CN213501829U - Hybrid transmission, power assembly and vehicle - Google Patents

Abstract

The utility model relates to a derailleur, concretely relates to hybrid transmission, power assembly and vehicle, wherein hybrid transmission includes engine (1), generator (2), driving motor (3) and transmission system, and transmission system includes engine torque input mechanism (41), gearshift (42), driving motor torque input mechanism (43) and moment of torsion output mechanism (44), and engine and generator are connected by engine torque input mechanism; the engine torque input mechanism comprises a planetary gear mechanism (417) matched with the gear shifting mechanism, so that the power of the engine is disconnected or multi-gear torque is output to the torque output mechanism by the matching of the engine torque input mechanism and the gear shifting mechanism; the driving motor is connected with a bevel gear pair of the driving motor torque input mechanism and transmits torque to the torque output mechanism. The hybrid power transmission has the advantages of small resonance, low oil consumption and low noise.

Description

Hybrid transmission, power assembly and vehicle

Technical Field

The utility model relates to a derailleur specifically relates to a hybrid transmission, still relates to a power assembly and vehicle in addition.

Background

The reduction of the exhaust emission of vehicles and the use of fossil fuels are important factors to be considered when vehicles are manufactured.

At present, the use of fossil fuel by vehicles is often saved by adopting a pure electric drive mode or a hybrid electric-oil drive mode so as to reduce the discharge capacity, and particularly, the vehicles adopting the hybrid electric-oil drive mode are favored by consumers because of long endurance and good fuel economy.

The oil-electric hybrid vehicle in the prior art is not easy to carry due to the large span of the whole structure of the transmission system, resonance is easy to generate on the other hand, fuel economy and dynamic performance are difficult to be considered during starting, and the engine is high in rotating speed and large in noise during power generation, so that driving experience is seriously influenced.

In view of the foregoing, it is desirable to provide a hybrid transmission.

SUMMERY OF THE UTILITY MODEL

The utility model discloses the technical problem that the first aspect will be solved provides a hybrid transmission to can realize reducing the problem that the derailleur resonates and is difficult for carrying on, the big problem of noise when being difficult to compromise fuel economy and dynamic property and electricity generation during the starting.

The utility model discloses the technical problem that the second aspect will be solved provides a power assembly to can promote fuel economy, noise when reducing resonance and electricity generation.

The utility model discloses the technical problem that the third aspect will be solved provides a vehicle, and this vehicle fuel economy is good, is difficult for producing resonance, and the noise when generating electricity is little.

In order to solve the technical problem, an aspect of the present invention provides a hybrid transmission, including an engine, a generator, a driving motor and a transmission system, where the transmission system includes an engine torque input mechanism, a gear shift mechanism, a driving motor torque input mechanism and a torque output mechanism, and the engine and the generator are connected through the engine torque input mechanism to be able to generate electricity; the engine torque input mechanism comprises a planetary gear mechanism matched with the gear shifting mechanism, so that the power of the engine can be disconnected or the torque of at least two gear transmission ratios can be output to the torque output mechanism through the matching of the engine torque input mechanism and the gear shifting mechanism; the driving motor is connected with a bevel gear pair of the driving motor torque input mechanism so as to transmit torque to the torque output mechanism through the driving motor torque input mechanism, and therefore direct driving of the motor or hybrid driving of the motor and the engine to output torque together are achieved.

Specifically, the engine torque input mechanism comprises a damper, a first input shaft, a first clutch, a second input shaft, a shifting clutch and a planetary gear mechanism, the engine is connected with the first input shaft through the damper, the first clutch is arranged between the first input shaft and the second input shaft, the shifting clutch is arranged between the second input shaft and the planetary gear mechanism, and the planetary gear mechanism is connected with the generator.

Further, the shifting clutch comprises a shifting clutch outer hub which is hollow and can be rotatably supported on the second input shaft and a shifting clutch inner hub which is fixedly connected to the second input shaft, so that torque output of the engine under different transmission ratios can be realized through combination and separation of the shifting clutch outer hub and the shifting clutch inner hub; the outer side of the gear shifting clutch outer hub is connected with the brake to brake, and a gear ring is arranged on the inner side of the gear shifting clutch outer hub to be matched with the planetary gear mechanism through the gear ring.

Furthermore, the planetary gear mechanism comprises a sun gear, at least two planet gears and a planet carrier, the sun gear is fixedly connected to the second input shaft, and the at least two planet gears are rotatably connected to the planet carrier and meshed between the sun gear and the gear ring; and the planet carrier is also fixedly connected with a first input gear and a second input gear so as to be in transmission fit with the gear shifting mechanism through the first input gear and the second input gear.

Further, the shifting mechanism comprises a synchronizing gear, a shifting mechanism first gear, a shifting mechanism second gear, a shifting mechanism third gear and a shifting shaft, wherein the shifting mechanism first gear and the shifting mechanism second gear are hollow and are rotatably supported on the shifting shaft, the shifting mechanism first gear is meshed with the first input gear, and the shifting mechanism second gear is meshed with the second input gear; the synchronous gear is connected to the gear shifting shaft and can move left and right along the gear shifting shaft so as to be selectively matched with the first gear of the gear shifting mechanism and the second gear of the gear shifting mechanism to realize synchronous rotation; the third gear of the gear shifting mechanism is fixedly connected to the gear shifting shaft and can transmit torque to the torque output mechanism through the third gear of the gear shifting mechanism.

Further, the torque output mechanism comprises a differential, a left half shaft connected to one side of the differential, and a right half shaft connected to the other side of the differential, the differential is matched with the third gear of the gear shifting mechanism, and transmits torque to corresponding wheels through the left half shaft and the right half shaft; the differential is also connected with the driving motor torque input mechanism.

