CN110145571B - No Power Interruption Hybrid Transmission - Google Patents

Abstract

The invention discloses a power-interruption-free hybrid power transmission, which comprises an input shaft and an output shaft, wherein the input shaft comprises a first input shaft and a second input shaft, the second input shaft is sleeved on the first input shaft in a hollow shaft mode, and the first input shaft and the second input shaft can rotate independently, and the power-interruption-free hybrid power transmission also comprises: the first clutch, two clutching devices, drive assembly. The hybrid electric vehicle can exert the advantages of the hybrid electric vehicle to the greatest extent by changing the arrangement mode of the engine and the motor, can realize the gear shifting without power interruption, can realize the combination of the motor and the engine with odd gears and even gears so as to fully utilize all gears, respectively work in an efficient interval, improve the use efficiency of energy, reduce unnecessary waste and pollution, and have lighter quality and smaller occupied space.

Description

No Power Interruption Hybrid Transmission

technical field

The present invention relates to the technical field of a hybrid transmission for a power system of a hybrid vehicle, in particular to a hybrid transmission without power interruption.

Background technique

In recent years, considering the various limitations of fossil energy itself, many countries and regions around the world are vigorously developing new energy technologies to replace or improve the adverse effects of using fossil energy. With the development and application of various new energy technologies, hybrid vehicles, as a very efficient driving solution at present, are receiving extensive attention.

For traditional transmissions, there is still the problem of power interruption when shifting gears, but after the advancement of technology, the problem of power interruption when shifting gears can be avoided or alleviated, such as CVT or DCT and other transmissions. In a single-energy-driven internal combustion engine vehicle or a pure electric vehicle, the transmission can use known technology to achieve no power interruption during the shifting process, but in a hybrid vehicle with two sets of drives In the case of internal combustion engine drive, pure electric drive and hybrid drive, on the basis of not increasing the complexity of the hybrid transmission, how to realize the shift without power interruption regardless of any kind of power source drive or co-drive is currently worthwhile. solved problem.

From the perspective of the structure of the power coupling device, hybrid transmissions can generally be divided into two types: planetary disc type and parallel shaft type. The well-known Toyota THS hybrid configuration is based on planetary gear transmission and belongs to a power-coupled hybrid system; the other more popular PX configuration is a parallel shaft type, which is based on a traditional transmission. A set of electric drive device, which is input to the additional hybrid transmission, generally belongs to the torque coupling type, and is also widely used due to its good inheritance of traditional technology; at the same time, this PX configuration generally only realizes the transmission input shaft ( P2) or the power coupling on the transmission output shaft (P3), cannot take into account the advantages of both. The planetary gear structure is complex in structure and difficult to control when using more than two planetary discs, while the parallel shaft type is often simpler in structure and control, and its torque coupling feature can reduce fuel economy and have stronger Dynamics has also been widely used at present.

The patent application number 201810282936.6 discloses a hybrid transmission by setting the intermediate shaft and the gears on it to reduce the axial space occupied, thereby shortening the axial length of the drive system and realizing multi-speed transmission; in this invention The motor drive can realize switching between multiple gears, but the power interruption during the shifting process cannot be avoided. If the engine is started to continuously output power to the output shaft at the moment of shifting, the fuel consumption of the engine will increase, and the engine Cold start will also produce more pollutants and greater fuel consumption. If the motor changes gears frequently, pure electric driving cannot be achieved at all, and the engine needs to keep idling at all times.

The patent specification with the application number of 201710803745.5 discloses a multi-mode hybrid transmission device with dual clutches. In this invention, the dual clutch device is connected to the engine and has the function of single input and dual output. The dual clutch device can be used to achieve high school The lower three gears are switched to expand the working mode of the hybrid power and realize the high efficiency of the engine, but the motor cannot fully utilize all the gears of the system, and the motor needs to cover various vehicle speeds if the gear is not shifted during pure electric drive. It can only maintain power connection with the wheels at a constant transmission ratio, which requires high motor capacity. If shifting gears, power will be interrupted; and in the structure of the invention where the engine and the motor are arranged coaxially, if When the engine is driven alone and the gears on the hollow shaft are used to transmit power, since the hollow shaft and the motor are always connected but the motor does not work at this time, the unnecessary rotational inertia of the clutch generated by the engine when the two gears are driven is increased. .

