CN114132167B - Mixed-motion continuously variable transmission, power assembly and vehicle - Google Patents

Mixed-motion continuously variable transmission, power assembly and vehicle Download PDF

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Publication number
CN114132167B
CN114132167B CN202011049173.4A CN202011049173A CN114132167B CN 114132167 B CN114132167 B CN 114132167B CN 202011049173 A CN202011049173 A CN 202011049173A CN 114132167 B CN114132167 B CN 114132167B
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gear
shaft
output shaft
input shaft
output
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CN114132167A (en
Inventor
樊晓磊
何明伟
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Honeycomb Transmission Technology Hebei Co Ltd
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Honeycomb Transmission Technology Hebei Co Ltd
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/42Arrangement 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 characterised by the architecture of the hybrid electric vehicle
    • B60K6/44Series-parallel type
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/50Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54Transmission for changing ratio
    • B60K6/543Transmission for changing ratio the transmission being a continuously variable transmission
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid 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)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention relates to a transmission, in particular to a hybrid continuously variable transmission, which comprises a first input shaft (1) connected with an engine, a second input shaft (2) connected with a motor, a driving axle (3), an output shaft (4) connected with the driving axle (3) and an intermediate shaft (5) arranged between the first input shaft (1) and the second input shaft (2), wherein the intermediate shaft (5) and the first input shaft (1) are in transmission connection with the output shaft (4); the first input shaft (1) is provided with a first input shaft first gear, a planetary gear mechanism and a clutch, and the first input shaft first gear can be selectively connected with the planetary gear mechanism through the clutch so as to realize direct drive, mixing and stepless speed change through different combination modes among transmission pairs. The hybrid stepless speed changer has compact structure, can realize stepless speed change and has good fuel economy. The invention further relates to a power assembly comprising the hybrid continuously variable transmission and a vehicle.

Description

Mixed-motion continuously variable transmission, power assembly and vehicle
Technical Field
The invention relates to a transmission, in particular to a hybrid continuously variable transmission, and further relates to a power assembly and a vehicle.
Background
With the high-speed development of new energy automobiles, the fuel-saving level of the automobiles is more and more paid attention to, and is one of the preferred consideration factors for consumers to purchase the automobiles, and meanwhile, the country has made higher technical requirements on the fuel consumption level of the automobiles, so that the development of suitable hybrid transmissions is urgent.
The number of gears and the mixing mode are reasonably set, so that when the automobile works in different working states, the transmission can provide proper rotation speed and torque and a proper driving mode, and therefore oil consumption can be greatly reduced, and fuel economy is guaranteed.
However, in the existing hybrid transmission, the hybrid mode is single and the gear is few, the provided gear is difficult to well adapt to the rotation speed and torque required by the automobile in different working conditions, and the single hybrid mode ensures that the engine is still in a working condition with low fuel economy when the automobile is in certain working conditions, and is still difficult to adapt to the requirements of consumers and countries on fuel consumption.
In view of this, it is desirable to provide a hybrid continuously variable transmission.
Disclosure of Invention
The technical problem to be solved by the first aspect of the invention is to provide a hybrid continuously variable transmission, which can realize direct driving, pure electric driving and hybrid driving of multiple modes of an engine, and can realize torque output and stepless speed change of multiple gears, so that the hybrid continuously variable transmission has good fuel economy while taking the power performance into consideration, and has the advantages of compact structure, high integration level and capability of realizing miniaturization and light weight.
The technical problem to be solved by the second aspect of the present invention is to provide a powertrain, which can improve the dynamic performance of a vehicle when the vehicle is traveling at a high speed, and has good fuel economy, and in addition, the powertrain is small in size and light in weight.
The third aspect of the present invention is to provide a vehicle that can be made lightweight and has good fuel economy while taking into consideration power performance.
In order to solve the technical problem, the invention provides a hybrid continuously variable transmission, which comprises a first input shaft in driving connection with an engine, a second input shaft in driving connection with a motor, a drive axle, an output shaft in driving connection with the drive axle and an intermediate shaft arranged between the first input shaft and the second input shaft, wherein the intermediate shaft and the first input shaft are in driving connection with the output shaft so that torque can be transmitted to the drive axle through the output shaft; the first input shaft is provided with a first input shaft first gear, a planetary gear mechanism and a clutch, so that the first input shaft first gear and the intermediate shaft can be matched to realize transmission connection with the motor, and the first input shaft first gear can be selectively connected with the planetary gear mechanism through the clutch so as to realize direct drive, mixing and stepless speed change in different combination modes among transmission pairs.
Specifically, a first synchronizer, an output shaft first gear, an output shaft second gear, a second synchronizer, an output shaft third gear, a third synchronizer, an output shaft fourth gear and an output shaft fifth gear are arranged on the output shaft, the output shaft first gear, the output shaft second gear, the output shaft third gear and the output shaft fourth gear are all sleeved in a blank mode and can be rotatably supported on the output shaft, and the output shaft fifth gear is connected to the output shaft through a spline and is in transmission connection with the drive axle; the output shaft is in transmission connection with the first input shaft through the output shaft second gear, the output shaft third gear and the output shaft fourth gear; the output shaft is in transmission connection with the intermediate shaft through the first gear of the output shaft and in transmission connection with the second input shaft through the intermediate shaft; the first synchronizer, the second synchronizer and the third synchronizer are movably arranged on the output shaft and can be selectively meshed with adjacent gears so as to form different combination modes among gear pairs.