Further, driving motor torque input mechanism include moment of torsion input mechanism conical gear, moment of torsion output gear and driving motor moment of torsion input shaft in the bevel gear pair, moment of torsion input mechanism conical gear with moment of torsion output gear all link firmly in on the driving motor moment of torsion input shaft, moment of torsion output gear with differential mechanism meshes mutually, link firmly on driving motor's the output shaft driving motor conical gear in the bevel gear pair, moment of torsion input mechanism conical gear with driving motor conical gear meshes.

Specifically, a differential first gear is arranged on the differential, and the differential is meshed with the third gear of the gear shifting mechanism and the torque output gear through the differential first gear.

The utility model discloses the second aspect provides a power assembly, hybrid transmission, controller and battery package among the above-mentioned technical scheme, the battery package with the generator with driving motor is connected to can save and export the electric energy, the controller configuration is to can control driving motor intervenes drive work.

The utility model discloses the second aspect provides a vehicle, power assembly including among the above-mentioned technical scheme.

Through the technical scheme, the utility model provides a hybrid transmission, it is through the bevel gear pair, arranges driving motor to the length direction that leans on the automobile body for hybrid transmission's structure is more compact, not only is convenient for carry on, makes the quality more concentrated again, has effectively solved resonant problem; through the adjustment of the planetary gear mechanism in the gear shifting mechanism and the engine torque input mechanism, the multi-gear torque output is realized, the fuel economy during the starting of the vehicle is improved, the axial length of the gear shifting shaft is effectively reduced, and the structure of the hybrid power transmission is more compact; when the engine directly outputs power generation, the planetary gear mechanism can be combined with the hub in the gear shifting clutch through the outer hub of the gear shifting clutch, so that the planetary gear mechanism rotates as a whole, oil stirring is not needed when the planetary gear mechanism operates, the power generation efficiency is improved, and under the operation state, the planetary gear mechanism also plays a role in speed increase, so that the engine directly outputs power generation, the rotating speed is low, and the noise is low.

The utility model discloses the power assembly that the second aspect provided, because it has included foretell hybrid transmission, so it possesses difficult resonance, and fuel economy is high, the little advantage of noise during engine power generation.

The utility model discloses the vehicle that the third aspect provided, because it has included foretell power assembly, so also have difficult resonance equally, fuel economy is high, the little advantage of noise during engine electricity generation.

Further advantages of the invention, as well as the technical effects of preferred embodiments, will be further explained in the following detailed description.

Drawings

FIG. 1 is a schematic structural diagram of a first embodiment of a hybrid transmission according to the present invention;

FIG. 2 is a schematic structural diagram of a second embodiment of a hybrid transmission of the present invention;

FIG. 3 is a schematic diagram of a torque transmission path in a park power generation state of a first embodiment of the hybrid transmission of the present invention;

fig. 4 is a schematic diagram of a torque transmission path in a first-gear direct-drive state of an engine in a first hybrid transmission scheme of the present invention;

fig. 5 is a schematic diagram of a torque transmission path in a second gear direct-drive state of an engine in a first hybrid transmission scheme of the present invention;

FIG. 6 is a schematic diagram of a torque transmission path in a first hybrid transmission scheme of the present invention in a third gear direct drive state of an engine;

FIG. 7 is a schematic diagram of a torque transmission path in a fourth gear direct drive state of an engine in a first embodiment of the hybrid transmission of the present invention;

FIG. 8 is a schematic diagram of a torque transmission path in a purely electric drive state of a first embodiment of a hybrid transmission of the present invention;

FIG. 9 is a schematic illustration of a torque transmission path in a series generating state of a first embodiment of a hybrid transmission of the present invention;

fig. 10 is a schematic diagram of a torque transmission path in a series-parallel first-gear state in a first embodiment of a hybrid transmission according to the present invention;

fig. 11 is a schematic diagram of a torque transmission path in a first hybrid mode of the hybrid transmission according to the present invention;

fig. 12 is a schematic diagram of a torque transmission path in a series-parallel three-gear state in a first embodiment of a hybrid transmission according to the present invention;

fig. 13 is a schematic diagram of a torque transmission path in a series-parallel four-speed state in a first embodiment of the hybrid transmission of the present invention;

FIG. 14 is a schematic diagram of a torque transmission path in a first-gear park power generation state of a second hybrid transmission of the present invention;

fig. 15 is a schematic diagram of a torque transmission path in a second middle gear parking power generation state of the hybrid transmission scheme ii of the present invention;

fig. 16 is a schematic diagram of a torque transmission path in a first-gear direct-drive state of an engine in a second hybrid transmission scheme of the present invention;

fig. 17 is a schematic diagram of a torque transmission path in a second gear direct drive state of the engine in the second hybrid transmission scheme of the present invention;

FIG. 18 is a schematic diagram of a torque transmission path in a third gear direct drive state of an engine in a second embodiment of the hybrid transmission of the present invention;

FIG. 19 is a schematic diagram of a torque transmission path in a fourth gear direct drive state of an engine in a second embodiment of the hybrid transmission of the present invention;

FIG. 20 is a schematic diagram of a torque transmission path in a pure electric drive state according to embodiment two of the hybrid transmission of the present invention;

FIG. 21 is a schematic diagram of a torque transmission path in a first-gear series state of a second embodiment of the hybrid transmission of the present invention;

fig. 22 is a schematic diagram of a torque transmission path in a second-middle-second-gear series power generation state of the hybrid transmission of the present invention;

fig. 23 is a schematic diagram of a torque transmission path in a hybrid-series first-gear state in a second embodiment of the hybrid transmission of the present invention;

fig. 24 is a schematic diagram of a torque transmission path in a second hybrid gear state in the second hybrid transmission of the present invention;

fig. 25 is a schematic diagram of a torque transmission path in a series-parallel connection third gear state in a second embodiment of the hybrid transmission of the present invention;

fig. 26 is a schematic diagram of a torque transmission path in a series-parallel connection four-gear state in the second embodiment of the hybrid transmission of the present invention.

