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CN118700814B - Hybrid transmissions, powertrains and vehicles - Google Patents

Hybrid transmissions, powertrains and vehicles Download PDF

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Publication number
CN118700814B
CN118700814B CN202411182731.2A CN202411182731A CN118700814B CN 118700814 B CN118700814 B CN 118700814B CN 202411182731 A CN202411182731 A CN 202411182731A CN 118700814 B CN118700814 B CN 118700814B
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CN
China
Prior art keywords
gear
driving
input shaft
driving gear
shaft
Prior art date
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Active
Application number
CN202411182731.2A
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Chinese (zh)
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CN118700814A (en
Inventor
宋廷彬
苑衍灵
刘敦宁
赵培龙
杨伟涛
王振
彭传皓
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Shengrui Transmission Co Ltd
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Shengrui Transmission Co Ltd
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Priority to CN202411182731.2A priority Critical patent/CN118700814B/en
Publication of CN118700814A publication Critical patent/CN118700814A/en
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Publication of CN118700814B publication Critical patent/CN118700814B/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The application relates to the field of transmissions, and provides a hybrid transmission, a power assembly and a vehicle. The first motor of the hybrid transmission is in driving connection with a sun gear of a first planet row, a planet carrier of the first planet row is in driving connection with a first output shaft, and a gear ring of the first planet carrier is connected with a hybrid transmission shell. The second input shaft of the speed change mechanism is provided with a gear shift combination assembly and at least one driving gear, the gear shift combination assembly is used for connecting the second input shaft with one of the driving gears in a transmission mode, the second intermediate shaft is connected with a plurality of driven gears and an intermediate gear in a transmission mode, the driven gears are in one-to-one correspondence with the driving gears to be in constant engagement, the second output shaft is connected with an output gear in a transmission mode, and the output gear is in constant engagement with the intermediate gear. According to the hybrid transmission, the high-pressure oil pump is not required to be arranged in the oil path to control the clutch, so that the oil consumption is reduced, and meanwhile, the structure of the hybrid transmission is simple, the speed ratio is simple to adjust, the cost is low, and the failure rate is low.

Description

Hybrid transmission, power assembly and vehicle
Technical Field
The application relates to the technical field of transmissions, in particular to a hybrid transmission, a power assembly and a vehicle.
Background
Hybrid vehicles are becoming increasingly popular with consumers and manufacturers due to energy and environmental pressure and technical limitations. The hybrid electric vehicle has the advantages of the traditional vehicle and the pure electric vehicle as a transition scheme for developing the pure electric vehicle, and is a new energy vehicle with practical value at present.
When the gearbox of the hybrid electric vehicle works, because the structure of the speed change mechanism is complex, a high-pressure oil pump needs to be arranged in an oil way, and the high-pressure oil is mainly used for controlling a clutch, so that the oil consumption is high and the efficiency of an engine is low.
Disclosure of Invention
In order to solve the technical problems described above or at least partially solve the technical problems described above, the present application provides a hybrid transmission.
In a first aspect, the present application provides a hybrid transmission, including a first motor, a first planetary gear, a first output shaft, and a speed change mechanism, where the first motor is in driving connection with a sun gear of the first planetary gear, and a planet carrier of the first planetary gear is in driving connection with the first output shaft;
The speed change mechanism comprises a second input shaft, a second intermediate shaft and a second output shaft, wherein a gear shift combination assembly and at least one driving gear are arranged on the second input shaft, the gear shift combination assembly is used for transmitting and connecting the second input shaft with one of the driving gears, at least one driven gear and one intermediate gear are connected on the second intermediate shaft in a transmission mode, the driven gears are in one-to-one constant engagement with the driving gears, an output gear is connected on the second output shaft in a transmission mode, and the output gear is in constant engagement with the intermediate gear.
The first output shaft is connected with the second output shaft.
