CN114953963A - Hybrid power transmission device and vehicle - Google Patents

Hybrid power transmission device and vehicle Download PDF

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Publication number
CN114953963A
CN114953963A CN202110210848.7A CN202110210848A CN114953963A CN 114953963 A CN114953963 A CN 114953963A CN 202110210848 A CN202110210848 A CN 202110210848A CN 114953963 A CN114953963 A CN 114953963A
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CN
China
Prior art keywords
gear
transmission shaft
motor
synchronizer
engine
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Pending
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CN202110210848.7A
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Chinese (zh)
Inventor
李瑶瑶
朱永明
张安伟
赵江灵
赵成飞
周文太
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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Application filed by Guangzhou Automobile Group Co Ltd filed Critical Guangzhou Automobile Group Co Ltd
Priority to CN202110210848.7A priority Critical patent/CN114953963A/en
Publication of CN114953963A publication Critical patent/CN114953963A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units 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 apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units 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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • 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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units 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 apparatus, components or means specially adapted for HEVs
    • B60K6/38—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 characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • 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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units 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 apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units 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 apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units 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
    • B60K6/42—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 characterised by the architecture of the hybrid electric vehicle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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

Abstract

The invention discloses a hybrid power transmission device and a vehicle, which comprise an engine, a first motor, a second motor, a first transmission shaft, a second transmission shaft, a clutch, a synchronizer, a first gear pair, a second gear pair and a third gear pair, wherein the engine is connected to the first transmission shaft through the clutch, and the first motor is connected to the first transmission shaft; the first, second and third gear pairs are combined between the first and second transmission shafts through a synchronizer; the hybrid power transmission device further comprises a third transmission shaft, the second motor is connected to the third transmission shaft, and the second transmission shaft and the third transmission shaft output power to the differential mechanism. Simple structure, the biography power route of second motor to wheel end is short, and transmission efficiency is high, and the required drive power of wheel end falls on the high efficiency region of engine as much as possible, realizes pure electric start and the heavy grade's of slope working condition, and the urban working condition of low speed low-load adopts the fuel consumption rate that the series connection increases journey mode and promotes the engine to improve whole car economic nature.

Description

Hybrid power transmission device and vehicle
Technical Field
The invention belongs to the field of transmissions, and particularly relates to a hybrid power transmission device and a vehicle.
Background
With the development of the automobile industry, 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 a hybrid power driven automobile becomes the mainstream trend of the traditional power driven automobile in the period of transition to a pure electric driven automobile.
The current hybrid power system is mainly divided into three directions, namely a series type, a parallel type and a series-parallel type hybrid system.
The series type drives the generator to generate electricity by depending on the engine, and the generated electric energy is directly supplied to the driving motor to drive the vehicle to run or is stored in the power battery. And under the condition that the vehicle is required to cover various working condition requirements, the power selection requirements of the driving motor, the generator and the engine are large, so that the problems of cost rise and arrangement are caused.
The parallel connection type depends on the engine and the driving motor to output power together so as to meet the power requirement of the vehicle, has small requirement on the torque of the motor, and can effectively reduce the size of the battery. However, the rotating speed of the engine cannot be decoupled with the vehicle speed, so that the adjusting capacity of the high-efficiency area of the engine is limited, and the oil saving effect is limited.
The series-parallel connection type integrates the advantages of the series connection type and the parallel connection type, can be designed according to the target of a vehicle, and has larger oil-saving space on the premise of meeting the requirement of the power performance of the whole vehicle by selecting a scheme. The disadvantage is that the control difficulty is large according to the complexity of the system.
The existing dual-motor hybrid power transmission device capable of realizing three-gear driving of an engine belongs to a series-parallel hybrid system and comprises an engine, a first motor, a second motor, a first gear set, a second gear set, a third gear set and a synchronizer, wherein a driving gear of the first gear set is sleeved on an input shaft in a free manner, a driven gear is fixedly arranged on an output shaft, driving gears of the second gear set and the third gear set are fixedly arranged on the input shaft, the driven gear is sleeved on the output shaft in a free manner, the engine and the first motor are coaxially arranged at one end of the input shaft and are connected through a single clutch, the engine and the first motor are both connected to the driving gear of the first gear set and the input shaft through double clutches, a bilateral synchronizer is arranged on the output shaft and is used for combining the driven gears of the second gear set and the third gear set with the output shaft, the second motor is connected to a driving gear of the third gear set through a reduction gear pair, although three gears of a direct drive mode of the engine and six gears of a pure electric mode of the single motor can be realized by controlling the working states of the single clutch, the double clutch and the bilateral synchronizer, the control is simple compared with a general series-parallel hybrid system, but the scheme has the following problems:
1) the structure is complex;
2) the transmission path from the second motor to the wheel end is long, and the transmission efficiency is low;
3) the engine and the first motor rotate coaxially, and the engine and the first motor are difficult to be matched with a high-efficiency interval of the first motor.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: aiming at the problems that the existing double-motor hybrid power transmission device capable of realizing three gears in the direct drive mode is complex in structure and low in transmission efficiency, the hybrid power transmission device and the vehicle are provided.