Description of the reference numerals

1-engine 2-generator

3-drive motor 31-drive motor bevel gear

41-Engine Torque input mechanism 411-Shift Clutch

4111-outer hub 4112-inner hub of shift clutch

41111-ring gear 412-brake

413-damper 414-first input shaft

415-first Clutch 416-second input shaft

417-planetary gear mechanism 4171-sun gear

4172 Planet gear 4173 planet carrier

41731 first input gear 41732 second input gear

42-Shift mechanism 421-synchromesh

422-first gear 423 of gearshift-second gear of gearshift

424 gearshift third gear 425 gearshift shaft

43-drive motor torque input mechanism 431-torque input mechanism bevel gear

432-Torque output Gear 433-drive Motor Torque input shaft

44-Torque output mechanism 441-differential

4411-differential first gear 442-left half shaft

443-right half shaft

Detailed Description

The following detailed description of the embodiments of the present invention will be made with reference to the accompanying drawings. It is to be understood that the description of the embodiments herein is for purposes of illustration and explanation only and is not intended to limit the invention.

First, the following directional terms "left and right" refer to left and right relative to each other as shown in the drawings, and are for convenience of description and understanding, and are not intended to be specific structural forms.

As shown in fig. 1, the present invention provides a hybrid transmission, which includes an engine 1, a generator 2, a driving motor 3 and a transmission system, wherein the transmission system includes an engine torque input mechanism 41, a gear shift mechanism 42, a driving motor torque input mechanism 43 and a torque output mechanism 44, the engine 1 and the generator 2 are connected through the engine torque input mechanism 41 to generate electricity; the engine torque input mechanism 41 includes a planetary gear mechanism 417 engaged with the shift mechanism 42 so as to be able to disconnect the power of the engine 1 or output a torque of at least two gear ratios to the torque output mechanism 44 via engagement of the gear pair by control of the engine torque input mechanism 41 and the shift mechanism 42; the driving motor 3 is connected with a bevel gear pair of the driving motor torque input mechanism 43 to transmit torque to the torque output mechanism 44 through the driving motor torque input mechanism 43, so that direct driving of the motor or hybrid driving of outputting torque together with the engine 1 is realized.

The utility model relates to a hybrid transmission, through the bevel gear pair, arrange driving motor 3 to the length direction that is partial to the automobile body for the structure of hybrid transmission is more compact, not only is convenient for carry-on, but also makes the quality more concentrated, has effectively solved the resonant problem; through the adjustment of the planetary gear mechanism 417 in the gear shifting mechanism and the engine torque input mechanism, the multi-gear torque output is realized, the fuel economy during vehicle starting is improved, the axial length of the gear shifting mechanism 42 is effectively reduced, and the structure of the hybrid power transmission is more compact; when the engine 1 directly outputs power generation, the planetary gear mechanism 417 can rotate as a whole, so that the planetary gear mechanism 417 does not need to stir oil when in operation, thereby improving the power generation efficiency, and in the operation state, the planetary gear mechanism 417 also plays a role of increasing the speed, thereby reducing the rotating speed and the noise when the engine 1 directly outputs power generation.

Specifically, as shown in fig. 1, the engine torque input mechanism 41 includes a damper 413, a first input shaft 414, a first clutch 415, a second input shaft 416, a shift clutch 411, and a planetary gear mechanism 417, the engine 1 is connected to the first input shaft 414 through the damper 413, the first clutch 415 is provided between the first input shaft 414 and the second input shaft 416, and the shift clutch 411 is provided between the second input shaft 416 and the planetary gear mechanism 417, and the planetary gear mechanism 417 is connected to the generator 2. The damper 413 is arranged between the engine 1 and the first input shaft 414, so that the engine 1 can output torque to the first input shaft 414, energy absorption and vibration reduction effects are achieved, and the condition that transmission pieces are shaken due to high-speed operation and are damaged by impact can be effectively prevented.

Specifically, as shown in fig. 1, the shift clutch 411 includes a shift clutch outer hub 4111 that is hollow and rotatably supported on the second input shaft 416 and a shift clutch inner hub 4112 that is fixedly connected to the second input shaft 416, so as to enable torque output of the engine at different gear ratios by engagement and disengagement of the shift clutch outer hub 4111 and the shift clutch inner hub 4112; the outside of shift clutch outer hub 4111 is connected to brake 412 to enable braking, and inside of shift clutch outer hub 4111 is provided with a ring gear 41111 to enable engagement with planetary gear mechanism 417 through ring gear 41111. This design enables planetary gear mechanism 417 to achieve a faster rotational speed when shift clutch outer hub 4111 is engaged with shift clutch inner hub 4112, and thus to achieve a lower rotational speed when engine 1 is used for direct power generation, thereby reducing noise; and a torque of the two-speed gear ratio can be output to the planetary gear mechanism 417 by opening and closing the shift clutch outer hub 4111 and the shift clutch inner hub 4112.

