CN211364248U - Hybrid transmission and hybrid drive system - Google Patents

Abstract

The utility model discloses a hybrid transmission and hybrid drive system, wherein the hybrid transmission includes first input shaft, the second input shaft, the output shaft, coupling gear pair, first gear pair and second gear pair of shifting, coupling gear pair locates between first input shaft and the second input shaft, coupling gear pair is used for the power of first input shaft of coupling and second input shaft and transmits power to the output shaft, first gear pair and second gear pair of shifting are located the both sides of coupling gear pair respectively, first gear pair is equipped with the second clutch that makes output shaft and first input shaft transmission be connected or separate on, second gear pair of shifting is equipped with the third clutch that makes output shaft and second input shaft transmission be connected or separate, and hybrid drive system includes the group battery, first dc-to-ac converter, the second dc-to-ac converter, first power supply, the power supply is connected, A secondary power source, a differential, and a hybrid transmission. The utility model discloses can reduce the oil consumption, improve electric energy utilization.

Description

Hybrid transmission and hybrid drive system

Technical Field

The utility model relates to a hybrid vehicle makes the field, specifically relates to a hybrid transmission and hybrid drive system.

Background

Different from a traditional pure fuel vehicle, the hybrid vehicle comprehensively utilizes various power sources, namely, various powers are used as power input of a transmission, and then the power is output through the transmission into different driving modes, such as pure fuel driving, pure electric driving, hybrid driving and the like. However, most of the hybrid transmissions applied in the existing hybrid vehicles are slightly improved on the basis of the conventional transmissions, and the hybrid transmissions do not enable the internal combustion engine to operate in a low-fuel consumption region or enable the electric motor to operate in a high-efficiency region while achieving different gear outputs by using multiple power sources. In addition, the existing hybrid power transmission has complex transmission and larger generated noise, and some hybrid power transmissions have power interruption even when working conditions are switched, so that the user is dissatisfied.

SUMMERY OF THE UTILITY MODEL

To the above prior art, the to-be-solved technical problem of the utility model lies in providing a driving chain is short, can realize great velocity ratio scope, the little and safety and stability's of operation noise hybrid transmission.

In order to solve the technical problem, the utility model provides a hybrid transmission, which comprises a transmission assembly, wherein the transmission assembly comprises a first input shaft, a second input shaft, an output shaft, a coupling gear pair, a first gear shifting gear pair and a second gear shifting gear pair, and the first input shaft and the second input shaft are coaxially arranged; the coupling gear pair is arranged between the first input shaft and the second input shaft, one end of the first input shaft is used for being connected with a first power source, the other end of the first input shaft is connected with one end of the coupling gear pair, one end of the second input shaft is used for being connected with a second power source, the other end of the second input shaft is connected with the other end of the coupling gear pair, and the coupling gear pair is used for coupling the power of the first input shaft and the second input shaft and transmitting the power to the output shaft; the first gear shifting gear pair and the second gear shifting gear pair are respectively arranged on two sides of the coupling gear pair, a second clutch which enables the output shaft to be in transmission connection or separation with the first input shaft is arranged on the first gear shifting gear pair, and a third clutch which enables the output shaft to be in transmission connection or separation with the second input shaft is arranged on the second gear shifting gear pair.

By adopting the technical scheme, the utility model not only can realize the power output with different speed ratios from the input shaft to the output shaft by the matching of three pairs of gear meshing pairs, including the electric driving first gear, the electric driving second gear, the hybrid power drive and the direct drive of the internal combustion engine and other gears; the braking energy can be rapidly recovered in the gears, and the electric energy utilization rate is improved; in addition, transient torque compensation can be performed under the direct driving working condition of the internal combustion engine, and oil consumption is effectively reduced.

Furthermore, the coupling gear pair comprises a planetary gear train and a first gear arranged on the output shaft, the planetary gear train comprises a gear ring, a sun gear, a planetary gear set, a planet carrier and a second gear, the gear ring is connected with one end of the first input shaft, the sun gear is connected with one end of the second input shaft, the planetary gear set is connected with the planet carrier, the planet carrier is in coaxial transmission connection with the second gear, and the second gear is in meshing transmission with the first gear, so that the power input from the first input shaft can be transmitted to the planetary gear set through the gear ring, meanwhile, the power input from the second input shaft is transmitted to the planetary gear set through the sun gear, the power input from the first input shaft and the second input shaft can be coupled at the planetary gear set, and further, the power after the rotational speed coupling can be output to the output shaft through the second gear and the first gear.