In the hybrid system with the application number of 201710591429.6, the motor can be connected to the odd-numbered and even-numbered gears through the synchronizing mechanism and the idle gear on the motor shaft, and the motor and the engine can complement each other's advantages to realize gear shifting without power interruption. Add a synchronizer and an idle gear to the motor, and add a double clutch device to the engine to make full use of various working modes, odd-numbered gears and even-numbered gears, but the invention patent has a complex structure, too many parts, and introduces intermediate The shaft and multiple parallel input shafts and output shafts reduce the reliability of the entire transmission, increase the cost, and increase the volume of the transmission, which is not conducive to the lightweight development of vehicles.

Therefore, in order to solve the above problems, if the characteristics of the two power sources in HEVs can be combined to redesign a special transmission for the HEV system, the advantages of HEVs can be maximized, and no power interruption can be achieved. At the same time, the motor and engine can be combined with odd-numbered gears and even-numbered gears to make full use of all gears, each working in an efficient range, improving energy efficiency and reducing unnecessary waste and pollution. At the same time, the dedicated hybrid transmission should be developed based on the structure of the traditional transmission, which can not only reduce the research and development cost, but also achieve good technical inheritance and continue its advantages. Due to the characteristics of the two power sources are considered in advance, the dedicated hybrid transmission can meet the requirements of use with fewer gears, so it can have a lighter weight and a smaller footprint.

SUMMARY OF THE INVENTION

In view of this, the purpose of the present invention is to overcome the defects in the prior art and provide a hybrid transmission without power interruption, which can maximize the advantages of hybrid vehicles, and can realize shifting without power interruption and at the same time. It is realized that both the motor and the engine can be combined with odd-numbered gears and even-numbered gears to make full use of all gears, each working in an efficient range, improving the efficiency of energy use, and reducing unnecessary waste and pollution. The structure of the invention is based on the development of the traditional transmission. Therefore, the invention can not only reduce the research and development cost, but also achieve good technical inheritance and continue its advantages. Because the characteristics of the two power sources are considered in advance, the present invention can meet the use requirements by using fewer gears, so it can have Lighter mass and smaller footprint.

The hybrid transmission without power interruption of the present invention includes an input shaft and an output shaft, the input shaft includes a first input shaft and a second input shaft, and the second input shaft is a hollow shaft sleeved over the first input shaft and The first input shaft and the second input shaft can rotate independently of each other, and also include:

a first clutch, the first clutch is connected between the first input shaft and the engine output shaft;

Double clutch device, the double clutch device includes a second clutch and a third clutch that work independently of each other, the third clutch is connected between the first input shaft and the motor shaft, and the second clutch is connected to the Between the second input shaft and the hollow motor shaft, both the motor shaft and the hollow motor shaft are connected with the rotor of the motor;

A transmission assembly for uninterrupted variable transmission of power between the input shaft and the output shaft.

Further, the third clutch of the dual clutch device is in the shape of a disc, the second clutch is in the shape of a circular ring around the outer circumference of the third clutch, and the second clutch and the third clutch can be engaged individually or simultaneously Coupling transmits power.

Further, the transmission assembly includes a plurality of gear sets that mesh in one-to-one correspondence, and the gear sets include:

a first driving gear and a third driving gear mounted on the second input shaft, the first driving gear and the third driving gear are arranged adjacent to each other in the axial direction and rotate synchronously with each other;

a second driving gear that is vacantly sleeved on the first input shaft;

a second driven gear mounted on the output shaft, the second driven gear meshes with the second driving gear to form a second gear;

The first driven gear and the third driven gear are idle on the output shaft, the first driven gear meshes with the first driving gear to form a first gear, and the third driven gear is connected to the first driven gear. The third driving gear meshes to form a third gear.

Further, the transmission assembly also includes:

a first synchromesh mechanism fixedly arranged on the first input shaft, the first synchromesh mechanism is located between the second driving gear and the second input shaft, and the first synchromesh mechanism can be connected with the The second driving gear or the second input shaft is engaged or placed in the free engagement position, and the electric motor can be selectively coupled with the first input shaft or/and the second input shaft via the double clutch device in cooperation with the first synchromesh mechanism In a drive connection, the engine can be selectively drive-connected with the first input shaft or drive-connected with the first input shaft and the second input shaft via the first clutch and a first synchromesh mechanism.