Specifically, as shown in fig. 1, the planetary gear mechanism 417 includes a sun gear 4171, at least two planet gears 4172 and a planet carrier 4173, the sun gear 4171 is fixedly connected to the second input shaft 416, and at least two planet gears 4172 are rotatably connected to the planet carrier 4173 and are engaged between the sun gear 4171 and the ring gear 41111; the planet carrier 4173 is also fixedly coupled with a first input gear 41731 and a second input gear 41732 to enable driving engagement with the shift mechanism 42 via the first input gear 41731 and the second input gear 41732. This design makes when shifting clutch outer hub 4111 and the clutch inner hub 4112 that shifts combine, and the clutch outer hub 4111 and sun gear 4171 that shift rotate with the same rotational speed, and sun gear 4171 can drive planet support 4173 through planet wheel 4172 and rotate along the equidirectional, has played the effect of acceleration rate promptly, makes when engine 1 is used for direct electricity generation, can be in a lower rotational speed, thereby can the noise reduction, and because planet wheel 4172 carries out the number of times of stirring oil few under this operating mode, so be used for stirring oil and the energy of loss is few, the generating efficiency is high.

Specifically, as shown in fig. 1, the shift mechanism 42 includes a synchronizing gear 421, a shift mechanism first gear 422, a shift mechanism second gear 423, a shift mechanism third gear 424, and a shift shaft 425, the shift mechanism first gear 422 and the shift mechanism second gear 423 being hollow and rotatably supported on the shift shaft 425, wherein the shift mechanism first gear 422 is meshed with a first input gear 41731, and the shift mechanism second gear 423 is meshed with a second input gear 41732; the synchronizing gear 421 is connected to the shift shaft 425 and can move left and right along the shift shaft 425 to selectively cooperate with the first gear 422 of the shifting mechanism and the second gear 423 of the shifting mechanism to realize synchronous rotation; the shift mechanism third gear 424 is attached to the shift shaft 425 and is capable of transmitting torque to the torque output mechanism 44 through the shift mechanism third gear 424. The synchronous gear 421 is connected to the shift shaft 425 and can move left and right along the shift shaft 425 to selectively cooperate with the shift mechanism first gear 422 and the shift mechanism second gear 423 to realize synchronous rotation, the design can enable the shift mechanism 42 to cooperate with torque output modes with two transmission ratios through the cooperation of gear pairs, in addition, as the shift clutch 411 can output the torque with two transmission ratios to the planetary gear mechanism 417, namely the shift mechanism 42 can output the torque with four transmission ratios to the torque output mechanism 44, and as the shift clutch 411 plays a shifting role, the torque output of four gears can be realized only by arranging one synchronous gear 421 on the shift shaft 425, thereby shortening the axial length of the shift mechanism 42 and enabling the structure of the hybrid power transmission to be more compact.

Specifically, as shown in fig. 1, the torque output mechanism 44 includes a differential 441, a left half shaft 442 connected to one side of the differential 441, and a right half shaft 443 connected to the other side of the differential 441, the differential 441 being engaged with the third gear 424 of the shift mechanism and transmitting torque to the corresponding wheels via the left half shaft 442 and the right half shaft 443; differential 441 is also connected to drive motor torque input mechanism 43. The differential 441 is designed such that the left and right half shafts 442 and 443 on both sides thereof operate at different rotational speeds to improve the over-bending performance of the vehicle.

Specifically, as shown in fig. 1, the driving motor torque input mechanism 43 includes a torque input mechanism bevel gear 431 in a bevel gear pair, a torque output gear 432 and a driving motor torque input shaft 433, the torque input mechanism bevel gear 431 and the torque output gear 432 are both fixedly connected to the driving motor torque input shaft 433, the torque output gear 432 is engaged with the differential 441, an output shaft of the driving motor 3 is fixedly connected to the driving motor bevel gear 31 in the bevel gear pair, and the torque input mechanism bevel gear 431 is engaged with the driving motor bevel gear 31. The driving motor 3 can be arranged in the length direction deviated from the vehicle body through the torque input mechanism conical gear 431 and the driving motor conical gear 31, so that the structure of the hybrid power transmission is more compact, the hybrid power transmission is convenient to carry, the quality is more concentrated, and the problem of resonance is effectively solved.

Specifically, as shown in fig. 1, a differential first gear 4411 is provided on the differential 441, and the differential 441 is meshed with the shift mechanism third gear 424 and the torque output gear 432 through the differential first gear 4411. The differential first gear 4411 is engaged with the shift mechanism third gear 424 and the torque output gear 432, and can simultaneously receive the torque transmitted by the shift mechanism 42 and the driving motor torque input mechanism 43, so as to realize direct drive, pure electric drive or series-parallel drive of the engine.

Further, the utility model discloses a power assembly that the second aspect provided, including hybrid transmission, controller and the battery package among the above-mentioned technical scheme, the battery package is connected with generator 2 and driving motor 3 to can save and export the electric energy, the controller configuration is to can control driving motor 3 and intervene the drive work. Because this power assembly includes the hybrid transmission among the above-mentioned technical scheme, so it has all technological effects and the advantage of hybrid transmission among the above-mentioned technical scheme, and intervene the drive work under the corresponding operating mode of control driving motor 3 through the controller, can effectual saving fuel consumption, improve fuel economy.

Furthermore, the third aspect of the present invention provides a vehicle including the powertrain of the above-mentioned technical solution, and therefore, all technical effects and advantages of the powertrain of the above-mentioned technical solution are also provided.

