CN212400886U

CN212400886U - Six-speed hybrid transmission and vehicle

Info

Publication number: CN212400886U
Application number: CN202021343749.3U
Authority: CN
Inventors: 邰昌宁; 石兴磊; 黄波; 凌晓明
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2020-07-09
Filing date: 2020-07-09
Publication date: 2021-01-26
Anticipated expiration: 2030-07-09

Abstract

The six-speed hybrid transmission and the vehicle of the utility model comprise an engine and a motor; the motor is connected to two input shafts respectively through the first and second clutches, and the engine is connected to the engine through the third clutch; the engine is connected to the first input shaft through the third and first clutches, The second input shaft is connected through the third and second clutches; the first input shaft is provided with first, third and fifth gear driving gears, and the second input shaft is provided with second, fourth and sixth gear driving gears; the first to sixth gears are driven gears and the reverse driven gear are distributed on the first and second output shafts, and output power to the first output shaft or the second output shaft through the synchronizer; the second and reverse driven gears are distributed on different output shafts, and mesh with each other. On the basis of the original dual-clutch transmission with only an engine, a motor and a third clutch are added to realize a variety of working modes with a simple structure, which is suitable for various road conditions, improves engine efficiency, saves energy and reduces emissions, and improves vehicle power and economy. and driving comfort.

Description

Six-speed hybrid transmission and vehicle

Technical Field

The utility model belongs to the derailleur field especially relates to six fast hybrid transmission and vehicles.

Background

Along with the development of the automobile industry, automobile emission regulations are becoming stricter and stricter, requirements of users on the safety, comfort and fuel consumption economy of the whole automobile are higher and higher, hybrid power driven automobiles, particularly P2 type hybrid drive, become the mainstream trend of the traditional power driven automobile in the transition period from the traditional power driven automobile to a pure electric driven automobile, on the basis of a double-clutch transmission, a separating clutch is added to be connected with a motor, a hydraulic torque converter is cancelled, the structure is simpler, and the electric-plug hybrid and the oil-hybrid can be realized. However, the existing hybrid automatic transmission generally has a complex structure, or can only realize pure electric and hybrid driving of partial gears, and has low efficiency, high manufacturing cost and high oil consumption, and gradually cannot meet the increasingly severe emission standard.

SUMMERY OF THE UTILITY MODEL

The utility model discloses the technical problem that will solve is: aiming at the problem of low transmission efficiency of an automatic transmission in the existing scheme, a six-speed hybrid power transmission and a vehicle are provided.

In order to solve the technical problem, an embodiment of the present invention provides a six-speed hybrid transmission, including an engine, a motor, a first input shaft, a second input shaft, a first output shaft, and a second output shaft, where the first input shaft and the second input shaft are nested with each other; the motor is connected with the first input shaft through a first clutch, connected with the second input shaft through a second clutch and connected with the engine through a third clutch;

the engine is connected with the first input shaft through the third clutch and the first clutch, and is connected with the second input shaft through the third clutch and the second clutch;

the first input shaft is fixedly provided with a first-gear driving gear, a third-gear driving gear and a fifth-gear driving gear;

a second-gear driving gear, a fourth-gear driving gear and a sixth-gear driving gear are fixedly arranged on the second input shaft;

the first-to-sixth-gear driven gears and the reverse gear driven gears are distributed on the first output shaft and the second output shaft, and correspondingly output power to the first output shaft or the second output shaft through the synchronizer;

and the second-gear driven gear is meshed with the reverse-gear driven gear, one of the second-gear driven gear and the reverse-gear driven gear is positioned on the first output shaft, and the other one of the second-gear driven gear and the reverse-gear driven gear is positioned on the second output shaft.

Optionally, the synchronizers of the six-speed hybrid transmission include a first synchronizer, a second synchronizer, a third synchronizer, and a fourth synchronizer;

the fourth-gear driven gear, the first synchronizer, the reverse-gear driven gear, the second synchronizer and the first-gear driven gear are sequentially arranged on the first output shaft;

the fourth-gear driven gear outputs power to the first output shaft through the first synchronizer, the reverse-gear driven gear outputs power to the first output shaft through the first synchronizer or the second synchronizer, and the first-gear driven gear outputs power to the first output shaft through the second synchronizer;

the sixth-gear driven gear, the third synchronizer, the second-gear driven gear, the third-gear driven gear, the fourth synchronizer and the fifth-gear driven gear are sequentially arranged on the second output shaft;

the second-gear driven gear and the sixth-gear driven gear output power to the second output shaft through the third synchronizer, and the third-gear driven gear and the fifth-gear driven gear output power to the second output shaft through the fourth synchronizer.

