CN215980653U - Hybrid speed change mechanism and power assembly - Google Patents

Abstract

The utility model belongs to the field of transmissions, and particularly provides a hybrid transmission mechanism and a power assembly. The hybrid transmission mechanism comprises a first planetary gear set and a second planetary gear set, wherein a first gear ring of the first planetary gear set is connected with a second planet carrier of the second planetary gear set, a first input end is connected with a first sun gear, a second input end is connected with a second sun gear, a third input end is connected with the first input end through a third clutch, and an output end is connected with the first planet carrier; the first planet carrier is connected with the second gear ring through a first clutch and is connected with the first sun gear through a second clutch; the first brake is matched with the second gear ring, and the second brake is matched with the first gear ring or the second planet carrier. The hybrid transmission mechanism is simple in structure, stable in gear transmission, capable of forming various working conditions and wide in application range.

Description

Hybrid speed change mechanism and power assembly

Technical Field

The utility model relates to the technical field of transmissions, and particularly provides a hybrid transmission mechanism and a power assembly.

Background

With the vigorous development of the vehicle industry, people have higher and higher requirements on the comprehensive performance of the vehicle, and the vehicle is required to have both good starting and accelerating capabilities and higher upper limit of the vehicle speed. The driving machine has larger torque when the starting and accelerating capabilities are improved, and has higher rotating speed upper limit when the vehicle speed upper limit is improved. High speed, high torque drives are expensive, and high performance vehicles are generally expensive. Generally, the performance of a vehicle driving machine at a low price is limited, and the defects of slow acceleration and poor climbing capability caused by insufficient torque supply during low-speed running or low vehicle speed caused by insufficient rotating speed supply during high-speed running generally exist.

For this reason, the vehicle industry attempts to solve the above problems by electric or hybrid technology. The electric technology has the problem of mileage anxiety due to the limitation of the battery technology. The traditional hybrid technology has a complex structure and is difficult to control, and how to enable an engine to work in a high-efficiency area is always a key and difficult point of research. Therefore, the prior electric or hybrid vehicles have the technical problems of mileage anxiety, low efficiency of an engine during low-speed running, low torque of a motor during high-speed running and the like.

SUMMERY OF THE UTILITY MODEL

The utility model provides a hybrid transmission mechanism, aiming at solving the technical problems of anxiety mileage, low efficiency of an engine at low speed, low torque of a motor at high speed and the like of a vehicle. The hybrid transmission comprises a first planetary gear set, a second planetary gear set and a third planetary gear set, wherein the first planetary gear set comprises a first sun gear, a first gear ring, a first planet gear which is used for meshing and driving the first sun gear and the first gear ring, and a first planet carrier which is used for supporting the first planet gear; a second planetary gear set including a second sun gear, a second ring gear, a second planetary gear that meshingly drivingly connects the second sun gear and the second ring gear, and a second planet carrier for supporting the second planetary gear; the first ring gear is connected to the second carrier, and the hybrid transmission mechanism further includes: a first input connected to the first sun gear; a second input connected to the second sun gear; a third input terminal; an output connected to the first carrier; a first clutch by which the first carrier is connectable with the second ring gear, and which is configured to be able to control engagement or disengagement of the first carrier and the second ring gear; a second clutch by which the first carrier can be connected with the first sun gear, and which is configured to be able to control the engagement or disengagement of the first carrier and the first sun gear; a third clutch, said third input being connectable to said first input through said third clutch, and said third clutch being configured to control engagement or disengagement of said third input and said first input; a first brake engaged with the second ring gear and configured to be able to control the second ring gear to be stationary or to allow free rotation thereof; and a second brake configured to control the second carrier and the first ring gear to be stationary or to allow free rotation thereof.

The utility model only adopts two rows of planetary gear sets to realize power transmission, and has simple structure and stable gear transmission. The hybrid transmission mechanism can form various working conditions through different matching of the first clutch, the second clutch, the third clutch, the first brake and the second brake. The output end has larger reserve torque when outputting low rotating speed by selecting a proper input end to be connected with a proper power source, the rotating speed output by the output end can be continuously changed when different working condition states are switched, stepless speed change is realized, and the rotating speed of the output end has higher rotating speed upper limit. The hybrid variable speed mechanism has strong variable speed capability, and the variable speed process is stepless and continuous, so the hybrid variable speed mechanism has wide application prospect.

In a preferred embodiment of the hybrid transmission mechanism, the second brake is engaged with the second carrier to control the second carrier and the first ring gear to be stationary or to allow free rotation thereof. With the above configuration, the second brake can be disposed on the outer side of the hybrid transmission mechanism, thereby facilitating assembly.

