CN113969961A - Automobile and hybrid power automatic transmission thereof - Google Patents

Automobile and hybrid power automatic transmission thereof Download PDF

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Publication number
CN113969961A
CN113969961A CN202010714242.2A CN202010714242A CN113969961A CN 113969961 A CN113969961 A CN 113969961A CN 202010714242 A CN202010714242 A CN 202010714242A CN 113969961 A CN113969961 A CN 113969961A
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China
Prior art keywords
gear
driven gear
clutch
synchronizer
output shaft
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Granted
Application number
CN202010714242.2A
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Chinese (zh)
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CN113969961B (en
Inventor
龙雨诗
凌晓明
刘学武
黄波
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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Priority to CN202010714242.2A priority Critical patent/CN113969961B/en
Publication of CN113969961A publication Critical patent/CN113969961A/en
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Publication of CN113969961B publication Critical patent/CN113969961B/en
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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
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/085—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with more than one output shaft
    • 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
    • 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
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • 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
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • 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
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02086—Measures for reducing size of gearbox, e.g. for creating a more compact transmission casing
    • 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
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds
    • 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)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Structure Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention relates to the technical field of automobiles, in particular to an automobile and a hybrid automatic transmission thereof.

Description

Automobile and hybrid power automatic transmission thereof
Technical Field
The invention relates to the technical field of automobiles, in particular to an automobile and a hybrid automatic transmission thereof.
Background
With the development of the automobile industry, the nation pays more and more attention to environmental protection, automobile emission regulations are becoming stricter, the requirements of users on the safety, comfort and fuel consumption economy of the whole automobile are higher and higher, and hybrid power driven automobiles, particularly P2 type hybrid drive, increasingly become the mainstream trend of the traditional power driven automobile in the period of transition to pure electric driven automobiles.
However, the hybrid automatic transmission in the prior art generally has relatively low transmission efficiency and high oil consumption, which leads to low fuel economy of the whole vehicle.
Disclosure of Invention
The invention aims to provide an automobile and a hybrid automatic transmission thereof, which are beneficial to reducing oil stirring loss, improving transmission efficiency and reducing oil consumption.
In order to achieve the above object, the present invention provides a hybrid automatic transmission including a first output shaft, a second output shaft, and first and second input shafts;
the first output shaft is provided with a six-gear driven gear and a seven-gear driven gear;
the second output shaft is provided with a second-gear driven gear, a fourth-gear driven gear, a third-gear driven gear and a fifth-gear driven gear;
the first input shaft is provided with a third-gear driving gear and a fifth-seventh-gear driving gear;
the second input shaft is provided with a second-gear driving gear and a fourth-sixth-gear driving gear;
the third-gear driving gear is meshed with the third-gear driven gear, the fifth-seventh-gear driving gear is meshed with the fifth-gear driven gear and the seventh-gear driven gear, the second-gear driving gear is meshed with the second-gear driven gear, and the fourth-sixth-gear driving gear is meshed with the fourth-gear driven gear and the sixth-gear driven gear.
Optionally, the second output shaft is provided with:
the second-fourth gear synchronizer is used for being connected with the second-gear driven gear or the fourth-gear driven gear to output power;
the third-fifth gear synchronizer is used for being connected with the third-gear driven gear or the fifth-gear driven gear to output power; and
and the fourth gear synchronizer is used for being connected with the third gear driven gear to output power.
Optionally, the second-gear driven gear, the second-fourth-gear synchronizer, the fourth-gear driven gear, the third-fifth-gear synchronizer and the fifth-gear driven gear are sequentially arranged along the axial direction of the second output shaft, and the fourth-gear synchronizer is fixedly connected with the fourth-gear driven gear.
Optionally, a reverse driven gear is arranged on the first output shaft, and the reverse driven gear is meshed with the second-gear driven gear.
Optionally, the first output shaft is provided with:
the six-gear-reverse synchronizer is used for being connected with the reverse driven gear or the six-gear driven gear to output power; and
and the seven-gear synchronizer is used for being connected with the seven-gear driven gear to output power.
Optionally, the reverse driven gear, the sixth gear-reverse synchronizer, the sixth gear driven gear, the seventh gear synchronizer and the seventh gear driven gear are sequentially arranged along the axial direction of the first output shaft.