The hybrid power transmission according to the above scheme has the following working states and corresponding torque transmission processes:

as shown in fig. 3, when the engine 1 is operated in the parking power generation state, the shift clutch 411 is closed, and after the torque passes through the damper 413, the first output shaft 414, the first clutch 415 and the second input shaft 416, a part of the torque is transmitted to the planet carrier 4173 through the shift clutch inner hub 4112, the shift clutch outer hub 4111, the ring gear 41111 and the planet gears 4172, and the torque is output to the engine by the planet carrier 4173; the other part is transmitted to a planet carrier 4173 through a sun gear 4171 and planet wheels 4172, and the planet carrier 4173 outputs torque to the power generation 2 machine to perform parking power generation.

As shown in fig. 4, when the engine first gear direct drive state is achieved, the engine 1 is operated, the shifting clutch 411 is opened, the brake 412 is braked, the synchronizing gear 421 moves leftwards to be engaged with the first gear 422 of the shifting mechanism, and torque is transmitted to the planet carrier 4173, the first input gear 41731, the first gear 422 of the shifting mechanism, the synchronizing gear 421, the shifting shaft 425, the third gear 424 of the shifting mechanism, the first gear 4411 of the differential mechanism and the differential mechanism 441 through the damper 413, the first output shaft 414, the first clutch 415, the second input shaft 416, the sun gear 4171 and the planet gears 4172, and then is output to corresponding wheels through the left half shaft 442 and the right half shaft 443.

As shown in fig. 5, when the engine is in the second-gear direct-drive state, the engine 1 is operated, the shifting clutch 411 is opened, the brake 412 is braked, the synchronizing gear 421 moves to the right to be engaged with the second gear 423 of the shifting mechanism, and torque is transmitted to the planet carrier 4173, the second input gear 41732, the second gear 423 of the shifting mechanism, the synchronizing gear 421, the shifting shaft 425, the third gear 424 of the shifting mechanism, the first gear 4411 of the differential mechanism and the differential mechanism 441 through the damper 413, the first output shaft 414, the first clutch 415, the second input shaft 416, the sun gear 4171 and the planet gears 4172 and then is output to corresponding wheels through the left half shaft 442 and the right half shaft 443.

As shown in fig. 6, when the engine is in the third gear direct drive state, the engine 1 is operated, the shifting clutch 411 is closed, the synchronizing gear 421 moves left to engage with the first gear 422 of the shifting mechanism, and after the torque passes through the damper 413, the first output shaft 414, the first clutch 415 and the second input shaft 416, a part of the torque is transmitted to the planet carrier 4173 through the shifting clutch inner hub 4112, the shifting clutch outer hub 4111, the ring gear 41111 and the planet gears 4172; another part is transmitted via the sun gear 4171, the planet wheels 4172 to the planet carrier 4173, and then the torque is output via the left and right axle shafts 442, 443 to the corresponding wheels after passing via the first input gear 41731, the first gear 422 of the shifting mechanism, the synchronizing gear 421, the shift shaft 425, the third gear 424 of the shifting mechanism, the first gear 4411 of the differential, and the differential 441.

As shown in fig. 7, when the engine is in the fourth-gear direct-drive state, the engine 1 is operated, the shifting clutch 411 is closed, the synchronizing gear 421 moves to the right to be meshed with the second gear 423 of the shifting mechanism, and after the torque passes through the damper 413, the first output shaft 414, the first clutch 415 and the second input shaft 416, a part of the torque is transmitted to the planet carrier 4173 through the inner hub 4112 of the shifting clutch, the outer hub 4111 of the shifting clutch, the ring gear 41111 and the planet gears 4172; another part is transmitted via the sun gear 4171, the planet wheels 4172 to the planet carrier 4173, and then the torque is output via the left and right axle shafts 442, 443 to the corresponding wheels after passing via the second input gear 41731, the second gear 423 of the gear shift mechanism, the synchronizing gear 421, the gear shift shaft 425, the third gear 424 of the gear shift mechanism, the first gear 4411 of the differential, and the differential 441.

As shown in fig. 8, when the driving motor 3 is operated, torque is output to the corresponding wheels through the driving motor 3, the driving motor bevel gear 31, the torque input mechanism bevel gear 431, the driving motor torque input shaft 433, the torque output gear 432, the differential first gear 4411, and the differential 441, and then through the left axle shaft 442 and the right axle shaft 443. In particular, the pure electric drive state shown in fig. 8 is assumed if and only if the drive motor 3 is operated; on the basis of the parking power generation state, the driving motor 3 simultaneously performs driving work, and a series power generation state as shown in fig. 9 is formed; on the basis of the first-gear direct drive state of the engine, the driving motor 3 is simultaneously involved in driving work, and a series-parallel first-gear state as shown in fig. 10 is formed; on the basis of being in the second-gear direct drive state of the engine, the driving motor 3 is simultaneously involved in driving work, and a series-parallel second-gear state as shown in fig. 11 is formed; on the basis of being in the engine three-gear direct drive state, the driving motor 3 is simultaneously involved in driving work, and a series-parallel three-gear state as shown in fig. 12 is formed; on the basis of the engine fourth gear direct drive state, the driving motor 3 is simultaneously involved in driving work, and a parallel-series fourth gear state as shown in fig. 13 is formed.

Another embodiment of a hybrid transmission is described below to increase understanding:

as shown in fig. 2, the hybrid transmission of the present embodiment includes an engine 1, a generator 2, a driving motor 3, and a transmission system including an engine torque input mechanism 41, a shift mechanism 42, a driving motor torque input mechanism 43, and a torque output mechanism 44, wherein the engine 1 and the generator 2 are connected through the engine torque input mechanism 41 to be able to generate electricity; the engine torque input mechanism 41 includes a planetary gear mechanism 417 engaged with the shift mechanism 42 so as to be able to disconnect the power of the engine 1 or output a torque of at least two gear ratios to the torque output mechanism 44 via engagement of the gear pair by control of the engine torque input mechanism 41 and the shift mechanism 42; the driving motor 3 is connected with a bevel gear pair of the driving motor torque input mechanism 43 to transmit torque to the torque output mechanism 44 through the driving motor torque input mechanism 43, so that direct driving of the motor or hybrid driving of outputting torque together with the engine 1 is realized.

