CN118009031A - Transmission device, hybrid system and vehicle - Google Patents

Abstract

The present application provides a transmission device, a hybrid system and a vehicle. The transmission device includes: a connecting component, a speed regulating component and a control component, the connecting component includes an inner spline shaft and an outer spline shaft, one of the inner spline shaft and the outer spline shaft is connected to the output shaft of the engine, the other of the inner spline shaft and the outer spline shaft is connected to the input shaft of the driving motor, the outer spline shaft has a combined position for combining with the inner spline shaft, and the outer spline shaft has a separated position for separating from the inner spline shaft, the speed regulating component is connected to the connecting component, the control component is connected to the connecting component, and the control component is used to control the outer spline shaft to be located at the combined position and the separated position, wherein, in the process of the control component controlling the outer spline shaft to move to the combined position, part of the connecting component squeezes the speed regulating component to adjust the speed difference between the inner spline shaft and the outer spline shaft, so as to solve the problem of small clutch torque capacity and large occupied space of the hybrid system in the prior art.

Description

Transmission, hybrid system and vehicle

Technical Field

The present application relates to the field of automobile transmission technology, and more specifically, to a transmission device, a hybrid system and a vehicle.

Background technique

In the hybrid system of the prior art, when driving purely on electric power, the motor drives the vehicle, the clutch is disconnected, and the engine is turned off with a speed of zero. When the pure electric working condition is switched to the parallel drive mode, when the motor drives the vehicle, it is necessary to engage the clutch for sliding and grinding, drag the engine to the target speed and then separate, and then ignite and start the engine to avoid knocking, torque fluctuations, and inertial impact on the smoothness of the vehicle during the starting process. After the engine starts smoothly, it is combined with the clutch to transmit torque. Conventional solutions require the clutch to have a sliding and grinding function. The clutch generates a large amount of heat due to sliding and grinding, and needs to be matched with a corresponding cooling and lubrication system. In addition, the torque transmission is completely dependent on the clutch transmission, and the torque capacity requirements are high. Especially in V6 and V8 hybrid systems, when the engine torque reaches 800N·m, the clutch resources are difficult to guarantee.

Summary of the invention

The main purpose of the present application is to provide a transmission device, a hybrid system and a vehicle to solve the problems of small clutch torque capacity and large occupied space of the hybrid system in the prior art.

In order to achieve the above-mentioned purpose, according to one aspect of the present application, a transmission device is provided, including: a connecting assembly, the connecting assembly includes an inner spline shaft and an outer spline shaft, one of the inner spline shaft and the outer spline shaft is connected to the output shaft of the engine, and the other of the inner spline shaft and the outer spline shaft is connected to the input shaft of the driving motor, the inner spline shaft and the outer spline shaft are coaxially arranged, the outer spline shaft has a combined position combined with the inner spline shaft, and the outer spline shaft has a separated position separated from the inner spline shaft; a speed regulating assembly, the speed regulating assembly is connected to the connecting assembly; a control assembly, the control assembly is connected to the connecting assembly, and the control assembly is used to control the outer spline shaft to be located at the combined position and the separated position, wherein, in the process of the control assembly controlling the outer spline shaft to move to the combined position, part of the connecting assembly squeezes the speed regulating assembly to adjust the speed difference between the inner spline shaft and the outer spline shaft.

Furthermore, the speed regulation component includes: a flywheel, which is connected to a connecting component, the flywheel is arranged along the circumference of the inner spline shaft, and the flywheel and the inner spline shaft are arranged coaxially, and the inner spline shaft and the flywheel are used to connect to the engine; a clutch disc, which is connected to the connecting component, the clutch disc is arranged along the circumference of the outer spline shaft, and the clutch disc is coaxially connected to the flywheel, and in the process of the control component controlling the outer spline shaft to move to the engagement position, the outer spline shaft drives the clutch disc to move toward one side of the flywheel, so that the clutch disc has a sliding position in contact with the flywheel, and the clutch disc has a disengaged position in which the sliding friction with the flywheel is released, and when the inner spline shaft and the outer spline shaft are in the separation position, the clutch disc is in the disengaged position.

Furthermore, the connecting assembly includes: a shell, the shell includes a first shell and a second shell, the first shell is connected to the connecting assembly, the first shell is arranged on a side away from the inner spline shaft, the second shell is connected to the outer spline shaft, the clutch disc is connected to the second shell, the second shell is arranged opposite to the first shell, and the flywheel and the clutch disc are located in the accommodating space surrounded by the first shell and the second shell.

