CN217502474U - Hybrid special transmission and hybrid driving system - Google Patents

Abstract

The utility model provides a special hybrid transmission and a hybrid driving system, the special hybrid transmission of the utility model is characterized in that a first transmission component is arranged on a first intermediate shaft, and a first input shaft and a second input shaft are respectively connected with the first transmission component in a transmission way; the first intermediate shaft is provided with a first transmission assembly, and the first input shaft and the second input shaft are in transmission connection with the first transmission assembly respectively; a first motor shaft of the first motor is in transmission connection with the first input shaft or the second input shaft; a second motor shaft of the second motor is connected with the output shaft, and the output shaft is connected with the differential. The utility model discloses a special derailleur of thoughtlessly moving can realize the fender position of multiple difference, especially can realize the super low-speed fender position to promote the cross-country performance of vehicle, make the vehicle have good obstacle crossing and the ability of getting rid of poverty, and through setting up two motors, do benefit to the moment of torsion that reduces every motor and bear, and make the volume of motor less, thereby reduce derailleur cost and weight, and improve the dynamic property under the pure electric mode.

Description

Hybrid special transmission and hybrid driving system

Technical Field

The utility model relates to an automobile parts technical field, in particular to thoughtlessly move special derailleur. And simultaneously, the utility model discloses still relate to one kind and dispose this thoughtlessly move the actuating system that thoughtlessly moves special derailleur.

Background

A gearbox is a mechanism used to vary the speed and torque from an engine, which can be fixed or geared to vary the ratio of the output shaft to the input shaft, also known as a variator. The hybrid transmission is a kind of transmission, which can couple the power of the engine and the driving motor together in a certain way and can realize the functions of speed changing and torque changing.

The existing special hybrid transmission has a longer integral structure, so that the arrangement of the whole vehicle is difficult. And the power shaft of the hybrid special transmission has more integrated gears and a complex structure. For the multi-gear hybrid special transmission, power transmission needs to pass through multiple groups of gears, so that the efficiency of the hybrid special transmission is reduced, and for the few-gear hybrid special transmission, the power performance is poor, so that the performance requirement of the hybrid special transmission cannot be met. In addition, when the existing hybrid special transmission is driven by a motor alone, the motor has large bearing torque, few gears and high cost, and the dynamic property is poor when the gear is in a high gear.

SUMMERY OF THE UTILITY MODEL

In view of this, the present invention is directed to a hybrid transmission, which is beneficial to improving the performance thereof.

In order to achieve the above purpose, the technical scheme of the utility model is realized like this:

a hybrid special transmission comprises a first input shaft, a second input shaft, a first intermediate shaft, a second intermediate shaft, an output shaft, a first motor and a second motor; the first intermediate shaft is provided with a first transmission assembly, and the first input shaft and the second input shaft are in transmission connection with the first transmission assembly respectively; a second transmission assembly is arranged on the second intermediate shaft, and the first input shaft and the second input shaft are in transmission connection with the second transmission assembly respectively; a first motor shaft of the first motor is in transmission connection with the first input shaft or the second input shaft; a second motor shaft of the second motor is connected with the output shaft; the output shaft is used for being connected with a differential.

Further, the first input shaft is selectively connected with the second intermediate shaft through a reverse gear power transmission unit; and a fourth synchronizer and a gear unit are arranged on the first input shaft, and the fourth synchronizer is used for controlling the power on-off between the reverse gear power transmission unit and the gear unit.

Furthermore, the reverse gear power transmission unit comprises a sixth driving wheel which is sleeved on the first input shaft in an empty mode, a third synchronizer which is arranged on the first input shaft, a third intermediate shaft, an intermediate wheel which is arranged on the third intermediate shaft and a sixth driven wheel which is arranged on the second intermediate shaft; the third synchronizer is used for being selectively connected with the sixth driving wheel; the middle wheel is in transmission connection with the sixth driving wheel and the sixth driven wheel respectively.

Further, the gear unit includes a planetary gear mechanism; the sun gear of the planetary gear mechanism is arranged on the first input shaft; the fourth synchronizer is arranged on the sixth driving wheel and selectively connected with the gear ring or the planet carrier of the planetary gear mechanism.

Further, the first input shaft passes through a shaft hole on the second input shaft, and the shaft hole axially passes through the second input shaft along the second input shaft; the first input shaft is provided with a first driving wheel; a second driving wheel is arranged on the second input shaft; the first driving wheel and the second driving wheel are respectively connected with the first transmission assembly; the first driving wheel and the second driving wheel are respectively connected with the second transmission assembly.

Furthermore, the first transmission assembly comprises a first driven wheel, a second driven wheel and a first synchronizer which are arranged on the first intermediate shaft; the first synchronizer is used for selectively connecting the first driven wheel or the second driven wheel; the first driving wheel is in transmission connection with the first driven wheel; the second driving wheel is in transmission connection with the second driven wheel.