Specifically, as shown in fig. 2, the engine torque input mechanism 41 includes a damper 413, a first input shaft 414, a first clutch 415, a second input shaft 416, a shift clutch 411, and a planetary gear mechanism 417, the engine 1 is connected to the first input shaft 414 through the damper 413, the first clutch 415 is provided between the first input shaft 414 and the second input shaft 416, and the shift clutch 411 is provided between the second input shaft 416 and the planetary gear mechanism 417, and the planetary gear mechanism 417 is connected to the generator 2.

Specifically, as shown in fig. 2, planetary gear mechanism 417 includes a sun gear 4171, at least two planet gears 4172, and a planet carrier 4173, planet carrier 4173 is fixedly connected to second input shaft 416, a shift clutch inner hub 4112 of shift clutch 411 is provided on planet carrier 4173, a shift clutch outer hub 4111 of shift clutch 411 is engaged with shift clutch inner hub 4112, so as to realize torque output of the engine under different transmission ratios by combination and separation of the shifting clutch outer hub 4111 and the shifting clutch inner hub 4112, the shifting clutch outer hub 4111 is provided with a ring gear 41111, a sun gear 4171 is connected with a brake 412, at least two planet gears 4172 are rotatably connected to a planet carrier 4173, and is engaged between ring gear 41111 and sun gear 4171, and first and second input gears 41731 and 41732 are fixedly connected to shift clutch outer hub 4111, so as to be able to be in driving engagement with the shift mechanism 42 via the first input gear 41731 and the second input gear 41732.

Specifically, as shown in fig. 2, the shift mechanism 42 includes a synchronizing gear 421, a shift mechanism first gear 422, a shift mechanism second gear 423, a shift mechanism third gear 424, and a shift shaft 425, the shift mechanism first gear 422 and the shift mechanism second gear 423 being hollow and rotatably supported on the shift shaft 425, wherein the shift mechanism first gear 422 is meshed with a first input gear 41731, and the shift mechanism second gear 423 is meshed with a second input gear 41732; the synchronizing gear 421 is connected to the shift shaft 425 and can move left and right along the shift shaft 425 to selectively cooperate with the first gear 422 of the shifting mechanism and the second gear 423 of the shifting mechanism to realize synchronous rotation; the shift mechanism third gear 424 is attached to the shift shaft 425 and is capable of transmitting torque to the torque output mechanism 44 through the shift mechanism third gear 424.

Specifically, as shown in fig. 2, the torque output mechanism 44 includes a differential 441, a left half shaft 442 connected to one side of the differential 441, and a right half shaft 443 connected to the other side of the differential 441, the differential 441 being engaged with the third gear 424 of the shift mechanism and transmitting torque to the corresponding wheels via the left half shaft 442 and the right half shaft 443; differential 441 is also connected to drive motor torque input mechanism 43.

Specifically, as shown in fig. 2, the driving motor torque input mechanism 43 includes a torque input mechanism bevel gear 431 in a bevel gear pair, a torque output gear 432 and a driving motor torque input shaft 433, the torque input mechanism bevel gear 431 and the torque output gear 432 are both fixedly connected to the driving motor torque input shaft 433, the torque output gear 432 is engaged with the differential 441, an output shaft of the driving motor 3 is fixedly connected to the driving motor bevel gear 31 in the bevel gear pair, and the torque input mechanism bevel gear 431 is engaged with the driving motor bevel gear 31.

Specifically, as shown in fig. 2, a differential first gear 4411 is provided on the differential 441, and the differential 441 is meshed with the shift mechanism third gear 424 and the torque output gear 432 through the differential first gear 4411.

The hybrid transmission according to the above scheme operates as follows:

as shown in fig. 14, when the first gear parking power generation state is performed, the engine 1 is operated, the shift clutch 411 is opened, the brake 412 is braked, and torque is transmitted to the shift clutch outer hub 4111 via the damper 413, the first output shaft 414, the first clutch 415, the second input shaft 416, the planet carrier 4173, the planet wheels 4172, and the ring gear 41111, and is output to the generator 2 by the shift clutch outer hub 4111, so that the first gear parking power generation is performed.

As shown in fig. 15, when the engine 1 is operated and the shift clutch 411 is engaged in the second-gear parking power generation state, torque is transmitted to the shift clutch outer hub 4111 via the damper 413, the first output shaft 414, the first clutch 415, the second input shaft 416, the planet carrier 4173, and the shift clutch inner hub 4112, and the torque is output from the shift clutch outer hub 4111 to the generator 2, so that the second-gear parking power generation is performed.

As shown in fig. 16, when the engine first gear direct drive state is achieved, the engine 1 is operated, the shifting clutch 411 is opened, the brake 412 is braked, the synchronizing gear 421 moves leftwards to engage with the first gear 422 of the shifting mechanism, and torque is output to corresponding wheels through the left half shaft 442 and the right half shaft 443 after passing through the damper 413, the first output shaft 414, the first clutch 415, the second input shaft 416, the planet carrier 4173, the planet wheels 4172, the ring gear 41111, the shifting clutch outer hub 4111, the first input gear 41731, the first gear 422 of the shifting mechanism, the synchronizing gear 421, the shifting shaft 425, the third gear 424 of the shifting mechanism, the first gear 4411 of the differential mechanism, and the differential mechanism 441.