The planetary gear mechanism of the first input shaft comprises a sun gear, a planet carrier and an empty sleeve shaft, wherein the sun gear is in spline connection with the first input shaft, an inner gear ring is arranged on the inner wall of one end of the empty sleeve shaft, and the first input shaft second gear and the first input shaft third gear are both in spline connection with the other end of the empty sleeve shaft and can be integrally and rotatably supported on the input shaft; the planetary gear is rotatably arranged on the planetary carrier through a pin shaft and meshed between the sun gear and the annular gear, the clutch of the first input shaft comprises a clutch inner hub and a clutch outer hub, the clutch inner hub is connected with the first input shaft second gear, and the clutch outer hub is connected with the first input shaft first gear; the first input shaft is in transmission connection with the engine through the planet carrier; the first input shaft first gear is meshed with the output shaft second gear, the first input shaft second gear is meshed with the output shaft third gear, and the first input shaft third gear is meshed with the output shaft fourth gear so as to realize transmission connection of the first input shaft and the output shaft; the first input shaft first gear is also in transmission connection with the intermediate shaft.
Further specifically, the intermediate shaft is provided with an intermediate shaft first gear and an intermediate shaft second gear which are fixedly connected to the intermediate shaft, and the intermediate shaft is in transmission connection with the output shaft through the cooperation of the intermediate shaft first gear and the output shaft first gear of the output shaft; the intermediate shaft is in transmission connection with the second input shaft via the intermediate shaft second gear and is in transmission connection with the first input shaft via the engagement of the intermediate shaft second gear with the first input shaft first gear.
Preferably, the intermediate shaft is arranged in space between the output shaft and the first input shaft and is capable of a driving connection with the output shaft via the engagement of the intermediate shaft first gear with the output shaft first gear.
Further specifically, a second input shaft gear fixedly connected to the second input shaft is arranged on the second input shaft, and the second input shaft gear is meshed with the intermediate shaft second gear so as to transmit torque to the intermediate shaft.
Further specifically, the drive axle includes a differential, a left axle shaft connected to one side of the differential, and a right axle shaft connected to the other side of the differential, the differential being meshed with the output shaft fifth gear.
More specifically, the differential includes a differential gear through which the differential gear meshes with the output shaft fifth gear.
The second aspect of the invention provides a power assembly, which comprises the mixed stepless speed changer, an engine and a motor in the technical scheme.
A third aspect of the present invention provides a vehicle, including the powertrain of the above-described aspect.
Through the technical scheme, the hybrid continuously variable transmission provided by the first aspect of the invention adopts the structural design of a single motor, a single planetary gear mechanism and an intermediate shaft, has a compact structure and high integration level, and realizes miniaturization and light weight of the hybrid continuously variable transmission; specifically, the electric motor is in transmission connection with the first input shaft and the second input shaft through the intermediate shaft, so that three direct-drive modes of an engine direct-drive mode, a pure direct-drive mode and a reverse gear mode and two hybrid modes of a stepless speed change mode and an overspeed mode can be further realized through opening and closing of the clutch, in the engine direct-drive mode, the pure direct-drive mode, the stepless speed change mode and the overspeed mode, the first synchronizer, the second synchronizer and the third synchronizer can be selectively meshed with adjacent gears, the combination mode among gear pairs is changed, different torque output paths are formed, further, torque output of multiple gears can be provided, the requirements of vehicles on torque at different speeds are met, and the vehicles have good fuel economy while the dynamic performance is considered.
The power assembly provided by the second aspect of the invention has the characteristics of miniaturization and light weight due to the fact that the power assembly comprises the hybrid continuously variable transmission, and also has good fuel economy while taking the power performance into consideration.
The vehicle according to the third aspect of the present invention includes the power train described above, so that the vehicle can also have good fuel economy while taking into consideration the power performance, and can be made lightweight.
Other advantages and technical effects of the preferred embodiments of the present invention will be further described in the following detailed description.
Drawings
FIG. 1 is a schematic structural view of an embodiment of a hybrid continuously variable transmission of the present invention;
fig. 2 is a schematic structural view of another embodiment of a hybrid continuously variable transmission of the present invention.
Description of the reference numerals
1-first input shaft 11-first input shaft first gear
12-planetary gear mechanism 121-sun gear
122-planetary wheel 123-planetary carrier
124-hollow sleeve shaft 1241-inner gear ring
13-Clutch 131-Clutch inner hub
132-clutch outer hub 14-first input shaft second gear
15-first input shaft third gear 2-second input shaft
21-second input shaft gear 3-drive axle
31-differential 311-differential gear
32-left half shaft 33-right half shaft
4-output shaft 41-first synchronizer
42-first gear 43 of output shaft-second gear of output shaft
44-second synchronizer 45-third gear of output shaft
46-third synchronizer 47-fourth gear of output shaft
48-output shaft fifth gear 5-intermediate shaft
51-intermediate shaft first gear 52-intermediate shaft second gear
Detailed Description
The following describes specific embodiments of the present invention in detail with reference to the drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the invention, are not intended to limit the invention.
Firstly, G in the drawing is a motor, M is an engine; in the drawing, the dot-dash line frame between the first gear 51 and the first gear 42 of the output shaft is used to indicate the meshing relationship between the first gear 51 and the first gear 42 of the output shaft in three dimensions.
As shown in fig. 1, as a first embodiment of the hybrid continuously variable transmission provided in the first aspect of the present invention, it includes a first input shaft 1 drivingly connected to an engine, a second input shaft 2 drivingly connected to an electric motor, a transaxle 3, an output shaft 4 drivingly connected to the transaxle 3, and an intermediate shaft 5 provided between the first input shaft 1 and the second input shaft 2, the intermediate shaft 5 and the first input shaft 1 being drivingly connected to the output shaft 4 so that torque can be transmitted to the transaxle 3 via the output shaft 4; the first input shaft 1 is provided with a first input shaft first gear 11, a planetary gear mechanism 12 and a clutch 13, so that the transmission connection with a motor can be realized through the cooperation of the first input shaft first gear 11 and the intermediate shaft 5, and the first input shaft first gear 11 can be selectively connected with the planetary gear mechanism 12 through the clutch, so that the direct drive, the mixing and the stepless speed change can be realized through different combination modes among transmission pairs.
