CN111791695A - Hybrid power transmission and automobile - Google Patents

Hybrid power transmission and automobile Download PDF

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Publication number
CN111791695A
CN111791695A CN201910275537.1A CN201910275537A CN111791695A CN 111791695 A CN111791695 A CN 111791695A CN 201910275537 A CN201910275537 A CN 201910275537A CN 111791695 A CN111791695 A CN 111791695A
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CN
China
Prior art keywords
gear
driven
assembly
driving
synchronizer
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Pending
Application number
CN201910275537.1A
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Chinese (zh)
Inventor
周乾坤
王志强
宫雨
陈衍娟
富辉
肖关兴
刘扬
朱建华
吕天杰
丁金刚
李丽
孙欣楠
程相川
邵立军
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BAIC Motor Powertrain Co Ltd
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BAIC Motor Powertrain Co Ltd
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Publication date
Application filed by BAIC Motor Powertrain Co Ltd filed Critical BAIC Motor Powertrain Co Ltd
Priority to CN201910275537.1A priority Critical patent/CN111791695A/en
Publication of CN111791695A publication Critical patent/CN111791695A/en
Pending legal-status Critical Current

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    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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

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

Abstract

The invention provides a hybrid power transmission and an automobile. The hybrid transmission includes: a first countershaft assembly including a first countershaft constant mesh gear; the second intermediate shaft assembly comprises a second intermediate shaft constant meshing gear and a driving gear for outputting two gears by the power of the motor; the second intermediate shaft constant mesh gear is meshed with the first intermediate shaft constant mesh gear; the third intermediate shaft assembly comprises a driven gear meshed with the two driving gears on the second intermediate shaft assembly and also comprises third intermediate shaft ring teeth; a synchronizer is arranged between the two driven gears on the third intermediate shaft assembly; the reverse gear shaft assembly comprises a reverse gear and reverse gear shaft ring teeth; a differential assembly including a differential ring gear; wherein the differential ring gear is simultaneously meshed with the output shaft ring gear, the reverse gear ring gear and the third intermediate shaft ring gear. According to the scheme, the torque output is increased by increasing the transmission ratio, so that the type selection of the motor is facilitated; by increasing the transfer path, the arrangement of the motor is facilitated.