Still further, the hybrid transmission further includes a brake device for engaging with or disengaging from the ring gear so that the ring gear is restricted from rotating when the brake device is engaged with the ring gear, i.e., power input from the second input shaft is transmitted to the output shaft; when the braking device is separated from the gear ring, the gear ring can freely rotate relative to the braking device, and the power after the first input shaft and the second input shaft are coupled can be transmitted to the output shaft.

Furthermore, the transmission assembly further comprises a first clutch, the first clutch is arranged on the first input shaft and between the first power source and the first gear shifting gear pair, and therefore power connection or disconnection of the first power source and the first input shaft can be achieved.

Furthermore, the first gear shifting gear pair comprises a third gear arranged on the first input shaft and a fourth gear arranged on the output shaft and in meshing transmission with the third gear, and the second clutch is arranged on the output shaft and in coaxial transmission connection with the fourth gear, so that transmission connection or separation between the first input shaft and the output shaft can be realized through the third gear, the fourth gear and the second clutch.

Furthermore, the second gear shifting gear pair comprises a fifth gear arranged on the second input shaft and a sixth gear arranged on the output shaft and in meshing transmission with the fifth gear, and the third clutch is arranged on the output shaft and in coaxial transmission connection with the sixth gear, so that transmission connection or separation between the second input shaft and the output shaft can be realized through the fifth gear, the sixth gear and the third clutch.

Furthermore, one end of the output shaft is provided with a main reducing gear in transmission connection with the differential mechanism, so that power output can be realized.

The utility model also provides a hybrid drive system, including group battery, first dc-to-ac converter, second inverter, first power supply, second power supply, differential mechanism and foretell hybrid transmission, the one end of first inverter is connected and the other end is connected with first power supply electricity with the group battery electricity, the one end of second inverter is connected and the other end is connected with the second power supply electricity with the group battery electricity, first power supply and second power supply can pass through respectively first inverter and second inverter convert the alternating current into store in the direct current in the group battery, the group battery accessible the second inverter converts the direct current into the drive the alternating current of second power supply, first power supply, second power supply and differential mechanism all can with hybrid transmission connects.

Furthermore, the first power source comprises an internal combustion engine and a first motor, the internal combustion engine is in transmission connection with the first motor, and the first motor can be in transmission connection with a first input shaft in the hybrid transmission, so that the first motor can not only start the internal combustion engine to realize a parking cold start function, but also can generate electricity under the driving of the internal combustion engine and store the electric energy in the battery pack to realize a charging function, and in addition, the power of the internal combustion engine can be transmitted to the first input shaft to realize the power output from the first power source to the differential.

Furthermore, the second power source is a second electric motor, and the second electric motor can be in transmission connection with a second input shaft in the hybrid transmission, so that the second electric motor can drive the second input shaft to realize power output from the second electric motor to the differential, and the second electric motor can generate electricity under the drive of the second input shaft and store the electric energy in the battery pack.

Furthermore, the battery pack is provided with a socket for connecting an external power supply, so that electric energy can be supplemented through the charging pile.

Compared with the prior art, the beneficial effects of the utility model are that: the brake system has the advantages of short transmission chain, simple structure, wide output speed ratio range, low noise, stable transmission and lower oil consumption, and can realize quick recovery of braking energy and improve the utilization rate of electric energy.

Drawings

Fig. 1 is a structural diagram of a hybrid power driving system of the present invention.

Fig. 2 is a logic diagram of the connection relationship of the components in fig. 1.

Fig. 3 is a schematic structural diagram of the hybrid transmission of fig. 1.

Fig. 4 is the utility model relates to a hybrid drive system's operating mode table.

FIG. 5 is a power flow diagram for the electric drive first gear condition of FIG. 4.

Fig. 6 is a power flow diagram for the electrically driven two-gear condition of fig. 4.

FIG. 7 is a power flow diagram for the speed-coupled hybrid drive condition of FIG. 4.

FIG. 8 is a power flow diagram for the torque-coupled hybrid propulsion operating condition of FIG. 4.

FIG. 9 is a power flow diagram for the direct drive operating condition of the internal combustion engine of FIG. 4.

