second idle gear (311) and a second gear shifting execution mechanism gear sleeve (310) connected with the second gear shifting execution gear (338), and the second gear shifting execution gear (338) can be respectively connected with or disconnected from the second central shaft first idle gear (308) and the second central shaft second idle gear (311) by moving the second gear shifting execution mechanism gear sleeve (310).
5. The multiple-speed governing hybrid power system without an independent reverse shaft of claim 2, wherein: the third gear shifting mechanism comprises an output gear shifting executing gear (339) fixed on the second central shaft (313), a third gear shifting executing mechanism gear sleeve (315) connected with the output gear shifting executing gear (339), and an input rear shaft second fixed gear (316) arranged on the input rear shaft (317); the output shift execution gear (339) can be engaged with or disengaged from the input rear axle second fixed gear (316), the second center axle third idler gear (314) by moving the third shift execution mechanism sleeve (315).
6. The multiple-speed governing hybrid power system without an independent reverse shaft of claim 2, wherein: the fourth gear shifting mechanism comprises a fourth gear shifting execution gear (340) fixed on the intermediate shaft (326) between the intermediate shaft first idle gear (325) and the intermediate shaft second idle gear (324), and a fourth gear shifting execution gear sleeve (323) connected with the fourth gear shifting execution gear (340), and the fourth gear shifting execution gear (340) can be respectively connected with or disconnected from the intermediate shaft first idle gear (325) and the intermediate shaft second idle gear (324) by moving the fourth gear shifting execution gear sleeve (323).
7. The multiple-speed variable speed hybrid system without an independent reverse shaft according to claim 1, wherein: the planet row comprises a sun gear (334), a planet gear (305), a planet carrier (307) and a gear ring (306), the sun gear (334) is fixedly arranged on a hollow shaft (303), a first central shaft (301) is fixedly connected with the planet carrier (307), the planet gear (305) is arranged on the planet carrier (307), the planet gear (305) is respectively meshed with the sun gear (334) and the gear ring (306), and the rear end of the gear ring (306) is connected with a second central shaft (313).
8. The multiple-speed governing hybrid power system without an independent reverse shaft of claim 1, wherein: the motor is characterized by further comprising a first motor intermediate shaft gear (332), a first motor output shaft gear (333) is fixed on an output shaft of the first motor (401), a hollow shaft fixed gear (304) is fixed on the hollow shaft (303), and the first motor intermediate shaft gear (332) is meshed with the first motor output shaft gear (333) and the hollow shaft fixed gear (304) respectively.
9. The multiple-speed governing hybrid power system without an independent reverse shaft of claim 2, wherein: the transmission mechanism is characterized by further comprising a second motor intermediate shaft (329), a second motor intermediate shaft front gear (328) and a second motor intermediate shaft rear gear (330) are respectively fixed to two ends of the second motor intermediate shaft (329), a second motor output shaft gear (331) is arranged on an output shaft of the second motor (402), the second motor output shaft gear (331) is meshed with the second motor intermediate shaft rear gear (330), and the second motor intermediate shaft front gear (328) is meshed with the input rear shaft first fixed gear (318).
10. The multiple-speed variable speed hybrid system without an independent reverse shaft according to claim 1, wherein: the first motor (401) and the second motor (402) are arranged on the same side outside the shell (300) in a back-to-back mode.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222528557.5U CN218839174U (en) | 2022-09-23 | 2022-09-23 | Multi-gear speed regulation hybrid power system without independent reverse gear shaft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222528557.5U CN218839174U (en) | 2022-09-23 | 2022-09-23 | Multi-gear speed regulation hybrid power system without independent reverse gear shaft |
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| Publication Number | Publication Date |
|---|---|
| CN218839174U true CN218839174U (en) | 2023-04-11 |
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|---|---|---|---|
| CN202222528557.5U Active CN218839174U (en) | 2022-09-23 | 2022-09-23 | Multi-gear speed regulation hybrid power system without independent reverse gear shaft |
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| Country | Link |
|---|---|
| CN (1) | CN218839174U (en) |
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- 2022-09-23 CN CN202222528557.5U patent/CN218839174U/en active Active
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