Further, the transmission assembly also includes:

a second synchromesh mechanism fixedly arranged on the output shaft, the second synchromesh mechanism is located between the first driven gear and the third driven gear, and the second synchromesh mechanism can be connected with the The first driven gear or the third driven gear is engaged or placed in an idle engagement position, and the input shaft can cooperate with the first synchromesh mechanism and the second synchromesh mechanism to select the first gear/second gear/third gear Gears perform power transmission between the input shaft and the output shaft.

Further, the motor and the engine can be connected to both ends of the input shaft by clutch.

Further, the motor is a dual-output motor, and its power output ends are a motor shaft and an empty motor shaft.

Further, the motor shaft and the idle motor shaft rotate synchronously and in the same direction.

Further, the motor is a generator motor, and the rotor of the motor can be driven by the engine via the first clutch and the double clutch device to generate electricity.

Further, the output end of the output shaft is fixedly provided with an output gear to output power.

The beneficial effects of the present invention are as follows: the hybrid transmission without power interruption disclosed by the present invention can maximize the advantages of the hybrid vehicle by changing the arrangement of the engine and the motor, which can realize shifting without power interruption, and at the same time It can realize that both the motor and the engine can be combined with odd-numbered gears and even-numbered gears to make full use of all gears, each working in an efficient range, improving the efficiency of energy use, reducing unnecessary waste and pollution. The structure of the present invention is based on the traditional transmission. developed, it can not only reduce the research and development cost, but also achieve good technical inheritance and continue its advantages. The present invention takes into account the characteristics of the two power sources in advance, and can meet the use requirements by using fewer gears, so it can Has a lighter mass and a smaller footprint.

Description of drawings

Below in conjunction with accompanying drawing and embodiment, the present invention is further described:

FIG. 1 is a schematic structural diagram of the present invention.

Detailed ways

FIG. 1 is a schematic structural diagram of the present invention. As shown in the figure, an input shaft and an output shaft 3 of a hybrid transmission without power interruption in this embodiment, the input shaft includes a first input shaft 2 and a second input shaft 4 , the second input shaft 4 is a hollow shaft sleeved on the first input shaft 2 and the first input shaft 2 and the second input shaft 4 can rotate independently of each other, and also includes:

a first clutch C1, the first clutch C1 is connected between the first input shaft 2 and the output shaft of the engine ICE;

The double clutch device D includes a second clutch C2 and a third clutch C3 that work independently of each other, the third clutch C3 is connected between the first input shaft 2 and the motor shaft 1, the The second clutch C2 is connected between the second input shaft 4 and the idle motor shaft 5, and both the motor shaft 1 and the idle motor shaft 5 are connected to the rotor of the motor EM;

A transmission assembly, which is used to transmit power without interruption between the input shaft and the output shaft 3 .

In this embodiment, the third clutch C3 of the double clutch device D is disc-shaped, the second clutch C2 is a circular ring around the outer circumference of the third clutch C3, and the second clutch C2 and the The third clutch C3 can be engaged individually or simultaneously to transmit power. Conventional clutches can only be engaged individually to meet the clutch requirements. When the dual clutches are working, only one clutch can be kept engaged to transmit power. The dual clutch in the present invention Simultaneous engagement allows the motor shaft 1 and the motor shaft 5 to transmit power to the input shaft at the same time, increasing the transmission torque.

In this embodiment, the transmission assembly includes a plurality of gear sets that mesh in one-to-one correspondence, and the gear sets include:

The first driving gear 1-1 and the third driving gear 3-1 mounted on the second input shaft 4, the first driving gear 1-1 and the third driving gear 3-1 are adjacent in the axial direction arranged and rotated synchronously with each other;

a second driving gear 2-1 that is vacantly sleeved on the first input shaft 2;

The second driven gear 2-2 installed on the output shaft 3, the second driven gear 2-2 meshes with the second driving gear 2-1 to form a second gear;

The first driven gear 1-2 and the third driven gear 3-2 are idle on the output shaft 3, and the first driven gear 1-2 meshes with the first driving gear 1-1 to form The first gear, the third driven gear 3-2 meshes with the third driving gear 3-1 to form a third gear, and the number of teeth increases from the first driving gear, the second driving gear to the third driving gear, forming a Three-speed power transmission, the torque gradually decreases from the first gear to the third gear, and the speed increases.

