Gear transmission system applied to DHT

Abstract

The utility model discloses a gear transmission system applied to a DHT, which comprises an engine input shaft connected with an engine, and is characterized in that the engine input shaft is connected to a driven shaft system through a double clutch, the driven shaft system is a second-gear driven system, and the driven shaft system is in transmission connection with a differential mechanism system through driven teeth; the P3 motor shaft system is in transmission connection with the differential mechanism system through the P3 intermediate shaft system. The gear transmission system applied to the DHT is compact in structure, convenient to install and arrange, good in fuel economy, high in practicability and good in application prospect.

Description

Technical Field

[0001] The utility model belongs to the technical field of drive motors, and more specifically, relates to a gear transmission system applied to a DHT. Background Art

[0002] The DHT (dedicated hybrid transmission) system has many advantages, three of which are particularly important. First, the DHT system is more compact and efficient. While traditional automatic transmissions continuously increase the number of transmission devices to promote drive development, the DHT transmission reduces the number of transmission devices. Second, the DHT drive system makes environmentally friendly travel possible. Because with the support of electric drive, the internal combustion engine can operate more precisely within the power range, thereby reducing energy consumption. Finally, the electric drive can operate at the optimal state of additional power to improve power, thereby enhancing the driving pleasure, which is also an important advantage for hybrid drive vehicles to win the market. The existing dedicated hybrid transmissions have complex structures, mostly with high fuel economy in first gear transmission, and cannot well meet the layout requirements and performance requirements.

[0003] Publication No. CN115303052A, publication date November 8, 2022, patent name: The invention discloses a dedicated hybrid vehicle transmission and a hybrid vehicle having the same, including an engine, a drive motor, a generator, a planetary gear set, a clutch, a differential, a reducer, an input outer shaft and an input inner shaft: the generator is disposed between the planetary gear set and the clutch, and the drive motor is disposed between the clutch and the engine; the first end of the input outer shaft is fixedly connected to the drive motor, the second end of the input outer shaft extends towards the engine direction, and the drive motor is fixedly connected to the input outer shaft; the first end of the input inner shaft is fixedly connected to the planetary gear set, and the second end of the input inner shaft sequentially passes through the generator rotor, the clutch, and the drive motor rotor and then connects to the engine; the reducer is connected to the input outer shaft between the drive motor and the engine, and the differential is fixedly connected to the reducer. The dedicated hybrid vehicle transmission and the hybrid vehicle having the same have a complex structure, a long axial length, which affects the layout and only have first gear transmission, with high fuel economy. The motor has a large torque demand to meet the low-speed power performance and a high rotational speed demand to meet the highest vehicle speed requirement. Summary of the Utility Model

[0004] The purpose of the utility model is to solve the problems existing in the prior art, and provide a gear transmission system applied to a DHT with a compact structure, convenient installation and layout, and good fuel economy.

[0005] To achieve the above object, the technical solution adopted by the present utility model is as follows: The provided gear transmission system applied to DHT includes an engine input shaft connected to the engine, and is characterized in that: the engine input shaft is connected to a driven shaft system through a dual clutch, the driven shaft system is a second-gear driven system, and the driven shaft system is connected and driven to a differential system through a driven gear; the P3 motor shaft system is connected and driven to the differential system through a P3 intermediate shaft system.

[0006] To make the above technical solution more detailed and specific, the present utility model also provides the following further preferred technical solutions to obtain satisfactory practical effects:

[0007] The P1 motor shaft system is connected and driven to the engine input shaft through a P1 intermediate shaft system.

[0008] The dual clutch includes a clutch C0 and a clutch C2, the clutch C0 is connected to an inner input shaft, and the clutch C2 is connected to an outer input shaft.

[0009] A second-gear gear is provided on the inner input shaft, and a first-gear gear is provided on the outer input shaft. The second-gear gear and the first-gear gear are respectively meshed and driven with corresponding gear positions on the driven shaft system.

[0010] The inner input shaft includes an inner input front shaft and an inner input rear shaft, and the inner input front shaft and the inner input rear shaft are connected by a spline.

[0011] The P3 motor shaft of the P3 motor shaft system includes a rotor shaft and a motor output shaft, and the rotor shaft and the motor output shaft are connected by a spline.

[0012] The P1 intermediate shaft system includes a fixed shaft, and a dropped gear is provided outside the fixed shaft. The fixed shaft and the dropped gear are connected by a needle bearing.