In order to solve the above technical problem, an embodiment of the present invention provides a hybrid transmission device, including an engine, a first motor, a second motor, a first transmission shaft, a second transmission shaft, a clutch, a synchronizer, a first gear pair, a second gear pair, and a third gear pair;
the engine is connected to the first transmission shaft through the clutch, and the first motor is connected to the first transmission shaft;
the first gear pair, the second gear pair and the third gear pair are respectively combined between the first transmission shaft and the second transmission shaft through synchronizers;
the second transmission shaft outputs power to the differential;
the hybrid power transmission device further comprises a third transmission shaft, the second motor is connected to the third transmission shaft, and the third transmission shaft outputs power to the differential.
Optionally, the synchronizers of the hybrid transmission include a double-sided synchronizer and a single-sided synchronizer;
the double-sided synchronizer is used for selectively combining one of the first gear pair and the second gear pair between the first transmission shaft and the second transmission shaft;
the unilateral synchronizer is used for combining the third gear pair between the first transmission shaft and the second transmission shaft.
Optionally, the first gear pair includes a first gear driving gear and a first gear driven gear, the second gear pair includes a second gear driving gear and a second gear driven gear, and the third gear pair includes a third gear driving gear and a third gear driven gear;
the first gear driving gear and the second gear driving gear are sleeved on the first transmission shaft in a hollow mode, the first gear driven gear and the second gear driven gear are fixedly arranged on the second transmission shaft, and the bilateral synchronizer is arranged on the first transmission shaft and is used for combining any one of the first gear driving gear and the second gear driving gear with the first transmission shaft; or the like, or, alternatively,
the first gear driving gear and the second gear driving gear are fixedly arranged on the first transmission shaft, the first gear driven gear and the second gear driven gear are sleeved on the second transmission shaft in a hollow manner, and the bilateral synchronizer is arranged on the second transmission shaft and is used for combining any one of the first gear driven gear and the second gear driven gear with the second transmission shaft;
the third gear driving gear is sleeved on the first transmission shaft in an empty mode, the third gear driven gear is fixedly arranged on the second transmission shaft, and the single-side synchronizer is arranged on the first transmission shaft and is used for combining the third gear driving gear with the first transmission shaft; or the like, or a combination thereof,
the third gear driving gear is fixedly arranged on the first transmission shaft, the third gear driven gear is sleeved on the second transmission shaft in a hollow mode, and the single-side synchronizer is arranged on the second transmission shaft and is used for combining the third gear driven gear with the second transmission shaft.
Optionally, the third gear pair, the first gear pair and the second gear pair are sequentially arranged in a direction away from the engine, the unilateral synchronizer is located on one side of the third gear pair, which is away from or faces the first gear pair, and the bilateral synchronizer is located between the first gear pair and the second gear pair.
Optionally, the engine is connected to one end of the first transmission shaft, the first motor is connected to the other end of the first transmission shaft, and the second motor is connected to one end of the third transmission shaft, which is far away from the engine.
Optionally, the electric vehicle further comprises a speed-increasing gear pair, and the first transmission shaft is connected to the first motor through the speed-increasing gear pair.
Optionally, a reduction gear pair is further included;
the second motor is connected to the third transmission shaft through the reduction gear pair.
Optionally, the hybrid transmission further includes a first main reduction gear provided on the second transmission shaft and a second main reduction gear provided on the third transmission shaft, and the first main reduction gear and the second main reduction gear are respectively engaged with the ring gear of the differential.
Optionally, the hybrid power transmission device has a first single-motor pure electric mode, a second single-motor pure electric mode, a dual-motor pure electric mode, a hybrid drive mode, an engine direct drive mode, a series range extending mode, a braking energy recovery mode and a parking charging mode;
disengaging the clutch, engaging any one of the first, second and third gear sets with the synchronizer between the first and second drive shafts, the engine and the second electric machine being inoperative, the first electric machine being driven to establish a first single-motor electric-only mode;
disengaging the clutch, disengaging the synchronizer, deactivating the engine and the first electric machine, and driving the second electric machine to establish a second single-motor electric-only mode;
the clutch is separated, any one gear pair of the first gear pair, the second gear pair and the third gear pair is combined between the first transmission shaft and the second transmission shaft by the synchronizer, the engine does not work, and the first motor and the second motor are driven to establish a double-motor pure electric mode;
the clutch is combined, the synchronizer combines any one of the first gear pair, the second gear pair and the third gear pair between the first transmission shaft and the second transmission shaft, the engine is driven, and at least one of the first motor and the second motor is driven to establish the hybrid driving mode;
combining the clutch, combining any one gear pair of the first gear pair, the second gear pair and the third gear pair between the first transmission shaft and the second transmission shaft by the synchronizer, driving the engine, and enabling the first motor and the second motor not to work so as to establish the direct drive mode of the engine;
the clutch is combined, the synchronizer is separated, the first motor is driven by the engine to generate electricity, and the second motor is driven to establish the series range extending mode;
separating the clutch, separating the synchronizer, enabling the engine and the first motor to not work, and enabling the second motor to generate electricity so as to establish the braking energy recovery mode;
and the synchronizer is separated in combination with the clutch, and the first motor generates electricity under the driving of the engine to establish the parking charging mode.
The embodiment of the invention also provides a vehicle which comprises the hybrid power transmission device.