The hybrid continuously variable transmission can realize the disconnection and the combination between the first input shaft first gear 11 and the planetary gear mechanism 12 through the opening and the closing of the clutch 13, and the first input shaft first gear 11 can realize the transmission connection with a motor through the intermediate shaft 5, so that the three direct-drive modes of an engine direct-drive mode, a pure direct-drive mode and a reverse gear mode, and the two hybrid modes of a stepless speed change mode and an overspeed mode can be realized through the opening and the closing of the clutch 13; and when the vehicle is in the engine direct drive mode, the pure direct drive mode, the stepless speed change mode and the overspeed mode, the vehicle can also pass through
Different combination modes between transmission pairs of the first input shaft 1 and the second input shaft 2 and the output shaft 4 form different torque output paths so as to provide multi-gear torque output, thereby better adapting to the requirements of the vehicle for torque at different speeds, and having good fuel economy while taking the dynamic performance into consideration; in addition, the design of the intermediate shaft 5 can facilitate the adjustment of the arrangement position of the motor, so that the arrangement between the motor and the hybrid continuously variable transmission is more compact, and the effect of miniaturizing the hybrid continuously variable transmission is achieved.
Specifically, as shown in fig. 1, as a preferred scheme of the first embodiment of the hybrid continuously variable transmission of the present invention, a first synchronizer 41, an output shaft first gear 42, an output shaft second gear 43, a second synchronizer 44, an output shaft third gear 45, a third synchronizer 46, an output shaft fourth gear 47 and an output shaft fifth gear 48 are provided on the output shaft 4, and the output shaft first gear 42, the output shaft second gear 43, the output shaft third gear 45 and the output shaft fourth gear 47 are all sleeved and rotatably supported on the output shaft 4, and the output shaft fifth gear 48 is spline-connected to the output shaft 4 and is in transmission connection with the drive axle 3; the output shaft 4 is in driving connection with the first input shaft 1 via an output shaft second gear 43, an output shaft third gear 45 and an output shaft fourth gear 47; the output shaft 4 is in drive connection with the intermediate shaft 5 via an output shaft first gear 42 and with the second input shaft 2 via the intermediate shaft 5; the first synchronizer 41, the second synchronizer 44 and the third synchronizer 46 are each movably mounted on the output shaft 4 and are each selectively engageable with adjacent gears to enable different combinations between gear pairs. The fifth gear 48 of the output shaft is connected to the output shaft 4 by spline connection, which can carry a larger load and effectively avoid stress concentration.
Further specifically, as shown in fig. 1, as a preferred scheme of the first embodiment of the hybrid continuously variable transmission of the present invention, a first input shaft second gear 14 and a first input shaft third gear 15 are further provided on the first input shaft 1, the planetary gear mechanism 12 of the first input shaft 1 includes a sun gear 121, a planet gear 122, a planet carrier 123 and a hollow shaft 124, the sun gear 121 is in spline connection with the first input shaft 1, an inner gear ring 1241 is provided on an inner wall of one end of the hollow shaft 124, and the first input shaft second gear 14 and the first input shaft third gear 15 are both in spline connection with the hollow shaft structure and can be integrally rotatably supported on the input shaft 1; the planetary gear 122 is rotatably mounted on the planetary carrier 123 through a pin shaft and is meshed between the sun gear 121 and the annular gear 1241, the clutch 13 of the first input shaft 1 comprises an inner clutch hub 131 and an outer clutch hub 132, the inner clutch hub 131 is connected with the first input shaft second gear 14, and the outer clutch hub 132 is connected with the first input shaft first gear 11; the first input shaft 1 is in driving connection with the engine via a planet carrier 123; the first input shaft first gear 11 is meshed with the output shaft second gear 43, the first input shaft second gear 14 is meshed with the output shaft third gear 45, and the first input shaft third gear 15 is meshed with the output shaft fourth gear 47 so as to realize transmission connection of the first input shaft 1 and the output shaft 4; the first input shaft first gear 11 is also in driving connection with the intermediate shaft 5. The sun gear 121, the first input shaft second gear 14 and the first input shaft third gear 15 are connected with corresponding components in a spline connection mode, and the spline connection mode can bear larger load and effectively avoid stress concentration; the first input shaft second gear 14 and the first input shaft third gear 15 are connected to the hollow sleeve shaft structure, so that on one hand, the structure is compact, and the miniaturization and the light weight of the hybrid continuously variable transmission can be realized; on the other hand, the design can form at least two gear pair combinations with the output shaft 4, so that torque output of at least two gears can be provided, the torque output by the hybrid continuously variable transmission can be better adapted to the torque requirements of vehicles at different speeds, the power performance is improved, meanwhile, better torque matching can also enable the oil consumption of an engine to be smaller, and the fuel economy is improved.
Further specifically, as shown in fig. 1, as a preferred scheme of the first embodiment of the hybrid continuously variable transmission of the present invention, the intermediate shaft 5 is provided with an intermediate shaft first gear 51 and an intermediate shaft second gear 52 fixedly connected thereto, and the intermediate shaft 5 is in driving connection with the output shaft 4 via cooperation of the intermediate shaft first gear 51 and the output shaft first gear 42 on the output shaft; the intermediate shaft 5 is connected in a driving manner to the second input shaft 2 via an intermediate shaft second gearwheel 52 and is connected in a driving manner to the first input shaft 1 via the engagement of the intermediate shaft second gearwheel 52 with the first input shaft first gearwheel 11. The design of the intermediate shaft 5 realizes the transmission connection of the motor with the first input shaft 1 and the output shaft 4 on one hand, so that a pure direct drive mode, a stepless speed change mode and an overspeed mode can be further realized; on the other hand, the motor can be conveniently adjusted to be arranged at the position, so that the arrangement between the motor and the hybrid continuously variable transmission is more compact, and the effect of miniaturizing the hybrid continuously variable transmission is achieved.