Further, the second transmission assembly comprises a third driven wheel, a fourth driven wheel and a second synchronizer which are arranged on the second intermediate shaft; the second synchronizer is used for selectively connecting the third driven wheel or the fourth driven wheel; the first driving wheel is in transmission connection with the third driven wheel; the second driving wheel is in transmission connection with the fourth driven wheel.

Furthermore, a fifth driving wheel is arranged on the first intermediate shaft; a seventh driving wheel is arranged on the second intermediate shaft; a seventh driven wheel is arranged on the output shaft; and the fifth driving wheel and the seventh driving wheel are respectively in transmission connection with the seventh driven wheel.

Furthermore, one end of a second motor shaft of the second motor is connected with the output shaft, and the other end of the second motor shaft is used for being connected with the differential.

Compared with the prior art, the utility model discloses following advantage has:

(1) mix and move special derailleur, can be with the power transmission of first motor to first input shaft and second input shaft, and transmit to the power on first input shaft and the second input shaft all can transmit to first jackshaft via first drive assembly, can transmit to the second jackshaft via second drive assembly to be convenient for realize the gear position mode of multiple difference. In addition, through setting up first motor and second motor, when pure electric drive, can reduce the moment of torsion that single motor bore to can adopt the motor that the volume is less, weight is lighter, thereby reduce weight, cost and the occupation space of derailleur, and through setting up the second motor at the output shaft, when making its efficiency higher, one of first motor and second motor during operation, another of them is battery charging, thereby realizes the recovery of energy.

(2) The reverse gear power transmission unit and the gear unit are arranged on the first input shaft, and the fourth synchronizer is arranged to be communicated with the reverse gear power transmission unit and the gear unit, so that the first input shaft is connected with the second intermediate shaft through the reverse gear power transmission unit to facilitate the reverse gear mode, the first input shaft is connected with the second intermediate shaft through the gear unit and the reverse gear power transmission unit to facilitate the ultra-low speed mode, and the fourth synchronizer is arranged to facilitate the switching of the special hybrid transmission between the normal forward gear or reverse gear and the ultra-low speed gear.

(3) The reverse gear power transmission unit comprises a sixth driving wheel, a third synchronizer, a third intermediate shaft, an intermediate wheel and a sixth driven wheel, the intermediate wheel, the sixth driving wheel and the sixth driven wheel are respectively in transmission connection, and therefore when the third synchronizer is connected with the sixth driving wheel, the reverse gear mode can be conveniently achieved.

(4) The gear unit comprises a planetary gear mechanism, a sun gear is arranged on the first input shaft, and the fourth synchronizer is selectively connected with the gear ring or the planet carrier, so that the power on-off between the reverse gear power transmission unit and the gear unit is controlled, the power received by the first input shaft can be transmitted to the output shaft through the sun gear, the gear ring or the planet carrier, and the ultra-low speed gear mode is convenient to realize.

(5) The first input shaft is arranged in the second input shaft in a penetrating mode, so that the whole structure of the special hybrid transmission is simpler and more compact, and the whole vehicle arrangement is facilitated. The first driving wheel and the second driving wheel are respectively arranged on the first input shaft and the second input shaft, so that the transmission of the power borne by the first input shaft or the second input shaft to other shafts is facilitated, the power transmission structure is simple, and the arrangement is convenient.

(6) The first transmission assembly comprises a first driven wheel, a second driven wheel and a first synchronizer, the first driving wheel is in transmission connection with the first driven wheel, the second driving wheel is in transmission connection with the second driven wheel, the first driven wheel or the second driven wheel is selectively connected through the first synchronizer, and power of the first input shaft and power of the second input shaft are transmitted to the first intermediate shaft respectively.

(7) The second transmission assembly comprises a third driven wheel, a fourth driven wheel and a second synchronizer, the first driving wheel is in transmission connection with the third driven wheel, the second driving wheel is in transmission connection with the fourth driven wheel, the third driven wheel or the fourth driven wheel can be selectively connected through the second synchronizer, and power of the first input shaft and power of the second input shaft are transmitted to the second intermediate shaft respectively.

(8) The first intermediate shaft is provided with a fifth driving wheel, the second intermediate shaft is provided with a seventh driving wheel, the fifth driving wheel and the seventh driving wheel are respectively in transmission connection with a seventh driven wheel arranged on the output shaft, the power transmission structure is simple, and the power transmission between the first intermediate shaft and the output shaft as well as between the second intermediate shaft and the output shaft is convenient to realize.

(9) The output shaft is connected through the second motor shaft one end that makes the second motor, and differential mechanism is connected to the other end, does benefit to realize that the second motor directly exports power to differential mechanism to make it have higher work efficiency, and the power of second motor output can also pass back to the position of first motor, charges for power battery.

Another objective of the present invention is to provide a hybrid driving system, which includes the above-mentioned hybrid transmission, and further includes an engine; the engine is connected with the first input shaft or the second input shaft through a control mechanism, and the control mechanism is used for controlling the power on-off between the power output end of the engine and the first input shaft and the power on-off between the power output end of the engine and the second input shaft.