In this embodiment, the transmission assembly further includes:

The first synchronous meshing mechanism S1 fixedly arranged on the first input shaft 2, the first synchronous meshing mechanism S1 is located between the second driving gear 2-1 and the second input shaft 4, the first synchronous meshing mechanism S1 The synchromesh mechanism S1 can be engaged with the second driving gear 2-1 or the second input shaft 4 or placed in an idle position, and the motor EM can be selected through the double clutch device D in cooperation with the first synchromesh mechanism S1 The first input shaft 2 or/and the second input shaft 4 are connected in a driving manner, and the engine ICE can be selectively coupled with the first input shaft 2 via the first clutch C1 in cooperation with the first synchromesh mechanism S1. Transmission connection or transmission connection with the first input shaft 2 and the second input shaft 4, the first synchronous meshing mechanism S1 can use a constant pressure type synchronizer, an inertia type synchronizer or a self-energizing type synchronizer, etc. to achieve synchronous meshing When the power is transmitted, the first synchromesh mechanism S1 can be moved to the left to engage with the second driving gear 2-1 of the empty sleeve under the toggle of the shift fork, and can be moved to the right to engage with the second input shaft 4, or is back to the vacant engagement position.

In this embodiment, the transmission assembly further includes:

The second synchronous meshing mechanism S2 fixedly arranged on the output shaft 3, the second synchronous meshing mechanism S2 is located between the first driven gear 1-2 and the third driven gear 3-2, the The second synchromesh mechanism S2 can be engaged with the first driven gear 1-2 or the third driven gear 3-2 or placed in an idle position, and the input shaft can cooperate with the first synchromesh mechanism S1 and The second synchromesh mechanism S2 selects the first gear/second gear/third gear for power transmission between the input shaft and the output shaft 3, and the second synchromesh mechanism S2 can use a constant pressure synchronizer , inertial synchronizer or self-energizing synchronizer and other synchronizers that can realize synchronous meshing. During power transmission, the second synchronous meshing mechanism S2 moves left under the toggle of the fork, which can be connected with the third slave of the empty sleeve. The gear 3-2 is engaged, and the right shift can engage with the first driven tooth 1-2 of the idle sleeve, or return to the idle engagement position.

In this embodiment, the motor EM and the engine ICE can be connected to both ends of the input shaft through clutches, and the motor EM and the engine ICE are located at both ends of the input shaft to realize power coupling through speed adjustment, which can provide more power to the input shaft. high torque.

In this embodiment, the motor EM is a dual-output motor, and its power output ends are a motor shaft 1 and an empty motor shaft 5 .

In this embodiment, the motor shaft 1 and the hollow motor shaft 5 rotate synchronously and in the same direction.

In this embodiment, the motor EM is a generator motor, and the rotor of the motor EM can be driven by the engine ICE via the first clutch C1 and the double clutch device D to generate electricity.

In this embodiment, the output end of the output shaft 3 is fixedly provided with an output gear 0-1 to output power.

The hybrid transmission without power interruption of the present invention can realize working modes such as pure electric driving, engine driving, engine-motor hybrid driving, driving charging, parking charging, reverse driving, starting the engine for hybrid driving during pure electric driving, and kinetic energy recovery, etc. With or without the characteristics of power interruption shifting, each working mode is introduced next to facilitate understanding of the present invention.

Pure electric drive: under starting or low speed conditions, the motor EM is powered by the on-board energy storage device to start, and the second synchronous meshing mechanism S2 engages with the first driven gear 1-2, connecting the first driven gear 1-2 with the first driven gear 1-2. The output shaft 3 is connected, the first clutch C1 is in the disengaged state, the first synchromesh mechanism S1 is in the idle engagement position, and the second clutch C2 remains engaged to transmit the output power of the idle motor shaft 5 to the second input shaft 4, which The power transmission path is: motor EM, idle motor shaft 5, second clutch C2, second input shaft 4, first driving gear 1-1, first driven gear 1-2, output shaft 3 to output gear 0-1 .

When the pure electric driving is switched from the first gear to the second gear transmission, keep the above-mentioned first gear transmission mode unchanged, the first synchronous meshing mechanism S1 is engaged with the gear 2-1 so that the gear 2-1 is connected with the first input shaft 2, and gradually loosens Open the second clutch C2 and engage the third clutch C3 at the same time, adjust the motor speed appropriately, and disconnect the second synchromesh mechanism S2 from the first driven gear 1-2 after the second clutch C2 is completely disengaged and the third clutch C3 is fully engaged. , which completes the powerless interruption shift from the first gear to the second gear.