FIG. 10 is a force balance diagram for the electric drive first gear condition of FIG. 4.

FIG. 11 is a force balance diagram for the electrically driven two gear condition of FIG. 4.

Illustration of the drawings: 100-hybrid transmission, 10-transmission assembly, 11-first input shaft, 12-second input shaft, 13-output shaft, 131-main reduction gear, 14-first shift gear pair, 141-third gear, 142-fourth gear, 15-second shift gear pair, 151-fifth gear, 152-sixth gear, 16-coupling gear pair, 161-planetary gear train, 1611-ring gear, 1612-sun gear, 1613-second gear, 1614-planet carrier, 1615-planetary gear set, 162-first gear, 17-first clutch, 18-second clutch, 19-third clutch, 20-brake device, 210-first power source, 211-internal combustion engine, 212-first electric machine, 220-second power source, 221-second electric machine, 230-differential, 231-driving reduction driven gear, 240-first inverter, 250-second inverter, 260-battery pack, 261-socket, 270-wheel, 301-electric drive first gear vehicle speed and wheel side torque curve, 302-electric drive first gear motor efficiency contour line, 303-electric drive first gear vehicle speed and wind resistance curve, 401-electric drive second gear vehicle speed and wheel side torque curve, 402-electric drive second gear motor efficiency contour line, 403-electric drive second gear vehicle speed and wind resistance curve.

Detailed Description

The invention will be further described with reference to the drawings and preferred embodiments.

In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. The components of the present embodiments, as generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations.

Thus, the following detailed description of the present embodiments, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.

Fig. 1 and fig. 2 show a schematic structural diagram and a schematic logic diagram of a hybrid drive system according to the present invention, which includes a first power source 210, a second power source 220, a differential 230, a first inverter 240, a second inverter 250, a battery pack 260 and a hybrid transmission 100. The first power source 210 may be in transmission connection with the hybrid transmission 100, and the second power source 220 may also be in transmission connection with the hybrid transmission 100, so that the power of the first power source 210 or the power of the second power source 220 can independently drive the differential 230 through the hybrid transmission 100, and the power of the first power source 210 and the power of the second power source 220 can mixedly drive the differential 230 through the hybrid transmission 100, and finally the power is output to the wheels 270 through the differential 230. Furthermore, one end of the first inverter 240 may be electrically connected to the battery pack 260 and the other end may be electrically connected to the first power source 210, and one end of the second inverter 250 may also be electrically connected to the battery pack 260 and the other end may be electrically connected to the second power source 220, so that it is possible to achieve both the conversion of the alternating current power into the direct current power stored in the battery pack 260 by the first power source 210 and the second power source 220 through the first inverter 240 and the second inverter 250, respectively, and the conversion of the direct current power into the alternating current power for driving the second power source 220 by the battery pack 260 through the second inverter 260.

The first power source 210 may include an internal combustion engine 211 and a first electric motor 212, and the internal combustion engine 211 may be in transmission connection with the first electric motor 212, and the first inverter 240 may be electrically connected to the first electric motor 212, so that both the first electric motor 212 may start the internal combustion engine 211 to realize a cold start function during parking, and the first electric motor 212 may generate electricity under the driving of the internal combustion engine 211 and store the electricity in a battery pack 260 to realize a charging function during parking. Of course, in other embodiments, other forms of engines may be used in place of the internal combustion engine 211.

The second power source 220 may include a second motor 221, and the second inverter 250 may be electrically connected to the second motor 221, so that the second motor 221 may be used as a power source to perform power driving, and the second motor 221 may be used as a generator to generate electric energy.

The battery pack 260 may further include a socket 261, and the socket 261 may be used to connect an external charging post or the like, so that the battery pack 260 may be charged when the battery pack 260 is short of charge.

Fig. 1 and fig. 3 show a schematic structural diagram of a hybrid drive system and a hybrid transmission of the present invention, wherein the hybrid transmission 100 includes a housing, and a transmission assembly 10 and a braking device 20 accommodated in the housing, and the transmission assembly 10 includes a first input shaft 11, a second input shaft 12, an output shaft 13, a first gear pair 14, a second gear pair 15, a coupling gear pair 16, a first clutch 17, a second clutch 18, and a third clutch 19.