Furthermore, the control mechanism comprises a third input shaft, a first clutch arranged between the first end of the third input shaft and the first input shaft, a second clutch arranged between the first end and the second input shaft, and a third clutch arranged between the second end of the third input shaft and the power output end of the engine.

Further, the third input shaft is a motor shaft of the first motor.

Compared with the prior art, the utility model discloses following advantage has:

(1) make the engine pass through control mechanism and first input shaft or second input shaft connection, can realize that the power of engine transmits to first input shaft and second input shaft respectively to can realize multiple difference and keep off the position mode, and be convenient for control the switching that keeps off the position to the difference, the setting of bi-motor when reduce cost, weight and occupation space does benefit to the improvement and puts in order car economy, has good dynamic nature simultaneously.

(2) The third input shaft, the first clutch, the second clutch and the third clutch are arranged, and an engine independent driving mode, a first motor driving independent driving mode, a second motor independent driving mode, an engine and first motor common driving mode, an engine and second motor common driving mode and an engine and first motor and second motor common driving mode can be respectively realized by controlling the connection or disconnection of the clutches, so that multiple different driving modes can be realized. And the first clutch, the second clutch and the third clutch can all adopt the existing standard parts, thereby reducing the cost of the hybrid drive system.

(3) The third input shaft can be used as a motor shaft of the first motor, so that the first motor can independently drive the hybrid drive system to operate.

Drawings

The accompanying drawings, which form a part hereof, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without undue limitation. In the drawings:

fig. 1 is a schematic structural diagram of a hybrid transmission according to an embodiment of the present invention in an application state;

fig. 2 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention, which is in the first gear mode when the engine is driven;

fig. 3 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention, which is in the second gear mode when the engine is driven;

fig. 4 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention in the third gear mode when the engine is driven;

fig. 5 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention in a fourth gear mode when the engine is driven;

fig. 6 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention in a reverse gear mode when the engine is driven;

fig. 7 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention in an ultra-low gear mode when the engine is driven;

fig. 8 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention when the second motor works and the first motor charges the power battery.

Description of reference numerals:

1. an engine; 2. a first motor; 3. a second motor; 1a, a third input shaft;

4. a control mechanism; 401. a first clutch; 402. a second clutch; 403. a third clutch;

5. a first input shaft; 501. a first drive wheel; 502. a third synchronizer; 503. a sixth driving wheel; 504. A fourth synchronizer;

6. a second input shaft; 601. a second drive wheel;

7. a planetary gear mechanism; 701. a sun gear; 702. a planet wheel; 703. a planet carrier; 704. a ring gear;

8. a first intermediate shaft; 801. a first driven wheel; 802. a second driven wheel; 803. a first synchronizer; 804. A fifth driving wheel;

9. a second intermediate shaft; 901. a third driven wheel; 902. a fourth driven wheel; 903. a second synchronizer; 904. A sixth driven wheel; 905. a seventh driving wheel;

10. a third intermediate shaft; 1001. an intermediate wheel;

11. an output shaft; 1101. a seventh driven wheel;

12. a differential gear.

Detailed Description

It should be noted that, in the case of no conflict, the embodiments and features of the embodiments of the present invention may be combined with each other.

In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "back", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to 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" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

Furthermore, in the description of the present invention, the terms "mounted," "connected," and "connected" are to be construed broadly unless otherwise specifically limited. For example, the connection can be fixed, detachable or integrated; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. To those of ordinary skill in the art, the specific meaning of the above terms in the present invention can be understood in conjunction with the specific situation.

The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

The present embodiment relates to a hybrid transmission, which includes a first input shaft 5, a second input shaft 6, a first intermediate shaft 8, a second intermediate shaft 9, an output shaft 11, a first motor 2, and a second motor 3, as shown in fig. 1, in an overall structure.

Wherein, be equipped with first transmission assembly on the first jackshaft 8, first input shaft 5 and second input shaft 6 are connected with first transmission assembly transmission respectively, are convenient for realize that the power of accepting on first input shaft 5 and the second input shaft 6 can be transmitted to first jackshaft 8 through first transmission assembly respectively.

In addition, a second transmission assembly is arranged on the second intermediate shaft 9, and the first input shaft 5 and the second input shaft 6 are in transmission connection with the second transmission assembly respectively, so that the power received by the first input shaft 5 and the second input shaft 6 can be transmitted to the second intermediate shaft 9 through the second transmission assembly respectively.

In addition, for the convenience of the first motor 2 and the second motor 3 outputting power to the hybrid special transmission, the first motor shaft of the first motor 2 is in transmission connection with the first input shaft 5 or the second input shaft 6, the second motor shaft of the second motor 3 is connected with the output shaft 11, and the first motor 2 is arranged on the output shaft 11, so that the work efficiency of the hybrid special transmission is improved, and meanwhile, when the second motor 3 drives the hybrid special transmission to operate, the output power can also be transmitted back to the first motor 2, and the power battery is charged by the first motor 2. The output shaft 11 is used for connecting with a differential 12, which can be directly used as a power input shaft of the differential 12 for outputting power to the differential 12.