According to the hybrid power transmission device and the vehicle provided by the embodiment of the invention, the engine, the first motor and the second motor are used as power sources, the power output of the engine is controlled through the clutch, the three gears output by the engine and the first motor are controlled through the synchronizer, the fourth gear when the motor participates in driving is realized through the output of the second motor, and the structure is simple;
the second motor is connected in the third transmission shaft, simple structure for the second motor is short to the biography power route of wheel end, and transmission efficiency is high, and the second motor is connected in the third transmission shaft, can shorten the length of second transmission shaft, increases transmission stationarity.
By controlling the working states of the clutch and the synchronizer, multiple driving modes such as three gears in a direct drive mode of the engine, four gears in a single-motor pure electric mode, a hybrid driving mode, a series range extending mode and the like can be realized, the system is suitable for various road conditions, the engine is ensured to always operate in an optimal working area, the efficiency of the engine is improved, and the dynamic property and the economical efficiency are effectively improved;
the three-gear speed ratio from the engine to the wheel end is flexible in type selection;
the first motor is used as a generator and a driving motor, four forward gears are arranged in a single motor driving mode, the torque requirement on the motor can be reduced, the size of the first motor is reduced, the torque of the first motor serving as a starting motor can be directly output to a wheel end, the torque response is fast, and the pure starting requirement of large torque is met;
during gear shifting, power can be output to the wheel end through the second motor, and unpowered interrupted gear shifting is achieved;
in the aspect of power regulation, the hybrid power transmission device can be used for regulating the output and input power of the power battery through three gears of the engine, so that the driving power required by a wheel end falls in a high-efficiency area of the engine as much as possible, the working state of the engine is kept free from or less influenced by road conditions, pure electric starting and a large-gradient hill start working condition can be realized through a motor gear, in addition, under the urban working condition of low vehicle speed and low load, the fuel consumption rate of the engine can be effectively improved by adopting a series range extending mode, and the kinetic energy during braking can be recovered to the power battery; all the measures can not only greatly improve the economic performance of the whole vehicle, but also improve the large torque output capacity of low vehicle speed;
the method is suitable for HEV models and PHEV models, and good in platformization.
Drawings
FIG. 1 is a schematic illustration of a hybrid transmission according to an embodiment of the present invention;
FIG. 2 is a schematic illustration of a hybrid transmission according to an embodiment of the present invention;
the reference numerals in the specification are as follows:
1. an engine; 2. a first motor; 3. a second motor; 4. a first drive shaft; 5. a second drive shaft; 6. a third drive shaft; 7. a clutch; 8. a bilateral synchronizer; 9. a single-side synchronizer;
10. a first main reduction gear; 11. a second main reduction gear; 12. a differential, 121, a ring gear;
211. a first gear driving gear; 212. a first gear driven gear;
221. a second stop driving gear; 222. a second-gear driven gear;
231. a third gear driving gear; 232. a third gear driven gear;
241. a first speed increasing gear; 242. a second speed increasing gear;
251. a first reduction gear; 252. a second reduction gear.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and do not limit the invention.
As shown in fig. 1 and fig. 2, a hybrid power transmission device according to an embodiment of the present invention includes an engine 1, a first motor 2, a second motor 3, a first transmission shaft 4, a second transmission shaft 5, a clutch 7, a synchronizer, a first gear pair, a second gear pair, and a third gear pair;
the engine 1 is connected with the first transmission shaft 4 through the clutch 7, and the first motor 2 is connected with the first transmission shaft 4;
the first gear pair, the second gear pair and the third gear pair are respectively combined between the first transmission shaft 4 and the second transmission shaft 5 through synchronizers;
the second transmission shaft 5 outputs power to the differential 12;
the hybrid power transmission device further comprises a third transmission shaft 6, the second motor 3 is connected to the third transmission shaft 6, and the third transmission shaft 6 outputs power to the differential mechanism 12. The power transmitted to the differential mechanism by the power source is transmitted to the wheel end through the half shaft.
Specifically, any one of the first gear pair, the second gear pair and the third gear pair is a first gear pair, any one of the first gear pair, the second gear pair and the third gear pair is a second gear pair, and any one of the first gear pair, the second gear pair and the third gear pair is a third gear pair, that is, no requirement is made on the arrangement sequence of the first gear pair, the second gear pair and the third gear pair on the first transmission shaft 4. In fig. 1, the first gear pair is a first gear pair, the second gear pair is a second gear pair, and the third gear pair is a third gear pair, but in actual arrangement, the first gear pair may not be the first gear pair but one of the second gear pair or the third gear pair, and in the same way, the second gear pair may not be the second gear pair, and the third gear pair may not be the third gear pair. Of course, the first gear pair, the second gear pair and the third gear pair have different speed ratios.
In the present application, for simplifying the description, the first motor 2 and the second motor 3 are collectively referred to as a motor, the first transmission shaft 4, the second transmission shaft 5, and the third transmission shaft 6 are collectively referred to as a transmission shaft, and the first gear pair, the second gear pair, and the third gear pair are collectively referred to as a gear pair.
When the clutch 7 is separated, the first motor 2 can drive the wheel end independently, three forward gears driven by the first motor 2 independently can be realized by switching the working state of the synchronizer, and simultaneously, when the clutch 7 and the synchronizer are separated, the second motor 3 can drive the wheel end independently, the torque transmitted to the differential mechanism 12 by the second motor 3 is different from the torque transmitted to the differential mechanism 12 by the first motor 2, so that four gears under a single-motor pure electric mode can be realized by driving the first motor 2 or the second motor 3 independently;
when the clutch 7 is separated, the first motor 2 and the second motor 3 can drive the wheel end together, and three gears under the double-motor pure electric mode can be realized by switching the working state of the synchronizer.