Description

Hybrid power transmission and automobile
Technical Field
The invention relates to the field of automobile transmission systems, in particular to a hybrid power transmission and an automobile.
Background
Because environmental pollution is increasingly serious and energy crisis is high, the national and consumer requirements on the automobile industry are higher and higher, and how to reduce oil consumption and pollutant emission becomes the first problem to be solved urgently in the automobile industry. In order to meet the requirement of environmental protection, the transmission of the hybrid electric vehicle is produced. The hybrid power transmission in the prior art has the problems that a motor is not easy to select types and is not easy to arrange on the whole vehicle.
Disclosure of Invention
The embodiment of the invention provides a hybrid power transmission and an automobile, which are used for solving the problem that in the prior art, a motor of the hybrid power automobile transmission is not easy to select and arrange.
In order to solve the above technical problem, an embodiment of the present invention provides the following technical solutions:
one embodiment of the present invention provides a hybrid transmission including:
an input shaft assembly for engine power input, said input shaft assembly including a drive gear;
the output shaft assembly comprises a driven gear meshed with the driving gear of the input shaft assembly and also comprises output shaft ring teeth;
wherein one of the driving gear and the driven gear which are engaged with each other is provided with a synchronizer;
the first intermediate shaft assembly is used for power input of the motor and comprises a first intermediate shaft constant meshing gear;
the second intermediate shaft assembly comprises a second intermediate shaft constant meshing gear and a driving gear for outputting two gears corresponding to the power of the motor;
wherein the second countershaft normally meshed gear is meshed with the first countershaft normally meshed gear;
the third intermediate shaft assembly comprises a driven gear meshed with the driving gear of the second intermediate shaft assembly and also comprises third intermediate shaft ring teeth; a synchronizer is arranged between the two driven gears on the third intermediate shaft assembly;
the reverse gear shaft assembly comprises a reverse gear and reverse gear shaft ring teeth;
a differential assembly for output including a differential ring gear;
wherein the differential ring gear simultaneously meshes with the output shaft ring gear, the reverse gear ring gear, and the third intermediate shaft ring gear.
Optionally, the hybrid transmission, wherein the input shaft assembly includes 6 drive gears corresponding to different gears respectively;
the output shaft assembly comprises 6 driven gears respectively corresponding to different gears;
wherein 6 driving gears and 6 driven gears are meshed one by one correspondingly to form 6 gear sets.
Alternatively, the hybrid transmission, wherein,
a first synchronizer is arranged between a first-gear driven gear corresponding to a first gear and a second-gear driven gear corresponding to a second gear in the 6 driven gears on an output shaft of the output shaft assembly; the output shaft is fixedly connected with the first synchronizer and is connected with the first-gear driven gear and the second-gear driven gear through bearings;
a second synchronizer is arranged between a third gear driving gear corresponding to a third gear and a fourth gear driving gear corresponding to a fourth gear in the 6 driving gears on the input shaft of the input shaft assembly; the input shaft is fixedly connected with the second synchronizer and is connected with the third-gear driving gear and the fourth-gear driving gear through bearings;
a third synchronizer is arranged between a fifth gear driving gear corresponding to a fifth gear and a sixth gear driving gear corresponding to a sixth gear in the 6 driving gears on the input shaft; the input shaft is fixedly connected with the third synchronizer and is connected with the fifth gear driving gear and the sixth gear driving gear through bearings.
Optionally, the hybrid transmission, wherein a reverse synchronizer is provided between a reverse shaft of the reverse assembly and the reverse gear;
the reverse gear shaft is fixedly connected with the reverse gear shaft synchronizer and is connected with the reverse gear through a bearing;
the reverse gear is meshed with the first-gear driven gear.
Optionally, the hybrid transmission, wherein the third countershaft assembly comprises a third countershaft, wherein the driven gear of the third countershaft assembly comprises: the electric driving first gear driven gear corresponds to the electric driving first gear and the electric driving second gear driven gear corresponds to the electric driving second gear;