In order to realize the reverse gear, a reverse gear power transmission unit is further provided in the embodiment, and the first input shaft 5 is selectively connected with the second intermediate shaft 9 through the reverse gear power transmission unit, so that the power received on the first input shaft 5 can be transmitted to the second intermediate shaft 9 through the reverse gear power transmission unit.

As a preferable embodiment, the reverse power transmission unit of the present embodiment includes a sixth driving wheel 503 that is freely fitted over the first input shaft 5, a third synchronizer 502 that is provided on the first input shaft 5, a third intermediate shaft 10, an intermediate wheel 1001 that is provided on the third intermediate shaft 10, and a sixth driven wheel 904 that is provided on the second intermediate shaft 9. The third synchronizer 502 is configured to selectively couple the sixth driving pulley 503, and the intermediate wheel 1001 is in driving connection with the sixth driving pulley 503 and the sixth driven pulley 904, respectively. In the structure, the third intermediate shaft 10 can adopt a cantilever shaft, so that the weight is light, the occupied space is small and the cost is low.

In a preferred embodiment, the third synchronizer 502 is fixedly arranged on the first input shaft 5, the intermediate wheel 1001 is fixedly arranged on the third intermediate shaft 10, the sixth driven wheel 904 is fixedly arranged on the second intermediate shaft 9, and the intermediate wheel 1001 is respectively connected with the sixth driving wheel 503 and the sixth driven wheel 904 in a gear engagement manner, so that when the third synchronizer 502 is engaged with the sixth driving wheel 503, the power received by the first input shaft 5 can be transmitted to the second intermediate shaft 9 through the reverse gear power transmission unit and transmitted to the output shaft 11 through the second intermediate shaft 9, thereby realizing the reverse gear.

In addition, a fourth synchronizer 504 and a gear unit are further arranged on the first input shaft 5, and the fourth synchronizer 504 is used for controlling the power connection and disconnection between the reverse gear power transmission unit and the gear unit, so that the power borne on the first input shaft 5 can be transmitted to the second intermediate shaft 9 through the gear unit and the reverse gear power transmission unit by controlling the communication between the reverse gear power transmission unit and the gear unit, the ultra-low speed gear of the hybrid special transmission is convenient to realize, the off-road requirement of the vehicle is met, and the vehicle has good obstacle crossing and difficulty escaping capabilities.

In addition, as a preferred possible embodiment, the gear unit comprises a planetary gear mechanism 7, the planetary gear mechanism 7 mainly comprises a sun gear 701, a ring gear 704, and planet gears 702 in transmission connection with the sun gear 701 and the ring gear 704, respectively, wherein the sun gear 701 is arranged on the first input shaft 5, the planet gears 702 are rotatably arranged on the casing of the hybrid transmission via a planet carrier 703, and the fourth synchronizer 504 is selectively connected with the ring gear 704.

Here, if the ring gear 704 of the planetary gear mechanism 7 is provided in the case of the transmission dedicated to hybrid, the carrier 703 is selectively connected to the fourth synchronizer 504. So configured, the fourth synchronizer 504 is facilitated to control the power on-off between the reverse power transmission unit and the planetary gear mechanism 7.

The utility model discloses set up the gear unit at the right-hand member of first input shaft 5, as shown in fig. 1, make the utility model discloses a structure of mixing special derailleur is compacter, in addition, arranges gear unit and reverse gear power transmission unit together, can reduce the reverse gear axle, reduces simultaneously and additionally arranges reverse gear mechanism design space.

When fourth synchronizer 504 is connected with ring gear 704, because of sun gear 701 sets firmly on first input shaft 5, ring gear 704 cover is established on first input shaft 5, and fourth synchronizer 504 is preferred to be the two-way unilateral synchronizer that sets up on sixth action wheel 503, and its free sleeve is on first input shaft 5, then the power of accepting on first input shaft 5 is successively through gear unit and reverse gear power transmission unit and transmit to second jackshaft 9 on to transmit to output shaft 11 via second jackshaft 9, with the realization ultra-low speed position mode, make simultaneously the utility model provides a reverse gear and cross-country fender joint, it is further, make the utility model discloses the structure is compacter to need not increase extra reverse gear power transmission unit, save ratchet.

In other embodiments, fourth synchronizer 504 may be configured as a dual-way dual-sided synchronizer that is free on first input shaft 5 and that selectively couples ring gear 704 with sixth drive pulley 503 via fourth synchronizer 504. In this structure, the fourth synchronizer 504 is fitted over the first input shaft 5 in an empty state, so that power loss caused by driving the fourth synchronizer 504 can be reduced.