When the clutch 7 is combined, the engine 1 can drive the wheel end independently, three forward gears in the engine direct drive mode can be achieved by switching the working state of the synchronizer, the engine 1 can drive the wheel end together with the first motor 2 or the second motor 3, and a plurality of forward gears in the hybrid drive mode can be achieved by switching the working state of the synchronizer.
When the clutch 7 is combined and the synchronizer is separated, the first motor 2 generates power under the driving of the engine 1, and the second motor 3 drives the wheel end, so that the series range extending mode can be realized.
The clutch 7 and the synchronizer are separated, and the second motor 3 is driven by the wheel end to generate electricity, so that a braking energy recovery mode can be realized, and energy conservation and emission reduction can be realized to the maximum extent.
When the clutch 7 is combined and the synchronizer is separated, the first motor 2 is driven by the engine 1 to generate power, and the second motor 3 does not work, so that a parking power generation mode can be realized.
According to the hybrid power transmission device provided by the embodiment of the invention, the engine 1, the first motor 2 and the second motor 3 are used as power sources, the power output of the engine is controlled through the clutch 7, the three gears output by the engine and the first motor are controlled through the synchronizer, the fourth gear when the motor participates in driving is realized through the output of the second motor, and the structure is simple;
the second motor 3 is connected in the third transmission shaft 6, simple structure for the second motor 3 is short to the biography power route of wheel end, and transmission efficiency is high, and the second motor 3 is connected in the third transmission shaft 6, can shorten the length of second transmission shaft 5, increases transmission stationarity.
By controlling the working states of the clutch 7 and the synchronizer, multiple driving modes such as three gears in a direct drive mode of the engine, four gears in a single-motor pure electric mode, a hybrid driving mode, a series range extending mode and the like can be realized, the hybrid driving device is suitable for various road conditions, the engine 1 is ensured to always run in an optimal working area, the efficiency of the engine 1 is improved, and the dynamic property and the economical efficiency are effectively improved;
the three-gear speed ratio from the engine to the wheel end is flexible in type selection;
the first motor 2 is used as a generator and a driving motor, four forward gears are arranged in a single motor driving mode, the torque requirement on the motor can be reduced, the size of the first motor 2 is reduced, the torque of the first motor 2 serving as a starting motor can be directly output to a wheel end, the torque response is fast, and the pure starting requirement of large torque is met;
during gear shifting, power can be output to the wheel end through the second motor 3, and unpowered interrupted gear shifting is achieved;
in the aspect of power regulation, the hybrid power transmission device can be used for regulating the output and input power of the power battery through three gears of the engine 1, so that the driving power required by a wheel end falls in a high-efficiency area of the engine as much as possible, the working state of the engine 1 is kept free from or less influenced by road conditions, pure electric starting and a large-gradient hill-start working condition can be realized through a motor gear, in addition, under the urban working condition of low vehicle speed and low load, the fuel consumption rate of the engine can be effectively improved by adopting a series range-extending mode, and the kinetic energy during braking can be recovered to the power battery; all the measures can not only greatly improve the economic performance of the whole vehicle, but also improve the large torque output capacity of low vehicle speed;
the method is suitable for HEV models and PHEV models, and good in platformization.
In one embodiment, as shown in fig. 1 and 2, the synchronizers of the hybrid transmission include a double-sided synchronizer 8 and a single-sided synchronizer 9;
the bilateral synchronizer 8 is used for selectively combining one of the first gear pair and the second gear pair between the first transmission shaft 4 and the second transmission shaft 5;
the single-side synchronizer 9 is used for combining the third gear pair between the first transmission shaft 4 and the second transmission shaft 5.
According to the requirement of wheel end torque, the bilateral synchronizer 8 is controlled to combine the first gear pair or the second gear pair between the first transmission shaft 4 and the second transmission shaft 5, so that the power of the first transmission shaft 4 can be transmitted to the second transmission shaft 5 through the first gear pair or the second gear pair, or the unilateral synchronizer 9 is controlled to combine the third gear pair between the first transmission shaft 4 and the second transmission shaft 5, so that the power of the first transmission shaft 4 is transmitted to the second transmission shaft 5 through the third gear pair, namely, two advancing gear controls can be realized through the bilateral synchronizer 8, one advancing gear control can be realized through the unilateral synchronizer 9, the structure is simple and compact, and the axial size of the hybrid power transmission device can be reduced. Of course, three single-side synchronizers 9 can be selected to control three forward gears respectively, or two double-side synchronizers 8 can be selected to control three forward gears, so that the structure is relatively complex, and the axial size is long.
In one embodiment, as shown in fig. 1 and 2, the first gear pair includes a first gear driving gear 211 and a first gear driven gear 212, the second gear pair includes a second gear driving gear 221 and a second gear driven gear 222, and the third gear pair includes a third gear driving gear 231 and a third gear driven gear 232. In the present application, for simplicity, the first gear driving gear 211, the second gear driving gear 221, and the third gear driving gear 231 are collectively referred to as a gear driving gear, the first gear driven gear 212, the second gear driven gear 222, and the third gear driven gear 232 are collectively referred to as a gear driven gear, and the gear driving gear and the gear driven gear are collectively referred to as a gear.