Optionally, the gear-shifting combination assembly includes an external spline provided on the second input shaft, a driving assembly driving the second input shaft to move along the axial direction of the second input shaft, and an internal spline formed in the central hole of each driving gear, and the driving assembly drives the second input shaft to move along the axial direction of the second input shaft so that the external spline is combined with the internal spline of one driving gear.
Optionally, the second input shaft is provided with three driving gears, and the three driving gears are distributed at intervals along the axial direction of the second input shaft and are respectively a first driving gear, a second driving gear and a third driving gear;
The second intermediate shaft is in transmission connection with three driven gears, and the driven gears are respectively and respectively a first driven gear, a second driven gear and a third driven gear along the axial interval of the second intermediate shaft;
The transmission ratio of the first driving gear to the first driven gear is 2, the transmission ratio of the second driving gear to the second driven gear is 1.2, the transmission ratio of the third driving gear to the third driven gear is 0.5, and the transmission ratio of the intermediate gear to the driving gear is 2.
Optionally, three external splines are arranged on the second input shaft, and are distributed at intervals along the axial direction of the second input shaft from the first driving gear to the third driving gear, and are respectively a first external spline, a second external spline and a third external spline, wherein the first external spline is used for being matched with the internal spline on the first driving gear, the second external spline is used for being matched with the internal spline on the second driving gear, and the third external spline is used for being matched with the internal spline on the third driving gear;
When any one of the three external splines is matched with one driving gear in the axial movement process of the second input shaft, the other two external splines are not matched with the driving gear.
Optionally, when the second input shaft is at an initial position in the hybrid transmission housing, the first external spline is positioned at one side of the first driving gear away from the second driving gear, the second external spline is positioned between the first driving gear and the second driving gear, and the third external spline is positioned between the second driving gear and the third driving gear;
The driving assembly drives the second input shaft to increase in gear of the hybrid transmission when moving along the axial direction from the first driving gear to the second driving gear, and drives the second input shaft to decrease in gear of the hybrid transmission when moving along the axial direction from the second driving gear to the first driving gear.
Optionally, the second input shaft is in an initial position within the hybrid transmission housing with the first external spline located between the first and second drive gears, the second external spline located between the first and second drive gears, and the third external spline located between the second and third drive gears;
the driving assembly drives the second input shaft to shift into D1 gear along the axial movement from the second driving gear to the first driving gear, and drives the second input shaft to shift into D2 gear and D3 gear along the axial movement from the first driving gear to the second driving gear;
The gear D1 is formed by connecting the second input shaft with the first driving gear in a transmission manner, the gear D2 is formed by connecting the second input shaft with the second driving gear in a transmission manner, and the gear D3 is formed by connecting the second input shaft with the third driving gear in a transmission manner.
Optionally, the second input shaft is coaxially arranged with the second output shaft, and the output gear is coaxially sleeved on one end of the second input shaft, which is close to the second output shaft.
In a second aspect, an embodiment of the present application provides a power assembly, including an engine, a second electric machine, a second planetary row, a combiner, and the hybrid transmission according to the first aspect, wherein an output shaft of the engine is in driving connection with a planet carrier of the second planetary row, a sun gear of the second planetary row is connected with the second electric machine, and a ring gear of the second planetary row is connected with the second input shaft;
The fixed end of the coupler is connected with the shell of the transmission, and the connecting end of the coupler is in three connection states, namely, the coupler is connected with an output shaft of the engine so as to enable the output shaft of the engine not to rotate, is connected with an output shaft of the second motor so as to enable a rotor of the second motor not to rotate, and is not connected with other output shafts.
In a third aspect, an embodiment of the present application provides a vehicle comprising the powertrain of the second aspect.
Compared with the prior art, the technical scheme provided by the embodiment of the application has the following advantages:
According to the hybrid transmission provided by the embodiment of the application, the first motor is in driving connection with the sun gear of the first planet row, the planet carrier of the first planet row is in driving connection with the first output shaft, and the gear ring of the first planet carrier is connected with the hybrid transmission shell. The first output shaft is connected with the differential mechanism of the rear axle, and the first motor can be used for pure electric starting when the vehicle starts, and the first motor can also be used for realizing reverse gear of the vehicle.
