CN100480541C - 具有六种速度比的机电变速器以及重新设计变速器的方法 - Google Patents

具有六种速度比的机电变速器以及重新设计变速器的方法 Download PDF

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CN100480541C
CN100480541C CNB2006101604502A CN200610160450A CN100480541C CN 100480541 C CN100480541 C CN 100480541C CN B2006101604502 A CNB2006101604502 A CN B2006101604502A CN 200610160450 A CN200610160450 A CN 200610160450A CN 100480541 C CN100480541 C CN 100480541C
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motor
generator
parts
input block
electro
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CN1971090A (zh
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H·索伍
J·D·亨德里克森
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/088—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Abstract

提供了一种具有输入部件和输出部件的机电变速器，输入部件用于接收来自发动机的功率。多个齿轮部件可操作地用于改变输入部件和输出部件之间的速度比。输入部件与其中一个齿轮部件相连，并且输出部件与另一个齿轮部件相连。电动机/发电机操作式地与输出部件(通过行星齿轮组)持续相连，并且与同输出部件持续相连的齿轮部件平行。电动机/发电机轴向组装在输入部件和多个齿轮部件之间。电动机/发电机组装在通常用于非机电变速器的扭矩转换器的组装空间内。因此，重新设计非机电变速器以获得机电变速器将涉及很少量的步骤。

Description

具有六种速度比的机电变速器以及重新设计变速器的方法
技术领域
本发明涉及机电变速器和变速器设计。
背景技术
内燃机，尤其那些往复式活塞类型的内燃器目前驱动大多数车辆。这种发动机是相对效率较高、紧凑、重量轻且较廉价的装置，其将燃料形式的高浓缩能量转换成有用的机械功率。可以与内燃机一起使用并且可以减少燃料消耗和排放物的新颖变速器系统将为公众带来很大的好处。
车辆对内燃机的各种广泛需求增加了燃料消耗并使排放物超出了这种发动机的理想状况。车辆通常由这种发动机驱动，其由小型电动机和相对较小的蓄电池从冷状态起动，之后快速地处于牵引和辅助设备的负荷之下。这种发动机也可在广泛的速度范围内和广泛的负荷范围内操作，并且通常在其最大功率输出的大约五分之一的平均值下操作。
车辆变速器通常将机械功率从发动机传送到传动系统的其余部分，例如固定的最终传动齿轮、车轴或车轮。典型的机械变速器通常通过五种或六种不同传动比的交替选择而允许发动机操作上的某些自由度，空档选择允许发动机在车辆停止时操作辅助装置，离合器或扭矩转换器用于传动比之间的平滑过渡，并在发动机旋转下从静止状态起动车辆。变速器齿轮选择通常允许将发动机功率以扭矩倍增和减速的比率，以扭矩减小和速度倍增的比率，即超速档，或以倒档比，而传送到传动系统的其余部分。
电动机/发电机可将机械功率从发动机转换成电功率，并且还可将电功率以不同的扭矩和速度转换回到用于车辆传动系统其余部分的机械功率。这种装置允许在电机的限制范围内，实现发动机和传动系统其余部分之间的扭矩和速度比的连续变化。