Optionally, the first output shaft is an upper output shaft and the second output shaft is a lower output shaft.

Optionally, the first input shaft is embedded in the second input shaft, and the third gear driving gear, the first gear driving gear and the fifth gear driving gear are sequentially arranged on a section of the first input shaft extending out of the second input shaft along a direction away from the engine.

Optionally, the fourth gear drive gear and the sixth gear drive gear are a common fourth-sixth gear drive gear.

Optionally, the six-speed driven gear, the four-six-speed driving gear and the four-speed driven gear are coplanar;

the first synchronizer and the third synchronizer are coplanar;

the reverse gear driven gear, the secondary driven gear and the secondary driving gear are coplanar;

the third gear driving gear, the third gear driven gear and the second synchronizer are coplanar;

the first gear driving gear, the first gear driven gear and the fourth synchronizer are coplanar.

Optionally, the differential further comprises a first main reduction gear and a second main reduction gear, wherein the first main reduction gear is arranged on the first output shaft and used for outputting power to wheels, the second main reduction gear is arranged on the second output shaft and used for outputting power to the wheels, and the first main reduction gear and the second main reduction gear are simultaneously in constant mesh with a gear ring of the differential;

the first main reduction gear, the second main reduction gear and the gear ring of the differential are coplanar gear sets;

the first main reduction gear is located on one side, away from the first synchronizer, of the fourth-gear driven gear, and the second main reduction gear is located on one side, away from the third synchronizer, of the sixth-gear driven gear.

Optionally, the first clutch, the second clutch and the third clutch are integrated into a three clutch that shares a clutch housing, or,

the first clutch and the second clutch are integrated into a double clutch sharing a clutch housing, and a housing of the third clutch is fixed with a housing of the double clutch.

Optionally, the six-speed hybrid transmission has an electric-only drive mode, an engine and motor hybrid drive mode, an electric-only drive mode, a braking energy recovery mode, an engine start mode, a driving charge mode and a parking charge mode;

the first clutch or the second clutch is combined, the third clutch is separated, the engine does not work, and the motor drives to establish the pure electric driving mode;

the engine and the motor are driven in combination with the first clutch or the second clutch and the third clutch to establish the engine and motor hybrid driving mode;

the engine is driven and the motor is not operated in combination with the first clutch or the second clutch and the third clutch to establish the engine-only driving mode;

the third clutch is separated by combining the first clutch or the second clutch, the engine does not work, and the motor generates electricity to establish the braking energy recovery mode;

in conjunction with the third clutch, the electric machine starts the engine to establish the start engine mode;

the first clutch or the second clutch is combined, the third clutch is combined, the engine is driven, and the motor generates electricity under the driving of the engine so as to establish the driving charging mode;

and separating the first clutch and the second clutch, combining the third clutch, and generating electricity by the motor under the driving of the engine to establish the parking charging mode.

An embodiment of the utility model provides a vehicle is still provided, including aforementioned six speed hybrid transmission.

The embodiment of the utility model provides a six-speed hybrid transmission and vehicle, engine and motor are as the power supply, and can pass through third clutch control connection or separation between engine and the motor, through first clutch and second clutch control connection or separation between motor and the input shaft, pass through the third clutch between engine and the input shaft, first clutch and second clutch control connection or separation, thereby make engine and motor share six relevant structures of advancing gear and reverse gear, make engine and motor have more probability work in its high-efficient interval, improve transmission efficiency, the motor not only can be regarded as the generator, can regard as driving motor to use again, the motor can drive alone when separating the third clutch, the operating condition of switching first clutch, second clutch and synchronizer can realize six advancing gears and reverse gear of pure electric drive, when the engine is combined with the third clutch, the power can be output by the engine, when the engine is driven and the motor idles, the working states of the first clutch, the second clutch and the synchronizer are switched to realize six forward gears and reverse gears driven by the pure engine, and when the engine and the motor are driven together, the working states of the first clutch, the second clutch and the synchronizer are switched to realize six forward gears and reverse gears driven by a mixed mode, so that the pure electric drive, the pure engine drive and the mixed drive of the six forward gears and the reverse gear can be realized Economy and ride comfort; the motor and the third clutch are added on the basis of the original double-clutch transmission only provided with the engine, so that pure electric, pure engine and hybrid driving are realized by a simple structure, the effects of energy conservation and emission reduction are achieved, the structure is compact, the efficiency is high, and the manufacturing cost and the research and development cost can be greatly reduced because the resources of the existing double-clutch transmission are utilized to the maximum extent.