The rotation speed of the second input shaft is output by the second output shaft after the rotation speed of the second input shaft is reduced and increased by two times through the driving gear and the driven gear and the intermediate gear and the output gear, and the second output shaft is connected with the front axle. The driving gear can be provided with one or a plurality of driving gears to realize the speed change of a plurality of gears. Every keeps off the driving gear and driven gear and intermediate gear and output gear through corresponding keeps off the position and output by the second output shaft after the speed-reducing increases the torsion twice, compares in only the transmission of driving gear and driven gear that once reduces the speed-increasing torsion, and the size of driven gear can be reduced to the speed-reducing increases the torsion twice, reduces speed change mechanism's occupation space. In the gear shifting process of the speed change mechanism, the first motor drives the first output shaft, and power interruption in the gear shifting process can be avoided.
The clutch in the traditional transmission is canceled, the high-pressure oil pump is not required to be arranged in the oil way to control the clutch, so that the oil consumption is reduced, and meanwhile, the hybrid transmission provided by the embodiment of the application is simple in structure, when the gear shifting combination assembly is combined with different driving gears, the first motor can provide driving force, power interruption in the gear shifting process is avoided, the speed ratio is simple to adjust, the cost is low, and the failure rate is low.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application.
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required to be used in the description of the embodiments or the prior art will be briefly described below, and it will be obvious to those skilled in the art that other drawings can be obtained from these drawings without inventive effort.
FIG. 1 is a schematic diagram of a hybrid transmission according to an embodiment of the present application;
FIG. 2 is a schematic diagram of a hybrid transmission according to an embodiment of the present application;
FIG. 3 is a schematic view of a shift coupling assembly according to one embodiment of the present application;
FIG. 4 is a schematic illustration of the relative positions of various components during a shift of a shift coupling assembly according to one embodiment of the present application;
fig. 5 is a schematic structural view of a gear shifting combining assembly according to another embodiment of the present application.
11, A first motor; 12, a first planet row 13, a first output shaft;
21. the second input shaft, 22, the second intermediate shaft, 23, the second output shaft;
3. A shift coupling assembly; 31, first external spline, 32, second external spline;
33. a third external spline; 4, an intermediate gear, 5, an output gear;
61. a first driving gear 62, a second driving gear 63, a third driving gear;
71. The first driven gear, 72, the second driven gear, 73, the third driven gear;
8. An engine, 9, a second motor, 10, a second planetary row and 20, a combiner.
Detailed Description
In order that the above objects, features and advantages of the application will be more clearly understood, a further description of the application will be made. It should be noted that, without conflict, the embodiments of the present application and features in the embodiments may be combined with each other.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application, but the present application may be practiced otherwise than as described herein, and it is apparent that the embodiments in the specification are only some, rather than all, of the embodiments of the present application.
When the gearbox of the hybrid electric vehicle works, because the structure of the speed change mechanism is complex, a high-pressure oil pump needs to be arranged in an oil way, and the high-pressure oil is mainly used for controlling a clutch, so that the oil consumption is high and the efficiency of an engine is low.
Based on this, the embodiment of the application provides a hybrid transmission, the clutch is eliminated in the transmission structure, and the transmission structure is simplified. The hybrid transmission will be described in detail by way of specific examples:
Referring to fig. 1 to 5, the present embodiment provides a hybrid transmission including a first motor 11, a first row of planets 12, a first output shaft 13, and a speed change mechanism. The first electric machine 11 is in driving connection with the sun gear of the first planetary gear set 12, the planet carrier of the first planetary gear set 12 is in driving connection with the first output shaft 13, and the ring gear of the first planet carrier is connected with the hybrid transmission housing. The first output shaft 13 is connected with a differential mechanism of a rear axle, and when the vehicle starts, the first motor 11 can be used for pure electric starting, and the first motor 11 can also be used for realizing reverse gear of the vehicle.