Optionally, the clutch assembly further comprises a driving unit and a clutch assembly, wherein the driving unit is connected with the first input shaft or the second input shaft through the clutch assembly.
Optionally, the driving unit includes an engine and a driving motor, and the clutch assembly includes a first clutch for controlling the driving motor to be connected to or disconnected from the engine.
Optionally, the clutch assembly includes a dual clutch, the dual clutch includes a second clutch and a third clutch, the second clutch is used for controlling the first input shaft with the drive unit's connection and disconnection, the third clutch is used for controlling the second input shaft with the drive unit's connection and disconnection.
Based on the above object, the present invention also provides an automobile including the above hybrid automatic transmission.
The embodiment of the invention has the following technical effects:
according to the invention, the low-speed driven gear systems formed by the second-speed driven gear, the third-speed driven gear, the fourth-speed driven gear and the fifth-speed driven gear are all arranged on the second output shaft, and the high-speed driven gear system formed by the sixth-speed driven gear and the seventh-speed driven gear is arranged on the first output shaft, so that when the first output shaft and the second output shaft are arranged at the relative positions in the gear box, the first output shaft is arranged at the lower part of the gear box relative to the second output shaft, and the second output shaft is arranged at the upper part of the gear box, so that the volume of the low-speed driven gear system arranged on the second output shaft immersed in lubricating oil is smaller, the oil stirring loss of an automobile during low-speed operation is reduced, the transmission efficiency of the transmission is improved, and the oil consumption of the whole automobile is reduced.
Drawings
Fig. 1 is a schematic structural view of a preferred embodiment of the present invention.
Detailed Description
The following detailed description of embodiments of the present invention is provided in connection with the accompanying drawings and examples. The following examples are intended to illustrate the invention but are not intended to limit the scope of the invention.
The terms "first", "second", and the like are used herein to describe various information, but the information should not be limited to these terms, which are used only to distinguish the same type of information from each other. For example, "first" information may also be referred to as "second" information, and similarly, "second" information may also be referred to as "first" information, without departing from the scope of the present invention.
Referring to fig. 1, an embodiment of the present invention provides a hybrid automatic transmission including a first output shaft 14, a second output shaft 9, and a first input shaft 13 and a second input shaft 1 coaxially disposed;
the first output shaft 14 is provided with a sixth-speed driven gear 17 and a seventh-speed driven gear 15;
the second output shaft 9 is provided with a second-gear driven gear 3, a third-gear driven gear 7, a fourth-gear driven gear 5 and a fifth-gear driven gear 10;
the first input shaft 13 is provided with a third-gear driving gear 11 and a fifth-seventh-gear driving gear 12;
the second input shaft 1 is provided with a second-gear driving gear 24 and a fourth-sixth-gear driving gear 23;
wherein, the third gear driving gear 11 is meshed with the third gear driven gear 7, the fifth-seventh gear driving gear 12 is meshed with the fifth gear driven gear 10 and the seventh gear driven gear 15, the second gear driving gear 24 is meshed with the second gear driven gear 3, and the fourth-sixth gear driving gear 23 is meshed with the fourth gear driven gear 5 and the sixth gear driven gear 17.
According to the invention, low-speed driven gear systems formed by the second-speed driven gear 3, the third-speed driven gear 7, the fourth-speed driven gear 5 and the fifth-speed driven gear 10 are all arranged on the second output shaft 9, and a high-speed driven gear system formed by the sixth-speed driven gear 17 and the seventh-speed driven gear 15 is arranged on the first output shaft 14, so that when the first output shaft 9 and the second output shaft 14 are arranged at opposite positions in the gear box, the first output shaft 14 is arranged at the lower part of the gear box relative to the second output shaft 9, and the second output shaft 9 is arranged at the upper part of the gear box, so that the volume of the low-speed driven gear system arranged on the second output shaft 9 immersed in lubricating oil is small, the oil stirring loss of an automobile during low-speed operation is reduced, the transmission efficiency of a transmission is improved, and the oil consumption of the whole automobile is reduced.