an electric drive synchronizer is arranged between the electric drive first-gear driven gear and the electric drive second-gear driven gear;
the third intermediate shaft is fixedly connected with the electric drive synchronizer, is connected with the electric drive first-gear driven gear and the electric drive second-gear driven gear through bearings, and is integrally connected with the third intermediate shaft ring gear.
Optionally, the hybrid transmission, wherein the second countershaft assembly comprises a second countershaft, wherein the drive gear of the second countershaft assembly comprises: the electric drive second gear driving gear corresponds to the electric drive second gear and the electric drive first gear driving gear corresponds to the electric drive first gear;
the second intermediate shaft is integrally connected with the electrically-driven second-gear driving gear, the electrically-driven first-gear driving gear and the second intermediate shaft normally-meshed gear respectively.
An embodiment of the invention further provides an automobile, wherein the automobile comprises the hybrid power transmission.
Optionally, the automobile, wherein the automobile further comprises:
an engine, wherein an output shaft of the engine is connected with the input shaft assembly;
and a motor shaft gear of the motor is fixedly connected with the first intermediate shaft constant mesh gear.
The invention has the beneficial effects that:
according to the scheme, the motor is driven by two gears, so that the transmission ratio can be increased, the torque output is increased, the working efficiency of the motor is improved, and the type selection of the motor is facilitated; meanwhile, a transmission path is increased, and arrangement of a motor on the whole vehicle is facilitated.
Drawings
Fig. 1 is a schematic structural view of a hybrid transmission according to an embodiment of the present invention.
FIG. 2 is a schematic diagram of an engine-driven third gear transmission route according to an embodiment of the invention.
FIG. 3 is a schematic diagram of a second gear transmission route driven by a motor according to an embodiment of the invention.
FIG. 4 shows a schematic diagram of a hybrid drive train according to an embodiment of the present invention.
FIG. 5 is a schematic illustration of the transmission path for reverse operation according to the embodiment of the present invention.
Fig. 6 shows a schematic of a drive line for routine vehicle charging in accordance with the invention.
FIG. 7 is a schematic diagram of a transmission line for recovering braking energy during braking according to an embodiment of the invention.
Description of reference numerals:
001-input shaft assembly; 002-output shaft assembly; 003-reverse gear shaft assembly; 004-a differential assembly; 005-a third countershaft assembly; 006-a second countershaft assembly; 007-a first intermediate shaft assembly; 008-motor shaft assembly; 101-an input shaft; 102-first gear driving gear; 103-a second gear driving gear; 104-third gear driving gear; 105-fourth gear driving gear; 106-fifth gear driving gear; 107-sixth gear driving gear; 108-a second synchronizer; 109-a third synchronizer; 201-output shaft; 202-output shaft ring gear; 203-first gear driven gear; 204-second gear driven gear; 205-third gear driven gear; 206-fourth gear driven gear; 207-fifth gear driven gear; 208-sixth driven gear; 209-first synchronizer; 301-reverse shaft; 302-reverse synchronizer; 303-reverse gear; 304-reverse ring gear; 401 — differential output; 402-differential ring gear; 501-a third intermediate shaft; 502-third intermediate shaft ring gear; 503-electrically driving a second gear driven gear; 504-electrically driving the first gear driven gear; 505-an electrically driven synchronizer; 601-a second intermediate shaft; 602-electrically driving a second gear driving gear; 603-electrically driving a first gear driving gear; 604-second countershaft constant mesh gear; 701-a first intermediate shaft constant mesh gear; 801-motor shaft gear.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in detail with reference to the accompanying drawings and specific embodiments.
The invention provides a hybrid power transmission and an automobile, aiming at the problems that in the prior art, a motor is not easy to select and is not easy to arrange on the whole automobile.
As shown in fig. 1, one embodiment of the present invention provides a hybrid transmission including: input shaft assembly 001, output shaft assembly 002, reverse shaft assembly 003, differential assembly 004, third intermediate shaft assembly 005, second intermediate shaft assembly 006, first intermediate shaft assembly 007, motor shaft assembly 008.