In a preferred embodiment of the hybrid transmission mechanism, the second brake is engaged with the first ring gear to control the second carrier and the first ring gear to be stationary or to allow free rotation thereof. Through the configuration, the second brake can be selectively integrated and designed inside the hybrid transmission mechanism, so that the aesthetic feeling and the simplicity degree are improved.

In a preferred embodiment of the hybrid transmission mechanism, the second clutch is coupled to the first input end and is provided coaxially with the first sun gear. Through the configuration, the structure of the hybrid transmission mechanism can be simpler and more compact, so that the occupied space is reduced.

In a preferred technical solution of the hybrid transmission mechanism, the output end includes a hollow gear connected to the first carrier, and the hollow gear and the first sun gear are coaxially disposed. Through the configuration, the structure of the hybrid transmission mechanism can be simpler and more compact, so that the occupied space is reduced.

In a preferred embodiment of the hybrid transmission mechanism, the hybrid transmission mechanism further includes a housing, and the first brake is relatively fixedly connected to the housing, and/or the second brake is relatively fixedly connected to the housing. With the above arrangement, the first brake and the second brake can be more easily and firmly attached.

The utility model also provides a power assembly, which comprises a first motor; a second motor; an engine; and according to any one of the above preferred technical solutions, the first motor is connected to the first input end, the second motor is connected to the second input end, and the engine is connected to the third input end. Through the separation or the connection of the third clutch, the power assembly can realize pure electric output or hybrid output. When pure electric output is performed, the first motor inputs power through the first input end, the second motor inputs power through the second input end, and the output end of the power assembly has larger torque when rotating at a low speed. During hybrid output, the engine inputs power through the third input end, and the second motor inputs power through the second input end, so that the electric energy loss can be effectively reduced, and the endurance mileage is guaranteed. When the output end of the power assembly outputs higher rotating speed, the engine is kept in a high-efficiency working area, the performance of the engine can be fully exerted, and the pollution to the environment is lower. Therefore, the power assembly can realize the comprehensive utilization of the engine and the motor, so that the power output capability is comprehensively improved.

In a preferred technical solution of the above power assembly, the first motor includes a stator and a rotor, and the rotor is fixedly connected to the first input end through a connecting member. When the mixed motion is output, the engine drives the first input end and the first sun gear to rotate through the third input end, the rotor of the first motor synchronously rotates along with the first input end, and at the moment, the rotor of the first motor and the stator relatively rotate to generate induction current. Therefore, the reverse charging of the power assembly can be realized during hybrid output through the configuration, and the endurance mileage is further improved.

Drawings

Preferred embodiments of the present invention are described below with reference to the accompanying drawings, in which:

FIG. 1 is a schematic structural diagram of an embodiment of a hybrid transmission mechanism of the present invention;

FIG. 2 is a schematic structural diagram of the hybrid transmission mechanism of the present invention under a first operating condition when the power assembly employs pure electric output;

FIG. 3 is a speed relationship diagram of various components of the hybrid transmission mechanism of the present invention under a first operating condition;

FIG. 4 is a schematic structural diagram of the hybrid transmission mechanism according to the present invention under a second operating condition when the hybrid output is adopted in the power assembly;

FIG. 5 is a speed relationship diagram of various components of the hybrid transmission mechanism of the present invention under a second operating condition;

FIG. 6 is a schematic structural diagram of the hybrid transmission mechanism of the present invention under a second operating condition when the power assembly employs pure electric output;

FIG. 7 is a schematic structural diagram of the hybrid transmission mechanism according to the present invention under a third operating condition when the hybrid output is adopted in the power assembly;

FIG. 8 is a rotational speed relationship diagram of various components of the hybrid transmission mechanism of the present invention under a third operating condition;

FIG. 9 is a schematic structural diagram of the hybrid transmission mechanism of the present invention under a third operating condition when the power assembly employs pure electric output;

FIG. 10 is a speed relationship diagram of various components of the hybrid transmission mechanism of the present invention in reverse in the first operating condition.

List of reference numerals:

A. a hybrid transmission mechanism; a1, shell; 1. a first planetary gear set; 10. a first input terminal; 101. a connecting member; 11. a first sun gear; 12. a first ring gear; 13. a first carrier; 14. a first planet gear; 2. a second planetary gear set; 20. a second input terminal; 21. a second sun gear; 22. a second ring gear; 23. a second planet carrier; 24. a second planet wheel; 30. a third input terminal; 40. an output end; t1, a first motor; t11, a first stator; t12, first rotor; t2, a second motor; t21, a second stator; t22, second rotor; t3, engine; b1, a first brake; b2, a second brake; c1, a first clutch; c2, a second clutch; c3, third clutch; D. and a power assembly.