The speed change mechanism comprises a second input shaft 21, a second intermediate shaft 22 and a second output shaft 23, wherein a gear shift combination assembly 3 and at least one driving gear are arranged on the second input shaft 21, the gear shift combination assembly 3 is used for connecting the second input shaft 21 and one driving gear in a transmission mode, a plurality of driven gears and one intermediate gear 4 are connected on the second intermediate shaft 22 in a transmission mode, the driven gears are in one-to-one constant engagement with the driving gears, an output gear 5 is connected on the second output shaft 23 in a transmission mode, and the output gear 5 is in constant engagement with the intermediate gear 4.
The second input shaft 21 is connected with an output shaft of the power driving mechanism, the rotation speed of the second input shaft 21 is output by a second output shaft 23 after the rotation speed of the second input shaft 21 is reduced and increased by two times through a driving gear and a driven gear and an intermediate gear 4 and an output gear 5, and the second output shaft 23 is connected with a front axle. The driving gear can be provided with one or a plurality of driving gears to realize the speed change of a plurality of gears. Each gear is output by the second output shaft 23 after being subjected to speed reduction and torque increase for two times through the driving gear and the driven gear and the intermediate gear 4 and the output gear 5 of the corresponding gear, and compared with the transmission of the driving gear and the driven gear with only one speed reduction and torque increase, the size of the driven gear can be reduced by the speed reduction and torque increase for two times, and the occupied space of a speed change mechanism is reduced. During the gear shifting process of the speed change mechanism, the first motor 11 drives the first output shaft 13, so that power interruption during the gear shifting process can be avoided.
The hybrid transmission provided by the embodiment of the application eliminates the clutch in the traditional transmission, does not need to be provided with a high-pressure oil pump in an oil way to control the clutch, reduces the oil consumption, has simple structure, when the gear shifting combination assembly 3 is combined with different driving gears, the first motor 11 can provide driving force, power interruption in the gear shifting process is avoided, the speed ratio is simple to adjust, the cost is low, and the failure rate is low.
In some embodiments, as shown in fig. 2, the first output shaft 13 is connected to the second output shaft 23. That is, the first output shaft 13 and the second output shaft 23 may be one shaft. When the first motor 11 starts, the second motor 9 in the power driving mechanism can assist the first motor 11 to start by driving the second input shaft 21, so that the vehicle is suitable for starting under road conditions such as heavy-duty ramps and the like requiring larger torque of the output shaft.
In some embodiments, as shown in fig. 3, the shift coupling assembly 3 includes an external spline provided on the second input shaft 21, a driving assembly driving the second input shaft 21 to move in the axial direction of the second input shaft 21, and an internal spline formed in the center holes of the three driving gears, the driving assembly driving the second input shaft 21 to move in the axial direction of the second input shaft 21 so that the external spline is coupled with the internal spline of one driving gear. The drive assembly (not shown) may be a lead screw nut arrangement and a third motor drivingly connected to the lead screw, the nut being connected to the second input shaft 21 to convert the rotational output of the third motor into axial movement of the second output shaft 23. Of course, the driving assembly may be other driving structures such as a turbine worm hydraulic cylinder, as long as the driving structure can drive the second input shaft 21 to move along the axial direction thereof.
In some embodiments, as shown in fig. 1 and 2, three driving gears are disposed on the second input shaft 21, and the three driving gears are disposed at intervals along the axial direction of the second input shaft 21 and are a first driving gear 61, a second driving gear 62, and a third driving gear 63, respectively. The second intermediate shaft 22 is in driving connection with three driven gears, which are respectively a first driven gear 71, a second driven gear 72 and a third driven gear 73 along the axial interval of the second intermediate shaft 22. The transmission ratio of the first driving gear 61 to the first driven gear 71 is 2, the transmission ratio of the second driving gear 62 to the second driven gear 72 is 1.2, the transmission ratio of the third driving gear 63 to the third driven gear 73 is 0.5, and the transmission ratio of the intermediate gear 4 to the driving gear is 2.