变速器齿轮装置的一种形式是差速齿轮装置，其如本领域中的普通技术人员所知的那样，可以构成行星齿轮组。行星齿轮装置通常是差速齿轮发明中所采用的优选实施例，其具有紧凑的优势，以及在行星齿轮组所有部件之间具有不同扭矩和速度比的优势。差速齿轮装置可使用锥齿轮或其它齿轮，其中齿轮组的至少一个元件的转速总是两个其它元件的速度的加权平均值。
混合(hybrid)电动车辆变速器系统还包括一个或多个电能储存装置。典型的装置是化学蓄电池，但是也可包括电容或机械装置，例如电动飞轮。电能储存允许从变速器系统至车辆的机械输出功率，改变为从发动机至变速器系统的机械输入功率。电池或其它装置还允许发动机由变速器系统起动，并用于再生式车辆制动。
混合系统可通过完全重新设计车辆的动力系来实现。较高水平的混合可利用“完全混合”的系统来实现，这种“完全混合”的系统包括多种混合功能，例如发动机停止-起动、再生式制动、电动机辅助、电力启动。这种定制的混合系统通常限制了对现有的动力系的应用，因为由于组装限制而要求对车辆进行较大改动。
发明内容
本发明提供了一种机电变速器，其可以在现有动力系中进行最小设计变化的条件下来实现。这样，可在最小设计变化及其相关成本的条件下，获得混合功能和其固有的优势。具体地说，通过去掉扭矩转换器而将混合系统的部件放置在基本的变速箱中。之前被扭矩转换器所占据的轴向空间就可用于安装电动机/发电机、用于电动机扭矩倍增的另外的行星齿轮组，以及可选的减振器。输出扭矩路径优选仍保持不变。电动机/发电机连接在输出扭矩路径上，并且不会受到换档模式的影响，从而允许进行最佳的再生式制动。
机电变速器具有输入部件和输出部件，输入部件用于接收来自发动机的功率。提供了多个齿轮部件，其可操作而用于改变输入部件和输出部件之间的速度比。输入部件与其中一个齿轮部件相连，并且输出部件与另一个齿轮部件相连。电动机/发电机(本文也称为电机)在操作上通过下述辅助行星齿轮组而与输出部件相连(即持续相连)，并与多个齿轮部件的另一齿轮部件平行。电动机/发电机被轴向地装在输入部件和多个齿轮部件之间。电动机/发电机与输出部件持续相连，从而在缺乏可选择性接合的连接的条件下，输出部件至电动机/发电机的扭矩在制动和/或惰行期间可以平滑地传递。这样，不管通过接合的扭矩传送机构所建立的速度比如何，再生式制动都不会受到变速器换档的影响。
多个齿轮部件可包括第一、第二和第三行星齿轮组。本发明提供了多个扭矩传送机构。每个扭矩传送机构可选择性地接合，以便使其中一个齿轮部件与另一齿轮部件、输入部件或固定部件相连。
在本发明的一个方面，机电变速器包括行星齿轮组，其具有第一、第二和第三部件，其可以是环形齿轮部件、中心齿轮部件和支架部件，但并不必按此顺序设置。行星齿轮组优选外接电动机/发电机，并且在本文中被称为辅助行星齿轮组。
变速器包括主轴和齿轮部件，该齿轮部件通过主轴而与输入部件相连。输出部件可以是与主轴同轴的传动轴。电动机/发电机优选与中心齿轮部件相连，支架部件与传动轴相连，而环形齿轮部件与固定部件，例如变速器外壳相连。这种设置提供了通过行星齿轮组可获得的最高的扭矩倍增的效果。多个齿轮部件(第一、第二和第三行星齿轮组)，电动机/发电机以及辅助行星齿轮组(其与电动机/发电机外接)优选围绕输入部件和输出部件所限定的公共旋转轴线而旋转。
在本发明的另一方面，可将减振器连接在输入部件和多个齿轮部件之间，以吸收发动机的振动。
上面关于安装在发动机和第一、第二及第三行星齿轮组之间的电动机/发电机所述的同轴设计有助于与辅助的电动机/发电机、如起动电动机/发电机协同操作，从而在混合系统停止之后或在电起动过程中起动发动机。起动电动机/发电机可称为带式交流电机起动器(BAS)。提供了离合器，其可选择性地接合，使起动电动机/发电机与输入部件通过旋转的传送装置、例如链合皮带装置而相连。这就允许起动电动机/发电机为输入部件提供扭矩，以起动发动机，或者接收来自输入部件的扭矩，以驱动其它车辆部件，例如助力转向系统或空调系统。