The reverse gear driven gear is normally meshed with the secondary driven gear, the secondary driven gear is used as an idler, an output shaft which is used for arranging the secondary driven gear in the first output shaft and the second output shaft is used as an idler shaft, and an output shaft which is used for arranging the reverse gear driven gear is used as a reverse gear shaft, so that the reverse gear shaft and a reverse gear driving gear special for reverse gear are reduced, the shaft and the gear are repeatedly utilized, great contribution is made on weight reduction and cost reduction, the center distance between the input shaft and the output shaft can be designed to be smaller, and the structure is more compact; still make reverse gear transmission route simpler, realize reversing gear through keeping off two driven gear commutations, reduced gear engagement quantity, the transmission is more steady, does benefit to hybrid automatic gearbox's noise control, and efficiency is higher.

Drawings

FIG. 1 is a schematic illustration of a six-speed hybrid transmission according to an embodiment of the present invention;

the reference numerals in the specification are as follows:

101. an engine; 102. a motor;

2. a first input shaft; 3. a second input shaft; 4. a first output shaft; 5. a second output shaft;

6. a first clutch; 7. a second clutch; 8. a third clutch;

9. a first synchronizer; 10. a second synchronizer; 11. a third synchronizer; 12. a fourth synchronizer;

13. a first main reduction gear; 14. a second main reduction gear; 15. a differential, 151, a ring gear;

211. a first gear driving gear; 212. a first-gear driven gear;

221. a second gear driving gear; 222. a second driven gear;

231. a third gear drive gear; 232. a third-gear driven gear;

246. a fourth gear driving gear and a sixth gear driving gear; 242. a fourth-gear driven gear; 262. a six-gear driven gear;

251. a fifth gear drive gear; 252. a fifth-gear driven gear;

2R2, reverse driven gear.

Detailed Description

In order to make the technical problem, technical solution and advantageous effects solved by the present invention more clearly understood, the following description is given in conjunction with the accompanying drawings and embodiments to illustrate the present invention in further detail. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the invention.

As shown in fig. 1, the embodiment of the present invention provides a six-speed hybrid transmission, which includes an engine 101, a motor 102, a first input shaft 2, a second input shaft 3, a first output shaft 4, and a second output shaft 5, wherein the first input shaft 2 and the second input shaft 3 are nested with each other;

the motor 102 is connected with the first input shaft 2 through the first clutch 6, connected with the second input shaft 3 through the second clutch 7 and connected with the engine 101 through the third clutch 8;

the engine 101 is connected with the first input shaft 2 through a third clutch 8 and a first clutch 6, and is connected with the second input shaft 3 through the third clutch 8 and a second clutch 7;

the first input shaft 2 is fixedly provided with a first gear driving gear 211, a third gear driving gear 231 and a fifth gear driving gear 251;

the second input shaft 3 is fixedly provided with a second-gear driving gear 221, a fourth-gear driving gear and a sixth-gear driving gear;

the first-sixth-gear driven gear and the reverse-gear driven gear 2R2 are distributed on the first output shaft 4 and the second output shaft 5, and correspondingly output power to the first output shaft 4 or the second output shaft 5 through the synchronizer;

the second-stage driven gear 222 meshes with the reverse-stage driven gear 2R2, and one of the second-stage driven gear 222 and the reverse-stage driven gear 2R2 is located on the first output shaft 4 and the other is located on the second output shaft 5.

In the present application, for simplicity, the first input shaft 2 and the second input shaft 3 are collectively referred to as an input shaft, the first output shaft 4 and the second output shaft 5 are collectively referred to as an output shaft, the input shaft and the output shaft are collectively referred to as a shaft, the drive gear of the forward gear is collectively referred to as a drive gear, the driven gear of the forward gear and the reverse gear is collectively referred to as a driven gear, the first clutch 6, the second clutch 7, and the third clutch 8 are collectively referred to as clutches, and the six-speed hybrid transmission is simply referred to as a transmission.