Further, in order to realize the transmission gear switching between the second-speed driven gear 3 and the fourth-speed driven gear 5, and the third-speed driven gear 7 and the fifth-speed driven gear 10, and the synchronization of the third-speed driven gear 7 and the fourth-speed driven gear 5, the second output shaft 9 in the embodiment is provided with:
a second-fourth synchronizer 4 for connecting with the second-gear driven gear 3 or the fourth-gear driven gear 5 to output power;
a third-fifth synchronizer 8 for connecting with the third-gear driven gear 7 or the fifth-gear driven gear 10 to output power; and
and the fourth gear synchronizer 6 is used for being connected with the third gear driven gear 7 to output power.
Specifically, the second-gear driven gear 3, the second-fourth-gear synchronizer 4, the fourth-gear driven gear 5, the third-gear driven gear 7, the third-fifth-gear synchronizer 8 and the fifth-gear driven gear 10 of the present embodiment are sequentially arranged along the axial direction of the second output shaft 9, and the fourth-gear synchronizer 6 is fixedly connected with the fourth-gear driven gear 5.
Further, a reverse driven gear 21 is provided on the first output shaft 14, and the reverse driven gear 21 is engaged with the second driven gear 3.
In addition, in order to achieve the gear shift of the reverse driven gear 21 and the sixth driven gear 17, and the synchronization of the seventh driven gear 15 with the first output shaft 14, the first output shaft 14 in the present embodiment is provided with:
a sixth-reverse synchronizer 18 for connecting 17 with a reverse driven gear 21 or a sixth-reverse driven gear to output power; and
and a seventh-gear synchronizer 16 for connecting with the seventh-gear driven gear 15 to output power.
Wherein, the reverse driven gear 21, the sixth-reverse synchronizer 18, the sixth-speed driven gear 17, the seventh-speed synchronizer 16, and the seventh-speed driven gear 15 are sequentially arranged along the axial direction of the first output shaft 14.
Further, the clutch device comprises a driving unit and a clutch assembly, wherein the driving unit is connected with the first input shaft 13 or the second input shaft 1 through the clutch assembly.
The driving unit in this embodiment includes an engine 25 and a driving motor 29, the clutch assembly includes a first clutch 28 for controlling the connection or disconnection between the driving motor 29 and the engine 25, and the first clutch 28 implements multiple operating modes of the driving motor 29 and the engine 25, specifically, the clutch assembly includes a double clutch, the double clutch includes a second clutch 27 and a third clutch 26, the second clutch 27 is used for controlling the connection or disconnection between the first input shaft 13 and the driving unit, and the third clutch 26 is used for controlling the connection or disconnection between the second input shaft 1 and the driving unit.
Thus, the hybrid automatic transmission in the embodiment can realize the following operation modes:
pure electric drive mode: under the working condition, the first clutch 28 is disconnected, the engine 25 does not participate in driving, and the driving motor 29 outputs power, so that the vehicle can be used for low-speed working conditions such as vehicle starting and traffic jam; the second clutch 27 and the third clutch 26 are selectively closed to realize odd and even gears under the drive of the motor. Or when the vehicle runs smoothly on a good road surface, the first clutch 28 is disengaged, the load of the engine 25 during running of the vehicle is reduced, and the running resistance during coasting is reduced.
Engine 25 direct drive and motor drive parallel mode: in this condition, when the first clutch 28 is engaged, the engine 25 is driven in parallel with the driving motor 29, and the second clutch 27 and the third clutch 26 are selectively closed to realize odd and even gears driven by the engine 25 and the driving motor 29.
Engine 25 only drive mode: in this condition, when the first clutch 28 is engaged, the vehicle is just in the optimal working area of the engine 25, the driving motor 29 does not provide power driving, and the second clutch 27 and the third clutch 26 are selectively closed to realize odd-even gears driven by the engine 25.
A braking energy recovery mode: in this condition, the first clutch 28 is disconnected, and is mainly used for starting the energy recovery mode by the brake when the vehicle is braked for a long time in high-speed running, and the regenerated energy is stored in the battery through the power converter to charge the driving motor 29, so that the braking energy recovery is realized.
Engine 25 start mode: under the working condition, the first clutch 28 is combined, the driving motor 29 can replace a starter, the driving motor 29 is utilized to start the engine 25, and the engine 25 can be started by combining the first clutch 28 when the power is not enough to meet the driving power requirement of the vehicle or the battery power is low and the engine 25 is required to be introduced in the pure electric mode; or when a long braking process is about to be completed and it is desired to restart the engine 25, the braking energy can be used to restart the engine 25.