The above-described first input shaft 11 is arranged coaxially with the second input shaft 12, and the coupling gear pair 16 is provided between the first input shaft 11 and the second input shaft 12. Specifically, one end of the first input shaft 11 may be drivingly connected to the first motor 212 and the other end may be connected to one end of the coupling gear pair 16, and one end of the second input shaft 12 may be drivingly connected to the second motor 221 and the other end may be connected to the other end of the coupling gear pair 16.

Further, the above-mentioned coupling gear pair 16 includes a planetary gear train 161 and a first gear 162 fixedly mounted on the output shaft 13, wherein the planetary gear train 161 further includes a ring gear 1611, a sun gear 1612, a second gear 1613, a carrier 1614 and a planetary gear set 1615, and the ring gear 1611, the sun gear 1612, the second gear 1613 and the carrier 1614 are all arranged coaxially with the second input shaft 12. Furthermore, the ring gear 1611 may be fixedly connected to an end of the first input shaft 11 away from the first electric machine 212 and may be in internal gear transmission with the planetary gear set 1615, the sun gear 1612 may be fixedly connected to an end of the second input shaft 12 away from the second electric machine 221 and may be in external gear transmission with the planetary gear set 1615, and the planetary gear set 1615 includes at least two planetary gears circumferentially and uniformly distributed on an outer periphery of the sun gear 1612 and may be rotatably connected to the planetary carrier 1614, the planetary carrier 1614 may be rotatably connected to the second input shaft 12, the second gear 1613 may be coaxially connected to the planetary carrier 1614 and may be in gear transmission with the first gear 162, such that the first input shaft 11 and the second input shaft 12 may be respectively power-coupled at the planetary gear set 1615 through the ring gear 1611 and the sun gear 1612, and then power may be transmitted to the output shaft 13 through the planetary carrier 1614, the second gear 1613 and the first gear 162, that the coupling gear pair 16 may couple power of the first input shaft 11 and the second input shaft 12 and transmit power to the output shaft 13, and hybrid power output is realized. It should be noted that the second gear 1613 can be used as a driving wheel to drive the first gear 162, and can also be used as a driven wheel to transmit the power of the first gear 162 to the second input shaft 12.

A first shift gear pair 14 and a second shift gear pair 15 are respectively provided on both sides of the above-described coupling gear pair 16, wherein the first shift gear pair 14 is provided on a side close to the first motor 212, and the second shift gear pair 15 is provided on a side close to the second motor 221.

Further, the first gear pair 14 includes a third gear 141 and a fourth gear 142, wherein the third gear 141 is fixedly mounted on the first input shaft 11, and the fourth gear 142 is mounted on the output shaft 13 through a bearing and is in constant mesh with the third gear 141 for bidirectional transmission, i.e., the third gear 141 can be used as a driving wheel to drive the fourth gear 142 to rotate, and can also be used as a driven wheel to rotate under the driving of the fourth gear 142. Meanwhile, a second clutch 18 is coaxially and rotatably connected to the fourth gear 142, the second clutch 18 is capable of engaging or disengaging the fourth gear 142 with or from the output shaft 13, that is, when the second clutch 18 is engaged, the fourth gear 142 is capable of being in transmission connection with the output shaft 13, power can be transmitted from the third gear 141 to the output shaft 13 through the fourth gear 142, and when the second clutch 18 is disengaged, the fourth gear 142 is disengaged from the output shaft 13, and power of the third gear 141 cannot be transmitted to the output shaft 13 through the fourth gear 142. Of course, in other embodiments, the second clutch 18 may be disposed at the third gear 141 to engage or disengage the third gear 141 with or from the first input shaft 11, so as to selectively drive the first input shaft 11 and the output shaft 13.

Further, the second pair of shifting gears 15 includes a fifth gear 151 and a sixth gear 152, wherein the fifth gear 151 is fixedly mounted on the second input shaft 12, and the sixth gear 152 is mounted on the output shaft 13 through a bearing and is in constant mesh with the fifth gear 151 for bidirectional transmission, i.e. the fifth gear 151 can be used as a driving wheel to drive the sixth gear 152 to rotate, and can also be used as a driven wheel to rotate under the drive of the sixth gear 152. Meanwhile, a third clutch 19 is coaxially and rotatably connected to the sixth gear 152, the third clutch 19 is capable of engaging or disengaging the sixth gear 152 with or from the output shaft 13, that is, when the third clutch 19 is engaged, the sixth gear 152 is capable of being drivingly connected to the output shaft 13, power can be transmitted from the fifth gear 151 to the output shaft 13 through the sixth gear 152, and when the third clutch 19 is disengaged, the sixth gear 152 is disengaged from the output shaft 13, and power of the fifth gear 151 cannot be transmitted to the output shaft 13 through the sixth gear 152. Of course, in other embodiments, the third clutch 19 may also be disposed at the fifth gear 151 to engage or disengage the fifth gear 151 with or from the output shaft 13, so as to selectively drive the second input shaft 12 with the output shaft 13.