When the pure electric driving is switched from the second gear to the third gear transmission, in the above-mentioned second gear transmission, the second synchronous meshing mechanism S2 is engaged with the third driven gear 3-2 under the action of the shift fork, so that the third driven gear 3- 2 is connected to the output shaft 3, gradually release the third clutch C3 and engage the second clutch C2, adjust the motor speed appropriately, after the third clutch C3 is completely disengaged and the second clutch C2 is fully engaged, the first synchromesh mechanism S1 returns to In the empty engagement position, a powerless interruption shift from the second gear to the third gear is completed.

In the process of pure electric driving, switching from second gear to first gear is the same as switching from second gear to third gear. The shifting process is similar; switching from third gear to second gear is the same as switching from first gear to second gear. The shifting process is similar.

During pure electric drive, start the engine for hybrid drive: Assuming that the motor EM is in the first gear to drive the vehicle, if it is necessary to start the engine ICE to work, control the motor EM to a suitable speed so that it can be used in the first clutch C1 and the third clutch. After the C3 is engaged, it is coupled with the engine ICE and continuously drives the car through the first gear to increase the torque output and improve the power of the car. After the engine ICE is fully started, the second clutch C2 or the second clutch C3 can be disconnected as required to match More suitable power requirements; when its first gear is driven, the first clutch C1 and the second clutch C2 are engaged, the first synchromesh mechanism S1 is engaged with the second input shaft 4, and the second synchromesh mechanism S2 is engaged with the first driven gear 1 -2 is engaged; when the first gear is switched to the second gear, the first clutch C1 is disconnected, and the first synchromesh mechanism S1 is engaged with the second driving gear 2-1. At this time, the second clutch C2 is disconnected and the first clutch C1 is engaged at the same time and the third clutch C3, and then return the second synchronous meshing mechanism S2 to the empty engagement position, and the gearbox has completed the switching from the first gear to the second gear; when the second gear switches to the third gear, the second synchronous meshing mechanism S2 and the third driven gear Gear 3-2 is engaged. At this time, the first clutch C1 and the third clutch C3 are disconnected and the second clutch C2 is engaged at the same time. The first synchromesh mechanism S1 returns to the idle engagement position, and the first clutch C1 can be re-engaged according to the power demand; When the third gear is switched to the second gear, the first clutch C1 disconnects the first meshing mechanism S1 and engages the second driving gear 2-1. At this time, the second clutch C2 is disconnected and the first clutch C1 is engaged and then the third clutch C3 is engaged. The second meshing mechanism S2 is at the idling position; when the second gear shifts to the first gear, the second meshing mechanism S2 is engaged with the first driven gear 1-2, at this time the first clutch C1 and the third clutch C3 are disconnected and the second clutch is engaged at the same time C2, if the power output of the engine ICE is required, the first synchromesh mechanism S1 is engaged with the second input shaft 4, and the first clutch C1 is engaged, and if the power output of the engine ICE is not required, the first synchromesh mechanism S1 is in idle engagement position, the first clutch C1 can be kept disconnected.

The engine is driven alone: the engine ICE is an internal combustion engine, and the rotation direction of its power output shaft remains unchanged. When the first gear is driven, the second synchromesh mechanism S2 engages with the first driven gear 1-2 to make the output shaft 3 and the first driven gear. 1-2 connection, the first synchromesh mechanism S1 is engaged with the second input shaft 4 to connect the first input shaft 2 and the second input shaft 4. After the first clutch C1 is engaged, the remaining clutches remain disengaged; the engine ICE power is The first clutch C1, the first input shaft 2, the first synchromesh mechanism S1, the second input shaft 4, the first driving gear 1-1, the first driven gear 1-2, the second synchromesh mechanism S2, the output shaft 3 and the output gear 0-1 output, when the engine ICE is driven alone and the gear is shifted independently, it is impossible to realize the shift without power interruption, and the assistance of the motor EM can be used to complete the shift without power interruption.

