CN217705473U

CN217705473U - Hybrid power transmission

Info

Publication number: CN217705473U
Application number: CN202221012456.6U
Authority: CN
Inventors: 段志辉; 邢杰; 杨上东; 杨良会; 林婧
Original assignee: Xiamen Guochuang Center Advanced Electric Drive Technology Innovation Center
Current assignee: Xiamen Guochuang Center Advanced Electric Drive Technology Innovation Center
Priority date: 2022-04-28
Filing date: 2022-04-28
Publication date: 2022-11-01
Anticipated expiration: 2032-04-28

Abstract

The utility model discloses a hybrid power transmission, including engine, first motor, second motor, first synchronizer, second synchronizer and parallel arrangement's input shaft, output shaft, the engine is connected with the input shaft, is equipped with first synchronizer on the input shaft, and the input shaft is used with gear G1 when first synchronizer hangs one side gear, and the input shaft is used with gear G2 when first synchronizer hangs another side gear; the output shaft is provided with a second synchronizer, the second synchronizer can select gear shifting to be respectively connected with the gear G1 and the gear G3 to realize output, and the output shaft is further connected with the gear G2 through the gear to realize output. In the system, the engine has three gears, and the HEV working condition can be shifted without power interruption; one motor has two gears, the other motor has an intermediate speed ratio gear, and the EV working condition can be shifted without power interruption; two motors under the EV working condition can be driven simultaneously, so that the torque, the power requirement, the cost, the weight and the like of the motors are reduced.

Description

Hybrid power transmission

Technical Field

The utility model discloses a hybrid transmission belongs to hybrid vehicle and makes technical field according to International Patent Classification (IPC) division.

Background

Hybrid power is an important technology for energy conservation and emission reduction of automobiles, and a hybrid power transmission is one of core technologies in the field. Hybrid transmissions having superior performance are required to meet a number of requirements, including: the novel hydraulic power system has the advantages of small size, low cost, multiple gears, low oil consumption, good dynamic property, good driving property, high technical availability and the like. At present, three technical routes mainly exist in the industry: the power distribution system based on the double-motor planet wheel, the single-motor parallel system and the double-motor series-parallel system. In the existing series-parallel hybrid power structure, the weakness of electric transmission is torque/mechanical power output by an engine, and the torque transmission efficiency is low after several times of energy conversion; the weakness of the mechanical transmission is that the engine speed is locked with the wheel speed, and the engine working point is determined by the vehicle speed and cannot be kept in the optimal working condition. Series-parallel hybrid also has a weakness: when the vehicle is driven in series at low speed, the engine torque cannot participate in vehicle acceleration, and the vehicle acceleration is limited.

Chinese document CN110667366A discloses a hybrid power system, which belongs to a three-gear series-parallel hybrid power. The variable speed transmission mechanism of the system consists of parallel shaft gears, synchronizers and clutches, and the system adopts more control devices, three clutches and a pair of synchronizers, thereby bringing about some problems: the clutch can consume energy, and the oil consumption of the whole vehicle is increased; a high-pressure hydraulic system is needed for operating the clutch, an electric high-pressure oil pump is needed, and the cost is high; the system adopts two types of controllers of a clutch and a synchronizer, needs two types of actuating mechanisms and increases the manufacturing cost.

There is also a so-called "P1+ P3" hybrid transmission on the market, in which the generator is directly connected to the engine shaft and the driving motor is directly connected to the output shaft of the transmission, between which the variator is arranged. In the system, the driving motor only has one fixed speed ratio, the requirements on the torque and the rotating speed range of the motor are high, and the cost of the motor is increased; the torque and rotating speed range of the motor is large, the motor usually works in a region with low efficiency, and the oil consumption of the whole vehicle is influenced.

SUMMERY OF THE UTILITY MODEL

Not enough to prior art, the utility model provides a hybrid transmission realizes keeping off the position through control engine, two motors and two pairs of synchronizers and switches, and gearshift is simple, can realize that EV and HEV operating mode switch smoothly each other.

In order to achieve the purpose, the utility model is realized by the following technical proposal:

a hybrid power transmission comprises an engine, a first motor, a second motor, a first synchronizer, a second synchronizer, a gear G1, a gear G2, a gear G3, an input shaft and an output shaft which are arranged in parallel, wherein the input shaft and the output shaft are connected with the first motor and the second motor respectively, and the first motor and the second motor are connected with the first synchronizer and the second synchronizer respectively

The engine is connected with the input shaft, and the input shaft is provided with a first synchronizer;

the first motor is directly connected with the gear G1 and the gear G3 or connected through a transmission part, the input shaft is acted with the gear G1/the gear G3 when the first synchronizer is used for engaging one side gear, and the input shaft is acted with the gear G2 when the first synchronizer is used for engaging the other side gear;

the second motor is directly connected with the gear G2 or connected with the gear G2 through a transmission part;

a second synchronizer is arranged on the output shaft, and can select gear shifting to be respectively connected with the gear G1 and the gear G3 to realize high-low gear output of the output shaft;

the output shaft is connected through a gear G2 to realize the output of the middle gear of the output shaft.

Further, the output shaft is provided with a first gear, a second gear and a third gear, wherein

The first gear wheel meshes with the gear wheel G2,

the second gear meshes with gear G1 and the third gear meshes with gear G3.

Further, the second synchronizer is engaged with a side gear, and a second gear meshed with the gear G1 is connected with the output shaft; the second synchronizer is used for engaging the gear on the other side, and a third gear meshed with the gear G3 is connected with the output shaft.

Further, the input shaft is provided with a gear G1, a gear G2 and a gear G3, wherein the gear G1 is connected with the gear G3, when the first synchronizer is used for engaging one side gear, the input shaft is connected with the gear G1, and when the first synchronizer is used for engaging the other side gear, the input shaft is connected with the gear G2.