Specifically, the input shaft assembly 001 includes:
the transmission includes an input shaft 101, a first gear driving gear 102, a second gear driving gear 103, a third gear driving gear 104, a fourth gear driving gear 105, a fifth gear driving gear 106, a sixth gear driving gear 107, a second synchronizer 108, and a third synchronizer 109.
Wherein the third synchronizer 109 is disposed between the fifth gear driving gear 106 and the sixth gear driving gear 107 on the input shaft 101; the second synchronizer 108 is disposed between the fourth gear driving gear 105 and the fifth gear driving gear 106.
The input shaft 101 is integrally connected with the first gear driving gear 102 and the second gear driving gear 103; the input shaft 101 is connected with the third-gear driving gear 104, the fourth-gear driving gear 105, the fifth-gear driving gear 106 and the sixth-gear driving gear 107 through bearings; alternatively, the connection may be through needle bearings; the input shaft 101 is fixedly connected with the second synchronizer 108 and the third synchronizer 109; alternatively, they may be connected by splines; the input shaft 101 is connected with the output end of the clutch; alternatively, they may be connected by external splines.
It should be noted that the second synchronizer 108 can realize the engagement or disengagement of the input shaft 101 and the third-gear driving gear 104, and can also realize the engagement or disengagement of the input shaft 101 and the fourth-gear driving gear 105; the third synchronizer 109 can realize the coupling or the decoupling of the input shaft 101 and the fifth-gear driving gear 106, and can also realize the coupling or the decoupling of the input shaft 101 and the fourth-gear driving gear 107, thereby realizing the switching between different gears.
Specifically, the output shaft assembly 002 includes:
an output shaft 201, an output shaft ring gear 202, a first-speed driven gear 203, a second-speed driven gear 204, a third-speed driven gear 205, a fourth-speed driven gear 206, a fifth-speed driven gear 207, a sixth-speed driven gear 208, and a first synchronizer 209.
Wherein the first synchronizer 209 is provided between the first-speed driven gear 203 and the second-speed driven gear 204 on the output shaft 201.
Wherein the output shaft 201 is integrally connected with the output shaft ring gear 202, the third-speed driven gear 205, the fourth-speed driven gear 206, the fifth-speed driven gear 207 and the sixth-speed driven gear 208; the output shaft 201 is connected with the first-gear driven gear 203 and the second-gear driven gear 204 through bearings; alternatively, the connection may be through needle bearings; the output shaft 201 is fixedly connected with the first synchronizer 209; alternatively, they may be connected by splines.
Wherein the first-speed driven gear 203 is meshed with the first-speed driving gear 102; the second-gear driven gear 204 is meshed with the second-gear driving gear 103; the third driven gear 205 is engaged with the second driving gear 104; the fourth gear driven gear 206 is engaged with the fourth gear driving gear 105; the fifth-speed driven gear 207 is meshed with the fifth-speed driving gear 106; the sixth-speed driven gear 208 is engaged with the sixth-speed driving gear 107. The drive gear and the driven gear which are meshed in pairs form 6 gear sets which respectively correspond to 6 gears of the engine.
It should be noted that the first synchronizer 209 can realize the coupling or the decoupling of the output shaft 201 and the first-gear driven tooth 203, and can also realize the coupling or the decoupling of the output shaft 201 and the second-gear driven gear 204, thereby realizing the switching between different gears.
Specifically, the reverse gear shaft assembly 003 includes:
reverse shaft 301, reverse synchronizer 302, reverse gear 303, reverse ring gear 304.
Wherein the reverse shaft 301 is integrally connected with the reverse collar tooth 304; the reverse gear shaft 301 is connected with the reverse gear 303 through a bearing; alternatively, the connection may be through needle bearings; the reverse gear shaft 301 is fixedly connected with the reverse gear synchronizer 302; alternatively, they may be connected by splines; the reverse shaft gear 301 is engaged with the first-speed driven gear 203.
It should be noted that the reverse synchronizer 302 can realize the engagement or disengagement of the reverse shaft 301 and the reverse gear 303, so as to realize the switching between the reverse gear state and the forward gear state.
Specifically, the differential assembly 004 includes: differential output 401, differential ring gear 402. The differential output 401 is integrally connected to the differential ring gear 402.