The embodiment of the utility model provides a six-speed hybrid transmission, engine 101 and motor 102 are the power supply, and can be through third clutch 8 control connection or separation between engine 101 and the motor 102, through first clutch 6 and second clutch 7 control connection or separation between motor 102 and the input shaft, through third clutch 8, first clutch 6 and second clutch 7 control connection or separation between engine 101 and the input shaft, thereby make engine 101 and motor 102 share six relevant structures of going forward gear and reverse gear, make engine 101 and motor 102 have more probability work in its high-efficient interval, improve transmission efficiency, motor 102 both can regard as the generator, can regard as driving motor 102 to use again, motor 102 can drive alone when separating third clutch 8, switch the operating condition of first clutch 6, second clutch 7 and synchronous ware and can realize six going forward gears and reverse gear of pure electric drive, the automatic transmission is provided with a braking energy recovery mode, an engine starting mode, a driving charging mode and a parking charging mode, is suitable for various road conditions, ensures that the engine 101 always runs in an optimal working area, improves the efficiency of the engine 101, and can recover energy, the energy is saved and the emission is reduced to the maximum extent, and the dynamic property, the economical efficiency and the driving comfort of the whole vehicle are comprehensively improved; the motor 102 and the third clutch 8 are added on the basis of the original double-clutch transmission only provided with the engine 101, so that pure electric, pure engine and hybrid driving are realized by a simple structure, the effects of energy conservation and emission reduction are achieved, the structure is compact, the efficiency is high, and because the resources of the existing double-clutch transmission are utilized to the maximum extent, the manufacturing cost and the research and development cost can be greatly reduced, and the development period is shortened.

The power of a power source is selectively transmitted to one of the two input shafts through the selective combination of the first clutch 6 and the second clutch 7, and one of the driven gears linked with the input shafts is selectively connected to the output shaft through the synchronizer in a transmission mode, so that the power output of a certain forward gear or reverse gear can be realized, and the working states of the corresponding clutches and the synchronizer can be switched when gear shifting is needed, so that the gear shifting device is convenient to use.

The reverse gear driven gear 2R2 is normally meshed with the second gear driven gear 222, so that the second gear driven gear 222 is used as an idle gear, an output shaft which is used for arranging the second gear driven gear 222 in the first output shaft 4 and the second output shaft 5 is used as an idle gear shaft, and an output shaft which is used for arranging the reverse gear driven gear 2R2 is used as a reverse gear shaft, so that the reverse gear shaft and a reverse gear driving gear special for reverse gear are reduced, the shaft and the gear are recycled, the weight is reduced, the cost is reduced, the contribution is large, the center distance between the input shaft and the output shaft can be designed to be small, and the structure is more compact; still make reverse gear transmission path simpler, realize reversing gear through keeping off two driven gear 222 commutations, reduced gear engagement quantity, the transmission is more steady, does benefit to hybrid automatic gearbox's noise control, and efficiency is higher.

Specifically, the first input shaft 2, the second input shaft 3, the first output shaft 4, and the second output shaft 5 are supported on the transmission case by bearings.

Specifically, the driving gears on the first input shaft 2 and the second input shaft 3 can be welded, splined, press-fitted in an interference manner or directly generated on the corresponding input shafts, so that the connection and synchronous rotation of the corresponding driving gears and the input shafts are realized.

Specifically, all the driven gears on the first output shaft 4 and the second output shaft 5 are sleeved on the corresponding output shafts through bearings, so that the corresponding driven gears are connected with the output shafts in a rotating mode.

Specifically, the hubs of all the synchronizers are splined to the respective output shafts.

In one embodiment, as shown in fig. 1, the synchronizers of the six-speed hybrid transmission include a first synchronizer 9, a second synchronizer 10, a third synchronizer 11, and a fourth synchronizer 12;

the fourth-gear driven gear 242, the first synchronizer 9, the reverse-gear driven gear 2R2, the second synchronizer 10 and the first-gear driven gear 212 are arranged on the first output shaft 4 in sequence;

the fourth-gear driven gear 242 outputs power to the first output shaft 4 through the first synchronizer 9, the reverse-gear driven gear 2R2 outputs power to the first output shaft 4 through the first synchronizer 9 or the second synchronizer 10, and the first-gear driven gear 212 outputs power to the first output shaft 4 through the second synchronizer 10;

the sixth-speed driven gear 262, the third synchronizer 11, the second-speed driven gear 222, the third-speed driven gear 232, the fourth synchronizer 12, and the fifth-speed driven gear 252 are arranged on the second output shaft 5 in this order;

the second-speed driven gear 222 and the sixth-speed driven gear 262 output power to the second output shaft 5 through the third synchronizer 11, and the third-speed driven gear 232 and the fifth-speed driven gear 252 output power to the second output shaft 5 through the fourth synchronizer 12.