Preferably, as shown in fig. 1, as a preferred version of the first embodiment of the hybrid continuously variable transmission of the present invention, the intermediate shaft 5 is spatially arranged between the output shaft 4 and the first input shaft 1, and the driving connection of the intermediate shaft 5 and the output shaft 4 can be achieved via the engagement of the intermediate shaft first gear 51 with the output shaft first gear 42. The design scheme enables the hybrid continuously variable transmission to be compact in structure and capable of achieving miniaturization of the hybrid continuously variable transmission.
Further specifically, as shown in fig. 1, as a preferable mode of the first embodiment of the hybrid continuously variable transmission of the present invention, the second input shaft 2 is provided with a second input shaft gear 21 fixedly attached thereto, and the second input shaft gear 21 is meshed with an intermediate shaft second gear 52 to transmit torque to the intermediate shaft 5.
Further specifically, as shown in fig. 1, as a preferable mode of the first embodiment of the hybrid continuously variable transmission of the present invention, the transaxle 3 includes a differential 31, a left half shaft 32 connected to one side of the differential 31, and a right half shaft 33 connected to the other side of the differential 31, and the differential 31 is meshed with an output shaft fifth gear 48. The differential 31 can meet the different requirements of the wheel speeds at the two sides when the vehicle turns, and the running performance and the control performance of the vehicle are improved.
More specifically, as shown in fig. 1, as a preferable mode of the first embodiment of the hybrid continuously variable transmission of the invention, the differential 31 includes a differential gear 311, and the differential 31 is meshed with an output shaft fifth gear 48 through the differential gear 311.
Preferably, as shown in fig. 2, a second embodiment of the hybrid continuously variable transmission of the present invention, which is preferred to be provided with the first synchronizer 41 only between the shaft first gear 42 and the shaft second gear 43 on the output shaft 4, on the basis of the first embodiment of the hybrid continuously variable transmission of the present invention; a second synchronizer 44 is provided between the output shaft third gear 45 and the output shaft fourth gear 47 to enable different combinations between the transmission pairs with a minimum of synchronizers. The preferred solution of this second embodiment is compact and can reduce manufacturing costs.
Further, the power assembly provided by the second aspect of the invention comprises the hybrid continuously variable transmission, the engine and the motor in any one of the technical schemes. The power assembly comprises the mixed stepless speed changer in the technical scheme, so that the mixed stepless speed changer has all technical effects and advantages of the mixed stepless speed changer in the technical scheme. Similarly, the power assembly provided by the third aspect of the invention comprises the power assembly in the technical scheme. The vehicle comprises the power assembly in the technical scheme, so that the vehicle has all technical effects and advantages of the power assembly in the technical scheme.
As shown in fig. 1, according to the technical scheme of the first embodiment of the hybrid continuously variable transmission, the working state and the corresponding torque transmission process are as follows:
when the hybrid continuously variable transmission is in the engine direct drive mode, only the engine participates in driving operation, the clutch 13 is combined, the first input shaft first gear 11 and the planetary gear mechanism 12 are connected into a whole, at the moment, the engine drives the planetary gear mechanism 12 to integrally rotate, the third synchronizer 46 moves rightwards to be meshed with the output shaft fourth gear 47, torque is output from the engine, and the torque is transmitted to the differential 31 through the planetary gear mechanism 12, the first input shaft third gear 15, the output shaft fourth gear 47, the third synchronizer 46, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311, and the torque is output to left and right wheels through the left half shaft 32 and the right half shaft 33 respectively, so that the hybrid continuously variable transmission is in the engine direct drive mode;
In combination with the clutch 13, the third synchronizer 46 is moved leftwards to be meshed with the output shaft third gear 45, torque is output from the engine, and is transmitted to the differential 31 through the planetary gear mechanism 12, the first input shaft second gear 14, the output shaft third gear 45, the third synchronizer 46, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311, and torque is output to left and right wheels through the left half shaft 32 and the right half shaft 33 respectively, which is the second gear of the engine direct drive mode;
in the same way, the clutch 13 is combined to move the second synchronizer 44 leftwards to be meshed with the output shaft second gear 43, torque is output from the engine, and the torque is transmitted to the differential 31 through the planetary gear mechanism 12, the first input shaft 1, the first input shaft first gear 11, the output shaft second gear 43, the second synchronizer 44, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311, and the torque is output to the left and right wheels by the left half shaft 32 and the right half shaft 33, respectively, which is the third gear in the engine direct drive mode.
In the engine direct drive mode, the motor does not participate in the driving operation, and part of the torque of the engine can be transmitted to the motor via the planetary gear mechanism 12, the first input shaft 1, the first input shaft first gear 11, the intermediate shaft second gear 52, the second input shaft gear 21 and the second input shaft 2 to be able to drive the motor to rotate for power generation.
When the hybrid continuously variable transmission is in a continuously variable mode, the engine and the motor participate in driving operation at the same time, the clutch 13 is disconnected, torque output by the motor is sequentially transmitted to the sun gear 121 through the second input shaft 2, the second input shaft gear 21, the intermediate shaft second gear 52, the first input shaft first gear 11 and the first input shaft 1, meanwhile, torque output by the engine is transmitted to the planet carrier 123 and is compounded with torque transmitted to the sun gear 121 by the motor at the planet gear 122, and the compound torque is transmitted to the hollow sleeve shaft 124 through the planet gear 122 and the annular gear 1241, so that the first input shaft second gear 14 and the first input shaft third gear 15 on the hollow sleeve shaft 124 can rotate along with the hollow sleeve shaft and are output outwards through the first input shaft second gear 14 or the first input shaft third gear 15.