Specifically, the third countershaft assembly 005 includes:
third countershaft 501, third countershaft ring gear 502, electrically driven second gear driven gear 503, electrically driven first gear driven gear 504, and electrically driven synchronizer 505.
Wherein third countershaft 501 is integrally connected with third countershaft ring gear 502; the third intermediate shaft 501 is connected with the electrically-driven second-gear driven gear 503 and the electrically-driven first-gear driven gear 504 through bearings, and optionally, can be connected through needle bearings; the third intermediate shaft 501 is fixedly connected to the electrically driven synchronizer 505, optionally by a spline connection.
It should be noted that the electrically driven synchronizer 505 can couple or decouple the third countershaft 501 with or from the electrically driven first-speed driven gear 504, and can also couple or decouple the third countershaft 501 with or from the electrically driven second-speed driven gear 503, so as to realize the switching between different electrically driven gears.
Specifically, the second intermediate shaft assembly 006 includes:
a second intermediate shaft 601, an electrically driven second gear driving gear 602, an electrically driven first gear driving gear 603 and a second intermediate shaft constant mesh gear 604.
Wherein the second intermediate shaft 601 is integrally connected with the electrically driven second gear driving gear 602, the electrically driven first gear driving gear 603 and the second intermediate shaft constantly meshed gear 604; the electrically driven first gear driving gear 603 is engaged with the electrically driven first gear driven gear 504; the electrically driven second speed driving gear 602 is engaged with the electrically driven second speed driven gear 503.
Specifically, the first countershaft assembly 007 includes a first countershaft constantly meshing gear 701.
Specifically, the motor shaft assembly 008 includes a motor shaft gear 801.
It should be noted that the first intermediate shaft constant mesh gear 701 meshes with the second intermediate shaft constant mesh gear 604 and the motor shaft gear 801 simultaneously. The differential ring gear (402) is simultaneously meshed with the output shaft ring gear (202), the reverse ring gear (304), and the third intermediate shaft ring gear (502).
Further, as shown in fig. 2, the vehicle is driven forward by the power supplied by the engine only, taking the third gear as an example: the second synchronizer 108 integrally connects the third driving gear 104 and the input shaft 101. The power transmission route is formed by the input shaft 101 through the third-gear driving gear 104, the third-gear driven gear 205, the output shaft 201, the output shaft ring gear 202 and the differential assembly 004 to output power to the whole vehicle. When other gears are combined, the engaging or disengaging state of the corresponding gear synchronizer is changed to generate respective power transmission routes and output power, so that the independent driving function of the engine is realized.
Further, as shown in fig. 3, only the motor provides power to drive the vehicle forward, taking the second gear as an example: the electrically driven synchronizer 505 integrally connects the third countershaft 501 with the electrically driven second speed driven gear 503. The power transmission line is powered by the motor shaft assembly 008, and the power of the whole vehicle is output through the motor shaft gear 801, the first intermediate shaft normally meshed gear 701, the second intermediate shaft 601, the electrically driven second gear driving gear 602, the electrically driven second gear driven gear 503, the third intermediate shaft ring gear 502 and the differential assembly 004, so that the motor is driven independently; meanwhile, a transmission path is increased, and the arrangement of the motor on the whole vehicle is facilitated. Meanwhile, the functions of electronic starting and stopping, electronic starting and sliding, electronic power assisting and the like can be realized, the problem of pause and frustration caused by the fact that the clutch is disconnected from power interruption in the gear shifting process is solved, and the gear shifting device is simple in structure, compact in arrangement and low in cost.
Further, as shown in fig. 4, the engine and the motor provide power simultaneously to drive the vehicle forward, taking a forward fifth gear and an electrically driven second gear as examples: the third synchronizer 109 integrally connects the fifth gear driving gear 106 and the input shaft 101; the electrically driven synchronizer 505 integrally connects the third countershaft 501 with the electrically driven second speed driven gear 503. The power transmission route is realized by two routes:
the first transmission route is as follows: the power of the engine is output through the clutch, the input shaft 101, the fifth-gear driving gear 106, the fifth-gear driven gear 207, the output shaft 201, the output shaft ring gear 202 and the differential assembly 004.
And a second transmission route: the motor power is output through the motor shaft gear 801, the first intermediate shaft constant mesh gear 701, the second intermediate shaft 601, the electric drive second gear driving gear 602, the electric drive second gear driven gear 503, the third intermediate shaft ring gear 502 and the differential assembly 004.
The two power transmission routes are merged at a differential assembly 004 to carry out power output on the whole vehicle. When other gears are combined, respective hybrid power transmission routes are generated, power is output, and the function of hybrid driving is further achieved.
The motor drive can be separated when the engine is driven independently, and the motor can still be driven independently by the engine when the motor fails.
Further, as shown in fig. 5, in the vehicle reverse state:
when the engine provides power for driving: the reverse synchronizer 302 integrally connects the reverse gear 303 with the reverse shaft 301, and the power transmission route performs power output on the whole vehicle through the input shaft 101, the first-gear driving gear 102, the first-gear driven gear 203, the reverse gear 303, the reverse shaft 301, the reverse ring gear 304 and the differential assembly 004.
When the motor provides power: the electrically driven synchronizer 505 integrally connects the third countershaft 501 with the electrically driven first-speed driven gear 504, and the power transmission route is configured to power output the entire vehicle through the motor shaft gear 801, the first countershaft normally meshed gear 701, the second countershaft 601, the electrically driven first-speed driving gear 603, the electrically driven first-speed driven gear 504, the second countershaft 601, the third countershaft 501, the third countershaft ring gear 502 and the differential assembly 004.
When power is supplied by mixing: the two transmission routes are merged at the differential assembly 004 to carry out power output on the whole vehicle.
Further, as shown in fig. 6, the vehicle is charged during running, taking forward sixth gear and electrically driven second gear as examples: the third synchronizer 109 integrally connects the sixth gear driving gear 107 with the input shaft 101, and the electrically driven synchronizer 505 integrally connects the third intermediate shaft 501 with the electrically driven second gear driven gear 503. The power transmission route is as follows:
a part of the power provided by the engine is used for outputting power to the whole vehicle through the input shaft 101, the sixth-gear driving gear 107, the sixth-gear driven gear 208, the output shaft 201, the output shaft ring gear 202 and the differential assembly 004; the other part of the energy is transmitted to the motor through the third intermediate shaft ring gear 502, the third intermediate shaft 501, the electrically driven second gear driven gear 503, the electrically driven second gear driving gear 602, the second intermediate shaft 601, the second intermediate shaft normally meshed gear 604, the first intermediate shaft normally meshed gear 701 and the motor shaft gear 801, and the motor generates electricity and stores the electricity into a battery, so that the recovery of the vehicle running energy is realized.
Further, as shown in fig. 7, in the vehicle braking energy recovery state, taking the electrically-driven first gear as an example: the electrically driven synchronizer 505 integrally connects the third intermediate shaft 501 with the electrically driven first-speed driven gear 504, and the power transmission route is as follows:
when the vehicle brakes, the kinetic energy of the vehicle drives the motor through the differential assembly 004, the third intermediate shaft ring gear 502, the third intermediate shaft 501, the electrically driven first-gear driven gear 504, the electrically driven first-gear driving gear 603, the second intermediate shaft 601, the second intermediate shaft normally meshed gear 604, the first intermediate shaft normally meshed gear 701 and the motor shaft gear 801, and the motor generates electricity and stores the electricity into the battery, so that the recovery of the braking energy of the vehicle is realized.
Embodiments of the present invention also provide an automobile including the hybrid transmission as described above.
While the preferred embodiments of the present invention have been described, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined in the following claims.