The first synchronizer 9 is used for switching the fourth gear, the second synchronizer 10 is used for switching the first gear, the first synchronizer 9 or the second synchronizer 10 is also used for switching the reverse gear, the third synchronizer 11 is used for switching the second gear and the sixth gear, and the fourth synchronizer 12 is used for switching the third gear and the fifth gear.

On the same output shaft, a synchronizer is arranged by utilizing the gap between adjacent gears, which is beneficial to reducing the axial size of the output shaft; the three driven gears corresponding to the driving gears of the three gears on the same input shaft are arranged on the two output shafts, the gears of the two driven gears on the same output shaft are not adjacent in even gears and are selectively connected to the output shafts in a transmission manner through the synchronizer, the automatic transmission is short in axial size, relatively few in parts, simple and compact in structure, high in transmission efficiency and stable, and the manufacturing cost is greatly reduced.

The first-gear driven gear 212 is arranged at one end of the first output shaft 4, is far away from the middle and is close to the bearing for supporting, so that the over-large deflection of the first output shaft 4 is avoided, the transmission error of a low gear is reduced, and the NVH performance of the whole transmission is favorably improved. The first gear transmits power through the first input shaft 2, the reverse gear transmits power through the second input shaft 3, and the first gear and the reverse gear are respectively controlled by the first clutch 6 and the second clutch 7 to output power, so that the service life of the clutches is prolonged. In the fourth gear and the sixth gear, the fourth gear of the low gear is positioned on the first output shaft 4, which is beneficial to improving the transmission stability.

Preferably, first output shaft 4 is last output shaft, and second output shaft 5 is down the output shaft, and two keep off driven gear 222 and three keep off driven gear 232 and arrange in the centre of lower output shaft, are favorable to keeping away whole car longeron and sub vehicle frame, avoid arranging the interference.

In one embodiment, as shown in fig. 1, the first input shaft 2 is embedded in the second input shaft 3, and the third-gear driving gear 231, the first-gear driving gear 211 and the fifth-gear driving gear 251 are sequentially disposed on a section of the first input shaft 2 extending out of the second input shaft 3 in a direction away from the engine 101. The first-gear driving gear 211 is arranged in the space of the first input shaft 2 corresponding to the space between the third-gear driven gear 232 and the fifth-gear driven gear 252, which is beneficial to shortening the length of the first input shaft 2 and can set more forward gears on the premise of the same external dimension.

In an embodiment, as shown in fig. 1, the four-gear driving gear and the six-gear driving gear are the shared four-gear driving gear 246, which has a simple and compact structure and smooth transmission, reduces one gear, reduces weight, shortens the axial length of the second input shaft 3, and can set more forward gears on the premise of the same external dimension, thereby having a larger speed ratio range and more reasonable speed ratio distribution, further having more probability of operating the engine 101 in the optimal region, obviously improving the dynamic property and the economical efficiency of the whole vehicle, and reducing the oil consumption.

In one embodiment, as shown in fig. 1, the six-speed driven gear 262, the four-six speed driving gear 246 and the four-speed driven gear 242 are coplanar, i.e., they form a coplanar gear set;

the first synchronizer 9 and the third synchronizer 11 are coplanar;

the reverse driven gear 2R2, the secondary driven gear 222 and the secondary driving gear 221 are coplanar, i.e., the three form a coplanar gear set;

the third-gear driving gear 231, the third-gear driven gear 232, and the second synchronizer 10 are coplanar;

the first gear driving gear 211, the first gear driven gear 212 and the fourth synchronizer 12 are coplanar. Six forward gears and one reverse gear are realized only by three gear planes (i.e., the gear planes on which the six-gear driven gear 262, the four-six drive gear 246 and the four-gear driven gear 242 are located, the gear planes on which the reverse driven gear 2R2, the two-gear driven gear 222 and the two-gear drive gear 221 are located, and the gear planes on which the five-gear drive gear 251 and the five-gear driven gear 252 are located), two gear/synchronizer overlapping planes (i.e., the overlapping planes on which the three-gear drive gear 231, the three-gear driven gear 232 and the second synchronizer 10 are located, and the overlapping planes on which the first-gear drive gear 211, the first-gear driven gear 212 and the fourth synchronizer 12 are located), and one synchronizer plane (i.e., the plane on which the first synchronizer 9 and the third synchronizer 11 are located), the axial structure is very compact, which is favorable for the weight reduction and the size reduction of the transmission, and.