Furthermore, the control component includes a controller, an armature and an electromagnetic coil, one of the armature and the electromagnetic coil is connected to the first shell, and the other of the armature and the electromagnetic coil is connected to the second shell, wherein when the controller controls the electromagnetic coil to be in an energized state, the second shell drives the clutch plate to move to a sliding position until the speed difference is within a preset value range, and controls the external spline shaft to move to the engagement position.

Furthermore, the connecting assembly includes: multiple elastic parts, multiple elastic parts are connected to the second shell, multiple elastic parts are arranged along the circumference of the external spline shaft, the clutch plate is connected to the second shell through the multiple elastic parts, when the external spline shaft is in the engaged position, the multiple elastic parts are in a compressed state, when the external spline shaft is in the engaged position, when the controller controls the electromagnetic coil to cut off power, the second shell drives the external spline shaft to move to the disengaged position under the elastic force provided by the multiple elastic parts.

Further, the travel of the clutch disc to the sliding position is shorter than the travel of the inner spline shaft to the engagement position.

According to another aspect of the present application, a hybrid system is provided, including a transmission device, and the transmission device is the transmission device described above.

Furthermore, the hybrid system includes: an engine; a starter, the engine is electrically connected to the starter, the starter is used to start the engine, and the engine is connected to the inner spline shaft of the transmission; a drive motor, one end of the drive motor is connected to the outer spline shaft of the transmission; a transmission, one end of the transmission is connected to the other end of the drive motor, and the other end of the transmission is connected to the wheel axle.

Furthermore, the hybrid system includes a pure electric driving mode and a parallel driving mode. In the pure electric driving mode, driving force is provided by a driving motor; in the parallel driving mode, the engine is started by a starter, the engine speed is adjusted to a target speed, and the transmission device is controlled to perform a closing action so that the outer spline shaft drives the clutch disc to move toward the flywheel side until the clutch disc moves to a sliding position in contact with the flywheel. When it is detected that the speed difference is within a preset value range, the outer spline shaft is controlled to move to a combined position with the inner spline shaft, so that the engine and the driving motor can jointly provide driving force.

According to another aspect of the present application, a vehicle is provided, including a hybrid system, wherein the hybrid system is the hybrid system described above.

Applying the technical solution of the present application, the transmission device includes a connecting component, a speed regulating component and a control component, the connecting component includes an inner spline shaft and an outer spline shaft, one of the inner spline shaft and the outer spline shaft is connected to the output shaft of the engine, the other of the inner spline shaft and the outer spline shaft is connected to the input shaft of the driving motor, the outer spline shaft has a combined position combined with the inner spline shaft, and the outer spline shaft has a separated position separated from the inner spline shaft, the speed regulating component is connected to the connecting component, and the control component is connected to the connecting component, and the control component is used to control the outer spline shaft to be located at the combined position and the separated position, wherein, in the process of the control component controlling the outer spline shaft to move to the combined position, part of the connecting component squeezes the speed regulating component to adjust the speed difference between the inner spline shaft and the outer spline shaft. By setting a connecting component, a speed regulating component and a control component, and setting the inner spline shaft and the outer spline shaft to be combined, the speed regulating component adjusts the speed difference between the inner spline shaft and the outer spline shaft, and the control component controls the outer spline shaft to move to the combined position and combine with the inner spline shaft, the clutch with more friction plates used in the prior art is replaced for power transmission, which can improve the torque capacity, enable the transmission device to meet higher torque requirements, reduce the size of the clutch, and be more convenient for space design, thereby solving the problem of small clutch torque capacity and large space occupied in the hybrid system in the prior art.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings constituting part of the present application are used to provide a further understanding of the present application. The illustrative embodiments and descriptions of the present application are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

FIG1 shows a schematic structural diagram of a first embodiment of a transmission device according to the present application;

FIG2 shows a schematic structural diagram of a second embodiment of a transmission device according to the present application;

FIG3 shows a schematic structural diagram of an embodiment of a hybrid system according to the present application.

The above drawings include the following reference numerals:

10. Connecting assembly; 11. Internal spline shaft; 12. External spline shaft;

13. Shell; 131. First shell; 132. Second shell;

14. Elastic parts;

20. Speed regulating assembly; 21. Flywheel; 22. Clutch disc;

30. Control assembly; 31. Armature; 32. Electromagnetic coil;

1. Starter; 2. Engine; 3. Transmission; 4. Drive motor; 5. Transmission; 6. Electromechanical coupler.

Detailed ways

It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and/or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and/or combinations thereof.