The first clutch 17 is disposed between the first motor 212 and the third gear 141 and mounted on the first input shaft 11, and the first clutch 17 can be used to connect or disconnect the power of the first power source 210 and the first input shaft 11, that is, when the first clutch 17 is engaged, the driving force provided by the internal combustion engine 211 can be transmitted to the ring gear 1611 through the first input shaft 11, and when the first clutch 17 is disengaged, the power of the internal combustion engine 211 cannot drive the ring gear 1611 to rotate, and any rotation of the ring gear 1611 cannot be transmitted to the first power source 210.

The brake device 20 is fixedly mounted on the housing and disposed on the outer periphery of the ring gear 1611, and the brake device 20 may be used to brake the ring gear 1611, i.e., when the brake device 20 is engaged with the ring gear 1611, the brake device 20 may restrict the rotation of the ring gear 1611, and when the brake device 20 is disengaged from the ring gear 1611, the ring gear 1611 may be rotated relative to the brake device 20.

The main reducing gear 131 is fixedly mounted on the output shaft 13, and the main reducing gear 131 can be in meshed transmission with the main reducing driven gear 231 in the differential 230, so that the torque formed by the coupling of the first power source 210, the second power source 220 or both can be transmitted to the differential 230 through the main reducing gear 131, and finally the differential 230 transmits the power to the wheels 270, thereby realizing the driving of the whole vehicle.

It should be noted that the hybrid transmission 100 may also include a differential 230, i.e., the differential 230 is a component of the hybrid transmission 100. In addition, the first motor 212 and the second motor 221 can also be integrated into the hybrid transmission 100, that is, the differential 230, the first motor 212, the second motor 221 and other components are all integrated into the hybrid transmission 100, so that for the hybrid drive system, the transmission precision of the whole drive system can be improved, the stable operation of the drive system can be ensured, and the drive system is more beneficial to being assembled with the whole vehicle.

Of course, the hybrid drive system further includes a control device, which can control the driving, power generation or off states of the first motor 212 and the second motor 221 according to the input signal, can control the engagement or disengagement states of the first clutch 17, the second clutch 18 and the third clutch 19, and can control the normal operation of the cooling system, the hydraulic system and the like, so that the hybrid drive system forms an efficient and coordinated whole.

Fig. 4 shows the conditions that can be achieved by the hybrid drive system, including the conditions of stop start, electric drive first gear, electric drive second gear, hybrid drive with coupled rotational speed, hybrid drive with coupled torque, and direct drive of the internal combustion engine. The electric driving first gear, the electric driving second gear, the rotating speed coupled hybrid power driving, the torque coupled hybrid power driving and the internal combustion engine direct driving can achieve braking energy recovery under the working condition, and torque transient compensation can be conducted under the working condition of the internal combustion engine direct driving.

Several main operating conditions will be explained below.

Stopping and cold starting: the first clutch 17, the second clutch 18, the third clutch 19, and the brake device 20 are all in a disengaged state. When the electric quantity of the battery pack 260 is not enough to drive the vehicle, but the internal combustion engine 211 can be started, the battery pack 260 converts direct current into alternating current for driving the first motor 212 through the first inverter 240, and enables the first motor 212 to start the internal combustion engine 211, and then the first motor 211 is switched into a power generation state, so that the internal combustion engine 211 drives the first motor 211, the first motor 212 generates alternating current, and the alternating current is converted into direct current through the first inverter 240 and stored in the battery pack 260, thereby realizing the parking charging function. When the charge level of the battery pack 260 meets certain requirements, the vehicle can be driven using an electric drive first gear condition.