In one embodiment, as shown in fig. 1, the differential further comprises a first main reduction gear 13 provided on the first output shaft 4 and used for outputting power to the wheels, and a second main reduction gear 14 provided on the second output shaft 5 and used for outputting power to the wheels, wherein the first main reduction gear 13 and the second main reduction gear 14 are simultaneously in constant mesh with the ring gear 151 of the differential 15; the two main reduction gears are used for reducing speed and increasing torque of power output by the two output shafts respectively, so that the power requirements of wheels can be better matched.

Preferably, as shown in fig. 1, the first main reduction gear 13, the second main reduction gear 14 and the ring gear 151 of the differential 15 are coplanar gear sets, and have simple and compact structure and smooth transmission.

Preferably, as shown in fig. 1, the first main reduction gear 13 is located on a side of the fourth-speed driven gear 242 facing away from the first synchronizer 9, and the second main reduction gear 14 is located on a side of the sixth-speed driven gear 262 facing away from the third synchronizer 11. Simple and compact structure, and is convenient to be connected with the differential 15.

In one embodiment, the first clutch 6, the second clutch 7 and the third clutch 8 can be integrated into a three-clutch with a common clutch housing, and the structure is simple, which is beneficial to reducing the system load. Preferably, the first clutch 6 and the second clutch 7 are integrated into a double clutch which shares a clutch housing, the housing of the third clutch 8 being fixed with the housing of the double clutch. The motor 102 and the third clutch 8 can be added on the basis of the traditional double-clutch transmission, the third clutch 8 is arranged between the engine 101 and the double clutches, and the motor 102 is connected to the third clutch 8, so that pure electric and hybrid driving can be realized through simple structure change, the processing is easier, and the improvement cost of a production line is reduced.

Specifically, the first clutch 6, the second clutch 7 and the third clutch 8 are coaxially arranged, one end of the third clutch 8 is connected with the rotor of the motor 102 through welding or spline, the other end of the third clutch is connected with one end of the double clutch, and the other end of the double clutch is respectively connected with the first input shaft 2 and the second input shaft 3.

In the pure electric drive mode, the engine and motor hybrid drive mode and the pure engine drive mode, the six-speed hybrid transmission comprises six forward gears and a reverse gear working mode, and the gears of the preferred embodiment are described as follows:

when each gear is operated, at least one of the engine 101 and the motor 102 is used as a power source to provide power, the engine 101 participates in driving when the third clutch 8 is combined, and the engine 101 does not work (namely does not participate in driving, and neither drives the motor 102 to generate electricity nor drives a wheel end) when the third clutch 8 is separated. In the following description of the first to sixth gears and the reverse gear operation state, the clutches are in the disengaged state except for the clutch in the engaged state, and when one output shaft participates in power output, the synchronizers on the output shaft participating in power output are in the disengaged state except for the synchronizer in the engaged state.

In the first gear, the first clutch 6 is engaged, the second synchronizer 10 engages the first-gear driven gear 212 with the first output shaft 4, and the power transmission route is as follows: the power source- > the first clutch 6- > the first input shaft 2- > the first gear driving gear 211- > the first gear driven gear 212- > the second synchronizer 10- > the first output shaft 4- > the first main reducing gear 13- > the differential 15- > the wheel.

When the second gear works, the second clutch 7 is combined, the second gear driven gear 222 is combined with the second output shaft 5 by the third synchronizer 11, and the power transmission route is as follows: the power source- > the second clutch 7- > the second input shaft 3- > the second driving gear 221- > the second driven gear 222- > the third synchronizer 11- > the second output shaft 5- > the second main reducing gear 14- > the differential 15- > wheels.

When the third gear works, the first clutch 6 is combined, the fourth synchronizer 12 combines the third-gear driven gear 232 with the second output shaft 5, and the power transmission route is as follows: the power source- > the first clutch 6- > the first input shaft 2- > the three-gear driving gear 231- > the three-gear driven gear 232- > the fourth synchronizer 12- > the second output shaft 5- > the second main reducing gear 14- > the differential 15- > the wheel.