Claims (8)

1. A hybrid transmission, comprising:
an input shaft assembly (001) for engine power input, the input shaft assembly (001) comprising a drive gear;
an output shaft assembly (002) including a driven gear meshed with a driving gear of the input shaft assembly (001) and an output shaft ring gear (202);
wherein one of the driving gear and the driven gear which are engaged with each other is provided with a synchronizer;
a first countershaft assembly (007) for motor power input including a first countershaft constantly meshing gear (701);
the second intermediate shaft assembly (006) comprises a second intermediate shaft constant mesh gear (604) and a driving gear for outputting two gears corresponding to the power of the motor;
wherein the second countershaft normally meshed gear (604) is meshed with the first countershaft normally meshed gear (701);
a third countershaft assembly (005) including a driven gear in mesh with the drive gear of the second countershaft assembly (006) and a third countershaft ring gear (502); a synchronizer is arranged between the two driven gears on the third intermediate shaft assembly (005);
a reverse shaft assembly (003) including a reverse gear (303) and a reverse collar gear (304);
a differential assembly (004) for output including a differential ring gear (402);
wherein the differential ring gear (402) meshes with the output shaft ring gear (202), the reverse ring gear (304), and the third intermediate shaft ring gear (502) simultaneously.
2. The hybrid transmission of claim 1, wherein the input shaft assembly (001) includes 6 drive gears corresponding to different gears, respectively;
the output shaft assembly (002) includes 6 driven gears respectively corresponding to different gears;
wherein 6 driving gears and 6 driven gears are meshed one by one correspondingly to form 6 gear sets.
3. The hybrid transmission of claim 2,
a first synchronizer (209) is arranged between a first-gear driven gear (203) corresponding to a first gear and a second-gear driven gear (204) corresponding to a second gear in 6 driven gears on an output shaft (201) of the output shaft assembly (002); wherein the output shaft (201) is fixedly connected with the first synchronizer (209) and is connected with the first-gear driven gear (203) and the second-gear driven gear (204) through bearings;
a second synchronizer (108) is arranged between a third gear driving gear (104) corresponding to a third gear and a fourth gear driving gear (105) corresponding to a fourth gear in the 6 driving gears on an input shaft (101) of the input shaft assembly (001); the input shaft (101) is fixedly connected with the second synchronizer (108) and is connected with the third-gear driving gear (104) and the fourth-gear driving gear (105) through bearings;
a third synchronizer (109) is arranged between a fifth gear driving gear (106) corresponding to a fifth gear and a sixth gear driving gear (107) corresponding to a sixth gear in the 6 driving gears on the input shaft (101); the input shaft (101) is fixedly connected with the third synchronizer (109), and is connected with the fifth gear driving gear (106) and the sixth gear driving gear (107) through bearings.
4. The hybrid transmission of claim 3,
a reverse synchronizer (302) is arranged between a reverse shaft (301) of the reverse gear assembly (003) and the reverse gear (303);
the reverse gear shaft (301) is fixedly connected with the reverse gear shaft synchronizer (302) and is connected with the reverse gear (303) through a bearing;
the reverse gear (303) is meshed with the first-gear driven gear (203).
5. The hybrid transmission of claim 1, wherein the third countershaft assembly (005) comprises a third countershaft (501), wherein the driven gear of the third countershaft assembly (005) comprises: an electrically driven first-speed driven gear (504) corresponding to the electrically driven first speed and an electrically driven second-speed driven gear (503) corresponding to the electrically driven second speed;
wherein an electrically driven synchronizer (505) is arranged between the electrically driven first gear driven gear (504) and the electrically driven second gear driven gear (503);
the third intermediate shaft (501) is fixedly connected with the electric drive synchronizer (505), is connected with the electric drive first-gear driven gear (504) and the electric drive second-gear driven gear (503) through bearings, and is integrally connected with the third intermediate shaft ring gear (502).
6. The hybrid transmission of claim 1, wherein the second countershaft assembly (006) includes a second countershaft (601), wherein the drive gear of the second countershaft assembly (006) includes: an electrically driven second gear driving gear (602) corresponding to the electrically driven second gear and an electrically driven first gear driving gear (603) corresponding to the electrically driven first gear;
the second intermediate shaft (601) is integrally connected with the electrically-driven second-gear driving gear (602), the electrically-driven first-gear driving gear (603) and the second intermediate shaft normally-meshed gear (604).
7. An automobile characterized by comprising the hybrid transmission of any one of claims 1 to 6.
8. The automobile of claim 7, further comprising:
an engine, wherein an output shaft (201) of the engine is connected with the input shaft assembly (001);
and a motor shaft gear (801) of the motor is fixedly connected with the first intermediate shaft constant meshing gear (701).
CN201910275537.1A 2019-04-08 2019-04-08 Hybrid power transmission and automobile Pending CN111791695A (en)

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CN201910275537.1A CN111791695A (en) 2019-04-08 2019-04-08 Hybrid power transmission and automobile

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Cited By (1)

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Application publication date: 20201020