Electrically driven first gear: as shown in fig. 5, the first clutch 17, the second clutch 18 and the third clutch 19 are all in a disengaged state, the braking device 20 is in an engaged state, the second motor 221 is in a driving state, at this time, the second motor 221 can drive the second input shaft 12 to rotate, the second input shaft 12 can in turn drive the sun gear 1612, the planetary gear set 1615, the planet carrier 1614 and the second gear 1613 to rotate together, the second gear 1613 can drive the output shaft 13 to rotate through the first gear 162, and the output shaft 13 can transmit power to the differential 230 through the main reduction gear 131 and finally drive the wheels 270 to rotate. Under the working condition, when the vehicle is braked and the states of other components are not changed, the second motor 221 can be converted from a driving state into a power generation state, at the moment, the braking energy can be reversely transmitted to the second motor 221 through the wheels 270 according to a power flow path of the electric drive first gear working condition, the second motor 221 generates alternating current and converts the alternating current into direct current through the second inverter 250 to be stored in the battery pack 260 for standby, so that the braking energy recovery can be realized at a low vehicle speed, the electric energy utilization efficiency is improved, the second motor 221 is prevented from being overspeed, the purpose of safe and stable operation is achieved, the oil consumption can be reduced, and the high oil consumption condition of the internal combustion engine 211 in the original low and medium vehicle speed states is changed. Furthermore, when the braking energy is recovered, the electrically-driven first gear has a larger transmission ratio, so that the speed range for effective recovery is wider, and the recovery efficiency is higher.

Two electrically driven: as shown in fig. 6, the first clutch 17, the second clutch 18 and the braking device 20 are in a disengaged state, the third clutch 19 is in an engaged state, the second motor 221 is in a driving state, the second motor 221 can drive the second input shaft 12 to rotate, the second input shaft 12 can drive the output shaft 13 to rotate through the fifth gear 151 and the sixth gear 152, and the output shaft 13 can transmit power to the differential 230 through the main reduction gear 131 and finally drive the wheels 270 to rotate. Under the working condition of two-gear electric drive, if the vehicle suddenly decelerates, the second motor 221 can be converted from the driving state to the power generation state under the condition that the states of other components are not changed, at the moment, the braking energy can be reversely transmitted to the second motor 221 by the wheels 270 according to the power flow path of the working condition of two-gear electric drive, the second motor 221 generates alternating current and converts the alternating current into direct current through the second inverter 250 to be stored in the battery pack 260 for standby application, and therefore the purposes of providing electric energy utilization efficiency and reducing oil consumption can be achieved. Moreover, the speed ratio of the electrically-driven first gear is larger, so that the electrically-driven first gear is more suitable for low-speed working conditions; and the speed ratio of the electrically-driven second gear is smaller than that of the electrically-driven first gear, so that the electric transmission is more suitable for medium and low speed working conditions.

In both the first-gear electrically-driven working condition and the second-gear electrically-driven working condition, the internal combustion engine 211 can be started to enable the internal combustion engine 211 to drive the first motor 212, so that the first motor 212 generates electricity and stores the electricity in the battery pack 260, in the process, because the first clutch 17 is always in a separated state, the starting of the internal combustion engine 211 can not influence the transmission of the second input shaft 12, a user can not feel the starting process of the internal combustion engine 211, and the driving comfort of the user can be improved.

The switching between the working condition of electrically driving one gear and the working condition of electrically driving two gears is as follows: as shown in fig. 10 and 11, when the vehicle operates in the electric-drive first-gear operating condition and the vehicle speed exceeds a certain range, the efficiency of the second electric machine 221 decreases as the vehicle speed increases, and at this time, the electric-drive first-gear operating condition can be switched to the electric-drive second-gear operating condition; after the electric driving two-gear working condition is switched, the rotating speed of the second motor 221 can be reduced because the speed ratio of the electric driving two-gear is smaller than that of the electric driving one-gear, but the second motor can still be in the optimal efficient interval, and the purpose of improving the electric driving efficiency can be achieved.