Detailed Description

Preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only for explaining the technical principle of the present invention, and are not intended to limit the scope of the present invention.

It should be noted that in the description of the present invention, the terms of direction or positional relationship indicated by the terms "inside", "outside", etc. are based on the directions or positional relationships shown in the drawings, which are for convenience of description only, and do not indicate or imply that the device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

Furthermore, it should be noted that, in the description of the present invention, unless otherwise explicitly specified or limited, the terms "disposed" and "connected" are to be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; either directly or indirectly through intervening media, or through the communication between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

The utility model provides a hybrid transmission mechanism A, aiming at solving the technical problems of anxiety mileage, low efficiency of an engine at low speed, low torque of a motor at high speed and the like of the conventional vehicle. The hybrid transmission mechanism a includes a first planetary gear set 1, the first planetary gear set 1 including a first sun gear 11, a first ring gear 12, a first planet gear 14 that drivingly connects the first sun gear 11 with the first ring gear 12, and a first carrier 13 for supporting the first planet gear 14; a second planetary gear set 2, the second planetary gear set 2 including a second sun gear 21, a second ring gear 22, a second planetary gear 24 that meshingly connects the second sun gear 21 with the second ring gear 22, and a second planet carrier 23 for supporting the second planetary gear 24; the first ring gear 12 is connected to the second carrier 23, and the hybrid transmission mechanism a further includes: a first input 10, the first input 10 being connected to a first sun gear 11; a second input 20, the second input 20 being connected to a second sun gear 21; a third input terminal 30; an output end 40, wherein the output end 40 is connected with the first planet carrier 13; a first clutch C1, the first carrier 13 being connectable with the second ring gear 22 via a first clutch C1, and the first clutch C1 being configured to control the first carrier 13 and the second ring gear 22 to be engaged or disengaged; a second clutch C2, the first carrier 13 being connectable with the first sun gear 11 via a second clutch C2, and the second clutch C2 being configured to be able to control the first carrier 13 and the first sun gear 11 to be engaged or disengaged; a third clutch C3, the third input 30 being connectable to the first input 10 via a third clutch C3, and the third clutch C3 being configured to control the third input 30 and the first input 10 to be engaged or disengaged; a first brake B1, the first brake B1 being engaged with the second ring gear 22 and configured to be able to control the second ring gear 22 to be stationary or to allow it to rotate freely; and a second brake B2, the second brake B2 being configured to control the second carrier 23 and the first ring gear 12 to be stationary or to allow free rotation thereof.

The utility model also provides a power assembly D which can be assembled on passenger vehicles, commercial vehicles, engineering vehicles and other suitable vehicles. The powertrain D includes a first electric machine T1, a second electric machine T2, an engine T3 and a hybrid transmission a. In one or more embodiments, the first electric machine T1 has a first stator T11 and a first rotor T12 that are capable of relative rotation, and the first electric machine T1 is connected to the first input 10 of the hybrid transmission a through the first rotor T12. Optionally, the first rotor T12 is firmly connected with the first input 10 by means of a connection 101, alternatively the first input 10 is welded on the first rotor T12. In one or more embodiments, the second electric machine T2 has a second stator T21 and a second rotor T22 that are relatively rotatable, and the second electric machine T2 is connected to the second input 20 of the hybrid transmission a through the second rotor T22. The drive shaft of the engine T3 is connected to the third input 30 of the hybrid transmission a.

Fig. 1 is a schematic structural view of an embodiment of the hybrid transmission mechanism of the present invention. As shown in fig. 1, the hybrid transmission mechanism a has a case a1, and a first planetary gear set 1 and a second planetary gear set 2 are provided in a case a 1. In one or more embodiments, the first planetary gear set 1 includes a first sun gear 11, and a first ring gear 12 disposed coaxially with the first sun gear 11. In one or more embodiments, the first sun gear 11 and the first ring gear 12 are located on the same plane, and the first ring gear 12 is sleeved outside the first sun gear 11. Alternatively, the first sun gear 11 and the first ring gear 12 are located on different planes. In one or more embodiments, a plurality of first planet gears 14 are disposed between the first sun gear 11 and the first ring gear 12. The first planetary gears 14 mesh with external teeth of the first sun gear 11 and mesh with internal teeth of the first ring gear 12 to realize mesh transmission between the first sun gear 11 and the first ring gear 12. In one or more embodiments, the number of first planets 14 is 3. Alternatively, the number of first planets 14 is 2, 4, or other suitable number. As shown in fig. 1, in one or more embodiments, the first planet gears 14 are supported between the first sun gear 11 and the first ring gear 12 by a first carrier 13.