由于电动机/发电机以同轴方式组装在发动机和多个齿轮部件之间以便绕齿轮部件的旋转轴线而共同旋转，因此就可以利用少量的修改步骤来重新设计现有的变速器，以获得上述机电变速器。具体地说，重新设计变速器的方法包括，提供一种变速器，其具有扭矩转换器、输入部件和输出部件，以及多个用于将扭矩从输入部件传送到输出部件的齿轮部件。这种变速器是多速的非混合式变速器，其具有组装在输入部件和多个齿轮部件之间的扭矩转换器。输出部件轴向地定位在多个齿轮部件和扭矩转换器之间。扭矩转换器限定了轴向宽度。该方法包括，利用电动机/发动机来替代扭矩转换器、电动机/发电机与输出部件持续相连，并定位在该轴向宽度上。优选还将上述另外的行星齿轮组和减振器添加到变速器中，并位于之前扭矩转换器所占据的轴向宽度内。如果增加另外的行星齿轮组，那么其中一个部件就与电动机/发电机持续相连，而其另一部件与输出部件持续相连，并与电动机/发电机同轴。这样，只需通过组装在扭矩转换器所占据的轴向宽度内，即可将非混合式变速器转换成混合变速器。
从结合附图从以下用于实现本发明最佳模式的详细描述中，可以清楚本发明的上述特征和优势以及其它特征和优势。
附图说明
附图是本发明范围内的机电变速器的示意图。
部件列表：
12发动机；86电池；88控制器。
具体实施方式
附图显示了机电变速器10。发动机12操作式地连接在变速器10上，以便为其提供功率。具体地说，发动机12驱动输入部件17。功率从输入部件17通过多个齿轮部件18而流向输入部件19。该多个齿轮部件18包括第一行星齿轮组20，第二行星齿轮组30和第三行星齿轮组40。第一行星齿轮组20包括与环形齿轮部件24外接的中心齿轮部件22(分别标示为S1，R1)，以及支架部件29，其上面支撑有多个可旋转的小齿轮27。小齿轮27与中心齿轮部件22以及环形齿轮部件24相啮合。
行星齿轮组30还包括中心齿轮部件32、环形齿轮部件34(分别标示为S2，R2)和支架部件39，其上面支撑多个可旋转的小齿轮37。小齿轮37与中心齿轮部件32以及环形齿轮部件34相啮合。
行星齿轮组40包括中心齿轮部件42、环形齿轮部件44(分别标示为S3，R3)和支架部件49，其上面支撑多个旋转的小齿轮47。小齿轮27与中心齿轮部件42以及环形齿轮部件44相啮合。虽然每个行星齿轮组20，30，40显示为简单的行星齿轮组，但是在本发明的范围内，可以使用一个或多个复合的行星齿轮组，例如Ravigneaux齿轮组。
输入轴17通过主轴16而与中心齿轮部件32持续连接。输出轴19与支架部件29持续连接。互连部件70使环形齿轮部件44与支架部件29持续互连。互连部件72使支架部件49与环形齿轮部件34持续互连。互连部件74使支架部件39与环形齿轮部件24持续互连。
机电变速器10包括多个扭矩传送机构50，52，54，56，58和59。扭矩传送机构50是自由轮(单向)离合器。离合器50选择性地将支架部件49与固定部件76即变速器外壳相连起来。扭矩传送机构52是固定式的扭矩传送机构，即，可选择性地将中心齿轮部件42与变速器外壳76连接起来的制动器。扭矩传送机构54是旋转类型的扭矩传送机构，即离合器，其选择性地将中心齿轮部件42与主轴16，即与输入部件17相连。扭矩传送机构56是离合器，其选择性地将支架部件49(以及经由互连部件72连接的环形齿轮部件34)与主轴16相连，从而与输入部件17相连。扭矩传送机构28是制动器，并选择性地将中心齿轮部件22与变速器外壳60相连。扭矩传送机构59是制动器，并选择性地将支架部件49与变速器外壳76相连。
除了从发动机12中接收功率以外，机电变速器10还可选择性地由电动机/发电机80来驱动，电动机/发电机80通过另外的行星齿轮组60而持续地与输出部件19相连。电动机/发电机80包括定子82和转子84，定子82与变速器外壳76持续相连，转子84与行星齿轮组60的中心齿轮部件62(标示为SO)相连。行星齿轮组60还包括环形齿轮部件64(标示为RO)和支架部件69，其上面旋转地支撑着多个小齿轮67。小齿轮67与中心齿轮部件62以及环形齿轮部件64相互啮合。环形齿轮部件64始终与变速器外壳76接地式相连。这样、电动机/发电机80与多个齿轮部件18并行地相连，用于为输出部件19提供功率，或者当受控制而用作发电机时，通过行星齿轮组60从输出部件19中接收功率。