Speed-coupled hybrid drive: as shown in fig. 7, the first clutch 17 is engaged, the second clutch 18, the third clutch 19 and the brake device 20 are disengaged, the internal combustion engine 211 and the second electric machine 221 are driven, and the first electric machine 212 is in a power generation state, so that the internal combustion engine 211 and the second electric machine 221 can jointly drive the vehicle. Specifically, on the one hand, internal combustion engine 211 may drive first input shaft 11 to rotate, first input shaft 11 may drive ring gear 1611 to rotate, and ring gear 1611 may in turn drive planetary gear set 1615 to rotate about sun gear 1612; on the other hand, the second motor 221 can drive the second input shaft 12 to rotate, the second input shaft 12 can drive the sun gear 1612 to rotate, the sun gear 1612 can further drive the planetary gear set 1615 to revolve around the sun gear 1612 at a coupling speed and drive the planetary carrier 1614 to rotate, the planetary carrier 1614 can drive the output shaft 13 to rotate sequentially through the second gear 1613 and the first gear 162, and the output shaft 13 can transmit power to the differential 230 through the main reduction gear 131 and finally drive the wheels 270 to rotate.

Torque-coupled hybrid drive: as shown in fig. 8, the first clutch 17 and the second clutch 18 are engaged, the third clutch 19 and the brake device 20 are disengaged, the internal combustion engine 211 and the second electric machine 221 are driven, and the first electric machine 212 is used for generating electricity, so that the internal combustion engine 211 and the second electric machine 221 can drive the vehicle together. Specifically, on the one hand, the internal combustion engine 211 can drive the first input shaft 11 to rotate, and the first input shaft 11 can transmit the power of the first input shaft 11 to the output shaft 13 through the third gear 141 and the fourth gear 142 in sequence; on the other hand, the first input shaft 11 can also drive the ring gear 1611 to rotate, and the ring gear 1611 can further drive the planetary gear set 1615 to rotate around the sun gear 1612; in another aspect, the second motor 221 can drive the second input shaft 12 to rotate, the second input shaft 12 can drive the sun gear 1612 to rotate, the sun gear 1612 can further drive the planetary gear set 1615 to revolve around the sun gear 1612 at a coupling speed and drive the planetary carrier 1614 to rotate, the planetary carrier 1614 can drive the output shaft 13 to rotate sequentially through the second gear 1613 and the first gear 162, at this time, the power input from the first input shaft 11 and the second input shaft 12 can be torque-coupled at the output shaft 13 and is transmitted to the differential 230 through the main reduction gear 131, and finally the differential 230 drives the wheels 270 to rotate.

The rotating speed coupled hybrid power driving working condition and the torque coupled hybrid power driving working condition are both suitable for medium-high speed and long-time stable-speed driving working conditions, and the torque coupled hybrid power driving working condition can also stabilize the output rotating speed of the internal combustion engine through torque transient compensation. In addition, since the hybrid driving operation is suitable for medium-high speed operation, and the power consumption is relatively high, the first electric machine 212 can be driven by the internal combustion engine 211 during driving to generate ac power for the first electric machine 212, and the ac power is converted into dc power by the first inverter 240 and stored in the battery pack 260 for standby. Furthermore, under the hybrid driving condition, when the external load of the vehicle is suddenly reduced, the first electric machine 212 can be in a power generation state and store the power in the battery pack 260, so that excessive power input of the internal combustion engine 211 can be consumed; when the external load of the vehicle is increased, the rotation speed of the second motor 221 can be increased to realize auxiliary driving and torque transient compensation, so that the internal combustion engine 211 can output stable power and reduce oil consumption.

Direct drive of the internal combustion engine: as shown in fig. 9, the first clutch 17 and the second clutch 18 are engaged, the third clutch 19 and the braking device 20 are disengaged, the internal combustion engine 211 is driven, and the first electric machine 212 and the second electric machine 221 are free, so that the internal combustion engine 211 can drive the first input shaft 11 to rotate, the first input shaft 11 can drive the output shaft 13 to rotate through the third gear 141 and the fourth gear 142 in turn, and the output shaft 13 can transmit power to the differential 230 through the main reduction gear 131 and finally drive the wheels 270 to rotate. Under this condition, when the battery pack 260 is low in capacity or the external load of the vehicle is suddenly reduced, the first motor 212 can be in a power generation state and store energy in the battery pack 260; when the external load of the vehicle increases, the second electric machine 221 can be in a driving state, and torque transient compensation is realized. Furthermore, the direct driving condition of the internal combustion engine is more suitable for the high-speed driving condition, and the power can be generated by the first motor 212 or the torque transient compensation can be performed by the second motor 221 when necessary, so that the internal combustion engine 211 can output stable power and reduce the oil consumption.