In one or more embodiments, as shown in fig. 1, the second planetary gear set 2 includes a second sun gear 21, and a second ring gear 22 disposed coaxially with the second sun gear 21. In one or more embodiments, the second sun gear 21 and the second ring gear 22 are located on the same plane, and the second ring gear 22 is sleeved outside the second sun gear 21. Alternatively, the second sun gear 21 and the second ring gear 22 are located on different planes. In one or more embodiments, a number of second planet gears 24 are provided between the second sun gear 21 and the second ring gear 22. The second planetary gear 24 meshes with external teeth of the second sun gear 21 and with internal teeth of the second ring gear 22 to realize meshing transmission between the second sun gear 21 and the second ring gear 22. In one or more embodiments, the number of second planet wheels 24 is 3. Alternatively, the number of second planet wheels 24 is 2, 4, or another suitable number. As shown in fig. 2, in one or more embodiments, the second planet gears 24 are supported between the second sun gear 21 and the second ring gear 22 by a second planet carrier 23. The second carrier 23 is fixedly connected to the first ring gear 12. Alternatively, the second carrier 23 and the first ring gear 12 are connected by welding.

As shown in fig. 1, the first input 10 is connected to a first sun gear 11. Alternatively, the first input 10 is an input shaft, which is arranged on the rotational axis of the first sun gear 11. Alternatively, the first input 10 is a hollow shaft tube or other suitable structure. As shown in fig. 1, in one or more embodiments, first input 10 is fixedly coupled to a connector 101. Alternatively, the first input 10 is designed integrally with the connecting piece 101. Alternatively, the connector 101 is welded to the first input 10. In one or more embodiments, the connection 101 is a connection pad. Alternatively, the land is disposed perpendicular to the first input terminal 10. Alternatively, the connector 101 is a connecting rod or other suitable structure. The second input 20 is connected to a second sun gear 21. Alternatively, the second input 20 is an input shaft, which is arranged on the rotational axis of the second sun gear 21. Alternatively, the second input 20 is a hollow shaft tube or other suitable structure. In one or more embodiments, the first input shaft 10 is disposed coaxially with the second input shaft 20. In one or more embodiments, as shown in fig. 3, the third input 30 is directly connected to the first input 10 through a third clutch C3. Optionally, the third input 30 is arranged coaxially with the first input 10. Alternatively, a transmission arrangement is arranged between the third input 30 and the first input 10, and a third clutch C3 is arranged between the transmission arrangement and the first input to achieve that the third input 30 is indirectly connected to the first input 10 via a third clutch C3. As shown in fig. 1, the output 40 is connected to the first carrier 13. Alternatively, the output 40 is located on the same side of the first planetary gear set 1 as the first input 10. Alternatively, the output 40 extends to a second planetary gear set, which is located on a different side of the first planetary gear set 1 from the first input 10. In one or more embodiments, output 40 comprises a hollow gear that is coaxially disposed with first sun gear 11. It is easily conceivable that the output 40 can be brought into driving connection with the first planet carrier 13 by means of a driving arrangement, the output 40 accordingly being situated on one side of the axis of the first sun wheel 11.

As shown in fig. 1, in one or more embodiments, a first brake B1 is disposed between the housing a1 and the second ring gear 22 to enable control of the second ring gear 22. Specifically, the first brake B1 and the housing a1 are fixedly connected by welding. Alternatively, the first brake B1 is fixedly mounted on the housing a1 by other suitable means. It will be readily appreciated that the first brake B1 could also be located in other suitable locations as desired. In one or more embodiments, the first brake B1 is a friction controller. Alternatively, the first brake B1 is a hydraulic controller, a magnetic particle controller, or other suitable type.

In one or more embodiments, as shown in fig. 1, a second brake B2 is provided between the housing a1 and the second carrier 23 to effect control of the second carrier 23 and the first ring gear 12. In one or more embodiments, the second brake B2 is fixedly connected to the housing a1 by welding. Alternatively, the second brake B2 is fixedly mounted on the housing a1 by other suitable means. In one or more embodiments, the second brake B2 may be a friction controller. Alternatively, the second brake B2 is a hydraulic controller, a magnetic particle controller, or other suitable type. It is also conceivable that the second brake B2 may be provided between the housing a1 and the first ring gear 12 in order to achieve control of the second carrier 23 and the first ring gear 12. It will be readily appreciated that the second brake B2 could also be located in other suitable locations as desired.