It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein, for example. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in a variety of different forms and should not be construed as being limited to the embodiments described herein. It should be understood that these embodiments are provided to make the disclosure of the present application thorough and complete, and to fully convey the concepts of these exemplary embodiments to those of ordinary skill in the art. In the accompanying drawings, for the sake of clarity, the thickness of the layers and regions may be enlarged, and the same reference numerals are used to represent the same devices, and thus their descriptions will be omitted.

In conjunction with FIG. 1 to FIG. 3 , in a specific embodiment of the present application, a transmission device is provided.

Specifically, the transmission device includes a connecting component 10, a speed regulating component 20 and a control component 30. The connecting component 10 includes an inner spline shaft 11 and an outer spline shaft 12. One of the inner spline shaft 11 and the outer spline shaft 12 is connected to the output shaft of the engine, and the other of the inner spline shaft 11 and the outer spline shaft 12 is connected to the input shaft of the driving motor. The inner spline shaft 11 and the outer spline shaft 12 are coaxially arranged. The outer spline shaft 12 has a combined position combined with the inner spline shaft 11, and the outer spline shaft 12 has a separated position separated from the inner spline shaft 11. The speed regulating component 20 is connected to the connecting component 10, and the control component 30 is connected to the connecting component 10. The control component 30 is used to control the outer spline shaft 12 to be located at the combined position and the separated position, wherein, in the process of the control component 30 controlling the outer spline shaft 12 to move to the combined position, part of the connecting component 10 squeezes the speed regulating component 20 to adjust the speed difference between the inner spline shaft 11 and the outer spline shaft 12.

As shown in FIG. 1 , in this embodiment, by setting a connection component 10, a speed regulating component 20 and a control component 30, and setting the inner spline shaft 11 and the outer spline shaft 12 to be combined, the speed regulating component 20 adjusts the speed difference between the inner spline shaft 11 and the outer spline shaft 12, and the control component 30 controls the outer spline shaft 12 to move to the combined position to combine with the inner spline shaft 11, the clutch using more friction plates in the prior art is replaced for power transmission, which can improve the torque capacity, enable the transmission device to meet higher torque requirements, reduce the volume of the clutch, and be more convenient for space design. Furthermore, the inner spline shaft 11 and the outer spline shaft 12 can be directly combined at a small speed difference. The inner spline shaft 11 and the outer spline shaft 12 are usually directly combined at a speed difference of 50rpm, without NVH problems such as impact and abnormal noise, and the structure is simple and the cost is low.

Furthermore, the speed regulating assembly 20 includes a flywheel 21 and a clutch disc 22, the flywheel 21 is connected to the connecting assembly 10, the flywheel 21 is arranged along the circumference of the inner spline shaft 11, and the flywheel 21 is coaxially arranged with the inner spline shaft 11, the inner spline shaft 11 and the flywheel 21 are used to connect to the engine, the clutch disc 22 is connected to the connecting assembly 10, the clutch disc 22 is arranged along the circumference of the outer spline shaft 12, and the clutch disc 22 is coaxially connected with the flywheel 21, and in the process of the control assembly 30 controlling the outer spline shaft 12 to move to the engaged position, the outer spline shaft 12 drives the clutch disc 22 to move toward one side of the flywheel 21, so that the clutch disc 22 has a sliding friction position in contact with the flywheel 21, and the clutch disc 22 has a disengaged position in which the sliding friction with the flywheel 21 is released, and when the inner spline shaft 11 and the outer spline shaft 12 are in the separated position, the clutch disc 22 is in the disengaged position.

As shown in FIG2 , in the above embodiment, the engine speed regulation has poor speed regulation accuracy due to the characteristics of the fuel engine, and cannot meet the condition of the small speed difference of the inner spline shaft 11 and the outer spline shaft 12, so the flywheel 21 and the clutch disc 22 are used for transition speed regulation. In the process of the control component 30 controlling the outer spline shaft 12 to move to the combination position, the outer spline shaft 12 drives the clutch disc 22 to move to the sliding position toward the flywheel 21, and the clutch disc 22 and the flywheel 21 are slidingly rubbed, and the speed difference between the inner spline shaft 11 and the outer spline shaft 12 is adjusted to a suitable range, so that the inner spline shaft 11 and the outer spline shaft 12 are easy to combine. As shown in FIG1 , the clutch disc 22 has a disengagement position to release the sliding friction with the flywheel 21. When the inner spline shaft 11 and the outer spline shaft 12 are in the separation position, the clutch disc 22 is in the disengagement position. In this way, only a small number of friction plates are used to achieve the speed regulation work before the inner spline shaft 11 and the outer spline shaft 12 are combined, thereby enhancing the reliability of the transmission device.