If the third synchronizer 46 is moved rightward to be meshed with the output shaft fourth gear 47, the combined torque can be further transmitted to the differential 31 through the first input shaft third gear 15, the output shaft fourth gear 47, the third synchronizer 46, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311, and the left half shaft 32 and the right half shaft 33 output torques to the left and right wheels respectively, which is a continuously variable transmission mode first gear;
When the third synchronizer 46 is moved leftward to engage with the output shaft third gear 45, the combined torque can be further transmitted to the differential 31 through the first input shaft second gear 14, the output shaft third gear 45, the third synchronizer 46, the output shaft 4, the output shaft fifth gear 48, and the differential gear 311, and the torque is output to the left and right wheels by the left half shaft 32 and the right half shaft 33, respectively, which is the continuously variable transmission mode second gear.
Under the stepless speed change mode, the intervention of the motor can play a role in assisting in gear shifting, so that the gear shifting process is smoother, the riding comfort is improved, the oil consumption of an engine can be reduced, and better fuel economy is obtained.
When the hybrid continuously variable transmission is in the pure direct drive mode, only the motor participates in driving operation, the clutch 13 is combined, the third synchronizer 46 is moved to the right to be meshed with the output shaft fourth gear 47, torque output by the motor sequentially passes through the second input shaft 2, the second input shaft gear 21, the intermediate shaft second gear 52, the first input shaft first gear 11, the clutch 13, the first input shaft second gear 14, the hollow shaft 124, the first input shaft third gear 15, the output shaft fourth gear 47, the third synchronizer 46, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311 to be transmitted to the differential 31, and torque is output to the left and right wheels by the left half shaft 32 and the right half shaft 33 respectively, so that the hybrid continuously variable transmission is in the pure direct drive mode;
The clutch 13 is combined, the third synchronizer 46 is moved leftwards to be meshed with the output shaft third gear 45, the torque output by the motor is transmitted to the differential 31 through the second input shaft 2, the second input shaft gear 21, the intermediate shaft second gear 52, the first input shaft first gear 11, the clutch 13, the first input shaft second gear 14, the output shaft third gear 45, the third synchronizer 46, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311 in sequence, and the torque is output to left and right wheels through the left half shaft 32 and the right half shaft 33 respectively, and the two are in a pure direct drive mode;
the clutch 13 is disconnected, the second synchronizer 44 is moved leftwards to be meshed with the output shaft second gear 43, the torque output by the motor is sequentially transmitted to the differential 31 through the second input shaft 2, the second input shaft gear 21, the intermediate shaft second gear 52, the first input shaft first gear 11, the output shaft second gear 43, the second synchronizer 44, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311, and the torque is respectively output to left and right wheels by the left half shaft 32 and the right half shaft 33, so that the three-gear is in a three-gear in a pure direct drive mode;
the clutch 13 is disconnected, the first synchronizer 41 is moved to the right to be meshed with the first output shaft gear 42, and the torque output by the motor is sequentially transmitted to the differential 31 through the second input shaft 2, the second input shaft gear 21, the intermediate shaft second gear 52, the intermediate shaft 5, the intermediate shaft first gear 51, the first output shaft gear 42, the first synchronizer 41, the output shaft 4, the fifth output shaft gear 48 and the differential gear 311, and the torque is output to the left and right wheels by the left half shaft 32 and the right half shaft 33 respectively, which is a fourth gear in the pure direct drive mode.
When the hybrid continuously variable transmission is in an overspeed mode, the engine and the motor participate in driving operation at the same time, the clutch 13 is combined, so that the first input shaft 1 and all transmission parts arranged on the first input shaft 1 can form a whole to rotate, torque output by the motor is sequentially transmitted to the first input shaft 1 through the second input shaft 2, the second input shaft gear 21, the intermediate shaft second gear 52 and the first input shaft first gear 11, and torque output by the engine is simultaneously transmitted to the first input shaft 1 through the planet carrier 123, the planet gears 122 and the sun gear 121 to be compounded with torque output by the motor.
If the third synchronizer 46 is moved to the right to mesh with the output shaft fourth gear 47, the compound torque will be transferred to the differential 31 through the sun gear 121, the planet gears 122, the ring gear 1241, the hollow shaft 124, the first input shaft third gear 15, the output shaft fourth gear 47, the third synchronizer 46, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311 in sequence, and the left half shaft 32 and the right half shaft 33 output torque to the left and right wheels respectively, which is the overspeed mode first gear;
if the third synchronizer 46 is moved leftwards to be meshed with the output shaft third gear 45, the compound torque is transmitted to the differential 31 through the sun gear 121, the planet gear 122, the annular gear 1241, the hollow shaft 124, the first input shaft second gear 14, the output shaft third gear 45, the third synchronizer 46, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311 in sequence, and the left half shaft 32 and the right half shaft 33 respectively output torque to left and right wheels, which is the overspeed mode second gear;
If the second synchronizer 44 is shifted to the left to mesh with the output shaft second gear 43, the compound torque will be transmitted to the differential 31 via the sun gear 121, the planet gears 122, the ring gear 1241, the hollow shaft 124, the first input shaft first gear 11, the output shaft second gear 43, the second synchronizer 44, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311 in this order, and the left half shaft 32 and the right half shaft 33 output torque to the left and right wheels, respectively, which is the third gear in overspeed mode.
Under the overspeed mode, the power of the vehicle is full in overspeed process due to the assistance of the motor, the rotating speed of the engine is relatively low, the oil consumption can be effectively reduced, and better fuel economy is obtained.