The driving charging mode is as follows: in this condition, the first clutch 28 is engaged to maximize the use of engine 25 energy by charging the drive motor 29 during vehicle operation by placing the engine 25 in the region of maximum operating efficiency.
Parking charging mode: in this condition, the first clutch 28 is engaged and the electric machine may be charged by the engine 25 when the battery charge is low while the vehicle is in a parked condition.
The transmission of the embodiment realizes pure electric and hybrid driving through the first clutch 28, the second clutch 27 and the third clutch 26, achieves the effects of energy conservation and emission reduction, is helpful for ensuring that the engine 25 always operates in the optimal working area, improves the efficiency of the engine 25, and saves energy and reduces emission.
In the hybrid automatic transmission configured as described above, in the different operation modes, the power transmission path of each gear is as follows:
a first-gear power transmission route: the second-fourth synchronizer 64 is engaged with the second driven gear 3, the fourth synchronizer 6 is engaged with the third driven gear 7, the second clutch 27 is closed, the torque provided by the power source is transmitted to the third driving gear 11 of the first input shaft 13 through the second clutch 27, the torque is transmitted to the third-gear driven gear 7 through the third-gear driving gear 11, then the torque is transmitted to the fourth-gear driven gear 5 by the joint of the third-gear driven gear 7 and the fourth-gear synchronizer 6, the torque is transmitted to the fourth-gear six-gear driving gear 23 fixed on the second input shaft 1 through the fourth-gear driven gear 5, the torque is transmitted to the second input shaft 1 through the fourth-gear six-gear driving gear 23, the torque is transmitted to a second-gear driven gear 3 through a second-gear driving gear 24 fixed on a second input shaft 1, the second-gear driven gear 3 and a second-fourth-gear synchronizer 64 transmit the torque to a second reduction gear 2 on a second output shaft 9, and then the second reduction gear 2 is meshed with a differential ring gear 20 of a differential 19 to output power;
it can be understood that the first-gear power transmission is realized by bypassing, a first-gear driving gear and a first-gear driven gear are not required, the use of parts is reduced, and the overall weight of the transmission is reduced.
Second gear power transmission route: the second-fourth synchronizer 4 is engaged with the second driven gear 3, the third clutch 26 is closed, the torque provided by the power source is transmitted to the second input shaft 1 through the third clutch 26, is transmitted to the second driven gear 3 through the second driving gear 24 fixed on the second input shaft 1, is transmitted to the second reduction gear 2 on the second output shaft 9 through the engagement of the second driven gear 3 and the second-fourth synchronizer 4, and is engaged with the differential ring gear 20 of the differential gear 19 through the second reduction gear 2 to output power.
A third-gear power transmission route: the third-fifth synchronizer 8 is engaged with the third driven gear 7, the second clutch 27 is closed, and the torque provided by the power source is transmitted to the third driving gear 11 of the first input shaft 13 through the second clutch 27 and is transmitted to the third driven gear 7 through the third driving gear 11. The third-gear driven gear 7 and the third-fifth gear synchronizer 8 transmit torque to the second reduction gear 2 on the second output shaft 9, and the second reduction gear 2 is meshed with the differential ring gear 20 of the differential 19 to output power.
A fourth gear power transmission route: the second-fourth synchronizer 4 is engaged with the fourth driven gear 5, the third clutch 26 is closed, the torque provided by the power source is transmitted to the second input shaft 1 through the third clutch 26, is transmitted to the fourth driven gear 5 through the fourth-sixth driving gear 23 fixed on the second input shaft 1, is transmitted to the second reduction gear 2 on the second output shaft 9 through the engagement of the fourth driven gear 5 and the second-fourth synchronizer 4, and is engaged with the differential ring gear 20 of the differential gear 19 through the second reduction gear 2 to output power.
A fifth gear power transmission route: the third-fifth synchronizer 8 is engaged with the fifth driven gear 10, the second clutch 27 is closed, and the torque provided by the power source is transmitted to the fifth-seventh driving gear 12 of the first input shaft 13 through the second clutch 27 and is transmitted to the fifth driven gear 10 through the fifth-seventh driving gear 12. The fifth driven gear 10 and the third-fifth synchronizer 8 transmit torque to the second reduction gear 2 on the second output shaft 9, and the second reduction gear 2 is meshed with the differential ring gear 20 of the differential 19 to output power.