When the fourth gear works, the second clutch 7 is combined, the first synchronizer 9 combines the fourth-gear driven gear 242 with the first output shaft 4, and the power transmission route is as follows: the power source- > the second clutch 7- > the second input shaft 3- > the four-six gear driving gear 246- > the four-gear driven gear 242- > the first synchronizer 9- > the first output shaft 4- > the first main reducing gear 13- > the differential 15- > the wheel.

In the fifth gear, the first clutch 6 is engaged, the fourth synchronizer 12 engages the fifth-gear driven gear 252 with the second output shaft 5, and the power transmission route is as follows: the power source- > the first clutch 6- > the first input shaft 2- > the five-gear driving gear 251- > the five-gear driven gear 252- > the fourth synchronizer 12- > the second output shaft 5- > the second main reducing gear 14- > the differential 15- > the wheel.

When the sixth gear works, the second clutch 7 is combined, the third synchronizer 11 combines the sixth gear driven gear 262 with the second output shaft 5, and the power transmission route is as follows: the power source- > second clutch 7- > second input shaft 3- > four-six gear driving gear 246- > six gear driven gear 262- > third synchronizer 11- > second output shaft 5- > second main reducing gear 14- > differential 15- > wheel.

During reverse operation, the second clutch 7 is engaged, and the first synchronizer 9 or the second synchronizer 10 engages the reverse driven gear 2R2 with the first output shaft 4, and the power transmission route is: the power source- > the second clutch 7- > the second input shaft 3- > the second driving gear 221- > the second driven gear 222- > the reverse driven gear 2R 2- > the first synchronizer 9 or the second synchronizer 10- > the first output shaft 4- > the first main reduction gear 13- > the differential 15- > the wheel.

The six-speed hybrid power transmission has working modes such as a pure electric drive mode, an engine and motor hybrid drive mode, a pure engine drive mode, a braking energy recovery mode, an engine starting mode, a driving charging mode and a parking charging mode, and the specific working states of the working modes are as follows:

1) the first clutch 6 or the second clutch 7 is combined, the third clutch 8 is separated, the engine 101 does not work, and the motor 102 drives to establish an electric-only driving mode. The clutch can be used for low-speed working conditions such as vehicle starting and traffic jam, and odd-even gears under the drive of the motor are realized through the selective closing of the first clutch 6 and the second clutch 7; or when the vehicle runs stably on a good road surface, the third clutch 8 is separated, so that the engine 101 is always disconnected with the whole transmission chain in the running process of the vehicle, unnecessary load of the reverse-dragging engine 101 is reduced, and the sliding resistance is reduced.

2) The engine 101 and the motor 102 are driven in parallel in conjunction with the first clutch 6 or the second clutch 7 and in conjunction with the third clutch 8 to establish an engine-motor hybrid drive mode. Depending on the power requirements of the vehicle, the electric machine 102 may function as both a generator and a drive motor. When the power provided by engine 101 is insufficient, motor 102 serves as a driving motor, and provides additional torque to realize parallel torque-up driving, so that power output is surge and the dynamic property of the vehicle is improved.

3) In conjunction with the first clutch 6 or the second clutch 7, in conjunction with the third clutch 8, the engine 101 is driven and the electric machine 102 is not operated to establish an engine-only driving mode. When the battery is sufficiently charged and the engine 101 is operated in an economical region (especially at a high speed), the motor 102 does not provide power for driving, and the power is provided by the engine 101.

4) The first clutch 6 or the second clutch 7 is combined, the third clutch 8 is separated, the engine 101 does not work, and the motor 102 generates electricity to establish a braking energy recovery mode. When the battery capacity does not reach the saturation state and the vehicle running at high speed needs to be braked for a long time (for example, under the long downhill working condition), the vehicle can be braked by dragging the motor 102 reversely to generate electricity, at the moment, the motor 102 works as a generator, and the generated electricity is stored in the battery.

5) In conjunction with the third clutch 8, the motor 102 starts the engine 101 to establish the start engine mode. The motor 102 replaces a starter in a traditional vehicle, the motor 102 is utilized to start the engine 101, and the electric vehicle can be used when the power is not enough to meet the driving power requirement of the vehicle in the pure electric mode or the battery electric quantity is low and the battery electric quantity must be introduced into the engine 101; or when a long braking process is about to be completed and it is necessary to restart the engine 101, the motor 102 restarts the engine 101 using braking energy.