Wherein: as shown in fig. 1 and 2, the first gear driving gear 211 and the second gear driving gear 221 are freely sleeved on the first transmission shaft 4, the first gear driven gear 212 and the second gear driven gear 222 are fixedly arranged on the second transmission shaft 5, and the double-sided synchronizer 8 is arranged on the first transmission shaft 4 and is used for combining any one of the first gear driving gear 211 and the second gear driving gear 221 with the first transmission shaft 4; or the like, or a combination thereof,
not shown in the drawings, the first gear driving gear and the second gear driving gear are fixedly arranged on the first transmission shaft, the first gear driven gear and the second gear driven gear are sleeved on the second transmission shaft in a hollow manner, and the double-side synchronizer is arranged on the second transmission shaft and is used for combining any one of the first gear driven gear and the second gear driven gear with the second transmission shaft;
as shown in fig. 1, the third gear driving gear 231 is loosely sleeved on the first transmission shaft 4, the third gear driven gear 232 is fixedly arranged on the second transmission shaft 5, and the single-side synchronizer 9 is arranged on the first transmission shaft 4 and is used for combining the third gear driving gear 231 with the first transmission shaft 4; or the like, or, alternatively,
as shown in fig. 2, the third gear driving gear 231 is fixedly disposed on the first transmission shaft 4, the third gear driven gear 232 is sleeved on the second transmission shaft 5, and the single-side synchronizer 9 is disposed on the second transmission shaft 5 and is configured to couple the third gear driven gear 232 to the second transmission shaft 5.
The bilateral synchronizer 8 can be arranged on the first transmission shaft 4 and can also be arranged on the second transmission shaft 5, and two speed ratios of power output from the first transmission shaft 4 to the second transmission shaft 5 can be realized by controlling the bilateral synchronizer 8 only by selecting gear gears of the first gear pair and the second gear pair, which are positioned on the same transmission shaft as the bilateral synchronizer 8, to be freely sleeved on the corresponding transmission shaft and selecting gear gears which are not positioned on the same transmission shaft as the bilateral synchronizer 8 to be fixedly arranged on the corresponding transmission shaft; the unilateral synchronizer 9 can be arranged on the first transmission shaft 4 and can also be arranged on the second transmission shaft 5, and power output from the first transmission shaft 4 to the second transmission shaft 5 can be realized by controlling the unilateral synchronizer 9 only by selecting a gear of a third gear pair which is positioned on the same transmission shaft as the unilateral synchronizer 9 and is freely sleeved on the corresponding transmission shaft and not fixedly arranged on the corresponding transmission shaft as the gear of the unilateral synchronizer 9 which is positioned on the same transmission shaft; therefore, the control of three forward gears is realized through the unilateral synchronizer 9 and the bilateral synchronizer 8, and the structure is simple.
Preferably, the bilateral synchronizer 8 is arranged on the first transmission shaft 4, when the engine 1 or the first motor 2 outputs power to the wheel end, the bilateral synchronizer 8 has a good transmission effect, and when the engine 1 drives the first motor 2 to generate power, the gear does not rotate along with the first transmission shaft 4, so that the efficiency of the engine 1 driving the first motor 2 to generate power is improved.
According to the speed ratio of the gear pair corresponding to the unilateral synchronizer 9, the unilateral synchronizer 9 can be selectively arranged on the first transmission shaft 4 or the second transmission shaft 5, so that the transmission error is reduced, and a better transmission effect is achieved. If the single-side synchronizer 9 is arranged on the second transmission shaft 5, the axial size of the hybrid power transmission device can be shortened. More preferably, the bilateral synchronizer 8 is arranged on the first transmission shaft 4, the unilateral synchronizer is arranged on the second transmission shaft 4, and the two synchronizers are distributed on the two transmission shafts, so that the structure is simple and the arrangement is easy.
In an embodiment, as shown in fig. 1 and 2, the third gear pair, the first gear pair and the second gear pair are arranged in sequence in a direction away from the engine 1;
the bilateral synchronizer 8 is positioned between the first gear pair and the second gear pair;
the single-sided synchronizer 9 is located on the side of the third range gear pair facing away from or towards the first range gear pair. The structure is simple and compact, the two-side synchronizer 8 can be combined with two gear pairs on two sides of the two-side synchronizer, the single-side synchronizer 9 is combined with one gear pair on one side of the single-side synchronizer, the axial distance between the two gear pairs is prevented from being increased due to the requirement that the single-side synchronizer 9 is arranged between the two gear pairs, and the axial size is favorably shortened.
In one embodiment, as shown in fig. 1 and 2, the engine 1 is connected to one end of the first transmission shaft 4, the first motor 2 is connected to the other end of the first transmission shaft 4, and the second motor 3 is connected to one end of the third transmission shaft 6, which is far away from the engine 1, so that the first motor 2 and the second motor 3 are integrated in the same housing, the structure is simplified, the size of the hybrid power transmission device is reduced, the transmission path from the second motor to the wheel end is short, and the transmission efficiency is high.