[0013] Compared with the prior art, the present utility model has the following advantages: The gear transmission system applied to DHT of the present utility model has a compact structure, is convenient for installation and layout, has good fuel economy, and has strong practicability and good application prospects. Brief Description of the Drawings

[0014] The following briefly describes the content expressed by the drawings of this specification and the marks in the drawings:

[0015] Figure 1 It is a schematic structural diagram of the gear transmission system of the present utility model;

[0016] Figure 2 It is a schematic structural diagram of the P3 motor shaft of the present utility model;

[0017] Figure 3 It is a schematic structural diagram of the engine input shaft of the present utility model.

[0018] The markings in the figure are as follows:

[0019] 1. Engine input shaft, 11. Inner input shaft, 111. Inner input front shaft, 112. Inner input rear shaft, 12. Outer input shaft, 13. First gear, 14. Second gear, 2. Dual clutch, 3. P1 motor, 4. Driven shaft system, 41. Driven gear, 5. Differential system, 6. Output shaft, 7. P3 motor, 71. P3 motor shaft, 8. P3 intermediate shaft, 9. P1 intermediate shaft. Detailed implementation mode

[0020] The following further elaborates on the specific implementation mode of the present utility model by describing the embodiments with reference to the attached drawings.

[0021] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "inner", "outer", etc. is based on the orientation or positional relationship shown in the attached drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present utility model.

[0022] The gear transmission system of the present utility model applied to DHT mainly includes the following subsystems: engine input shaft system; driven shaft system; P1 generator shaft system; P1 intermediate shaft system; P3 motor shaft system; P3 intermediate shaft system; differential system.

[0023] The gear transmission system of the present utility model applied to DHT, as Figure 1 shown, includes an engine input shaft 1 connected to the engine. The engine input shaft 1 is connected to the driven shaft system 4 through a dual clutch 2. The driven shaft system 4 is a second - gear driven system. The driven shaft system 4 is connected and drives with the differential system 5 through a driven gear 41. The P3 motor shaft system is connected and drives to the differential system 5 through a P3 intermediate shaft system. The P1 motor shaft system is connected and drives to the engine input shaft 1 through a P1 intermediate shaft system. The gear transmission system of the present utility model applied to DHT has a compact structure, is convenient for installation and layout, has two - gear switching, and has good fuel economy.

[0024] In the present utility model, the dual clutch 2 includes a clutch C0 and a clutch C2. The clutch C0 is connected to the inner input shaft 11, and the clutch C2 is connected to the outer input shaft 12. A second gear 14 is provided on the inner input shaft 11, and a first gear 13 is provided on the outer input shaft 12. The second gear 14 and the first gear 13 are respectively meshed with corresponding gear positions on the driven shaft system 4 for transmission, so as to realize the second gear shift through dual clutch control.

[0025] In the present utility model, the engine input shaft system is connected to the engine to transmit power. The engine input shaft 1 is respectively connected to the inner input shaft 11 and the outer input shaft 12 through a dual clutch. Among them, the inner input shaft 11 is connected to the C0 clutch and is equipped with a second gear 14, and the outer input shaft 12 is connected to the C2 clutch and is equipped with a first gear 13. Through this structural arrangement, the second gear transmission of the hybrid transmission is realized. As Figure 3 shown in, in order to improve the stiffness and strength of the engine input shaft, the inner input shaft 11 is designed into an inner input front shaft 111 and an inner input rear shaft 112, and the inner input front shaft 111 and the inner input rear shaft 112 are connected by splines.

[0026] In the present utility model, the engine input shaft system and the driven shaft system 4 transmit power through the first gear 13 and the second gear 14, and the driven shaft system 4 transmits power through the driven gear 41 and the crown gear of the differential system 5 for meshing transmission.

[0027] In the present utility model, the P1 motor 3 is a generator. The P1 motor shaft system and the P1 intermediate shaft system transmit power through the P1 generator gear. The P1 intermediate shaft is meshed with a clutch gear through an intermediate shaft gear provided thereon and is connected to the engine input shaft. In order to reduce the axial length of the P1 intermediate shaft, the P1 intermediate shaft system is designed into a fixed shaft external sun gear structure. The fixed shaft and the sun gear are connected by a needle bearing. One end of the fixed shaft is fixed on the front motor housing, and one end is fixed on the gearbox end cover. The end cover is fixed on the front housing by bolts.