As shown in fig. 1, a first clutch C1 is provided between the first carrier 13 and the second ring gear 22. Optionally, the first clutch C1 is disposed proximate the first carrier 13. In one or more embodiments, the first clutch C1 is a hydraulic clutch. Alternatively, the first clutch C1 is a friction clutch, an electromagnetic clutch, or other suitable type.

As shown in fig. 1, a second clutch C2 is provided between the first carrier 13 and the first sun gear 11. In one or more embodiments, the second clutch C2 is mounted on the first input 10 and is disposed coaxially with the first sun gear 11. As shown in fig. 1, it is readily understood that in some embodiments, the components of the first and second clutches C1, C2 may be integrally designed with the first carrier 13. In one or more embodiments, the second clutch C2 is a hydraulic clutch. Alternatively, the second clutch C2 is a friction clutch, an electromagnetic clutch, or other suitable type.

According to the basic principle of the planetary gear, the rotating speeds of three members, namely a sun gear, a ring gear and a planet carrier, of any two members are determined, the rotating speed of the other member is also determined, and the rotating speed relations of the members are in corresponding proportion according to the number of teeth of the sun gear and the number of teeth of the ring gear. When the rotation speed of any two members is the same, the rotation speed of the other member is also the same.

The hybrid transmission mechanism a of the present invention can form a plurality of operating modes by different combinations of the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1 and the second brake B2.

Fig. 2 is a schematic structural diagram of the hybrid transmission mechanism of the present invention in the first operating condition when the power assembly adopts pure electric output. As shown in fig. 2, when the hybrid transmission a is in the first operating condition and the powertrain adopts pure electric output, the first brake B1 is disengaged from the second ring gear 22 to allow free rotation thereof, the second brake B2 controls the second carrier 23 and the first ring gear 12 to be stationary, the first clutch C1 controls the first carrier 13 to be engaged with the second ring gear 22, the second clutch C2 controls the first carrier 13 to be disengaged from the first sun gear 11, and the third clutch C3 controls the first input terminal 10 to be disengaged from the third input terminal 30.

FIG. 3 is a speed relationship diagram of various components of the hybrid transmission mechanism of the present invention under a first operating condition. In one or more embodiments, the rotational speed of each member is defined as follows:

each component rotates clockwise to be positive rotation and rotates anticlockwise to be reverse rotation;

the rotation speed of the first sun gear 11 is defined as N1;

the second input 20 and the second sun gear 21 have the same rotational speed, defined as N2;

the rotational speeds of the first ring gear 12 and the second carrier 23 are the same, and are defined as N3;

the output end 40 and the first planet carrier 13 have the same rotating speed, and are defined as N4;

the rotation speed of the second ring gear 22 is defined as N5.

As shown in fig. 3, in the first operating condition, the first motor T1 drives the first sun gear 11 to rotate forward through the first input end 10, and the rotation speed is N1. The first ring gear 12 is braked to a standstill and the rotational speed N3 is 0. The first sun gear 11 drives the first planet carrier 13 to rotate forward through the first planet gear 14 at a rotation speed N4, and at this time, the first planetary gear set 1 decelerates and increases the torque output at a fixed transmission ratio. The second motor T2 drives the second sun gear 21 to rotate reversely through the second input end 20, and the rotation speed is N2. The second planet carrier 23 is braked to a standstill and the speed N3 is 0. The second sun gear 21 drives the second gear ring 22 to rotate forward through the second planet gear 24, and the rotating speed is N5. The second planetary gear set 2 is now outputting with a fixed gear ratio with reduced speed and increased torque. The output end 40 is relatively fixedly connected with the first planet carrier 13 and the second ring gear 22, the output end 40 rotates forwards, and the rotating speed is N4 (N4 is the same as N5).

Therefore, in the first operating condition, when the powertrain adopts pure electric output, the input torque of the first electric machine T1 is amplified by the first planetary gear set 1, and the input torque of the second electric machine T2 is amplified by the second planetary gear set 2, and then the two torques form a resultant torque output at the output end 40. Therefore, when pure electric output is adopted in the first working condition, the power assembly D can provide large reserve torque, and the starting acceleration effect and the climbing capacity of the vehicle can be effectively improved.