As shown in fig. 17, when the engine is in the second-gear direct-drive state, the engine 1 is operated, the shift clutch 411 is opened, the brake 412 is braked, the synchronizing gear 421 moves to the right to engage with the second gear 423 of the shift mechanism, and torque is output to corresponding wheels via the left half shaft 442 and the right half shaft 443 after passing through the damper 413, the first output shaft 414, the first clutch 415, the second input shaft 416, the planet carrier 4173, the planet wheels 4172, the ring gear 41111, the outer hub 4111 of the shift clutch, the second input gear 41732, the second gear 423 of the shift mechanism, the synchronizing gear 421, the shift shaft 425, the third gear 424 of the shift mechanism, the first differential gear 4411 and the differential 441.

As shown in fig. 18, when the engine is in the engine third gear direct drive state, the engine 1 is operated, the shift clutch 411 is closed, the synchronizing gear 421 moves left to engage with the first gear 422 of the shift mechanism, and torque is output to corresponding wheels via the left half shaft 442 and the right half shaft 443 after passing through the damper 413, the first output shaft 414, the first clutch 415, the second input shaft 416, the planet carrier 4173, the shift clutch inner hub 4112, the shift clutch outer hub 4111, the first input gear 41731, the shift mechanism first gear 422, the synchronizing gear 421, the shift shaft 425, the shift mechanism third gear 424, the differential first gear 4411, and the differential 441.

As shown in fig. 19, when the engine is in the engine fourth gear direct drive state, the engine 1 is operated, the shift clutch 411 is closed, the synchronizing gear 421 moves rightward to be engaged with the shift mechanism second gear 423, and torque is output to corresponding wheels through the left half shaft 442 and the right half shaft 443 after passing through the damper 413, the first output shaft 414, the first clutch 415, the second input shaft 416, the planet carrier 4173, the shift clutch inner hub 4112, the shift clutch outer hub 4111, the second input gear 41732, the shift mechanism second gear 423, the synchronizing gear 421, the shift shaft 425, the shift mechanism third gear 424, the differential first gear 4411, and the differential 441.

As shown in fig. 20, when the driving motor 3 is operated, torque is output to the corresponding wheels via the left axle shaft 442 and the right axle shaft 443 via the driving motor 3, the driving motor bevel gear 31, the torque input mechanism bevel gear 431, the driving motor torque input shaft 433, the torque output gear 432, the differential first gear 4411, and the differential 441. In particular, the pure electric drive state shown in fig. 20 is assumed if and only if the drive motor 3 is operated; on the basis of the first-gear parking power generation state, the driving motor 3 simultaneously performs driving work, and a first-gear series power generation state as shown in fig. 21 is formed; on the basis of the second-gear parking power generation state, the driving motor 3 simultaneously performs driving operation, and a second-gear series power generation state as shown in fig. 22 is formed; on the basis of being in the first-gear direct-drive state of the engine, the driving motor 3 is simultaneously involved in driving work, and a series-parallel first-gear state as shown in fig. 23 is formed; on the basis of being in the second-gear direct drive state of the engine, the driving motor 3 is simultaneously involved in driving work, and a series-parallel second-gear state as shown in fig. 24 is formed; on the basis of being in the engine three-gear direct drive state, the driving motor 3 is simultaneously involved in driving work, and a series-parallel three-gear state as shown in fig. 25 is formed; on the basis of the engine fourth gear direct drive state, the driving motor 3 is simultaneously involved in driving operation, and a parallel-series fourth gear state as shown in fig. 26 is formed.

Synthesize above-mentioned two kinds of technical scheme, the utility model has the advantages of:

first, the planetary gear mechanism 417 is provided in the engine torque input mechanism 41 connecting the engine 1 and the generator 2, and is used in reverse, so that the planetary gear mechanism 417 performs an acceleration function, and the rotational speed transmitted to the generator 2 is higher, and when the engine 1 is used for direct power generation, the rotational speed can be set to a low rotational speed, so that noise can be reduced, and the frequency of oil whipping by the planetary gear 4172 in the planetary gear mechanism 417 can be made low, and energy loss due to the oil whipping is small, so that the power generation efficiency can be improved.

Secondly, the engine torque input mechanism 41 can output the torque of the two-gear transmission ratio to the shift mechanism 42 by opening and closing the shift clutch 411 and the different rotation speeds of the planetary gear mechanism 417 in different states of the shift clutch 411, so that the shift mechanism 42 can be matched with a gear pair combination capable of outputting the torque of the two-gear transmission ratio only by arranging one synchronizing gear 42 and a gear matched with the synchronizing gear 42 on the shift mechanism 42, and the shift mechanism 42 is matched with the planetary gear mechanism 417 to output the torque of the four-gear transmission ratio. On one hand, the number of gears in the gear shifting mechanism 42 is small, so that the axial length of the gear shifting mechanism 42 is small, the structure of the hybrid transmission can be more compact, and on the other hand, the torque of a four-gear transmission ratio can be output, so that the engine can work in a high-efficiency area in more time in a larger range, and the dynamic property and the economical efficiency of a vehicle are ensured.

Thirdly, the driving motor 3 is connected with the driving motor torque input mechanism 43 through the bevel gear pair, so that the driving motor 3 can be arranged in the length direction deviated from the vehicle body, the structure of the hybrid transmission is more compact, the carrying is convenient, the quality is more concentrated, and the problem of resonance is effectively solved.

The preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, but the present invention is not limited thereto. In the technical idea scope of the present invention, it is possible to provide the technical solution of the present invention with a plurality of simple modifications, including combining each specific technical feature in any suitable manner, and in order to avoid unnecessary repetition, the present invention does not provide additional description for various possible combinations. These simple variations and combinations should also be considered as disclosed in the present invention, all falling within the scope of protection of the present invention.

Claims (10)

1. A hybrid transmission, characterized by comprising an engine (1), a generator (2), a drive motor (3) and a transmission system, the transmission system comprising an engine torque input mechanism (41), a gear shift mechanism (42), a drive motor torque input mechanism (43) and a torque output mechanism (44), the engine (1) and the generator (2) being connected through the engine torque input mechanism (41) to be capable of generating electricity; the engine torque input mechanism (41) comprises a planetary gear mechanism (417) matched with the gear shifting mechanism (42) so as to disconnect the power of the engine (1) or output the torque of at least two gears of transmission ratio to the torque output mechanism (44) through the matching of a gear pair through the control of the engine torque input mechanism (41) and the gear shifting mechanism (42); the driving motor (3) is connected with a bevel gear pair of the driving motor torque input mechanism (43) to transmit torque to the torque output mechanism (44) through the driving motor torque input mechanism (43), so that direct driving of the motor or hybrid driving of the motor and the engine (1) for outputting torque together are achieved.

2. A hybrid transmission according to claim 1, characterized in that the engine torque input mechanism (41) includes a damper (413), a first input shaft (414), a first clutch (415), a second input shaft (416), a shift clutch (411), and a planetary gear mechanism (417), the engine (1) is connected with the first input shaft (414) through the damper (413), the first clutch (415) is provided between the first input shaft (414) and the second input shaft (416), and the shift clutch (411) is provided between the second input shaft (416) and the planetary gear mechanism (417), the planetary gear mechanism (417) being connected with the generator (2).

3. A hybrid transmission according to claim 2, characterized in that the shift clutch (411) comprises a shift clutch outer hub (4111) which is free and rotatably supported on the second input shaft (416) and a shift clutch inner hub (4112) which is fixedly connected to the second input shaft (416) so as to enable torque output of the engine at different gear ratios by engagement and disengagement of the shift clutch outer hub (4111) and the shift clutch inner hub (4112); the outside of the clutch outer hub (4111) of shifting is connected with a brake (412) so as to be able to brake, and the inside of the clutch outer hub (4111) of shifting is provided with a ring gear (41111) so as to be able to cooperate with the planetary gear mechanism (417) through the ring gear (41111).

4. A hybrid transmission according to claim 3, characterized in that the planetary gear mechanism (417) comprises a sun gear (4171), at least two planet gears (4172) and a planet carrier (4173), the sun gear (4171) being fixedly connected to the second input shaft (416), at least two planet gears (4172) each being rotatably connected to the planet carrier (4173) and being in meshing engagement between the sun gear (4171) and the ring gear (41111); the planet carrier (4173) is also fixedly connected with a first input gear (41731) and a second input gear (41732) so as to be in transmission fit with the gear shifting mechanism (42) through the first input gear (41731) and the second input gear (41732).

5. The hybrid transmission of claim 4, wherein the shift mechanism (42) includes a synchronizing gear (421), a shift mechanism first gear (422), a shift mechanism second gear (423), a shift mechanism third gear (424), and a shift shaft (425), the shift mechanism first gear (422) and the shift mechanism second gear (423) being hollow and rotatably supported on the shift shaft (425), wherein the shift mechanism first gear (422) is meshed with the first input gear (41731), and the shift mechanism second gear (423) is meshed with the second input gear (41732); the synchronizing gear (421) is connected to the shift shaft (425) and can move left and right along the shift shaft (425) so as to be selectively matched with the first gear (422) and the second gear (423) of the gear shifting mechanism to realize synchronous rotation; the third gear (424) is secured to the shift shaft (425) and is capable of transmitting torque to the torque output mechanism (44) via the third gear (424).

6. A hybrid transmission according to claim 5, characterised in that the torque output mechanism (44) comprises a differential (441), a left half-shaft (442) connected to one side of the differential (441) and a right half-shaft (443) connected to the other side of the differential (441), the differential (441) being in engagement with the third gear wheel (424) of the gear shift mechanism and transmitting torque to the respective wheels via the left half-shaft (442) and the right half-shaft (443); the differential (441) is also connected to the drive motor torque input mechanism (43).

7. The hybrid transmission of claim 6, wherein the drive motor torque input mechanism (43) comprises a torque input mechanism bevel gear (431) of the bevel gear pair, a torque output gear (432), and a drive motor torque input shaft (433), the torque input mechanism bevel gear (431) and the torque output gear (432) are both fixedly connected to the drive motor torque input shaft (433), the torque output gear (432) is engaged with the differential (441), an output shaft of the drive motor (3) is fixedly connected to the drive motor bevel gear (31) of the bevel gear pair, and the torque input mechanism bevel gear (431) is engaged with the drive motor bevel gear (31).

8. Hybrid transmission according to claim 6 or 7, characterised in that a differential first gear wheel (4411) is provided on the differential (441), the differential (441) being in mesh with the gear shift mechanism third gear wheel (424) and the torque output gear wheel (432) via the differential first gear wheel (4411).

9. A powertrain characterized by comprising the hybrid transmission of any one of claims 1 to 8, a controller and a battery pack, the battery pack being connected with the generator (2) and the drive motor (3) so as to be able to store and output electric energy, the controller being configured to be able to control the drive motor (3) to intervene in a driving operation.

10. A vehicle comprising the powertrain of claim 9.

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