When the second input shaft 21 is in transmission connection with the first driving gear 61 through the gear shifting combination assembly 3, the transmission ratio of the first driving gear 61 to the output gear 5 is 4, when the second input shaft 21 is in transmission connection with the second driving gear 62 through the gear shifting combination assembly 3, the transmission ratio of the second driving gear 62 to the output gear 5 is 2.4, when the second input shaft 21 is in transmission connection with the third driving gear 63 through the gear shifting combination assembly 3, the transmission ratio of the third driving gear 63 to the output gear 5 is 1, so that different transmission ratios of the vehicle under various road conditions can be met, and when the vehicle needs different speeds, the mixed driving of the first motor 11 and the engine 8 can be realized by selecting proper transmission ratios and controlling the rotation speed of the first motor 11.
In some embodiments, as shown in fig. 2 to 5, three external splines are provided on the second input shaft 21, and the three external splines are distributed at intervals along the axial direction of the second input shaft 21 from the first driving gear 61 to the third driving gear 63, and are respectively a first external spline 31, a second external spline 32 and a third external spline 33, wherein the first external spline 31 is used for matching with an internal spline on the first driving gear 61, the second external spline 32 is used for matching with an internal spline on the second driving gear 62, and the third external spline 33 is used for matching with an internal spline on the third driving gear 63. When any one of the three external splines is engaged with one of the drive gears during the axial movement of the second input shaft 21, the other two external splines are not engaged with the drive gears.
In particular, as shown in fig. 3 and 4, the space between the first external spline 31 and the second external spline 32 is smaller than the space between the first driving gear 61 and the second driving gear 62, the space between the second external spline 32 and the third external spline 33 is smaller than the space between the second driving gear 62 and the third driving gear 63, and the space between the third external spline 33 and the first external spline 31 is larger than the space between the first driving gear 61 and the second driving gear 62, that is, as shown in fig. 4, the first external spline 31 is engaged with the internal spline of the first driving gear 61 when the D1 gear is engaged, the second external spline 32 is located between the first external spline 31 and the second driving gear 62, and the third external spline 33 is located between the second driving gear 62 and the third driving gear 63.
In some embodiments, as shown in FIG. 3, the second input shaft 21 is in an initial position within the hybrid transmission housing with the first external spline 31 on a side of the first drive gear 61 remote from the second drive gear 62, the second external spline 32 between the first drive gear 61 and the second drive gear 62, and the third external spline 33 between the second drive gear 62 and the third drive gear 63. The initial position of the second input shaft 21 within the hybrid transmission housing is understood to be a rest position in which the second input shaft 21 and the three external splines are assembled with other transmission components and the second input shaft 21 does not begin to move.
At this time, the drive assembly drives the gear of the hybrid transmission to be shifted up when the second input shaft 21 moves in the axial direction of the first drive gear 61 to the second drive gear 62, and the drive assembly drives the gear of the hybrid transmission to be shifted down when the second input shaft 21 moves in the axial direction of the second drive gear 62 to the first drive gear 61. That is, during the running of the vehicle, the driving assembly drives the second input shaft 21 to move rightward into an upshift, and to move leftward into a downshift, and the shift control is simple and easy to operate.