It will be readily appreciated that in this first operating condition, the hybrid output of powertrain D is achieved by controlling the engagement of first input 10 with third input 30 via third clutch C3. In the hybrid output, the power of the engine T3 is input to the hybrid transmission a through the third input terminal 30, the third clutch C3, and the first input terminal 10. When the engine T3 operates, the first electric machine T1 stops outputting power, and the rotor T12 of the first electric machine T1 is rotated by the first input terminal 10 through the connecting member 101 relative to the stator T11. At this time, the first motor T1 generates an induced current, which can charge the power source reversely. Optionally, when the engine T3 operates, the first motor T1 keeps the same rotation speed as that of the engine T3 to operate synchronously, and at this time, the first motor T1, the second motor T2 and the engine T3 operate simultaneously, so that the torque of the output end 40 can be effectively increased, and the starting acceleration effect and the climbing capability of the vehicle are further enhanced.

FIG. 4 is a schematic structural diagram of the hybrid transmission mechanism of the present invention under the second operating condition when the hybrid output is adopted in the powertrain. As shown in fig. 4, when the hybrid transmission mechanism a is in the second operating condition and the powertrain adopts hybrid output, the first brake B1 controls the second ring gear 22 to be stationary, the second brake B2 is disengaged from the second carrier 23 to allow the second carrier 23 and the first ring gear 12 to rotate freely, the first clutch C1 controls the first carrier 13 to be disengaged from the second ring gear 22, the second clutch C2 controls the first carrier 13 to be disengaged from the first sun gear 11, and the third clutch C3 controls the first input terminal 10 to be engaged with the third input terminal 30.

FIG. 5 is a speed relationship diagram of various components of the hybrid transmission mechanism of the present invention during a second operating condition. As shown in fig. 5, under the second operating condition, the second motor T2 drives the second sun gear 21 to rotate forward through the second input end 20, and the rotation speed is N2. The second ring gear 22 is braked to a standstill and the rotational speed N5 is 0. The second sun gear 21 drives the second planet carrier 23 to rotate forward through the second planet gear 24, and the rotating speed is N3. The second planetary gear set 2 is now outputting with a fixed gear ratio with reduced speed and increased torque. The engine T3 drives the first sun gear 11 to rotate forward through the third input end 30, the third clutch C3 and the first input end 10, and the rotation speed is N1. Since the first ring gear 12 is connected to the second carrier 23, the first ring gear 12 and the second carrier 23 keep rotating in the forward direction in synchronization, and the rotation speed is N3. Under the cooperative driving of the first sun gear 11 and the first ring gear 12, the first carrier 13 maintains the normal rotation, and the rotation speed is N4. The transmission ratio of the first planetary gear set 1 can be continuously varied. The output end 40 is relatively fixedly connected with the first planet carrier 13 and the second ring gear 22, so that the output end 40 maintains the forward rotation, and the rotating speed is N4.

Therefore, in the second operating condition, when the powertrain adopts a hybrid output, the second electric machine T2 drives the first ring gear 12 to rotate through the second planetary gear set 2, and the input torque is amplified by the second planetary gear set 2 and then transmitted to the first ring gear 12. The input torque from the engine T3 and the torque from the second electric machine T2 are combined through the first planetary gear set 1 and form a resultant torque output at the output 40. In this state, the engine T3 replaces the first motor T1 to work, which can effectively save the electric energy loss and improve the endurance mileage of the vehicle. In one or more embodiments, during operation of the engine T3, the first electric machine T1 maintains synchronous operation at the same speed as the engine T3, thereby increasing torque at the output 40 and enhancing vehicle acceleration.

Fig. 6 is a schematic structural diagram of the hybrid transmission mechanism of the present invention in the second operating condition when the power assembly adopts pure electric output. It will be readily appreciated that in this second operating condition, the electric-only output of the powertrain D can be achieved by controlling the separation of the first input 10 from the third input 30 through the third clutch C3, as shown in fig. 6. When the pure electric output is performed, the power of the first motor T1 is input into the hybrid transmission mechanism a through the first input end 10. Correspondingly, the engine T3 stops working, so that fuel consumption can be effectively saved, and exhaust emission is reduced.

FIG. 7 is a schematic structural diagram of the hybrid transmission mechanism according to the present invention under a third operating condition when the hybrid output is adopted in the powertrain. As shown in fig. 7, when the hybrid transmission a is in the third operating condition and the powertrain adopts a hybrid output, the first brake B1 is disengaged from the second ring gear 22 to allow free rotation thereof, the second brake B2 is disengaged from the second carrier 23 to allow free rotation of the second carrier 23 and the first ring gear 12, the first clutch C1 controls the engagement of the first carrier 13 with the second ring gear 22, the second clutch C2 controls the engagement of the first carrier 13 with the first sun gear 11, and the third clutch C3 controls the engagement of the first input terminal 10 with the third input terminal 30.