In another embodiment of the present application, only 1 to 2 sliding plates are provided between the clutch disc 22 and the flywheel 21, and the sliding time is short, and the required coolant flow rate is small, less than 1LPH, and the same design as the shaft gear lubrication can be used.

Furthermore, the connecting component 10 includes a shell 13, the shell 13 includes a first shell 131 and a second shell 132, the first shell 131 is connected to the connecting component 10, the first shell 131 is arranged on a side away from the inner spline shaft 11, the second shell 132 is connected to the outer spline shaft 12, the clutch disc 22 is connected to the second shell 132, the second shell 132 is arranged opposite to the first shell 131, and the flywheel 21 and the clutch disc 22 are located in the accommodating space surrounded by the first shell 131 and the second shell 132.

As shown in FIG. 1 , in the above embodiment, the accommodating space enclosed by the first housing 131 and the second housing 132 can protect the inner spline shaft 11 , the outer spline shaft 12 , the flywheel 21 and the clutch plate 22 , thereby enhancing the practicality of the transmission device.

Furthermore, the control component 30 includes a controller, an armature 31 and an electromagnetic coil 32, one of the armature 31 and the electromagnetic coil 32 is connected to the first housing 131, and the other of the armature 31 and the electromagnetic coil 32 is connected to the second housing 132, wherein when the controller controls the electromagnetic coil 32 to be in an energized state, the second housing 132 drives the clutch plate 22 to move to a sliding position until the speed difference is within a preset value range, thereby controlling the external spline shaft 12 to move to the engaged position.

As shown in Figure 2, in the above embodiment, the armature 31 and the electromagnetic coil 32 are connected to the connecting component 10, and the electromagnetic coil 32 is controlled by the controller to be in an energized state. The second housing 132 drives the clutch plate 22 to move to the sliding position until the speed difference is within the preset value range, and the external spline shaft 12 is controlled to move to the engagement position. This arrangement realizes the control of the engagement of the transmission device through the armature 31 and the electromagnetic coil 32, thereby improving the practicability of the transmission device.

Furthermore, the connecting assembly 10 includes a plurality of elastic members 14, and the plurality of elastic members 14 are connected to the second housing 132. The plurality of elastic members 14 are arranged along the circumference of the external spline shaft 12. The clutch plate 22 is connected to the second housing 132 through the plurality of elastic members 14. When the external spline shaft 12 is in the engaged position, the plurality of elastic members 14 are in a compressed state. When the external spline shaft 12 is in the engaged position, when the controller controls the electromagnetic coil 32 to cut off power, the second housing 132 drives the external spline shaft 12 to move to the separated position under the elastic force provided by the plurality of elastic members 14.

As shown in FIG. 1 , in the above embodiment, the controller controls the electromagnetic coil 32 to be in an energized state, and when the external spline shaft 12 is in the combined position, the multiple elastic members 14 are in a compressed state. When the external spline shaft 12 is in the combined position, when the controller controls the electromagnetic coil 32 to be de-energized, the second housing 132 drives the external spline shaft 12 to move to the separated position under the elastic force provided by the multiple elastic members 14. The combination of the transmission device is controlled by the armature 31, the electromagnetic coil 32 and the multiple elastic members 14, thereby improving the practicality of the transmission device.

Furthermore, the travel of the clutch disc 22 to the sliding position is smaller than the travel of the inner spline shaft 11 to the engagement position. As shown in FIG1 and FIG2, in this embodiment, the travel of the clutch disc 22 to the sliding position is smaller than the travel of the inner spline shaft 11 to the engagement position, which can ensure that when the controller controls the electromagnetic coil 32 to be in the energized state, the second housing 132 drives the clutch disc 22 to move to the sliding position first, until the speed difference is within the preset value range, and then controls the second housing 132 to drive the outer spline shaft 12 to move to the engagement position, thereby realizing the control of the engagement of the transmission device through the armature 31 and the electromagnetic coil 32, and improving the reliability of the transmission device.

It should be noted that in the prior art, the clutch has a slip function. Since the clutch generates a lot of heat, it needs to be matched with a corresponding cooling and lubrication system. In addition, the torque transmission completely relies on the clutch, which requires a high torque capacity of the clutch, especially in V6 and V8 hybrid systems, where the engine torque reaches 800N·m, and the clutch resources are difficult to guarantee. In addition, the prior art relies on the motor to start the engine, and part of the motor's power is diverted by the engine start, which will affect the vehicle's smoothness under some special working conditions.