In order to make the internal structure of the hybrid transmission compact, it is preferable that the first input shaft 5 is inserted through a shaft hole in the second input shaft 6, and the shaft hole is inserted through the second input shaft 6 in the axial direction of the second input shaft 6. In order to facilitate the transmission of the power received by the first input shaft 5 and the second input shaft 6 to the first intermediate shaft 8 and the second intermediate shaft 9, in the specific implementation, a first driving wheel 501 is disposed on the first input shaft 5, and a second driving wheel 601 is disposed on the second input shaft 6, wherein the first driving wheel 501 and the second driving wheel 601 are respectively in transmission connection with the first transmission assembly, and the first driving wheel 501 and the second driving wheel 601 are respectively in transmission connection with the second transmission assembly. In addition, in order to facilitate the transmission of the power received on the first input shaft 5 and the second input shaft 6 to the first intermediate shaft 8 or the second intermediate shaft 9, it is preferable that the first driving wheel 501 and the second driving wheel 601 are fixedly arranged on the first input shaft 5 and the second input shaft 6, respectively.

Structurally, the first transmission assembly includes a first driven wheel 801, a second driven wheel 802 and a first synchronizer 803 which are provided on the first intermediate shaft 8. The first synchronizer 803 is used for selectively connecting the first driven wheel 801 or the second driven wheel 802, and the first driving wheel 501 and the first driven wheel 801 are in gear engagement connection, and the second driving wheel 601 and the second driven wheel 802 are in gear engagement connection.

As a preferred embodiment, as shown in fig. 1, a first driven wheel 801 and a second driven wheel 802 are both freely sleeved on a first intermediate shaft 8, and a first synchronizer 803 is fixedly arranged on the first intermediate shaft 8, and a first driving wheel 501 is connected with the first driven wheel 801 in a gear engagement manner, and a second driving wheel 601 is connected with a second driven wheel 802 in a gear engagement manner, so that by selectively connecting the first synchronizer 803 to the first driven wheel 801 and the second driven wheel 802, the first intermediate shaft 8 can respectively receive power transmitted from the first input shaft 5 and the second input shaft 6, thereby facilitating the switching of different gears.

As a preferred embodiment, the second transmission assembly comprises a third driven wheel 901, a fourth driven wheel 902 and a second synchronizer 903 provided on the second countershaft 9. The second synchronizer 903 is used for selectively connecting a third driven wheel 901 or a fourth driven wheel 902, the first driving wheel 501 is in transmission connection with the third driven wheel 901, and the second driving wheel 601 is in transmission connection with the fourth driven wheel 902.

Still as shown in fig. 1, preferably, the third driven wheel 901 and the fourth driven wheel 902 are both freely sleeved on the second intermediate shaft 9, the second synchronizer 903 is fixedly arranged on the second intermediate shaft 9, the first driving wheel 501 and the third driven wheel 901 are connected in a gear meshing manner, the second driving wheel 601 and the fourth driven wheel 902 are connected in a gear meshing manner, and the second intermediate shaft 9 can be respectively connected with the power transmitted from the first input shaft 5 and the second input shaft 6 by selectively connecting the second synchronizer 903 with the third driven wheel 901 and the fourth driven wheel 902, so as to facilitate the switching of different gears.

For convenience of arrangement, a fifth driving wheel 804 is arranged on the first intermediate shaft 8, a seventh driven wheel 1101 is arranged on the output shaft 11, and the fifth driving wheel 804 is in transmission connection with the seventh driven wheel 1101. And the fifth driving wheel 804 is preferably fixed on the first countershaft 8, the seventh driven wheel 1101 is preferably fixed on the output shaft 11, and the fifth driving wheel 804 and the seventh driven wheel 1101 are meshed and connected by gears, so that the power received on the first countershaft 8 can be transmitted to the output shaft 11 through the fifth driving wheel 804 and the seventh driven wheel 1101.

In a preferred embodiment, a seventh driving wheel 905 is arranged on the second intermediate shaft 9, and the seventh driving wheel 905 is in transmission connection with a seventh driven wheel 1101. Preferably, the seventh driving wheel 905 is fixedly arranged on the second intermediate shaft 9, and the seventh driving wheel 905 is connected with the seventh driven wheel 1101 through gear engagement, so that the power received on the second intermediate shaft 9 can be transmitted to the output shaft 11 through the seventh driving wheel 905 and the seventh driven wheel 1101.

In addition, in order to facilitate the transmission of power from the second motor 3 to the output shaft 11, as a preferred arrangement, in this embodiment, one end of the second motor shaft of the second motor 3 is connected to the output shaft 11, and the other end is connected to the differential 12, so that the working efficiency of the second motor 3 is high, and while the second motor 3 is convenient to transmit power to the differential 12, it is also convenient to achieve that the power output by the second motor 3 is transmitted to the first motor 2 via the output shaft 11, so that when the second motor 3 drives the hybrid transmission to operate alone, the power output by the hybrid transmission can be transmitted to the first motor 2 in addition to driving the hybrid transmission to operate, and the first motor 2 charges the power battery. And under the high rotational speed operating mode, when engine 1 and motor common drive mode, through being provided with two motors, can make first motor 2 and second motor 3 all work in the interval of high efficiency, and then be convenient for promote this special derailleur of thoughtlessly moving work efficiency.