FIG. 8 is a speed relationship diagram of various components of the hybrid transmission mechanism of the present invention during a third operating condition. In the third operating condition, as shown in fig. 8, the engine T3 drives the first sun gear 11 to rotate in the forward direction through the third input end 30, the third clutch C3 and the first input end 10. Since the first carrier 13 is engaged with the first sun gear 11, the first carrier 13, the first sun gear 11, and the first ring gear 12 form a relatively fixed connection, and accordingly, the first carrier 13 and the first ring gear 12 keep rotating forward in synchronization with the first sun gear 11. The gear ratio of the first planetary gear set 1 is now 1. The second motor T2 drives the second sun gear 21 to rotate forward through the second input end 20. Since the second planet carrier 23 is fixedly connected with the first gear ring 12, the second gear ring 22 is engaged with the first planet carrier 13, and the first gear ring 12 and the first planet carrier 13 keep synchronous forward rotation, the second planet carrier 23, the second gear ring 22 and the second sun gear 21 form a relatively fixed connection, and accordingly, the second planet carrier 23, the second gear ring 22 and the second sun gear 21 keep synchronous forward rotation. The gear ratio of the second planetary gear set 2 is now 1. The output 40 is then synchronously rotated forward. In this case, the rotation speeds N1, N2, N3, N4, and N5 are all the same.

Therefore, in the third operating condition, when the powertrain adopts the hybrid output, the power of the engine T3 and the second motor T2 can be efficiently transmitted to the output end 40 through the hybrid transmission mechanism a. In this state, the engine T3 replaces the first motor T1 to work, which can effectively save the electric energy loss and improve the endurance mileage of the vehicle. In one or more embodiments, when the engine T3 operates and the first electric machine T1 keeps running synchronously at the same speed as the engine T3, the power of the first electric machine T1, the second electric machine T2 and the engine T3 can cooperate to drive the output end 40 to rotate efficiently, so as to provide powerful power for the vehicle.

Fig. 9 is a schematic structural diagram of the hybrid transmission mechanism of the present invention in a third operating condition when the power assembly adopts a pure electric output. It will be readily appreciated that in this third operating condition, the electric-only output of powertrain D is achieved by controlling the disengagement of first input 10 from third input 30 via third clutch C3, as shown in fig. 9. When the pure electric output is performed, the power of the first motor T1 is input into the hybrid transmission mechanism a through the first input end 10. Correspondingly, the engine T3 stops working, so that fuel consumption can be effectively saved, and exhaust emission is reduced.

In summary, the hybrid transmission mechanism a can combine the power assembly D to form multiple working modes by matching multiple working conditions with multiple power outputs. For example,

the hybrid power system comprises a first working condition + pure electric mode (a first motor T1 and a second motor T2 work), a first working condition + hybrid mode (an engine T3 and a second motor T2 work), and a first working condition + power mode (an engine T3, a first motor T1 and a second motor T2 work);

the hybrid power system comprises a first working condition + pure electric mode (a first motor T1 and a second motor T2 work), a second working condition + hybrid mode (an engine T3 and a second motor T2 work), and a second working condition + power mode (an engine T3, a first motor T1 and a second motor T2 work);

the hybrid power system comprises a first working condition and a second working condition, wherein the first working condition is a first working condition + pure electric mode (a first motor T1 and a second motor T2 work), the second working condition is a second working condition + hybrid mode (an engine T3 and a second motor T2 work), and the third working condition + power mode (an engine T3, a first motor T1 and a second motor T2 work).