When the hybrid continuously variable transmission is in the reverse mode, only the engine is engaged in the driving operation, the clutch 13 is engaged so that the first input shaft 1 and all the transmission members provided thereon can be rotated as a unit, the first synchronizer 41 is moved rightward, the engine output torque is transmitted to the first input shaft first gear 11 through the carrier 123, the planetary gears 122, the ring gear 1241, the sleeve shaft 124 and the clutch 13, and further the output shaft first gear 42, the first synchronizer 41, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311 are transmitted to the differential 31 via the intermediate shaft second gear 52, the intermediate shaft 5, the intermediate shaft first gear 51, and the torque is output to the left and right wheels by the left half shaft 32 and the right half shaft 33, respectively, to form the reverse mode.
As shown in fig. 2, according to the technical scheme of the second embodiment of the hybrid continuously variable transmission, the working state and the corresponding torque transmission process are as follows:
when the hybrid continuously variable transmission is in the engine direct drive mode, only the engine participates in driving operation, the clutch 13 is combined, the first input shaft first gear 11 and the planetary gear mechanism 12 are connected into a whole, at the moment, the engine drives the planetary gear mechanism 12 to integrally rotate, the second synchronizer 44 moves rightwards to be meshed with the output shaft fourth gear 47, torque is output from the engine, and is transmitted to the differential 31 through the planetary gear mechanism 12, the first input shaft third gear 15, the output shaft fourth gear 47, the second synchronizer 44, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311, and torque is output to left and right wheels through the left half shaft 32 and the right half shaft 33 respectively, so that the hybrid continuously variable transmission is in the engine direct drive mode;
in combination with the clutch 13, the second synchronizer 44 is moved leftwards to be meshed with the output shaft third gear 45, torque is output from the engine, and is transmitted to the differential 31 through the planetary gear mechanism 12, the first input shaft second gear 14, the output shaft third gear 45, the second synchronizer 44, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311, and torque is output to left and right wheels through the left half shaft 32 and the right half shaft 33 respectively, which is the second gear of the engine direct drive mode;
In the same way, the clutch 13 is combined to move the first synchronizer 41 rightward to mesh with the output shaft second gear 43, torque is output from the engine, and the torque is transmitted to the differential 31 through the planetary gear mechanism 12, the first input shaft 1, the first input shaft first gear 11, the output shaft second gear 43, the first synchronizer 41, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311, and the torque is output to the left and right wheels by the left half shaft 32 and the right half shaft 33, respectively, which is the third gear in the engine direct drive mode.
In the engine direct drive mode, the motor does not participate in the driving operation, and part of the torque of the engine can be transmitted to the motor via the planetary gear mechanism 12, the first input shaft 1, the first input shaft first gear 11, the intermediate shaft second gear 52, the second input shaft gear 21 and the second input shaft 2 to be able to drive the motor to rotate for power generation.
When the hybrid continuously variable transmission is in a continuously variable mode, the engine and the motor participate in driving operation at the same time, the clutch 13 is disconnected, torque output by the motor is sequentially transmitted to the sun gear 121 through the second input shaft 2, the second input shaft gear 21, the intermediate shaft second gear 52, the first input shaft first gear 11 and the first input shaft 1, meanwhile, torque output by the engine is transmitted to the planet carrier 123 and is compounded with torque transmitted to the sun gear 121 by the motor at the planet gear 122, and the compound torque is transmitted to the hollow sleeve shaft 124 through the planet gear 122 and the annular gear 1241, so that the first input shaft second gear 14 and the first input shaft third gear 15 on the hollow sleeve shaft 124 can rotate along with the hollow sleeve shaft and are output outwards through the first input shaft second gear 14 or the first input shaft third gear 15.
If the second synchronizer 44 is moved rightward to mesh with the output shaft fourth gear 47, the combined torque can be further transmitted to the differential 31 through the first input shaft third gear 15, the output shaft fourth gear 47, the second synchronizer 44, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311, and the left half shaft 32 and the right half shaft 33 output torques to the left and right wheels, respectively, which is a continuously variable transmission mode first gear;
when the second synchronizer 44 is moved leftward to engage with the output shaft third gear 45, the combined torque can be further transmitted to the differential 31 through the first input shaft second gear 14, the output shaft third gear 45, the second synchronizer 44, the output shaft 4, the output shaft fifth gear 48, and the differential gear 311, and the torque is output to the left and right wheels by the left half shaft 32 and the right half shaft 33, respectively, which is the continuously variable transmission mode second gear.
Under the stepless speed change mode, the intervention of the motor can play a role in assisting in gear shifting, so that the gear shifting process is smoother, the riding comfort is improved, the oil consumption of an engine can be reduced, and better fuel economy is obtained.
When the hybrid continuously variable transmission is in the pure direct drive mode, only the motor participates in driving operation, the clutch 13 is combined, the second synchronizer 44 is moved to the right to be meshed with the output shaft fourth gear 47, torque output by the motor sequentially passes through the second input shaft 2, the second input shaft gear 21, the intermediate shaft second gear 52, the first input shaft first gear 11, the clutch 13, the first input shaft second gear 14, the hollow shaft 124, the first input shaft third gear 15, the output shaft fourth gear 47, the second synchronizer 44, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311 to be transmitted to the differential 31, and torque is output to the left and right wheels by the left half shaft 32 and the right half shaft 33 respectively, so that the hybrid continuously variable transmission is in the pure direct drive mode;
The clutch 13 is combined, the second synchronizer 44 is moved leftwards to be meshed with the output shaft third gear 45, the torque output by the motor is transmitted to the differential 31 through the second input shaft 2, the second input shaft gear 21, the intermediate shaft second gear 52, the first input shaft first gear 11, the clutch 13, the first input shaft second gear 14, the output shaft third gear 45, the second synchronizer 44, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311 in sequence, and the torque is output to left and right wheels through the left half shaft 32 and the right half shaft 33 respectively, so that the gear is in a pure direct drive mode second gear;
the clutch 13 is disconnected, the first synchronizer 41 is moved to the right to be meshed with the output shaft second gear 43, the torque output by the motor is sequentially transmitted to the differential 31 through the second input shaft 2, the second input shaft gear 21, the intermediate shaft second gear 52, the first input shaft first gear 11, the output shaft second gear 43, the first synchronizer 41, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311, and the torque is respectively output to left and right wheels by the left half shaft 32 and the right half shaft 33, so that the three-gear is in a three-gear in a pure direct drive mode;
the clutch 13 is disconnected, the first synchronizer 41 is moved leftwards to be meshed with the first output shaft gear 42, the torque output by the motor is sequentially transmitted to the differential 31 through the second input shaft 2, the second input shaft gear 21, the intermediate shaft second gear 52, the intermediate shaft 5, the intermediate shaft first gear 51, the first output shaft gear 42, the first synchronizer 41, the output shaft 4, the fifth output shaft gear 48 and the differential gear 311, and the torque is respectively output to left and right wheels by the left half shaft 32 and the right half shaft 33, so that the four-gear in the pure direct drive mode is realized.