6) In combination with the first clutch 6 or the second clutch 7 and in combination with the third clutch 8, the engine 101 is driven, and the motor 102 generates electricity under the drive of the engine 101 to establish a driving charging mode. When the output power of the engine 101 is excessive and the battery capacity is insufficient, the motor 102 functions as a generator to charge the battery, thereby utilizing the energy of the engine 101 to the maximum.

7) The first clutch 6 and the second clutch 7 are disengaged, and the motor 102 generates power under the drive of the engine 101 in conjunction with the third clutch 8 to establish the parking charge mode. When the vehicle is in a parking condition and the battery level is low, the motor 102 may be driven by the engine 101 to charge the battery.

The embodiment of the utility model provides a vehicle is still provided, including the six-speed hybrid transmission that any preceding embodiment mentioned. Its six-speed hybrid transmission is the P2 configuration hybrid transmission based on dual clutch transmission, can realize high-efficient hybrid system with very compact axial dimensions, synthesizes dynamic property, the economic nature and the riding comfort that promote whole car, not only has dual clutch transmission's advantage: in the vehicle gear shifting process, due to the existence of pre-engaging, the gear shifting is very quick, the gear shifting is realized through the torque interaction of double clutches, no power interruption is caused, the gear shifting process is very smooth, the gear shifting process is fast and stable, and the riding comfort of the vehicle is greatly improved; simultaneously, the method also has the advantages of the P2 configuration: the working modes of multiple gears can be achieved, including pure electric drive, pure engine drive, oil-electricity hybrid drive (engine and motor hybrid drive), braking energy recovery and the like, in the pure electric drive/braking energy recovery mode, due to the existence of the third clutch 8, the engine 101 can be disconnected, extra energy loss caused by the reverse dragging of the engine 101 is avoided, in addition, the motor 102 can achieve multiple gears, the motor 102 and the engine 101 can both operate in a high-efficiency interval, and therefore the whole system is very high-efficiency. The direct parallel coupling of motor 102 and engine 101 causes power output surge.

Specifically, the engine 101, the motor 102, the first clutch 6, the second clutch 7, the third clutch 8, the first synchronizer 9, the second synchronizer 10, the third synchronizer 11, and the fourth synchronizer 12 are all connected to and controlled by the controller.

The above description is only exemplary of the present invention and should not be construed as limiting the present invention, and any modifications, equivalents and improvements made within the spirit and principles of the present invention are intended to be included within the scope of the present invention.

Claims

1. A six-speed hybrid power transmission comprises an engine, a motor, a first input shaft, a second input shaft, a first output shaft and a second output shaft, wherein the first input shaft and the second input shaft are nested with each other; the motor is connected with the first input shaft through a first clutch, connected with the second input shaft through a second clutch and connected with the engine through a third clutch;

2. The six-speed hybrid transmission of claim 1, wherein the synchronizers of the six-speed hybrid transmission include a first synchronizer, a second synchronizer, a third synchronizer, and a fourth synchronizer;

3. The six-speed hybrid transmission of claim 2, wherein the first output shaft is an upper output shaft and the second output shaft is a lower output shaft.

4. The six-speed hybrid transmission of claim 2, wherein the first input shaft is nested within the second input shaft, and the third-gear drive gear, the first-gear drive gear, and the fifth-gear drive gear are sequentially disposed on a section of the first input shaft that extends out of the second input shaft in a direction away from the engine.

5. The six-speed hybrid transmission of claim 2, wherein the four-speed drive gear and the six-speed drive gear are a common four-six speed drive gear.

6. The six-speed hybrid transmission of claim 5, wherein the six-speed driven gear, the four-six speed drive gear, and the four-speed driven gear are coplanar;

the first synchronizer and the third synchronizer are coplanar;

7. The six-speed hybrid transmission of claim 2, further comprising a first main reduction gear disposed on the first output shaft for outputting power to the wheels and a second main reduction gear disposed on the second output shaft for outputting power to the wheels, the first and second main reduction gears being in constant mesh with the ring gear of the differential at the same time;

8. The six-speed hybrid transmission of claim 1, wherein the first clutch, the second clutch, and the third clutch are integrated as a three-clutch common clutch housing, or,

9. The six-speed hybrid transmission of claim 7, wherein the six-speed hybrid transmission has an electric-only drive mode, an engine and electric machine hybrid drive mode, an electric-only drive mode, a braking energy recovery mode, a crank engine mode, a drive charge mode, and a park charge mode;

10. A vehicle comprising a six-speed hybrid transmission according to any one of claims 1 to 9.