In another embodiment of the present application, a hybrid system is provided. The hybrid system includes the transmission device in the above embodiment.

Furthermore, the hybrid system includes a starter 1, an engine 2, a transmission 3, a drive motor 4 and a transmission 5. The engine 2 is electrically connected to the starter 1, the starter 1 is used to start the engine 2, the engine 2 is connected to the inner spline shaft 11 of the transmission 3, one end of the drive motor 4 is connected to the outer spline shaft 12 of the transmission 3, one end of the transmission 5 is connected to the other end of the drive motor 4, and the other end of the transmission 5 is connected to the wheel axle.

As shown in Figure 3, in the above embodiment, a parallel hybrid power system is constructed, and the drive motor 4 is arranged between the transmission device 3 and the transmission 5. The hybrid is realized by inserting the transmission device 3 and the drive motor 4 between the engine 2 and the transmission 5. It is a parallel hybrid power system. As shown in the figure, the electromechanical coupler 6 includes the drive motor 4 and the transmission 5.

In combination with Figures 1 and 2, in another embodiment of the present application, the engine 2 is rigidly connected to the inner spline shaft 11 of the transmission device 3, one end of the drive motor 4 is rigidly connected to the outer spline shaft 12 of the transmission device 3, the transmission device 3 can disconnect the power transmission when it is not in the torque transmission state, and the inner spline shaft 11 and the outer spline shaft 12 are in a separated position. At this time, the ends of the inner spline shaft 11 and the outer spline shaft 12 have bearings to support each other, and a "cantilever beam" structure will not be formed.

Furthermore, the hybrid system includes a pure electric driving mode and a parallel driving mode. In the pure electric driving mode, the driving force is provided by the driving motor 4; in the parallel driving mode, the engine 2 is started by the starter 1, the speed of the engine 2 is adjusted to the target speed, and the transmission device 3 is controlled to perform a closing action so that the outer spline shaft 12 drives the clutch plate 22 to move toward the flywheel 21 until the clutch plate 22 moves to a sliding position in contact with the flywheel 21. When it is detected that the speed difference is within the preset value range, the outer spline shaft 12 is controlled to move to a combined position with the inner spline shaft 11, so that the engine 2 and the driving motor 4 can jointly provide driving force.

As shown in FIG. 3 , in the above embodiment, in the pure electric driving mode, the driving motor 4 provides driving force to drive the vehicle, at which time the inner spline shaft 11 and the outer spline shaft 12 are in a separated position, the transmission device 3 disconnects the power connection, the engine 2 is turned off and the speed is zero, and the connection between the drive motor 4 and the engine 2 can also be cut off during kinetic energy recovery. In addition, because there can be a transmission ratio between the drive motor 4 and the shaft, it does not require too much torque, which can reduce the cost of the hybrid system and reduce the size of the drive motor 4, so its fuel economy is also strong.

In the parallel drive mode, the engine 2 is started by the starter 1, the speed of the engine 2 is adjusted to the target speed, and the transmission device 3 is controlled to perform a closing action, so that the outer spline shaft 12 drives the clutch plate 22 to move toward the flywheel 21 until the clutch plate 22 moves to the sliding position in contact with the flywheel 21. When the speed difference is detected to be within the preset value range, the outer spline shaft 12 is controlled to move to the combined position with the inner spline shaft 11, so that the engine 2 and the drive motor 4 jointly provide driving force. Compared with the hybrid system in the prior art, the hybrid system starts the engine 2 by the starter 1, and the power of the drive motor 4 has no shunt loss.

In another embodiment of the present application, a vehicle is provided, comprising the hybrid system in the above embodiment.

The hybrid system includes a starter 1, an engine 2, a transmission 3, a drive motor 4 and a transmission 5. The engine 2 is electrically connected to the starter 1, the starter 1 is used to start the engine 2, the engine 2 is connected to the inner spline shaft 11 of the transmission 3, one end of the drive motor 4 is connected to the outer spline shaft 12 of the transmission 3, one end of the transmission 5 is connected to the other end of the drive motor 4, and the other end of the transmission 5 is connected to the wheel axle.

As shown in Figure 3, in the above embodiment, a parallel hybrid power system is constructed, and the drive motor 4 is arranged between the transmission device 3 and the transmission 5. The hybrid is realized by inserting the transmission device 3 and the drive motor 4 between the engine 2 and the transmission 5. It is a parallel hybrid power system. As shown in the figure, the electromechanical coupler 6 includes the drive motor 4 and the transmission 5.