Under the torque-coupled hybrid driving condition, the rotational speed-coupled hybrid driving condition and the direct driving condition of the internal combustion engine, when the vehicle brakes and the first clutch 17 is in the disengaged state, the power flow can be reversely transmitted from the output shaft 13 to the second input shaft 12, and at this time, the second motor 221 is in the power generation state, so that the braking energy can be stored in the battery pack 260.

It should be noted that the features in the present embodiment may be combined with each other without conflict.

The foregoing merely illustrates preferred embodiments of the present invention, which are described in considerable detail and detail, but are not to be construed as limiting the scope of the invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several changes, modifications and substitutions can be made, which are all within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.

Claims (10)

1. A hybrid transmission comprising a drive assembly, characterized in that: the transmission assembly comprises a first input shaft, a second input shaft, an output shaft, a coupling gear pair, a first gear shifting gear pair and a second gear shifting gear pair, and the first input shaft and the second input shaft are coaxially arranged;

the coupling gear pair is arranged between the first input shaft and the second input shaft, one end of the first input shaft is used for being connected with a first power source, the other end of the first input shaft is connected with one end of the coupling gear pair, one end of the second input shaft is used for being connected with a second power source, the other end of the second input shaft is connected with the other end of the coupling gear pair, and the coupling gear pair is used for coupling the power of the first input shaft and the second input shaft and transmitting the power to the output shaft;

the first gear shifting gear pair and the second gear shifting gear pair are respectively arranged on two sides of the coupling gear pair, a second clutch which enables the output shaft to be in transmission connection or separation with the first input shaft is arranged on the first gear shifting gear pair, and a third clutch which enables the output shaft to be in transmission connection or separation with the second input shaft is arranged on the second gear shifting gear pair.

2. The hybrid transmission of claim 1, wherein: the coupling gear pair comprises a planetary gear train and a first gear arranged on the output shaft, the planetary gear train comprises a gear ring, a sun gear, a planetary gear set, a planet carrier and a second gear, the gear ring is connected with one end of the first input shaft, the sun gear is connected with one end of the second input shaft, the planetary gear set is connected with the planet carrier, the planet carrier is in coaxial transmission connection with the second gear, and the second gear is in meshing transmission with the first gear.

3. The hybrid transmission of claim 2, wherein: the hybrid transmission further includes a brake device for engaging with or disengaging from the ring gear.

4. The hybrid transmission of claim 1, wherein: the transmission assembly further comprises a first clutch, and the first clutch is arranged on the first input shaft and is arranged between the first power source and the first gear shifting gear pair.

5. The hybrid transmission according to any one of claims 1 to 4, characterized in that: the first gear shifting gear pair comprises a third gear arranged on the first input shaft and a fourth gear arranged on the output shaft and in meshing transmission with the third gear, and the second clutch is arranged on the output shaft and in coaxial transmission connection with the fourth gear.

6. The hybrid transmission according to any one of claims 1 to 4, characterized in that: the second gear shifting gear pair comprises a fifth gear arranged on the second input shaft and a sixth gear arranged on the output shaft and in meshed transmission with the fifth gear, and the third clutch is arranged on the output shaft and in coaxial transmission connection with the sixth gear.

7. The hybrid transmission according to any one of claims 1 to 4, characterized in that: and one end of the output shaft is provided with a main reducing gear in transmission connection with the differential mechanism.

8. A hybrid drive system, includes group battery, first inverter, second inverter, first power supply, second power supply, differential mechanism and hybrid transmission, its characterized in that: one end of the first inverter is electrically connected with the battery pack, the other end of the first inverter is electrically connected with the first power source, one end of the second inverter is electrically connected with the battery pack, the other end of the second inverter is electrically connected with the second power source, the first power source and the second power source can respectively convert alternating current into direct current stored in the battery pack through the first inverter and the second inverter, the battery pack can convert the direct current into alternating current for driving the second power source through the second inverter, and the first power source, the second power source and the differential can be in transmission connection with the hybrid transmission.

9. The hybrid drive system of claim 8, wherein: the first power source includes an internal combustion engine drivingly connected to a first electric machine, the first electric machine being drivingly connectable to a first input shaft in the hybrid transmission, and the second power source includes a second electric machine, the second electric machine being drivingly connectable to a second input shaft in the hybrid transmission.

10. The hybrid drive system according to claim 8 or 9, characterized in that: the battery pack is provided with a socket for connecting an external power supply.

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