Different working modes have respective characteristics, and the vehicle can have multiple motion modes by combining different working modes. In one or more embodiments, the vehicle employs the following motion patterns: and the first working condition + pure electric mode is used for vehicle starting. The state has larger output torque, and can effectively improve the starting and climbing capabilities of the vehicle. After the vehicle starts, the powertrain D enters the second operating condition + hybrid mode. At the moment, the vehicle has a certain speed, the engine T3 enters a high-efficiency working area, the capability of the engine T3 is fully exerted, and fuel is fully utilized, so that the exhaust emission and the environmental pollution are effectively reduced. Under this mode first motor T1 stops output power, can effectively save the electric energy to promote the continuation of the journey mileage. In the mode, the transmission ratio of the first planetary gear set 1 can be continuously changed, and a larger torque can be provided when the vehicle speed is lower, so that the vehicle can be accelerated, overtaken or lane change is facilitated; as the vehicle speed increases, the gear ratio becomes continuously smaller, thereby providing a higher upper limit of speed and enabling the vehicle to smoothly transition from medium to high speed. When the vehicle runs at a high speed, the powertrain D enters a third working condition + hybrid mode. The engine T3 maintains high-efficient work under this mode, and fuel can make full use of, effectively reduces exhaust emissions and environmental pollution, can promote the continuation of the journey mileage simultaneously. In addition, when the hybrid mode is adopted, the engine T3 drives the rotor T12 of the first motor T1 to rotate, and an induced current can be generated inside the first motor T1, and the induced current can be used for charging a power supply, so that the endurance mileage is further improved. It will be readily appreciated that the above-described one motion pattern is merely exemplary, and that other suitable combinations may be made according to the performance requirements of the vehicle, and is not exhaustive.

It will be readily appreciated that this mode is also suitable for reverse operation of the vehicle, since the first operating condition + electric-only mode has a relatively large output torque. FIG. 10 is a speed relationship diagram of various components of the hybrid transmission mechanism of the present invention in reverse in the first operating condition. As shown in fig. 10, in the reverse state, unlike when the vehicle is started, the first motor T1 rotates in the reverse direction and the second motor T2 rotates in the forward direction, so that the output end 40 rotates in the reverse direction, thereby realizing the reverse. It will be readily appreciated that other suitable modes may be used when the vehicle is reversing.

So far, the technical solutions of the present invention have been described in connection with the preferred embodiments shown in the drawings, but it is easily understood by those skilled in the art that the scope of the present invention is obviously not limited to these specific embodiments. Equivalent changes or substitutions of related technical features can be made by those skilled in the art without departing from the principle of the utility model, and the technical scheme after the changes or substitutions can fall into the protection scope of the utility model.

Claims (8)

1. A hybrid transmission mechanism, comprising:

a first planetary gear set including a first sun gear, a first ring gear, a first planet gear that meshingly drivingly connects the first sun gear with the first ring gear, and a first carrier that supports the first planet gear;

a second planetary gear set including a second sun gear, a second ring gear, a second planetary gear that meshingly drivingly connects the second sun gear and the second ring gear, and a second planet carrier for supporting the second planetary gear; it is characterized in that the preparation method is characterized in that,

the first ring gear is connected to the second carrier, and

the hybrid transmission mechanism further includes:

a first input connected to the first sun gear;

a second input connected to the second sun gear;

a third input terminal;

an output connected to the first carrier;

a first clutch by which the first carrier is connectable with the second ring gear, and which is configured to be able to control engagement or disengagement of the first carrier and the second ring gear;

a second clutch by which the first carrier can be connected with the first sun gear, and which is configured to be able to control the engagement or disengagement of the first carrier and the first sun gear;

a third clutch, said third input being connectable to said first input through said third clutch, and said third clutch being configured to control engagement or disengagement of said third input and said first input;

a first brake engaged with the second ring gear and configured to be able to control the second ring gear to be stationary or to allow free rotation thereof; and

a second brake configured to control the second carrier and the first ring gear to be stationary or to allow free rotation thereof.

2. The hybrid transmission mechanism according to claim 1, wherein the second brake cooperates with the second carrier to control the second carrier and the first ring gear to be stationary or to allow free rotation thereof.

3. The hybrid transmission mechanism according to claim 1, wherein the second brake cooperates with the first ring gear to control the second carrier and the first ring gear to be stationary or to allow free rotation thereof.

4. The hybrid transmission mechanism according to claim 1, wherein the second clutch is fitted on the first input end and is disposed coaxially with the first sun gear.

5. The hybrid transmission mechanism of claim 1, wherein the output comprises a hollow gear coupled to the first carrier, the hollow gear being disposed coaxially with the first sun gear.

6. The hybrid transmission mechanism according to claim 1, further comprising a housing, wherein the first brake is fixedly connected to the housing and/or the second brake is fixedly connected to the housing.

7. A powertrain, comprising:

a first motor;

a second motor;

an engine; and

the hybrid transmission of any one of claims 1-6, said first electric machine being connected to a first input, said second electric machine being connected to a second input, and said engine being connected to a third input.

8. The powertrain of claim 7, wherein the first electrical machine includes a stator and a rotor, the rotor being fixedly connected to the first input end by a connector.

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