In combination with Figures 1 and 2, in another embodiment of the present application, the engine 2 is rigidly connected to the inner spline shaft 11 of the transmission device 3, one end of the drive motor 4 is rigidly connected to the outer spline shaft 12 of the transmission device 3, the transmission device 3 can disconnect the power transmission when it is not in the torque transmission state, and the inner spline shaft 11 and the outer spline shaft 12 are in a separated position. At this time, the ends of the inner spline shaft 11 and the outer spline shaft 12 have bearings to support each other, and a "cantilever beam" structure will not be formed.

Furthermore, the hybrid system includes a pure electric driving mode and a parallel driving mode. In the pure electric driving mode, the driving force is provided by the driving motor 4; in the parallel driving mode, the engine 2 is started by the starter 1, the speed of the engine 2 is adjusted to the target speed, and the transmission device 3 is controlled to perform a closing action so that the outer spline shaft 12 drives the clutch plate 22 to move toward the flywheel 21 until the clutch plate 22 moves to a sliding position in contact with the flywheel 21. When it is detected that the speed difference is within the preset value range, the outer spline shaft 12 is controlled to move to a combined position with the inner spline shaft 11, so that the engine 2 and the driving motor 4 can jointly provide driving force.

As shown in FIG. 3 , in the above embodiment, in the pure electric driving mode, the driving motor 4 provides driving force to drive the vehicle, at which time the inner spline shaft 11 and the outer spline shaft 12 are in a separated position, the transmission device 3 disconnects the power connection, the engine 2 is turned off and the speed is zero, and the connection between the drive motor 4 and the engine 2 can also be cut off during kinetic energy recovery. In addition, because there can be a transmission ratio between the drive motor 4 and the shaft, it does not require too much torque, which can reduce the cost of the hybrid system and reduce the size of the drive motor 4, so its fuel economy is also strong.

In the parallel drive mode, the engine 2 is started by the starter 1, the speed of the engine 2 is adjusted to the target speed, and the transmission device 3 is controlled to perform a closing action, so that the outer spline shaft 12 drives the clutch plate 22 to move toward the flywheel 21 until the clutch plate 22 moves to the sliding position in contact with the flywheel 21. When the speed difference is detected to be within the preset value range, the outer spline shaft 12 is controlled to move to the combined position with the inner spline shaft 11, so that the engine 2 and the drive motor 4 jointly provide driving force. Compared with the hybrid system in the prior art, the hybrid system starts the engine 2 by the starter 1, the power of the drive motor 4 has no shunt loss, and the vehicle has good ride comfort.

In another embodiment of the present application, the hybrid system includes an engine 2, a transmission 3, a drive motor 4 and a transmission 5. The drive motor 4 is connected to the engine 2, the engine 2 is connected to the inner spline shaft 11 of the transmission 3, and the transmission 5 is connected to the outer spline shaft 12 of the transmission 3. The auxiliary system located at the input end of the engine 2 includes an electric motor, an electric turbine, an integrated generator/starter, a high-voltage generator, etc. The drive motor 4 and the engine 2 are connected by a belt. The drive motor 4 integrates the function of the starter. When combined with a larger battery, it can drive the mechanical compressor of the air conditioner to operate when the engine stops at a traffic light, thereby playing a certain role in saving fuel.

From the above description, it can be seen that the above embodiments of the present application achieve the following technical effects:

By setting up a connecting component 10, a speed regulating component 20 and a control component 30, and setting the inner spline shaft 11 and the outer spline shaft 12 to be combined, the speed regulating component 20 adjusts the speed difference between the inner spline shaft 11 and the outer spline shaft 12, and the control component 30 controls the outer spline shaft 12 to move to the combined position and combine with the inner spline shaft 11, instead of using a clutch with more friction plates in the prior art for power transmission, the torque capacity can be improved, the transmission device can meet higher torque requirements, reduce the size of the clutch, and be more convenient for space design.

During the process of the control component 30 controlling the outer spline shaft 12 to move to the engagement position, the outer spline shaft 12 drives the clutch plate 22 to move toward the flywheel 21 to the sliding position, and the clutch plate 22 slides with the flywheel 21 to adjust the speed difference between the inner spline shaft 11 and the outer spline shaft 12 to a suitable range, so as to facilitate the engagement of the inner spline shaft 11 and the outer spline shaft 12.