Engine-motor hybrid drive: when driving in first gear, the first clutch C1 is engaged, the second clutch C2 is engaged, the third clutch C3 is disconnected, the first synchromesh mechanism S1 is engaged with the second input shaft 4, and the second synchromesh mechanism S2 is engaged with the second input shaft 4. The first driven gear 1-2 is engaged; the engine ICE passes through the first clutch C1, the first input shaft 2, the first synchromesh mechanism S1, the second input shaft 4, the first driving gear 1-1, the first driven gear 1-2. The second synchronous meshing mechanism S2, the output shaft 3 and the output gear 0-1 output power; at the same time, the motor EM transmits the torque of the motor EM and the torque of the engine ICE through the second input shaft 4 through the second clutch C2. Coupling, the power of the motor EM passes through the idle motor shaft 5, the second clutch C2, the second input shaft 4, the first driving gear 1-1, the first driven gear 1-2, the second synchronous meshing mechanism S2, and the output shaft 3 and output gear 0-1 output.

When the second gear is driven, the first clutch C1 and the third clutch C3 are engaged, the second clutch C2 is disengaged, the first synchromesh mechanism S1 is engaged with the second driving gear 2-1, and the second synchromesh mechanism S2 is in the middle idle position ; Engine ICE power is output through the first clutch C1, the first input shaft 2, the first synchromesh mechanism S1, the second driving gear 2-1, the second driven gear 2-2, the output shaft 3 and the output gear 0-1 At the same time, the motor EM is coupled with the engine ICE torque on the first input shaft 2 through the motor shaft 1, the third clutch C3, and the power is provided by the motor shaft 1, the third clutch C3, the first input shaft 2, and the first synchromesh mechanism S1. , the second driving gear 2-1, the second driven gear 2-2, the output shaft 3 and the output gear 0-1 output.

When the third gear is driven, the first clutch C1 and the second clutch C2 are engaged, the third clutch C3 is disengaged, the first synchromesh mechanism S1 is engaged with the second input shaft 4 , and the second synchromesh mechanism S2 is engaged with the third driven gear 3 -2 is engaged; the engine ICE power passes through the first clutch C1, the first input shaft 2, the first synchromesh mechanism S1, the third driving gear 3-1, the third driven gear 3-2, the second synchromesh mechanism S2, The output shaft 3 and the output gear 0-1 are output; at the same time, the power of the motor EM passes through the idle motor shaft 1, the second clutch C2, the third driving gear 3-1, the third driven gear 3-2, and the second synchronous meshing mechanism S2, output shaft 3 and output gear 0-1 output.

The shift without power interruption when the engine ICE and the electric motor EM are hybridly driven is similar to the shift process when the engine is driven or the motor is driven, and will not be repeated here.

Parking charging: When the car is temporarily parked, the control system can selectively charge it according to the remaining power of the vehicle power supply; the first clutch C1 and the third clutch C3 are engaged, the second clutch C2 is disconnected, the first synchromesh mechanism S1 and the third clutch are engaged. The second synchronous meshing mechanism S2 is in the middle idling position; the engine ICE drives the rotor of the motor EM to rotate through the first clutch C1, the first input shaft 2, the third clutch C3 and the motor shaft 1 to generate electricity for the motor EM and charge the vehicle power supply. When the motor EM is used as a generator.

Driving charging: the first clutch C1 and the third clutch C3 are engaged, the second clutch C2 is disconnected, the first synchromesh mechanism S1 is engaged with the second input shaft 4, and the second synchromesh mechanism S2 is engaged with the first driven gear 1-2 Engagement; engine ICE power through the first clutch C1, the first input shaft 2, the first synchromesh mechanism S1, the second input shaft 4, the first driving gear 1-1, the first driven gear 1-2, the second meshing Mechanism S2, output shaft 3 and output gear 0-1 output; at the same time, because the third clutch C3 remains engaged, it can drive the rotor of the motor EM to rotate to charge the motor EM, and the motor EM works as a generator, while the engine ICE drives the vehicle while driving When charging the on-board power supply, the other gears charge the motor EM with the same principle, and the process is similar.

Kinetic energy recovery: When the car is coasting or braking to decelerate, the kinetic energy can pass through the output gear 0-1, the output shaft 3, the first driven gear 1-2, the first driving gear 1-1, the second input shaft 5 and the second The clutch C2 goes to the motor EM. At this time, the motor EM works as a generator and uses the transferred kinetic energy to charge the vehicle power supply; when the car is in the second or third gear, the kinetic energy recovery method is similar, and the kinetic energy recovery path is carried out according to the gear. Reasonable transformation.