如同本领域中技术人员所理解的那样，控制器88，如电子控制单元可操作地通过信号通讯而与电动机/发电机80相连，以便控制在能量存储装置如电池86与电动机/发电机80之间的电功率流动。这样，当电动机/发电机80受到控制器控制而用作电动机时，电功率从电池86流向电动机/发电机80，从而为其提供功率。或者，如果电动机/发电机80受到控制器控制而用作发电机时，电动机/发电机80将旋转能量转换成存储在电池86中的电功率。
可选的减振器90、例如扭转弹簧可操作地连接在输入部件17和主轴16之间。减振器90用于吸收发动机的振动，使其不会传到主轴16上，并且不会影响变速器10的平稳操作。
如图中所示，输入部件17以及同轴的主轴和输出部件19共享一条公共旋转轴线92，行星齿轮组20，30，40，60以及电动机/发电机的转子80绕这个公共旋转轴线92旋转。扭矩传送机构的旋转部分也绕公共旋转轴线92旋转。扭矩通过绕公共旋转轴线92旋转的第一传动齿轮94以及接地至变速器外壳76上的轴承96，而从输出部件19中传出。第一传动齿轮94与第二传动齿轮98相互啮合，第二传动齿轮98绕第二旋转轴线100旋转。第三传动齿轮102与第四传动齿轮104相互啮合，以便为最终的传动部件106，108提供扭矩，最终的传动部件106，108通过第三旋转轴线111上的差速机构110而为车轮提供旋转。
扭矩传送机构50，52，54，56，58和59可选择性地接合，以提供六种前进模式和一种倒档模式。如此处所用的用语“模式”是一种特殊的操作状态，其包含通过一个特定的扭矩传送机构或多个扭矩传送机构的接合而获得的连续速度比范围或者仅仅一个固定速度比。利用扭矩传送机构54和59的接合，可建立倒档速度比。如果行星齿轮组20的环形齿轮/中心齿轮的齿数比为2.24，行星齿轮组30的环形齿轮/中心齿轮的齿数比为2.17，并且行星齿轮组40的环形齿轮/中心齿轮的齿数比为2.94，那么倒档速度比将为-2.94。利用扭矩传送机构50，58和59的接合，可建立第一前进模式。如果电动机/发电机80被控制成不影响输出部件19的速度，那么将获得4.584的第一固定速度比。利用扭矩传送机构52和58的接合，可建立第二前进模式。如果电动机/发电机80被控制成不影响输出部件19的速度、那么将获得2.964的固定速度比。利用扭矩传送机构54和58的接合，可建立第三前进模式。如果电动机/发电机80被控制成不影响输出部件19的速度，那么将获得1.912的固定速度比。利用扭矩传送机构56和58的接合，可建立第四前进模式。如果电动机/发电机80被控制成不影响输出部件19的速度，那么将获得1.446的固定速度比。利用扭矩传送机构54和56的接合，可建立第五前进模式，并建立直接的传动比1.0。利用扭矩传送机构52和56的接合，可建立第六前进模式。如果电动机/发电机80被控制成不影响输出部件19的速度，那么第六前进模式将是0.746的固定速度比。利用了上述环形齿轮/中心齿轮齿数比样本的总传动比为6.14。
机电变速器10的同轴设置允许电动机/发电机80、行星齿轮组60以及减振器90组装在一个具有轴向宽度114的组装空间112中。组装空间112还代表了在多速非混合式变速器中通常组装在轴向宽度114中的扭矩转换器。实际上，通过从组装空间112中去掉扭矩转换器并安装电动机/发电机80、行星齿轮组60以及减振器90，从而可转换或重新设计非混合式多速变速器，以获得机电变速器10。这样，通过将混合系统的元件(电动机/发电机80和另外的行星齿轮组60)组装在组装空间112中，现有的变速器设计可以得到有效利用，并且可以最小的重新设计步骤来实现机电变速器10。另外，因为输出部件19与输出部件17以及主轴16同心，所以电动机/发电机可持续地连接在变速器10的输出端上(即与输出部件19相连，该输出部件19位于选择性接合的扭矩传送机构的功率流的下游)。这就允许电动机/发电机80用于再生式制动，而不会受到变速器换档的影响。具体地说，电动机/发电机在制动过程中可吸收输出部件19的能量，并将能量存储在电池86中。电动机/发电机可以这种方式在每种变速器模式下(即，在建立传动比或传动比范围的扭矩传送机构的每种组合下)工作，这是因为输出部件19和电动机/发电机之间的连接是没有选择性接合的(即，在输出部件19与至电动机/发电机80的连接之间没有扭矩传送机构)。