In an embodiment, as shown in fig. 1 and fig. 2, the electric vehicle further includes an acceleration gear pair, the first transmission shaft 4 is connected to the first electric machine 2 through the acceleration gear pair, the first electric machine is not coaxial with the engine, the acceleration torque reduction when the first transmission shaft 4 transmits power to the first electric machine 2 is realized through the acceleration gear pair, and the deceleration torque increase when power is transmitted from the first electric machine 2 to the first transmission shaft 4 is realized, so that the efficiency of the engine 1 driving the first electric machine 2 to generate electricity and the efficiency of the first electric machine 2 driving wheel end are improved, the size of the first electric machine 2 is favorably reduced, and the electric vehicle can be matched with a high-efficiency section of the first electric machine.
Specifically, the speed-increasing gear pair includes a first speed-increasing gear 241 fixedly disposed on the first transmission shaft 4 and a second speed-increasing gear 242 fixedly disposed on the rotation shaft of the first motor 2, and is simple in structure.
In one embodiment, as shown in fig. 1 and 2, the electric vehicle further includes a reduction gear pair, and the second motor 3 is connected to the third transmission shaft 6 through the reduction gear pair; the speed reduction and torque increase of the output power of the second motor 3 are realized through the reduction gear pair, and the size reduction of the second motor 3 is facilitated.
Specifically, the reduction gear pair includes a first reduction gear 251 fixed to the rotating shaft of the second motor 3 and a second reduction gear 252 fixed to the third transmission shaft 6, and is simple in structure.
In one embodiment, as shown in fig. 1 and 2, the hybrid transmission further includes a first main reduction gear 10 provided on the second transmission shaft 5, the first main reduction gear 10 is engaged with the ring gear 121 of the differential 12, and the first main reduction gear 10 and the ring gear 121 of the differential 12 constitute a first main reduction gear pair. The power output by the engine 1 or the first motor 2 is firstly decelerated through the three gear pairs and then is subjected to main deceleration through the first main reduction gear pair, so that the power requirement of the wheel end is better matched.
As shown in fig. 1 and 2, the hybrid power transmission device further includes a second main reduction gear 11 disposed on the third transmission shaft 6, the second main reduction gear 11 is engaged with the gear ring 121 of the differential 12, the second main reduction gear 11 and the gear ring 121 of the differential 12 form a second main reduction gear pair, the power output by the second motor 3 is firstly reduced by the reduction gear pair (if provided), and then is subjected to main reduction by the second main reduction gear pair, so as to better match the power demand of the wheel end.
Specifically, the first transmission shaft 4, the second transmission shaft 5, and the third transmission shaft 6 are supported on the transmission case by bearings.
Specifically, the gears (the gear, the first main reduction gear 10, the second main reduction gear 11, and the first speed increasing gear 241) fixedly arranged on the corresponding transmission shafts can be welded, splined, press-fitted in an interference manner, or directly generated on the corresponding transmission shafts, so that the connection and synchronous rotation between the corresponding gears and the transmission shafts are realized.
Specifically, the gear gears which are sleeved on the corresponding transmission shafts in an empty mode are sleeved on the corresponding transmission shafts through bearings in an empty mode, and therefore the corresponding gear gears are connected with the transmission shafts in a rotating mode.
Specifically, the hubs of all the synchronizers are splined to the corresponding drive shafts.
The hybrid power transmission device has a first single-motor pure electric mode, a second single-motor pure electric mode, a double-motor pure electric mode, a hybrid driving mode, an engine direct-drive mode, a series range extending mode, a braking energy recovery mode and a parking charging mode;
1) the clutch 7 is separated, the synchronizer combines any one of the first gear pair, the second gear pair and the third gear pair between the first transmission shaft 4 and the second transmission shaft 5, the engine 1 and the second motor 3 do not work, and the first motor 2 drives to establish a first single-motor pure electric mode; the engine 1 does not work, does not participate in driving, does not drive the first motor 2 to generate electricity, and does not drive the wheel end;
2) the clutch 7 is separated, the synchronizer is separated (the synchronizer is in a separated state), the engine 1 and the first motor 2 do not work, and the second motor 3 is driven to establish a second single-motor pure electric mode;
the synchronizers are in a separated state or combine a certain gear pair between the first transmission shaft 4 and the second transmission shaft 5, and four gears under a single-motor pure electric mode can be realized through two motors (the first motor 2 or the second motor 3).
The four gears in the single motor electric-only mode of the preferred embodiment are as follows:
when a first gear works, the bilateral synchronizer 8 combines a first gear pair between the first transmission shaft 4 and the second transmission shaft 5, and a power transmission route is as follows: the first electric machine 2- > the first transmission shaft 4- > the bilateral synchronizer 8, the first gear pair- > the second transmission shaft 5- > the first main reducing gear 10- > the differential 12- > the wheel end.
During the second gear work, the bilateral synchronizer 8 combines the second gear pair between the first transmission shaft 4 and the second transmission shaft 5, and the power transmission route is as follows: the first motor 2- > the first transmission shaft 4- > the bilateral synchronizer 8, the second gear pair- > the second transmission shaft 5- > the first main reduction gear 10- > the differential 12- > wheel end.
The third keeps off position during operation, and unilateral synchronous ware 9 combines third fender position gear pair between first transmission shaft 4 and second transmission shaft 5, and the power transmission route is: the first motor 2- > the first transmission shaft 4- > the unilateral synchronizer 9, the third gear pair- > the second transmission shaft 5- > the first main reducing gear 10- > the differential mechanism 12- > the wheel end.