Referring to fig. 4, in the initial position, the first external spline 31 is located on the side of the first driving gear 61 away from the second driving gear 62, the second external spline 32 is located between the first driving gear 61 and the second driving gear 62, and the third external spline 33 is located between the second driving gear 62 and the third driving gear 63. The second input shaft 21 moves to the right to shift D1, the first external spline 31 is engaged with the internal spline of the first drive gear 61, the second external spline 32 is located between the first external spline 31 and the second drive gear 62, and the third external spline 33 is located between the second drive gear 62 and the third drive gear 63. In the figure, the N gear is a gear of the wheel driven by the first motor 11 through the first output shaft 13 when the second input shaft 21 is not combined with the driving gear during the right movement. The second input shaft 21 moves to the right to shift D2, the second external spline 32 engages with the internal spline of the second drive gear 62, the first external spline 31 is located between the second external spline 32 and the first drive gear 61, and the third external spline 33 is located between the second drive gear 62 and the third drive gear 63. The second input shaft 21 moves to the right to shift D3, the third external spline 33 is engaged with the internal spline of the third drive gear 63, the first external spline 31 is located between the second drive gear 62 and the first drive gear 61, and the second external spline 32 is located between the second drive gear 62 and the third drive gear 63. Of course, when the gear is lowered, the driving unit may drive the second input shaft 21 to move left.
The D1 gear is that the first external spline 31 is matched with an internal spline of the first driving gear 61 so as to make the second input shaft 21 in transmission connection with the first driving gear 61, the D2 gear is that the second external spline 32 is matched with an internal spline of the second driving gear 62 so as to make the second input shaft 21 in transmission connection with the second driving gear 62, and the D3 gear is that the third external spline 33 is matched with an internal spline of the third driving gear 63 so as to make the second input shaft 21 in transmission connection with the third driving gear 63.
In some embodiments, as shown in FIG. 5, the second input shaft 21 is in an initial position within the hybrid transmission housing with the first external spline 31 positioned between the first and second drive gears 61, 62, the second external spline 32 positioned between the first external spline 31 and the second drive gear 62, and the third external spline 33 positioned between the second and third drive gears 62, 63.
At this time, the driving assembly drives the hybrid transmission to shift into D1 gear when the second input shaft 21 moves axially from the second driving gear 62 to the first driving gear 61, and drives the hybrid transmission to shift into D2 gear and D3 gear when the second input shaft 21 moves axially from the first driving gear 61 to the second driving gear 62, so that some vehicles can start in D2 gear conveniently. When the vehicle starts, the D1 gear driven by large torque or the D2 gear driven by small torque can be selected according to specific road conditions, for example, when the vehicle needs to start with large torque such as climbing heavy load, the D1 gear can be selected, and when the vehicle needs to start with small torque such as urban smooth road, the D2 gear can be selected.
In some embodiments, the second input shaft 21 and the second output shaft 23 are coaxially arranged, and the output gear 5 is coaxially sleeved on one end of the second input shaft 21 close to the second output shaft 23, so that the output gear 5 plays a supporting role for the second input shaft 21, and meanwhile, the overall structure of the hybrid transmission is compact, and the occupied space is small.
Another embodiment of the present application provides a powertrain including an engine 8, a second electric machine 9, a second planetary row 10, a coupler 20, and a hybrid transmission as described above. The output shaft of the engine 8 is in driving connection with the planet carrier of the second planetary row 10, the sun gear of the second planetary row 10 is connected with the second electric machine 9, and the ring gear of the second planetary row 10 is connected with the second input shaft 21.
The fixed end of the coupler 20 is connected with the shell of the transmission, and the connecting end of the coupler 20 has three connection states, namely, the coupler is connected with the output shaft of the engine 8 so as to prevent the output shaft of the engine 8 from rotating, the coupler is connected with the output shaft of the second motor 9 so as to prevent the rotor of the second motor 9 from rotating, and the coupler is not connected with other output shafts. The coupler 20 may be a synchronizer, as shown in fig. 2, the synchronizer moves to the right to combine with the engine 8 to connect the output shaft of the engine 8 with the housing of the transmission, at this time, the engine 8 is not working, the planet carrier does not output, the second motor 9 drives the sun gear to output, and the torque of the second motor 9 provides driving for the second input shaft 21 after the torque of the ring gear of the second planet row 10 increases. The synchronizer moves right and is combined with the engine 8, so that when the vehicle starts, advances and reverses, the second motor 9 assists the first motor 11 to drive, that is, the second motor 9 and the first motor 11 are simultaneously driven to provide output power, and the power performance of the vehicle is improved.