[0028] In the present utility model, the P3 motor shaft system and the P3 intermediate shaft system transmit power through the P3 motor gear. The P3 motor 7 transmits power to the P3 intermediate shaft through the P3 motor gear. The P3 intermediate shaft 8 is connected to the differential system 5 through an intermediate shaft gear. As Figure 2 shown in, in order to improve the stiffness and strength of the P3 motor shaft system, the P3 motor shaft 71 of the P3 motor shaft system is designed into a rotor shaft 72 and a motor output shaft 71, and the rotor shaft 72 and the motor output shaft 71 are connected by splines.

[0029] The present utility model provides a transmission system solution for a two-speed dedicated hybrid transmission, as Figure 1As shown in the figure, a dual clutch 2 is provided. The dual clutch can be a wet dual clutch, which can disconnect the engine through the wet dual clutches C0 and C2 and drive in pure electric mode by the motor. The P1 motor 3 is connected to the dual clutch 2 through the P1 intermediate shaft 9 and is also connected to the engine. The wet clutch can select a gear pair for seamless shifting. Among them, the clutch C0 is connected to the engine's second gear transmission ratio, and the clutch C2 is connected to the engine's first gear transmission ratio. The dual clutch meets the second gear shifting requirement, with a simple structure, convenient layout and installation, and improved power performance and economy of the whole vehicle.

[0030] To further save the axial transmission length, the clutches C0 and C2 can be radially arranged in terms of layout. Among them, the clutch C0 is connected to the inner input shaft 11, and the clutch C2 is connected to the outer input shaft 12. A second gear 14 is provided on the inner input shaft 11, and a first gear 13 is provided on the outer input shaft 12. When the clutch C0 is engaged and C2 is disengaged, the engine power is transmitted through the first gear from the inner input shaft 11, and the power is transmitted to the differential system 5 by the driven shaft system 4 and output by the output shaft 6. When the clutch C0 is disengaged and C2 is engaged, the engine power is transmitted through the second gear from the outer input shaft 12, and the power is transmitted to the differential system 5 by the driven shaft system 4 and output by the output shaft 6.

[0031] The utility model is applied to the gear transmission system of DHT, with a compact structure, convenient installation and layout, good fuel economy, strong practicability and good application prospects.

[0032] In the description of the present utility model, it should be noted that unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific situations.

[0033] The above has made an exemplary description of the present utility model in conjunction with the drawings. However, the present utility model is not limited to the above manner. As long as various non-substantive improvements are made or directly applied to other occasions by adopting the method concept and technical solution of the present utility model, they all fall within the protection scope of the present utility model.

Claims

1. A gear transmission system for DHT, comprising an engine input shaft connected to an engine, characterized in that: The engine input shaft is connected to the driven shaft system through a dual clutch. The driven shaft system is a second-gear driven system. The driven shaft system is connected to the differential system through driven teeth. The P3 motor shaft system is connected to the differential system through a P3 intermediate shaft system.

2. The gear transmission system applied to DHT according to claim 1, characterized in that: The P1 motor shaft system is transmission-connected to the engine input shaft via the P1 intermediate shaft system.

3. The gear transmission system for DHT according to claim 1, characterized in that: The dual clutch includes a clutch C0 and a clutch C2 , wherein the clutch C0 is connected to the inner input shaft, and the clutch C2 is connected to the outer input shaft.

4. The gear transmission system for DHT according to claim 3, characterized in that: A second gear is arranged on the inner input shaft, and a first gear is arranged on the outer input shaft. The second gear and the first gear are respectively meshed with corresponding gears on the driven shaft system for transmission.

5. The gear transmission system applied to DHT according to claim 4, characterized in that: The inner input shaft comprises an inner input front shaft and an inner input rear shaft, and the inner input front shaft and the inner input rear shaft are connected via splines.

6. The gear transmission system for DHT according to claim 1, characterized in that: The P3 motor shaft of the P3 motor shaft system includes a rotor shaft and a motor output shaft, and the rotor shaft and the motor output shaft are connected by a spline.

7. The gear transmission system for DHT according to claim 2, characterized in that: The P1 intermediate shaft system includes a fixed shaft, a gear is arranged outside the fixed shaft, and the fixed shaft and the gear are connected through a needle bearing.

Images