在混合系统停止之后，机电变速器10利用发动机起动电动机/发电机来起动发动机。为了起动发动机，起动电动机/发动机116(也称为带式交流电机起动(BAS)电动机，本领域中的技术人员可以很好地懂得其操作)，通过离合器118的接合而选择性地与输入部件17相连，离合器118通过旋转的传动元件120、例如传动链或皮带，而将扭矩从起动电动机/发电机116传送到输入部件17中，传动链或皮带通过第一和第二旋转元件124和126而将起动轴122连接在输入部件17上。旋转元件124和126是皮带轮或链轮，并且分别与起动轴122和输入部件17持续相连，并分别绕起动轴122和输入部件17旋转。离合器118优选是电磁离合器。当发动机速度在启动过程中提高时，扭矩传送机构50，58和59相接合而建立第一固定速度比，其中扭矩传送机构59滑动。
当离合器118形成接合时，也可将扭矩从输入部件17提供给起动轴122，并通过另外的旋转的传动元件，例如传动链128和130、而将扭矩从皮带轮或旋转元件132传递到皮带轮134和136上。由此而驱动其它车辆部件，包括助力方向盘系统140和空调系统142，???当离合器118脱离输入部件17时，发动机功率不再可用于为其它车辆部件提供动力。在这种情况下，起动电动机/发动机116可用作发电机，以便通过旋转的传动元件128，130以及皮带轮132，134和136而驱动部件140，142。起动电动机/发动机116、离合器118和各种旋转的传动元件120，128和130以及皮带轮126，132，134和136构成带式交流电机起动系统。
因此，上面关于图中变速器10所述的变速器重新设计方法包括，提供具有扭矩转换器的变速器10，该扭矩转换器(由组装空间112表示)组装在输入部件17和多个齿轮部件18之间。变速器10还具有输出部件19，其轴向地定位在多个齿轮部件18和扭矩转换器(即组装空间112)之间。扭矩转换器限定了轴向宽度114。该方法包括，利用电动机/发电机80替代扭矩转换器，该电动机/发电机80与输出部件19持续相连，并定位在轴向宽度114中。该方法还包括，增加差速齿轮组，例如行星齿轮组60，其具有第一、第二和第三部件，例如中心齿轮部件62、环形齿轮部件64和支架部件69。其中一个部件(中心齿轮部件52)与电动机/发电机80持续地相连，而另一部件(支架部件69)与输出部件19持续地相连。行星齿轮组60与电动机/发电机80同轴，并且组装在轴向宽度114中。该方法可包括，增加减振元件90，其与输入部件17以及多个齿轮部件18相连，并且也组装在轴向宽度114中。通过这种方法，可重新设计现有的非混合式变速器，并通过简单地去掉扭矩转换器，而将电动机/发电机80组装在之前扭矩转换器所占据的组装空间112中，从而将非混合式变速器转换成机电变速器。
虽然上面已经详细介绍了用于实现本发明的最佳模式，但是，本发明相关领域的技术人员应该懂得，在所附权利要求的范围内，可包括各种用于实施本发明的备选设计和实施例。

Claims (17)

1.一种机电变速器，包括：
输入部件，其用于接收来自发动机的功率；
输出部件；
多个齿轮部件，其可操作而用于改变所述输入部件和所述输出部件之间的速度比；所述输入部件与其中一个所述齿轮部件相连，并且所述输出部件与另一个所述齿轮部件相连；和
电动机/发电机，其与所述输出部件操作式地相连，与所述另一齿轮部件并联；
所述电动机/发电机轴向地安装在所述输入部件与所述多个齿轮部件之间。
2.根据权利要求1所述的机电变速器，其特征在于，所述多个齿轮部件和所述电动机/发电机围绕所述输入部件与所述输出部件所限定的公共旋转轴线而旋转。
3.根据权利要求2所述的机电变速器，其特征在于，还包括：
主轴，与所述输入部件相连的所述齿轮部件通过所述主轴相连；和