The special hybrid transmission has multiple different gear modes, particularly has an ultra-low speed gear, so that a vehicle has good obstacle crossing and difficulty removing capabilities, the two motors are arranged, the torque borne by each motor is reduced, the size of each motor is small, the cost and the weight of the transmission are reduced, and the dynamic performance in a pure electric mode is improved.

In addition, the embodiment also relates to a hybrid drive system, which comprises the hybrid special transmission as described above, and further comprises an engine 1, wherein the engine 1 is connected with the first input shaft 5 or the second input shaft 6 through a control mechanism 4, and the control mechanism 4 is used for controlling the power on-off between the power output end of the engine 1 and the first input shaft 5, and the power on-off between the power output end of the engine 1 and the second input shaft 6.

Further, the hybrid drive system further includes a third input shaft 1a, and the control mechanism 4 includes a first clutch 401 provided between a first end of the third input shaft 1a and the first input shaft 5, a second clutch 402 provided between the first end and the second input shaft 6, and a third clutch 403 provided between a second end of the third input shaft 1a and the power output end of the engine 1. In addition, the third input shaft 1a is a motor shaft of the first motor 2, and the hybrid drive system is driven by the first motor 2 alone by controlling the disconnection of the third clutch 403.

The hybrid drive system of the embodiment has an engine 1 for individual drive, a first motor 2 for individual drive, a second motor 3 for individual drive, the engine 1 and the first motor 2 for common drive, the engine 1 and the second motor 3 for common drive, the first motor 2 and the second motor 3 for common drive, the engine and the first motor 2 and the second motor 3 for common drive in various drive modes and various drive modes, and can realize various different gears, and the hybrid drive system has the following power transmission routes in different drive modes:

1) the power transmission path of the hybrid transmission in the first gear mode when the engine 1 is driven may be as shown in fig. 2, in which the third clutch 403 is engaged, the first clutch 401 is engaged, the second clutch 402 is disengaged, and the first synchronizer 803 is engaged with the first driven wheel 801.

The power transmission route is as follows: the engine 1 → the third clutch 403 → the third input shaft 1a → the first clutch 401 → the first input shaft 5 → the first drive pulley 501 → the first driven pulley 801 → the first synchronizer 803 → the first intermediate shaft 8 → the fifth drive pulley 804 → the seventh driven pulley 1101 → the output shaft 11 → the differential 12.

2) The power transmission path in which the hybrid-dedicated transmission is in the second gear mode when the engine 1 is driven may be as shown in fig. 3, in which the third clutch 403 is engaged, the second clutch 402 is engaged, the first clutch 401 is disengaged, and the first synchronizer 803 is engaged with the second driven wheel 802.

The power transmission route is as follows: the engine 1 → the third clutch 403 → the third input shaft 1a → the first clutch 401 → the second input shaft 6 → the second drive pulley 601 → the second driven pulley 802 → the first synchronizer 803 → the first intermediate shaft 8 → the fifth drive pulley 804 → the seventh driven pulley 1101 → the output shaft 11 → the differential 12.

3) The power transmission path in which the hybrid transmission is in the third gear mode when the engine 1 is driven may be as shown in fig. 4, in which the third clutch 403 is engaged, the first clutch 401 is engaged, the second clutch 402 is disengaged, and the second synchronizer 903 is engaged with the third driven wheel 901.

The power transmission route is as follows: the engine 1 → the third clutch 403 → the third input shaft 1a → the first clutch 401 → the first input shaft 5 → the first driving wheel 501 → the third driven wheel 901 → the second synchronizer 903 → the second intermediate shaft 9 → the seventh driving wheel 905 → the seventh driven wheel 1101 → the output shaft 11 → the differential 12.

4) The power transmission path of the hybrid transmission in the fourth gear mode when the engine 1 is driven may be as shown in fig. 5, in which the third clutch 403 is engaged, the second clutch 402 is engaged, the first clutch 401 is disengaged, and the second synchronizer 903 is engaged with the fourth driven wheel 902.

The power transmission route is as follows: the engine 1 → the third clutch 403 → the third input shaft 1a → the second clutch 402 → the second input shaft 6 → the second driving wheel 601 → the fourth driven wheel 902 → the second synchronizer 903 → the second intermediate shaft 9 → the seventh driving wheel 905 → the seventh driven wheel 1101 → the output shaft 11 → the differential 12.

5) The power transmission path in the reverse mode of the hybrid transmission when the engine 1 is driven may be as shown in fig. 6, in which the third clutch 403 is engaged, the first clutch 401 is engaged, the second clutch 402 is disengaged, and the third synchronizer 502 is engaged with the sixth drive pulley 503.