When the fourth gear works, the power transmission route is as follows: the second motor 3- > the third transmission shaft 6- > the second main reduction gear 11- > the differential 12- > the wheel end.
3) The clutch 7 is separated, any one of the first gear pair, the second gear pair and the third gear pair is combined between the first transmission shaft 4 and the second transmission shaft 5 by the synchronizer, the engine 1 does not work, and the first motor 2 and the second motor 3 are driven to establish a double-motor pure electric mode; the synchronizer combines a certain gear pair between the first transmission shaft 4 and the second transmission shaft 5, and three gears under the dual-motor pure electric mode can be realized through two motors (the first motor 2 and the second motor 3).
The power transmission routes of the three gears in the double-motor electric-only mode are increased corresponding to the power transmission route of each gear on the basis of the power transmission routes of the first three gears in the single-motor electric-only mode, and the power transmission route of the last gear in the single-motor electric-only mode is not repeated here.
4) In combination with the clutch 7, the synchronizer combines any one of the first gear pair, the second gear pair and the third gear pair between the first transmission shaft 4 and the second transmission shaft 5, the engine 1 drives, and at least one of the first motor 2 and the second motor 3 drives, so as to establish a hybrid driving mode; the synchronizer combines a certain gear pair between the first transmission shaft 4 and the second transmission shaft 5, and multiple gears under a hybrid driving mode can be realized through the engine 1 and the two motors (the first motor 2 and the second motor 3). When the engine 1 is driven together with the second electric machine 3, the first electric machine 2 can generate electricity.
When the engine 1 and the first motor 2 are driven, three hybrid driving mode gears are provided, the power route is similar to the first three gears in the single-motor pure electric mode, and only the engine 1 and the first motor 2 are used as power sources together;
when the engine 1 and the second motor 3 are driven, three gears of a hybrid driving mode are provided, the route of the power output by the engine 1 is similar to the first three gears of the single-motor pure electric mode, only the engine 1 is used as a power source, and the route of the power output by the second motor 3 is the same as the last gear of the single-motor pure electric mode;
when the engine 1, the first motor 2 and the second motor 3 are driven, three hybrid driving mode gears are provided, the power output routes of the engine 1 and the first motor 2 are similar to the first three gears in the single-motor pure electric mode, only the engine 1 and the first motor 2 are used as power sources, and the power output route of the second motor 3 is the same as the last gear in the single-motor pure electric mode.
5) In combination with the clutch 7, the synchronizer combines any one of the first gear pair, the second gear pair and the third gear pair between the first transmission shaft 4 and the second transmission shaft 5, the engine 1 is driven, and the first motor 2 and the second motor 3 do not work so as to establish an engine direct drive mode; the synchronizer combines a certain gear pair between the first transmission shaft 4 and the second transmission shaft 5, and three gears under the direct drive mode of the engine can be realized.
The power transmission routes of the three gears in the direct drive mode of the engine are similar to the first three gears in the single-motor pure electric mode, and only the engine 1 is used as a power source.
6) The clutch 7 is combined, the synchronizer is separated, the first motor 2 is driven by the engine 1 to generate power, and the second motor 3 is driven to establish a series range extending mode;
7) the separation clutch 7, the separation synchronizer, the engine 1 and the first motor 2 do not work, and the second motor 3 generates electricity to establish a braking energy recovery mode;
8) in conjunction with the clutch 7, the synchronizer is disengaged, and the first electric machine 2 generates electricity under the drive of the engine 1 to establish the parking charge mode.
The embodiment of the invention also provides a vehicle comprising the hybrid power transmission device mentioned in any one of the previous embodiments. The system can realize the working modes of single-motor pure electric, double-motor pure electric, direct drive of an engine, hybrid drive, series range extension, braking energy recovery, parking charging and the like, in the pure electric drive/braking energy recovery mode, the clutch can disconnect the engine, avoid extra energy loss caused by back dragging the engine, recover kinetic energy during braking, and adjust the output and input power of three gears of the engine and a power battery, so that the driving power required by a wheel end falls in a high-efficiency area of the engine as much as possible, the working state of the engine is kept free from or less influenced by road conditions, pure electric starting and large-gradient slope starting working conditions can be realized through a motor gear, in addition, under the urban working condition of low vehicle speed and low load, the fuel consumption rate of the engine can be effectively improved by adopting the series mode, and all the measures not only can greatly improve the economic performance of the whole vehicle, and the large torque output capacity of low vehicle speed can be improved.
Specifically, the engine 1, the first electric machine 2, the second electric machine 3, the clutch 7, the double-side synchronizer 8 and the single-side synchronizer 9 are all connected to and controlled by the controller.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. A hybrid power transmission device comprises an engine, a first motor, a second motor, a first transmission shaft, a second transmission shaft, a clutch, a synchronizer, a first gear pair, a second gear pair and a third gear pair, and is characterized in that the engine is connected to the first transmission shaft through the clutch, and the first motor is connected to the first transmission shaft;
the first gear pair, the second gear pair and the third gear pair are respectively combined between the first transmission shaft and the second transmission shaft through synchronizers;
the second transmission shaft outputs power to the differential;
the hybrid power transmission device further comprises a third transmission shaft, the second motor is connected to the third transmission shaft, and the third transmission shaft outputs power to the differential mechanism.