所述输出部件是与所述主轴同轴的传动轴。
4.根据权利要求3所述的机电变速器，其特征在于，还包括：
具有第一、第二和第三部件的行星齿轮组；所述电动机/发电机与所述行星齿轮组的其中一个所述部件相连，并且所述传动轴与所述行星齿轮组的另一个所述部件相连。
5.根据权利要求4所述的机电变速器，其特征在于，所述行星齿轮组的所述部件包括环形齿轮部件、中心齿轮部件和支架部件；和
所述电动机/发电机与所述中心齿轮部件相连，所述支架部件与所述传动轴相连，并且所述环形齿轮部件与固定部件相连。
6.根据权利要求1所述的机电变速器，其特征在于，还包括：
连接在所述输入部件和所述多个齿轮部件之间的减振器。
7.根据权利要求1所述的机电变速器，其特征在于，还包括：
起动电动机/起动发电机；
旋转的传动元件；
离合器，其可选择性地接合，而使所述起动电动机/起动发电机与所述输入部件通过所述旋转的传动元件相连，从而允许所述起动电动机/起动发电机为所述输入部件提供扭矩以用于起动所述发动机，或从所述输入部件接收扭矩以驱动其它车辆部件。
8.根据权利要求1所述的机电变速器，其特征在于，所述多个齿轮部件包括第一、第二和第三行星齿轮组，并且还包括：
多个扭矩传送机构，每个扭矩传送机构可选择性地接合，从而使其中一个相应的所述齿轮部件与另一个相应的所述齿轮部件、与所述输入部件或与固定部件相连。
9.根据权利要求8所述的机电变速器，其特征在于，所述扭矩传送机构可选择性地接合，以建立多种前进模式；并且所述电动机/发电机与所述输出部件持续地相连，从而使得在每种所述前进模式下可发生从所述输出部件至所述电动机/发电机的扭矩传递。
10.根据权利要求1所述的机电变速器，其特征在于，所述变速器没有扭矩转换器。
11.一种机电变速器，包括：
输入部件，其用于接收来自发动机的功率；
输出部件；
主轴；所述输出部件与所述主轴是同心的；
多个齿轮部件，其连接在所述主轴和所述输出部件之间，用于改变它们之间的速度比；
电动机/发电机；和
具有第一、第二和第三部件的差速齿轮组，所述电动机/发电机与所述差速齿轮组的其中一个所述部件相连，并且所述输出部件与所述差速齿轮组的另一个所述部件相连，所述电动机/发电机和差速齿轮组同心，并且同轴地对准，以便绕所述主轴和所述输出部件旋转。
12.根据权利要求11所述的机电变速器，其特征在于，还包括：
连接在所述输入部件和所述主轴之间，以用于吸收发动机振动的减振器。
13.根据权利要求11所述的机电变速器，其特征在于，所述电动机/发电机和所述输出部件与所述差速齿轮组的相应的所述部件持续地相连。
14.根据权利要求11所述的机电变速器，其特征在于，还包括：
起动电动机/起动发电机；
旋转的传动元件；
离合器，其可选择性地接合，以便使所述起动电动机/起动发电机与所述输入部件通过所述旋转的传动元件相连，从而允许所述起动电动机/起动发电机为所述输入部件提供扭矩以用于起动发动机，或从所述输入部件接收扭矩以驱动其它车辆部件。
15.一种重新设计变速器的方法，包括：
提供变速器，其具有：
扭矩转换器；
输入部件和输出部件；
用于将扭矩从所述输入部件传送到所述输出部件上的多个齿轮部件；
所述扭矩转换器组装在所述输入部件和所述多个齿轮部件之间，并且所述输出部件轴向地定位在所述多个齿轮部件和所述扭矩转换器之间；
所述扭矩转换器限定了轴向宽度；以及
用电动机/发电机替代所述扭矩转换器，所述电动机/发电机与所述输出部件持续地相连，并定位在所述轴向宽度内。
16.根据权利要求15所述的方法，其特征在于，还包括：
增加具有第一、第二和第三部件的差速齿轮组，其中一个所述部件与所述电动机/发电机持续地相连，而另一个所述部件与所述输出部件持续地相连，所述差速齿轮组与所述电动机/发电机同轴，并且组装在所述轴向宽度内。
17.根据权利要求15所述的方法，其特征在于，还包括：
增加减振元件，其连接在所述输入部件和所述多个齿轮部件之间，并组装在所述轴向宽度内。
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