The synchronizer moves left and is combined with the output shaft of the second motor 9, the second motor 9 is not operated, the engine 8 is operated, the engine 8 drives the planet carrier of the second planet row 10, and the power output of 100 percent of the engine 8 is provided to the second input shaft 21 through the gear ring of the second planet row 10.
The synchronizer is not moved left or right, namely the synchronizer is in idle connection, the engine 8, the second motor 9 and the second planetary gear set 10 form a power splitting module, so that work can be performed on the second motor 9, the second motor 9 is in a generator working state, 70 percent of power output of the engine 8 is provided for the second input shaft 21 through the gear ring of the second planetary gear set 10, and 30 percent of power output of the engine 8 is used for generating work for the generator. When the second electric machine 9 and the engine 8 are required to jointly output to provide a larger power output, the engine 8 can also provide 100 percent of power output to the second input shaft 21 through the gear ring of the second planetary gear set 10, the second electric machine 9 drives the sun gear, and power is provided to the second input shaft 21 through torque multiplication of the gear ring, and at the moment, the second electric machine 9 and the engine 8 jointly drive the second input shaft 21.
By controlling the engine 8 and the second motor 9 to achieve different power outputs, and by adjusting the output of the second motor 9 and the output of the first motor 11, the rotation speed of the engine 8 can be kept within the high efficiency interval, and the efficiency of the engine 8 can be improved.
A further embodiment of the application provides a vehicle comprising the above powertrain. The power efficiency of the vehicle is improved and the fuel consumption of the vehicle is reduced.
It should be noted that in this document, relational terms such as "first" and "second" and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises an element.
The foregoing is only a specific embodiment of the application to enable those skilled in the art to understand or practice the application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (5)

1. The hybrid transmission is characterized by comprising a first motor (11), a first planet row (12), a first output shaft (13) and a speed change mechanism, wherein the first motor (11) is in driving connection with a sun gear of the first planet row (12), and a planet carrier of the first planet row (12) is in driving connection with the first output shaft (13);
The speed change mechanism comprises a second input shaft (21), a second intermediate shaft (22) and a second output shaft (23), wherein a gear shift combination assembly (3) and at least one driving gear are arranged on the second input shaft (21), the gear shift combination assembly (3) is used for connecting the second input shaft (21) and one of the driving gears in a transmission mode, at least one driven gear and one intermediate gear (4) are connected on the second intermediate shaft (22) in a transmission mode, a plurality of driven gears are in one-to-one correspondence with a plurality of driving gears in constant engagement, an output gear (5) is connected on the second output shaft (23) in a transmission mode, and the output gear (5) and the intermediate gear (4) are in constant engagement;
The gear shifting combination assembly (3) comprises an external spline arranged on the second input shaft (21), a driving assembly for driving the second input shaft (21) to move along the axial direction of the second input shaft (21) and an internal spline formed in a central hole of each driving gear, and the driving assembly drives the second input shaft (21) to move along the axial direction of the second input shaft (21) so as to enable the external spline to be combined with the internal spline of one driving gear;
The second input shaft (21) is provided with three driving gears which are distributed at intervals along the axial direction of the second input shaft (21) and are respectively a first driving gear (61), a second driving gear (62) and a third driving gear (63);
The second intermediate shaft (22) is in transmission connection with three driven gears, and the three driven gears are respectively and respectively a first driven gear (71), a second driven gear (72) and a third driven gear (73) along the axial interval of the second intermediate shaft (22);
Wherein the transmission ratio of the first driving gear (61) to the first driven gear (71) is 2, the transmission ratio of the second driving gear (62) to the second driven gear (72) is 1.2, the transmission ratio of the third driving gear (63) to the third driven gear (73) is 0.5, and the transmission ratio of the intermediate gear (4) to the driving gear is 2;