The clutch plate 22 has a disengagement position to release the friction with the flywheel 21. When the inner spline shaft 11 and the outer spline shaft 12 are in the separation position, the clutch plate 22 is in the disengagement position. In this way, only a small number of friction plates are used to achieve the speed regulation work before the inner spline shaft 11 and the outer spline shaft 12 are combined, thereby enhancing the reliability of the transmission device.

The inner spline shaft 11 and the outer spline shaft 12 can be directly coupled at a small speed difference. Usually, the inner spline shaft 11 and the outer spline shaft 12 are directly coupled at a speed difference of 50 rpm. There is no NVH problem such as impact or abnormal noise, and the structure is simple and the cost is low.

Only one to two sliding plates are required between the clutch disc 22 and the flywheel 21, and the sliding time is short, and the required coolant flow rate is small, less than 1 LPH, and the same design as the shaft gear lubrication can be used.

The armature 31 and the electromagnetic coil 32 are connected to the connecting component 10, and the electromagnetic coil 32 is controlled by the controller to be in an energized state. The second housing 132 drives the clutch plate 22 to move to the sliding position until the speed difference is within the preset value range, and the external spline shaft 12 is controlled to move to the engagement position. This arrangement realizes the control of the engagement of the transmission device through the armature 31 and the electromagnetic coil 32, thereby improving the practicability of the transmission device.

When the external spline shaft 12 is in the engaged position, the controller controls the electromagnetic coil 32 to be powered off, and the second housing 132 drives the external spline shaft 12 to move to the separated position under the elastic force provided by the multiple elastic members 14. The engagement of the transmission device is controlled by the armature 31, the electromagnetic coil 32 and the multiple elastic members 14, thereby improving the practicality of the transmission device.

In the pure electric driving mode, the hybrid system drives the vehicle through the driving motor 4 to provide driving force. At this time, the inner spline shaft 11 and the outer spline shaft 12 are in a separated position, the transmission device 3 disconnects the power connection, the engine 2 is turned off and the speed is zero, and the connection between the drive motor 4 and the engine 2 can also be cut off during kinetic energy recovery. In addition, because there can be a transmission ratio between the drive motor 4 and the shaft, it does not require too much torque, which can reduce the cost of the hybrid system and reduce the size of the drive motor 4, so its fuel economy is also strong.

In the parallel drive mode, the hybrid system starts the engine 2 through the starter 1, adjusts the speed of the engine 2 to the target speed, and controls the transmission device 3 to perform a closing action, so that the outer spline shaft 12 drives the clutch plate 22 to move toward the flywheel 21 until the clutch plate 22 moves to the sliding position in contact with the flywheel 21. When the speed difference is detected to be within the preset value range, the outer spline shaft 12 is controlled to move to the combined position with the inner spline shaft 11, so that the engine 2 and the drive motor 4 jointly provide driving force. Compared with the hybrid system in the prior art, the hybrid system starts the engine 2 by the starter 1, and the power of the drive motor 4 has no shunt loss.

For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

In addition to the above, it should be noted that "one embodiment", "another embodiment", "embodiment", etc. mentioned in this specification refer to the specific features, structures or characteristics described in conjunction with the embodiment included in at least one embodiment generally described in this application. The same expression appearing in multiple places in the specification does not necessarily refer to the same embodiment. Further, when describing a specific feature, structure or characteristic in conjunction with any embodiment, it is claimed that the realization of such feature, structure or characteristic in conjunction with other embodiments also falls within the scope of this application.

In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

The above description is only the preferred embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims (10)