A sixth-gear power transmission route: the sixth-reverse synchronizer 18 is engaged with the sixth-reverse driven gear 17, the third clutch 26 is closed, the torque provided by the power source is transmitted to the second input shaft 1 through the third clutch 26, is transmitted to the sixth-reverse driven gear 17 through the fourth-sixth driving gear 23 fixed on the second input shaft 1, is transmitted to the first reduction gear 22 on the first output shaft 14 through the engagement of the sixth-reverse synchronizer 17 with the sixth-reverse synchronizer 18, and is engaged with the differential ring gear 20 of the differential gear 19 through the first reduction gear 22 to output power.
A seven-gear power transmission route: the seventh synchronizer 16 is engaged with the seventh driven gear 15, the second clutch 27 is closed, and the torque provided by the power source is transmitted to the fifth-seventh driving gear 12 of the first input shaft 13 through the second clutch 27 and transmitted to the seventh driven gear 15 through the fifth-seventh driving gear 12. The seven-gear driven gear 15 and the seven-gear synchronizer 16 transmit torque to a first reduction gear 22 on the first output shaft 14, and then the first reduction gear 22 is meshed with a differential ring gear 20 of a differential 19 to output power;
the seventh-gear power transmission route and the fifth-gear power transmission route share the fifth-seventh-gear driving gear 12, and the sixth-gear power transmission route and the fourth-gear power transmission route share the fourth-sixth-gear driving gear 23, so that the number of gears on the first input shaft 13 and the second input shaft 1 is reduced, the axial length of the first input shaft 13 and the second input shaft 1 is shortened, and the weight of the transmission is further reduced.
Reverse gear power transmission route: the sixth gear-reverse synchronizer 18 is engaged with the reverse driven gear 21, the third clutch 26 is closed, the torque provided by the power source is transmitted to the second input shaft 1 through the third clutch 26, is transmitted to the second gear driven gear 3 through a second gear driving gear 24 fixed on the second input shaft 1, is transmitted to the reverse driven gear 21 through the second gear driven gear 3, is engaged with the sixth gear-reverse synchronizer 18 through the reverse driven gear 21 to transmit the torque to a first reduction gear 22 on the first output shaft 14, and is engaged with the differential ring gear 20 of the differential 19 through the first reduction gear 22 to output power;
in the embodiment, the power transmission path of the reverse gear is used as an idler shaft through the second output shaft 9, the second-gear driven gear 3 is used as a transmission component of the reverse gear, the transmission of the reverse gear power can be realized without using a reverse gear shaft, the overall weight of the transmission is reduced, the center distance between the first output shaft 14 and the second output shaft 9 and the first input shaft 13 or the second input shaft 1 is favorably reduced, the structure of the transmission is more compact, meanwhile, the number of gear engagement is reduced, the transmission is more stable, and the noise control of the hybrid automatic transmission is favorably realized; in addition, the reverse gear power transmission route and the first gear power transmission route adopt the third clutch 26 and the second clutch 27 to transmit power respectively, so that the loss of the second clutch 27 and the third clutch 26 is reduced, and the service life of the second clutch 27 and the third clutch 26 is prolonged.
The embodiment also provides an automobile comprising the hybrid automatic transmission.
In conclusion, the volume of the low-speed driven gear train arranged on the second output shaft 9 immersed in the lubricating oil is smaller, the oil stirring loss of the low-speed driven gear train is reduced, the transmission efficiency of the transmission is improved, and the oil consumption of the whole vehicle is reduced;
the seven-gear power transmission route is realized, meanwhile, the use of parts is reduced by bypassing, and the weight of the transmission is reduced;
the transmission of the reverse power route is enabled to use the second output shaft 9 as an idler shaft, the second-gear driven gear 3 is used as a transmission component of the reverse gear, the transmission of the reverse power can be achieved without using a reverse gear shaft, the overall weight of the transmission is reduced, the center distance between the first output shaft 14 and the second output shaft 9 and the first input shaft 13 or the second input shaft 1 is reduced, the structure of the transmission is enabled to be more compact, meanwhile, the number of gear meshing is reduced, the transmission is enabled to be more stable, and the noise control of the hybrid automatic transmission is facilitated.
The structure is compact, the power transmission efficiency is improved, and the manufacturing cost and the research and development cost are greatly reduced.