When the hybrid continuously variable transmission is in an overspeed mode, the engine and the motor participate in driving operation at the same time, the clutch 13 is combined, so that the first input shaft 1 and all transmission parts arranged on the first input shaft 1 can form a whole to rotate, torque output by the motor is sequentially transmitted to the first input shaft 1 through the second input shaft 2, the second input shaft gear 21, the intermediate shaft second gear 52 and the first input shaft first gear 11, and torque output by the engine is simultaneously transmitted to the first input shaft 1 through the planet carrier 123, the planet gears 122 and the sun gear 121 to be compounded with torque output by the motor.
If the second synchronizer 44 is shifted to the right to mesh with the output shaft fourth gear 47, the compound torque will be transmitted to the differential 31 through the sun gear 121, the planet gears 122, the ring gear 1241, the hollow shaft 124, the first input shaft third gear 15, the output shaft fourth gear 47, the second synchronizer 44, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311 in sequence, and the left half shaft 32 and the right half shaft 33 output torque to the left and right wheels respectively, which is the overspeed mode first gear;
if the second synchronizer 44 is moved leftwards to be meshed with the output shaft third gear 45, the compound torque is transmitted to the differential 31 through the sun gear 121, the planet gears 122, the annular gear 1241, the hollow shaft 124, the first input shaft second gear 14, the output shaft third gear 45, the second synchronizer 44, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311 in sequence, and the left half shaft 32 and the right half shaft 33 respectively output torque to left and right wheels, which is the overspeed mode second gear;
If the first synchronizer 41 is shifted to the right to mesh with the output shaft second gear 43, the compound torque will be transmitted to the differential 31 via the sun gear 121, the planet gears 122, the ring gear 1241, the hollow shaft 124, the first input shaft first gear 11, the output shaft second gear 43, the first synchronizer 41, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311 in this order, and torque will be output to the left and right wheels by the left half shaft 32 and the right half shaft 33, respectively, which is the overdrive mode third gear.
Under the overspeed mode, the power of the vehicle is full in overspeed process due to the assistance of the motor, the rotating speed of the engine is relatively low, the oil consumption can be effectively reduced, and better fuel economy is obtained.
When the hybrid continuously variable transmission is in the reverse mode, only the engine is engaged in the driving operation, the clutch 13 is engaged so that the first input shaft 1 and all the transmission members provided thereon can be rotated as a unit, the first synchronizer 41 is moved leftward, the engine output torque is transmitted to the first input shaft first gear 11 through the carrier 123, the planetary gears 122, the ring gear 1241, the sleeve shaft 124 and the clutch 13, and further the output shaft first gear 42, the first synchronizer 41, the output shaft 4, the output shaft fifth gear 48 and the differential gear 311 are transmitted to the differential 31 via the intermediate shaft second gear 52, the intermediate shaft 5, the intermediate shaft first gear 51, and the torque is output to the left and right wheels by the left half shaft 32 and the right half shaft 33, respectively, to form the reverse mode.
The hybrid continuously variable transmission provided by the invention has the advantages that the technical scheme of the two embodiments is combined, and the hybrid continuously variable transmission has the following advantages:
firstly, the intermediate shaft 5 is arranged, so that on one hand, the transmission connection between the motor and the output shaft 4 and the transmission connection between the motor and the first input shaft are realized, and further, the direct driving of the motor or the mixed driving of the intervening driving work together with the engine can be realized; on the other hand, the setting of jackshaft 5 can make things convenient for the motor to carry out the adjustment of mounted position when mixing and moving continuously variable transmission to can make the arrangement between motor and the mixed continuously variable transmission compacter, reach the effect that makes mixed continuously variable transmission miniaturized.
Secondly, through the opening and closing of the clutch and the left and right movement of the synchronizer, a combination mode among various transmission pairs can be formed, so that three direct drive modes of an engine direct drive mode, a pure direct drive mode and a reverse gear mode can be realized, and two hybrid modes of a stepless speed change mode and an overspeed mode can be realized; the pure electric direct drive mode is suitable for starting vehicles, running in short distance between cities and villages and working conditions of frequent starting and stopping in urban areas, so that the use of an engine can be reduced, fuel oil is saved, and fuel oil economy is improved; on the one hand, the continuously variable transmission mode can realize the electrified starting, so that the engine can be maintained at a lower rotating speed when the vehicle starts, thereby achieving the purposes of saving fuel and improving fuel economy; the overspeed mode enables the hybrid continuously variable transmission to output larger torque through the assistance of the motor, so that the power of a vehicle is full when the vehicle runs at a high speed, and the rotation speed of an engine is relatively low due to the assistance of the motor, and the purposes of saving fuel and improving fuel economy are achieved; the engine direct-drive mode is suitable for being used when the vehicle runs on a road surface with smoothness and long downhill, so that the engine can maintain a lower rotating speed, and the motor can be used for generating electricity to supplement electric energy of power loss, thereby achieving the purposes of saving fuel and improving fuel economy.