The power transmission route is as follows: the engine 1 → the third clutch 403 → the third input shaft 1a → the first clutch 401 → the first input shaft 5 → the third synchronizer 502 → the sixth driving wheel 503 → the intermediate wheel 1001 → the sixth driven wheel 904 → the second intermediate shaft 9 → the seventh driving wheel 905 → the seventh driven wheel 1101 → the output shaft 11 → the differential 12.

6) The power transmission path of the hybrid transmission in the ultra low gear mode when the engine 1 is driven may be as shown in fig. 7, in which the third clutch 403 is engaged, the first clutch 401 is engaged, the second clutch 402 is disengaged, and the fourth synchronizer 504 is engaged with the ring gear 704.

The power transmission route is as follows: the engine 1 → the third clutch 403 → the third input shaft 1a → the first clutch 401 → the first input shaft 5 → the sun gear 701 → the planetary gear 702 → the ring gear 704 → the fourth synchronizer 504 → the sixth driving wheel 503 → the intermediate wheel 1001 → the sixth driven wheel 904 → the second intermediate shaft 9 → the seventh driving wheel 905 → the seventh driven wheel 1101 → the output shaft 11 → the differential 12.

Since the third input shaft 1a is a motor shaft of the first motor 2, six gear modes can be realized in three driving modes of driving the engine 1 alone, driving the engine 1 and the first motor 2 together, and driving the first motor 2 alone, and when the hybrid driving system is in the mode of driving the engine 1 alone, the third clutch 403 is engaged, but the first motor 2 is not started; when the hybrid drive system is in a common drive mode of the engine 1 and the first motor 2, the third clutch 403 is engaged, and the first motor 2 is started; when the hybrid drive system is in a mode in which the first electric machine 2 is driven alone, then the third clutch 403 is disengaged and the first electric machine 2 is started. Except for the differences, the remaining power transmission routes of the six gear modes in the three driving modes are respectively the same, so that the detailed description of the power transmission route of each gear of the hybrid driving system when the first motor 2 is driven independently and the first motor 2 and the engine 1 are driven together is omitted here.

In addition, it should be noted that, in the three driving modes, the second electric machine 3 may be turned on or off, and when the differential 12 needs a large torque to meet the off-road requirement of the vehicle, the second electric machine 3 may be turned on, so as to increase the torque of the output shaft 11 to meet the off-road requirement of the vehicle.

In addition, when the vehicle is running at a low speed, the power may be transmitted to the differential 12 only by the second electric machine 3, in this case, the power transmitted by the second electric machine 3 may be transmitted not only to the differential 12 but also to the position where it is transmitted in reverse to the first electric machine 2 via the power transmission line described above, and the battery is charged by the first electric machine 2, at this time, the third clutch 403 is disengaged, the power transmission path may refer to any one of fig. 2 to 7, and fig. 8 schematically illustrates the power transmission path in fig. 5. In the driving mode of the engine 1 and the first motor 2, the power battery can be charged by the second motor 3, and the power transmission path can still refer to any one of fig. 2 to 7.

Besides, the hybrid drive system can also realize a common drive mode of the engine 1 and the second motor 3, and a common drive mode of the first motor 2 and the first motor 3, and power transmission routes can be shown in fig. 2 to 7, and when the first motor 2 and the first motor 3 are driven together, the third clutch 403 needs to be disconnected.

The hybrid drive system of the embodiment can realize multiple drive modes such as engine 1 independent drive, engine 1 and motor common drive, and motor independent drive, and all have multiple different gears under various drive modes, thereby better satisfying the customer's demand.

In this embodiment, the transmission shaft mainly includes the first input shaft 2, the second input shaft 3, the first intermediate shaft 8 and the second intermediate shaft 9, and the first input shaft 2 is inserted into the second input shaft 3, so that a three-shaft transmission structure can be formed, the space can be fully utilized, and the structure is more compact.

In addition, when the gear is in a high gear, double motors can be involved, so that the dynamic property of the gear is greatly improved, and customers can have better driving feeling; when one of the two motors works, redundant energy can be transferred to the other motor, the other motor charges a battery to complete energy recovery, the two motors can work in a high-efficiency region, the oil consumption of the whole vehicle can be further reduced, and the economical efficiency of the whole vehicle is improved.

In the invention, the pure electric gear can be suitable for two motors, when a customer needs sufficient dynamic property, the first motor 2 can be used, and different use scenes can be met through torque conversion of 4 gear speed ratios; if the customer is not to the time of dynamic nature demand, can use second motor 3, can charge for power battery by first motor 2 simultaneously, realize energy recuperation.

Under the condition of adding the cross-country mechanism, the second motor 3 is added at the output end, so that the output of wheel end torque can be increased, and the cross-country and difficulty-escaping capabilities are improved; meanwhile, under the condition that the wheel end torque required by the whole vehicle is constant, the speed ratio of the transmission can be reduced under the condition of the second motor 3, and the size, weight and cost of the transmission are further reduced.