Reverse gear driving: According to the above pure electric driving scheme, the reverse gear driving function of the present invention can be realized by relying on the reverse transmission power of the motor EM, without adding more additional mechanisms to change the direction of the output power of the engine ICE, reducing the need for The number of parts in the transmission improves the reliability of the transmission while reducing the cost.

The present invention is a hybrid transmission without power interruption, which realizes the driving of hybrid power in multiple different modes while maintaining a simple structure, and the multi-mode and multi-speed functions can make the engine ICE and the electric motor EM work at high efficiency to the greatest extent. The invention can improve fuel economy and work efficiency while reducing pollution emission; the invention is based on fixed-shaft dual-clutch transmission, and has good inheritance of the original technology, while reducing development and manufacturing costs.

Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present invention can be Modifications or equivalent substitutions without departing from the spirit and scope of the technical solutions of the present invention should be included in the scope of the claims of the present invention.

Claims (8)

1. An unpowered hybrid transmission characterized by: including input shaft and output shaft, the input shaft includes first input shaft and second input shaft, the second input shaft is hollow axle sleeve dress in first input shaft and second input shaft can independent rotation each other, still includes:

a first clutch connected between the first input shaft and an engine output shaft;

the double-clutch device comprises a second clutch and a third clutch which work independently, the third clutch is connected between the first input shaft and the motor shaft, the second clutch is connected between the second input shaft and the free sleeve motor shaft, and the motor shaft and the free sleeve motor shaft are both connected with a rotor of the motor;

a transmission assembly for uninterrupted variable speed transmission of power between the input shaft and the output shaft;

the transmission assembly comprises a plurality of groups of gear sets which are meshed in a one-to-one correspondence mode, and each gear set comprises:

the first driving gear and the third driving gear are arranged on the second input shaft, are adjacent to each other along the axial direction and rotate synchronously with each other;

the second driving gear is sleeved on the first input shaft in an empty mode;

the second driven gear is arranged on the output shaft and meshed with the second driving gear to form a second gear;

the first driven gear and the third driven gear are sleeved on the output shaft in an empty mode, the first driven gear is meshed with the first driving gear to form a first-gear, and the third driven gear is meshed with the third driving gear to form a third-gear;

the transmission assembly further includes:

the first synchronous meshing mechanism is fixedly arranged on the first input shaft and is positioned between the second driving gear and the second input shaft, the first synchronous meshing mechanism can be jointed with the second driving gear or the second input shaft or is arranged at a null joint position, the motor can be selectively in transmission connection with the first input shaft or/and the second input shaft through the double-clutch device and the first synchronous meshing mechanism, and the engine can be selectively in transmission connection with the first input shaft or in transmission connection with the first input shaft and the second input shaft through the first clutch and the first synchronous meshing mechanism.

2. The non-powercut hybrid transmission of claim 1, wherein: the third clutch of the double-clutch device is disc-shaped, the second clutch is annular and surrounds the periphery of the third clutch, and the second clutch and the third clutch can be connected independently or simultaneously to transmit power.

3. The non-powercut hybrid transmission of claim 1, wherein: the transmission assembly further includes:

the second synchronous meshing mechanism is fixedly arranged on the output shaft and is positioned between the first driven gear and the third driven gear, the second synchronous meshing mechanism can be jointed with the first driven gear or the third driven gear or is arranged at a null joint position, and the input shaft can be matched with the first synchronous meshing mechanism and the second synchronous meshing mechanism to select the first gear/the second gear/the third gear to carry out power transmission between the input shaft and the output shaft.

4. The unpowered interrupt hybrid transmission of claim 3, wherein: the motor and the engine are connected to two ends of the input shaft in a clutchable manner.

5. The unpowered interrupt hybrid transmission of claim 4, wherein: the motor is a double-output motor, and the power output end of the motor is a motor shaft and a hollow motor shaft.

6. The unpowered interrupt driven hybrid transmission of claim 5 wherein: the motor shaft and the hollow motor shaft rotate synchronously in the same direction.

7. The unpowered interrupt hybrid transmission of claim 6, wherein: the motor is a generator motor, and the rotor of the motor can be driven by the engine through the first clutch and the double-clutch device to generate electricity.

8. The unpowered interrupted hybrid transmission as set forth in claim 7 wherein: and an output end of the output shaft is fixedly provided with an output gear to output power.

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