1. A transmission device, comprising: A connection assembly (10), the connection assembly (10) comprising an inner spline shaft (11) and an outer spline shaft (12), one of the inner spline shaft (11) and the outer spline shaft (12) being connected to an output shaft of an engine, the other of the inner spline shaft (11) and the outer spline shaft (12) being connected to an input shaft of a driving motor, the inner spline shaft (11) and the outer spline shaft (12) being coaxially arranged, the outer spline shaft (12) having a combined position for combining with the inner spline shaft (11), and the outer spline shaft (12) having a separated position for separating from the inner spline shaft (11); A speed regulating component (20), wherein the speed regulating component (20) is connected to the connecting component (10); A control component (30) is connected to the connecting component (10), and is used to control the external spline shaft (12) to be located at the engaging position and the disengaging position, wherein, during the process in which the control component (30) controls the external spline shaft (12) to move to the engaging position, a portion of the connecting component (10) squeezes the speed regulating component (20) to adjust the speed difference between the internal spline shaft (11) and the external spline shaft (12). 2. The transmission device according to claim 1, characterized in that the speed regulating assembly (20) comprises: a flywheel (21), the flywheel (21) being connected to the connecting assembly (10), the flywheel (21) being arranged along the circumference of the internal spline shaft (11), and the flywheel (21) being arranged coaxially with the internal spline shaft (11), and the internal spline shaft (11) and the flywheel (21) being used to be connected to the engine; A clutch disc (22), wherein the clutch disc (22) is connected to the connecting assembly (10), the clutch disc (22) is arranged along the circumference of the external spline shaft (12), the clutch disc (22) is coaxially connected to the flywheel (21), and when the control assembly (30) controls the external spline shaft (12) to move to the engaging position, the external spline shaft (12) drives the clutch disc (22) to move toward the flywheel (21), so that the clutch disc (22) has a sliding friction position in contact with the flywheel (21), and the clutch disc (22) has a disengagement position in which the sliding friction with the flywheel (21) is released, and when the internal spline shaft (11) and the external spline shaft (12) are in the disengagement position, the clutch disc (22) is in the disengagement position. 3. The transmission device according to claim 2, characterized in that the connecting assembly (10) comprises: A housing (13), the housing (13) comprising a first housing (131) and a second housing (132), the first housing (131) being connected to the connecting assembly (10), the first housing (131) being arranged on a side away from the inner spline shaft (11), the second housing (132) being connected to the outer spline shaft (12), the clutch disc (22) being connected to the second housing (132), the second housing (132) being arranged opposite to the first housing (131), the flywheel (21) and the clutch disc (22) being located in a containing space enclosed by the first housing (131) and the second housing (132). 4. The transmission device according to claim 3 is characterized in that the control component (30) includes a controller, an armature (31) and an electromagnetic coil (32), one of the armature (31) and the electromagnetic coil (32) is connected to the first housing (131), and the other of the armature (31) and the electromagnetic coil (32) is connected to the second housing (132), wherein when the controller controls the electromagnetic coil (32) to be in an energized state, the second housing (132) drives the clutch plate (22) to move to the sliding position until the speed difference is within a preset value range, thereby controlling the external spline shaft (12) to move to the engagement position. 5. The transmission device according to claim 4, characterized in that the connecting assembly (10) comprises: A plurality of elastic members (14), wherein the plurality of elastic members (14) are connected to the second housing (132), and the plurality of elastic members (14) are arranged along the circumference of the external spline shaft (12). The clutch plate (22) is connected to the second housing (132) through the plurality of elastic members (14). When the external spline shaft (12) is located at the engagement position, the plurality of elastic members (14) are in a compressed state. When the external spline shaft (12) is located at the engagement position, when the controller controls the electromagnetic coil (32) to be powered off, the second housing (132) drives the external spline shaft (12) to move to the separation position under the elastic force provided by the plurality of elastic members (14). 6. The transmission device according to claim 2, characterized in that the travel of the clutch disc (22) to the sliding position is smaller than the travel of the internal spline shaft (11) to the engagement position. 7. A hybrid system, comprising a transmission device, characterized in that the transmission device is the transmission device according to any one of claims 1 to 6. 8. The hybrid system according to claim 7, characterized by comprising: Engine (2); A starter (1), the engine (2) being electrically connected to the starter (1), the starter (1) being used to start the engine (2), the engine (2) being connected to an internal spline shaft (11) of a transmission device (3); A driving motor (4), one end of the driving motor (4) being connected to an external spline shaft (12) of the transmission device (3); A transmission (5), one end of the transmission (5) is connected to the other end of the drive motor (4), and the other end of the transmission (5) is connected to the wheel shaft. 9. The hybrid system according to claim 8, characterized by comprising: a pure electric driving mode and a parallel driving mode, In the pure electric driving mode, the driving force is provided by the driving motor (4); In the parallel drive mode, the engine (2) is started by the starter (1), the speed of the engine (2) is adjusted to a target speed, and the transmission device (3) is controlled to perform a closing action, so that the outer spline shaft (12) drives the clutch plate (22) to move toward the flywheel (21) until the clutch plate (22) moves to a sliding position in contact with the flywheel (21). When it is detected that the speed difference is within a preset value range, the outer spline shaft (12) is controlled to move to a combined position with the inner spline shaft (11), so that the engine (2) and the drive motor (4) jointly provide driving force. 10. A vehicle, comprising a hybrid system, characterized in that the hybrid system is the hybrid system according to any one of claims 7 to 9.