The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (12)

1. A hybrid special transmission is characterized in that:

comprises a first input shaft (5), a second input shaft (6), a first intermediate shaft (8), a second intermediate shaft (9) and an output shaft (11), as well as a first motor (2) and a second motor (3);

a first transmission assembly is arranged on the first intermediate shaft (8), and the first input shaft (5) and the second input shaft (6) are in transmission connection with the first transmission assembly respectively;

a second transmission assembly is arranged on the second intermediate shaft (9), and the first input shaft (5) and the second input shaft (6) are in transmission connection with the second transmission assembly respectively;

a first motor shaft of the first motor (2) is in transmission connection with the first input shaft (5) or the second input shaft (6);

a second motor shaft of the second motor (3) is connected with the output shaft (11);

the output shaft (11) is used for being connected with a differential (12).

2. The hybrid-specific transmission of claim 1, wherein:

the first input shaft (5) is selectively connected with the second intermediate shaft (9) through a reverse gear power transmission unit;

and a fourth synchronizer (504) and a gear unit are arranged on the first input shaft (5), and the fourth synchronizer (504) is used for controlling the power on-off between the reverse gear power transmission unit and the gear unit.

3. The hybrid-specific transmission of claim 2, wherein:

the reverse gear power transmission unit comprises a sixth driving wheel (503) sleeved on the first input shaft (5) in an empty mode, a third synchronizer (502) arranged on the first input shaft (5), a third intermediate shaft (10), an intermediate wheel (1001) arranged on the third intermediate shaft (10) and a sixth driven wheel (904) arranged on the second intermediate shaft (9);

said third synchronizer (502) for selectively connecting said sixth drive pulley (503);

the intermediate wheel (1001) is in transmission connection with the sixth driving wheel (503) and the sixth driven wheel (904) respectively.

4. The hybrid specific transmission of claim 3, wherein:

the gear unit comprises a planetary gear mechanism (7);

a sun gear (701) of the planetary gear mechanism (7) is arranged on the first input shaft (5);

the fourth synchronizer (504) is arranged on the sixth driving wheel (503), and the fourth synchronizer (504) is selectively connected with a gear ring (704) or a planet carrier (703) of the planetary gear mechanism (7).

5. The hybrid-specific transmission of claim 1, wherein:

the first input shaft (5) penetrates through a shaft hole in the second input shaft (6), and the shaft hole penetrates through the second input shaft (6) along the axial direction of the second input shaft (6);

a first driving wheel (501) is arranged on the first input shaft (5); a second driving wheel (601) is arranged on the second input shaft (6);

the first driving wheel (501) and the second driving wheel (601) are respectively connected with the first transmission component;

the first driving wheel (501) and the second driving wheel (601) are respectively connected with the second transmission component.

6. The hybrid specific transmission of claim 5, wherein:

the first transmission assembly comprises a first driven wheel (801), a second driven wheel (802) and a first synchronizer (803) which are arranged on the first intermediate shaft (8);

the first synchronizer (803) is used for selectively connecting the first driven wheel (801) or the second driven wheel (802);

the first driving wheel (501) is in transmission connection with the first driven wheel (801);

the second driving wheel (601) is in transmission connection with the second driven wheel (802).

7. The hybrid specific transmission of claim 5, wherein:

the second transmission assembly comprises a third driven wheel (901), a fourth driven wheel (902) and a second synchronizer (903) which are arranged on the second intermediate shaft (9);

the second synchronizer (903) is used for selectively connecting the third driven wheel (901) or the fourth driven wheel (902);

the first driving wheel (501) is in transmission connection with the third driven wheel (901);

the second driving wheel (601) is in transmission connection with the fourth driven wheel (902).

8. The hybrid specific transmission of any one of claims 1-7, wherein:

a fifth driving wheel (804) is arranged on the first intermediate shaft (8);

a seventh driving wheel (905) is arranged on the second intermediate shaft (9);

a seventh driven wheel (1101) is arranged on the output shaft (11);

the fifth driving wheel (804) and the seventh driving wheel (905) are respectively in transmission connection with the seventh driven wheel (1101).

9. The hybrid-specific transmission of claim 8, wherein:

one end of a second motor shaft of the second motor (3) is connected with the output shaft (11), and the other end of the second motor shaft is connected with the differential (12).

10. A hybrid drive system, characterized by:

a hybrid-specific transmission comprising any one of claims 1-9, further comprising an engine (1);

the engine (1) is connected with the first input shaft (5) or the second input shaft (6) through a control mechanism (4), and the control mechanism (4) is used for controlling the power on-off between the power output end of the engine (1) and the first input shaft (5) and the power on-off between the power output end of the engine (1) and the second input shaft (6).

11. The hybrid propulsion system of claim 10, wherein:

still include third input shaft (1a), control mechanism (4) are including locating the first end of third input shaft (1a) with first clutch (401) between first input shaft (5), locate first end with second clutch (402) between second input shaft (6), still including locating the second end of third input shaft (1a) with third clutch (403) between the power take off of engine (1).

12. The hybrid propulsion system of claim 11, wherein:

the third input shaft (1a) is a motor shaft of the first motor (2).

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