2. The hybrid transmission of claim 1, wherein the synchronizers of the hybrid transmission include a double-sided synchronizer and a single-sided synchronizer;
the bilateral synchronizer is used for selectively combining one of the first gear pair and the second gear pair between the first transmission shaft and the second transmission shaft;
the unilateral synchronizer is used for combining the third gear pair between the first transmission shaft and the second transmission shaft.
3. The hybrid transmission of claim 2, wherein the first range gear set includes a first range drive gear and a first range driven gear, the second range gear set includes a second range drive gear and a second range driven gear, and the third range gear set includes a third range drive gear and a third range driven gear;
the first gear driving gear and the second gear driving gear are sleeved on the first transmission shaft in a hollow mode, the first gear driven gear and the second gear driven gear are fixedly arranged on the second transmission shaft, and the bilateral synchronizer is arranged on the first transmission shaft and is used for combining any one of the first gear driving gear and the second gear driving gear with the first transmission shaft; or the like, or a combination thereof,
the first gear driving gear and the second gear driving gear are fixedly arranged on the first transmission shaft, the first gear driven gear and the second gear driven gear are sleeved on the second transmission shaft in a hollow manner, and the bilateral synchronizer is arranged on the second transmission shaft and is used for combining any one of the first gear driven gear and the second gear driven gear with the second transmission shaft;
the third gear driving gear is sleeved on the first transmission shaft in an empty mode, the third gear driven gear is fixedly arranged on the second transmission shaft, and the single-side synchronizer is arranged on the first transmission shaft and is used for combining the third gear driving gear with the first transmission shaft; or the like, or, alternatively,
the third gear driving gear is fixedly arranged on the first transmission shaft, the third gear driven gear is sleeved on the second transmission shaft in a hollow mode, and the single-side synchronizer is arranged on the second transmission shaft and is used for combining the third gear driven gear with the second transmission shaft.
4. The hybrid transmission of claim 2, wherein the third, first, and second gear pairs are arranged in sequence in a direction away from the engine, the single-sided synchronizer is located on a side of the third gear pair facing away from or toward the first gear pair, and the double-sided synchronizer is located between the first and second gear pairs.
5. A hybrid transmission according to claim 1, wherein the engine is connected to one end of the first drive shaft, the first electric machine is connected to the other end of the first drive shaft, and the second electric machine is connected to an end of the third drive shaft remote from the engine.
6. The hybrid transmission of claim 1, further comprising a step-up gear set, said first drive shaft being connected to said first electric machine through said step-up gear set.
7. The hybrid transmission of claim 1, further comprising a reduction gear set;
the second motor is connected to the third transmission shaft through the reduction gear pair.
8. The hybrid transmission of claim 6, further comprising a first main reduction gear disposed on the second drive shaft and a second main reduction gear disposed on the third drive shaft, the first main reduction gear and the second main reduction gear each meshing with a ring gear of the differential.
9. The hybrid transmission of claim 1, wherein the hybrid transmission has a first single-motor electric-only mode, a second single-motor electric-only mode, a dual-motor electric-only mode, a hybrid drive mode, an engine direct drive mode, a series range extension mode, a braking energy recovery mode, and a park charge mode;
the clutch is separated, any one gear pair of the first gear pair, the second gear pair and the third gear pair is combined between the first transmission shaft and the second transmission shaft by the synchronizer, the engine and the second motor do not work, and the first motor is driven to establish a first single-motor pure electric mode;
the clutch is separated, the synchronizer is separated, the engine and the first motor do not work, and the second motor is driven to establish a second single-motor pure electric mode;
the clutch is separated, any one gear pair of the first gear pair, the second gear pair and the third gear pair is combined between the first transmission shaft and the second transmission shaft by the synchronizer, the engine does not work, and the first motor and the second motor are driven to establish a double-motor pure electric mode;
the clutch is combined, the synchronizer combines any one of the first gear pair, the second gear pair and the third gear pair between the first transmission shaft and the second transmission shaft, the engine is driven, and at least one of the first motor and the second motor is driven to establish the hybrid driving mode;
combining the clutch, combining any one gear pair of the first gear pair, the second gear pair and the third gear pair between the first transmission shaft and the second transmission shaft by the synchronizer, driving the engine, and enabling the first motor and the second motor not to work so as to establish the direct drive mode of the engine;
the clutch is combined, the synchronizer is separated, the first motor is driven by the engine to generate electricity, and the second motor is driven to establish the series range extending mode;
separating the clutch, separating the synchronizer, enabling the engine and the first motor to not work, and enabling the second motor to generate electricity so as to establish the braking energy recovery mode;
and the synchronizer is separated in combination with the clutch, and the first motor generates electricity under the driving of the engine to establish the parking charging mode.
10. A vehicle characterized by comprising the hybrid transmission device according to any one of claims 1 to 9.
CN202110210848.7A 2021-02-25 2021-02-25 Hybrid power transmission device and vehicle Pending CN114953963A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202110210848.7A CN114953963A (en) 2021-02-25 2021-02-25 Hybrid power transmission device and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202110210848.7A CN114953963A (en) 2021-02-25 2021-02-25 Hybrid power transmission device and vehicle

Publications (1)

Publication Number Publication Date
CN114953963A true CN114953963A (en) 2022-08-30

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN202110210848.7A Pending CN114953963A (en) 2021-02-25 2021-02-25 Hybrid power transmission device and vehicle

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Country Link
CN (1) CN114953963A (en)

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