The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited thereto. Within the scope of the technical idea of the invention, a plurality of simple variants of the technical proposal of the invention can be carried out, comprising that each specific technical feature is combined in any suitable way, and in order to avoid unnecessary repetition, the invention does not need to be additionally described for various possible combinations. Such simple variations and combinations are likewise to be regarded as being within the scope of the present disclosure.

Claims (7)

1. A hybrid continuously variable transmission, characterized by comprising a first input shaft (1) in driving connection with an engine, a second input shaft (2) in driving connection with a motor, a drive axle (3), an output shaft (4) in driving connection with the drive axle (3), and an intermediate shaft (5) arranged between the first input shaft (1) and the second input shaft (2), both the intermediate shaft (5) and the first input shaft (1) being in driving connection with the output shaft (4) so that torque can be transmitted to the drive axle (3) via the output shaft (4); the novel planetary gear mechanism is characterized in that a first input shaft first gear (11), a planetary gear mechanism (12), a clutch (13), a first input shaft second gear (14) and a first input shaft third gear (15) are arranged on the first input shaft (1), the planetary gear mechanism (12) comprises a sun gear (121), a planet wheel (122), a planet carrier (123) and an empty sleeve shaft (124), the sun gear (121) is in spline connection with the first input shaft (1), an inner gear ring (1241) is arranged on the inner wall of one end of the empty sleeve shaft (124), and the first input shaft second gear (14) and the first input shaft third gear (15) are in spline connection with the other end of the empty sleeve shaft (124) and can be integrally and rotatably supported on the input shaft (1); the planetary gear (122) is rotatably mounted on the planetary carrier (123) through a pin shaft and is meshed between the sun gear (121) and the annular gear (1241), the clutch (13) comprises a clutch inner hub (131) and a clutch outer hub (132), the clutch inner hub (131) is connected with the first input shaft second gear (14), and the clutch outer hub (132) is connected with the first input shaft first gear (11); the first input shaft (1) is in driving connection with the engine via the planet carrier (123); the first input shaft first gear (11) is in transmission connection with the intermediate shaft (5) so as to realize transmission connection of the first input shaft (1) and the motor, the first input shaft first gear (11) can be selectively connected with the planetary gear mechanism (12) through the clutch so as to realize direct drive, mixing and stepless speed change in different combination modes among transmission pairs, a first synchronizer (41), an output shaft first gear (42), an output shaft second gear (43), a second synchronizer (44), an output shaft third gear (45), a third synchronizer (46), an output shaft fourth gear (47) and an output shaft fifth gear (48) are arranged on the output shaft (4), and the output shaft first gear (42), the output shaft second gear (43), the output shaft third gear (45) and the output shaft fourth gear (47) are all sleeved and can be rotatably supported on the output shaft (4), and the output shaft fifth gear (48) is connected to the output shaft (4) through a spline and is connected with the drive axle (3); the output shaft (4) is in transmission connection with the first input shaft (1) via the output shaft second gear (43), the output shaft third gear (45) and the output shaft fourth gear (47); the output shaft (4) is in transmission connection with the intermediate shaft (5) via the output shaft first gear (42) and is in transmission connection with the second input shaft (2) via the intermediate shaft (5); the first synchronizer (41), the second synchronizer (44) and the third synchronizer (46) are movably arranged on the output shaft (4) and can be selectively meshed with adjacent gears so as to form different combination modes among gear pairs; the first input shaft first gear (11) is meshed with the output shaft second gear (43), the first input shaft second gear (14) is meshed with the output shaft third gear (45), and the first input shaft third gear (15) is meshed with the output shaft fourth gear (47) so as to realize transmission connection of the first input shaft (1) and the output shaft (4); the intermediate shaft (5) is provided with an intermediate shaft first gear (51) and an intermediate shaft second gear (52) which are fixedly connected to the intermediate shaft, and the intermediate shaft (5) is in transmission connection with the output shaft (4) through the cooperation of the intermediate shaft first gear (51) and the output shaft first gear (42) of the output shaft; the intermediate shaft (5) is connected to the second input shaft (2) in a driving manner via the intermediate shaft second gear (52), and is connected to the first input shaft (1) in a driving manner via the engagement of the intermediate shaft second gear (52) with the first input shaft first gear (11).
2. A hybrid continuously variable transmission according to claim 1, characterized in that the intermediate shaft (5) is capable of a driving connection of the intermediate shaft (5) with the output shaft (4) via the engagement of the intermediate shaft first gear (51) with the output shaft first gear (42).
3. A hybrid continuously variable transmission according to claim 1, wherein said second input shaft (2) is provided with a second input shaft gear (21) fixedly attached thereto, said second input shaft gear (21) being meshed with said intermediate shaft second gear (52) for transmitting torque to said intermediate shaft (5).
4. A hybrid continuously variable transmission according to claim 1, wherein said drive axle (3) comprises a differential (31), a left axle shaft (32) connected to one side of said differential (31) and a right axle shaft (33) connected to the other side of said differential (31), said differential (31) being in mesh with said output shaft fifth gear (48).
5. The hybrid continuously variable transmission according to claim 4, wherein said differential (31) includes a differential gear (311), said differential (31) being meshed with said output shaft fifth gear (48) through said differential gear (311).
6. A powertrain comprising a hybrid continuously variable transmission, an engine and an electric machine as claimed in any one of claims 1 to 5.
7. A vehicle comprising the powertrain of claim 6.
CN202011049173.4A 2020-09-29 2020-09-29 Mixed-motion continuously variable transmission, power assembly and vehicle Active CN114132167B (en)

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