Three external splines are arranged on the second input shaft (21), are distributed at intervals along the axial direction of the second input shaft (21) from the first driving gear (61) to the third driving gear (63), and are respectively a first external spline (31), a second external spline (32) and a third external spline (33), wherein the first external spline (31) is used for being matched with the internal spline on the first driving gear (61), the second external spline (32) is used for being matched with the internal spline on the second driving gear (62), and the third external spline (33) is used for being matched with the internal spline on the third driving gear (63);
When any one of the three external splines is matched with one driving gear during the axial movement of the second input shaft (21), the other two external splines are not matched with the driving gear;
The second input shaft (21) is in an initial position in the hybrid transmission housing, the first external spline (31) is positioned on one side of the first driving gear (61) away from the second driving gear (62), the second external spline (32) is positioned between the first driving gear (61) and the second driving gear (62), and the third external spline (33) is positioned between the second driving gear (62) and the third driving gear (63);
The driving assembly drives the second input shaft (21) to increase the gear of the hybrid transmission when moving along the axial direction from the first driving gear (61) to the second driving gear (62), and drives the second input shaft (21) to decrease the gear of the hybrid transmission when moving along the axial direction from the second driving gear (62) to the first driving gear (61);
Or the second input shaft (21) is in an initial position within the hybrid transmission housing, the first external spline (31) is located between the first and second drive gears (61, 62), the second external spline (32) is located between the first external spline (31) and the second drive gear (62), and the third external spline (33) is located between the second and third drive gears (62, 63);
The driving assembly drives the second input shaft (21) to shift into D1 gear when moving along the axial direction from the second driving gear (62) to the first driving gear (61), and drives the second input shaft (21) to shift into D2 gear and D3 gear when moving along the axial direction from the first driving gear (61) to the second driving gear (62);
The gear D1 is formed by driving and connecting the second input shaft (21) with the first driving gear (61), the gear D2 is formed by driving and connecting the second input shaft (21) with the second driving gear (62), and the gear D3 is formed by driving and connecting the second input shaft (21) with the third driving gear (63).
2. Hybrid transmission according to claim 1, characterized in that the first output shaft (13) is connected with the second output shaft (23).
3. A hybrid transmission according to claim 1 or 2, characterized in that the second input shaft (21) is arranged coaxially with the second output shaft (23) and the output gear (5) is coaxially arranged on the end of the second input shaft (21) close to the second output shaft (23).
4. A power assembly, which comprises a main body and a plurality of auxiliary bodies, characterized by comprising the following steps:
a hybrid transmission as claimed in any one of claims 1 to 3;
An engine (8), a second motor (9), a second planetary row (10) and a combiner (20), wherein an output shaft of the engine (8) is in driving connection with a planet carrier of the second planetary row (10), a sun gear of the second planetary row (10) is connected with the second motor (9), and a gear ring of the second planetary row (10) is connected with the second input shaft (21);
The fixed end of the coupler (20) is connected with a shell of the transmission, and the connecting end of the coupler (20) has three connecting states, namely, the coupler is connected with an output shaft of the engine (8) so as to prevent the output shaft of the engine (8) from rotating, the coupler is connected with an output shaft of the second motor (9) so as to prevent a rotor of the second motor (9) from rotating, and the coupler is not connected with other output shafts.
5. A vehicle is characterized in that, comprising a locomotion assembly according to claim 4.
CN202411182731.2A 2024-08-27 2024-08-27 Hybrid transmissions, powertrains and vehicles Active CN118700814B (en)

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KR20120001960A (en) * 2010-06-30 2012-01-05 현대자동차주식회사 Input shaft for hybrid transmission and hybrid transmission using same
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CN218505808U (en) * 2022-09-22 2023-02-21 上海汽车集团股份有限公司 Hybrid variable-speed driving system and automobile
CN117818333A (en) * 2022-09-27 2024-04-05 一汽-大众汽车有限公司 Double-motor double-planet-row coaxial power split hybrid power system and driving method thereof
CN115875414A (en) * 2022-11-18 2023-03-31 中国地质大学（武汉） A multi-gear dual-mode hybrid transmission

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