The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and substitutions can be made without departing from the technical principle of the present invention, and these modifications and substitutions should also be regarded as the protection scope of the present invention.

Claims (10)

1. A hybrid automatic transmission comprising a first output shaft, a second output shaft, and first and second input shafts;
the first output shaft is provided with a six-gear driven gear and a seven-gear driven gear;
the second output shaft is provided with a second-gear driven gear, a fourth-gear driven gear, a third-gear driven gear and a fifth-gear driven gear;
the first input shaft is provided with a third-gear driving gear and a fifth-seventh-gear driving gear;
the second input shaft is provided with a second-gear driving gear and a fourth-sixth-gear driving gear;
the third-gear driving gear is meshed with the third-gear driven gear, the fifth-seventh-gear driving gear is meshed with the fifth-gear driven gear and the seventh-gear driven gear, the second-gear driving gear is meshed with the second-gear driven gear, and the fourth-sixth-gear driving gear is meshed with the fourth-gear driven gear and the sixth-gear driven gear.
2. The hybrid automatic transmission according to claim 1, wherein the second output shaft is provided with:
the second-fourth gear synchronizer is used for being connected with the second-gear driven gear or the fourth-gear driven gear to output power;
the third-fifth gear synchronizer is used for being connected with the third-gear driven gear or the fifth-gear driven gear to output power; and
and the fourth gear synchronizer is used for being connected with the third gear driven gear to output power.
3. The hybrid automatic transmission according to claim 2, wherein the second-speed driven gear, the second-fourth-speed synchronizer, the fourth-speed driven gear, the third-fifth-speed synchronizer, and the fifth-speed driven gear are arranged in this order in an axial direction of the second output shaft, and the fourth-speed synchronizer is fixedly connected to the fourth-speed driven gear.
4. A hybrid automatic transmission as set forth in claim 1 wherein a reverse driven gear is provided on said first output shaft, said reverse driven gear being in mesh with said second driven gear.
5. The hybrid automatic transmission according to claim 4, characterized in that the first output shaft is provided with:
the six-gear-reverse synchronizer is used for being connected with the reverse driven gear or the six-gear driven gear to output power; and
and the seven-gear synchronizer is used for being connected with the seven-gear driven gear to output power.
6. The hybrid automatic transmission according to claim 5, wherein the reverse driven gear, the sixth-reverse synchronizer, the sixth driven gear, the seventh synchronizer, and the seventh driven gear are arranged in this order in an axial direction of the first output shaft.
7. The hybrid automatic transmission according to any one of claims 1 to 6, characterized by further comprising a drive unit and a clutch assembly, the drive unit being connected to the first input shaft or the second input shaft through the clutch assembly.
8. The hybrid automatic transmission according to claim 7, wherein the drive unit includes an engine and a drive motor, and the clutch assembly includes a first clutch for controlling the drive motor to be connected to or disconnected from the engine.
9. A hybrid automatic transmission as set forth in claim 7 wherein said clutch assembly includes a dual clutch including a second clutch for controlling connection and disconnection of said first input shaft to and from said drive unit and a third clutch for controlling connection and disconnection of said second input shaft to and from said drive unit.
10. An automobile characterized by comprising the hybrid automatic transmission according to any one of claims 1 to 9.
CN202010714242.2A 2020-07-22 2020-07-22 Automobile and hybrid automatic transmission thereof Active CN113969961B (en)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105202123A (en) * 2014-06-27 2015-12-30 广州汽车集团股份有限公司 Seven-speed double-clutch type automatic transmission
CN210390751U (en) * 2019-05-14 2020-04-24 广州汽车集团股份有限公司 Hybrid power speed change mechanism, hybrid power system and vehicle with hybrid power system
CN210566061U (en) * 2019-04-24 2020-05-19 广州汽车集团股份有限公司 Hybrid automatic transmission

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105202123A (en) * 2014-06-27 2015-12-30 广州汽车集团股份有限公司 Seven-speed double-clutch type automatic transmission
CN210566061U (en) * 2019-04-24 2020-05-19 广州汽车集团股份有限公司 Hybrid automatic transmission
CN210390751U (en) * 2019-05-14 2020-04-24 广州汽车集团股份有限公司 Hybrid power speed change mechanism, hybrid power system and vehicle with hybrid power system

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