Furthermore, the first motor and the second motor are arranged on the side of the output shaft, the first motor is directly or indirectly meshed with the third gear on the output shaft, and the second motor is directly or indirectly meshed with the second gear on the output shaft.

Further, the transmission also comprises an intermediate shaft, wherein a gear G1, a gear G2 and a gear G3 are arranged on the intermediate shaft, the gear G1 and the gear G3 are connected and synchronously rotate, and the gear G1 and the gear G3 are separated from the gear G2.

Furthermore, a fourth gear and a fifth gear are arranged on the input shaft and are positioned on two sides of the first synchronizer; the fourth gear is meshed with a gear G1 or a gear G3 on the intermediate shaft; the fifth gear is meshed with a gear G2 on the intermediate shaft;

and the input shaft is connected with the fourth gear on one side of the first synchronizer gear engaging to further act on the gear G1/gear G3, and the input shaft is connected with the fifth gear on the other side of the first synchronizer gear engaging to further act on the gear G2.

Further, the projections of the first synchronizer and the second synchronizer on the second plane are partially overlapped, so that the axial length of the whole transmission is shortened;

the output shaft and the output shaft are defined to form a first plane, and a second plane is formed along the input shaft and perpendicular to the first plane.

Further, the first synchronizer or/and the second synchronizer is/are replaced by a clutch.

The utility model discloses but the gearbox output shaft selection engage gear is connected with gear G1 and gear G3 respectively and is realized the output, and the output shaft can also be connected with gear G2 and is realized the output, the utility model discloses the engine of system has three velocity ratio, driving motor has two velocity ratios; the traditional parallel shaft gear speed change mechanism is adopted, so that the technology is simple and mature; only one type of gear shifting mechanism is used, namely two pairs of synchronizers, so that the transmission efficiency is high, the technology is mature, the cost is low, the cost of a gear shifting operation executing mechanism is low, and the energy loss is less; hybrid start HEV regime: the engine and the motor can be alternately driven and shifted, and the process is smooth; by controlling the engine, the motor G, the motor M and the gear engaging mechanism, the EV and HEV working conditions can be smoothly switched.

Drawings

Fig. 1 is a schematic view of a first embodiment of the present invention.

Fig. 2 is a schematic diagram of a first embodiment of the present invention.

Fig. 3 is a schematic view of a second embodiment of the present invention.

Detailed Description

The present invention will be further explained with reference to the accompanying drawings:

example (b): referring to fig. 1, 2 and 3, a hybrid transmission is a dual-motor multi-gear series-parallel hybrid transmission, which includes an engine 3, a first motor 1, a second motor 2, a first synchronizer 4, a second synchronizer 5, a gear G1, a gear G2, a gear G3, an input shaft 6 and an output shaft 7 arranged in parallel,

the engine 3 is connected with an input shaft 6, and a first synchronizer 4 is arranged on the input shaft 6;

the first motor 1 is directly connected with the gear G1 and the gear G3 or connected with the gear G3 through a transmission component, and in the figure 1, the first motor 1 is connected with the gear G3; in fig. 2, the first electric machine 1 is connected to a gear G3 via a third gear 10; in fig. 3, the first electric machine 1 is connected to a gear G3 via a fourth gear 12; when the first synchronizer 4 is in one side gear, the input shaft 6 and the gear G1 act, namely, the input shaft and the gear G1 rotate synchronously, and when the first synchronizer 4 is in the other side gear, the input shaft 6 and the gear G2 act, namely, the input shaft and the gear G2 rotate synchronously;

the second motor 2 is directly connected with the gear G2 or is connected with the gear G through a transmission part, and the transmission part can comprise a gear; in fig. 1, the second motor 2 is connected with a gear G2; in fig. 2, the second motor 2 is connected with the gear G2 through the first gear 9; in fig. 3, the second motor 2 is connected with the gear G2 through the fifth gear 13;

the output shaft 7 is provided with a second synchronizer 5, the selectable gear of the second synchronizer 5 is respectively connected with the gear G1 and the gear G3 to realize the high-low gear output of the output shaft, and the output shaft is connected through the gear G2 to realize the middle gear output of the output shaft.

The utility model discloses there is following embodiment:

as shown in fig. 1, a first two-shaft transmission scheme: the input shaft 6 is provided with a gear G1, a gear G2 and a gear G3, wherein the gear G1 is connected with the gear G3, the input shaft 6 is connected with the gear G1 when the first synchronizer 4 is hung on the left side, and the input shaft is connected with the gear G2 when the first synchronizer 4 is hung on the right side. A first gear 9 is fixedly arranged on the output shaft 7, and the first gear 9 is meshed with the gear G2; the output shaft 7 is provided with a second gear 8 and a third gear 10, the second gear 8 is meshed with the gear G1, the third gear 10 is meshed with the gear G3, one side gear of the second synchronizer 5 is hung, the second gear 8 meshed with the gear G1 is connected with the output shaft, the other side gear of the second synchronizer 5 is hung, and the third gear 10 meshed with the gear G3 is connected with the output shaft.

As shown in fig. 3, the second three-shaft transmission scheme: the device also comprises an intermediate shaft 11, wherein a gear G1, a gear G2 and a gear G3 are arranged on the intermediate shaft 11, the gear G1 and the gear G3 are connected and synchronously rotate, and the gear G1 and the gear G3 are separated from the gear G2; a fourth gear 12 and a fifth gear 13 are arranged on the input shaft 6, and the fourth gear and the fifth gear are positioned on two sides of the first synchronizer 4; the first motor 1 is connected with a fourth gear 12, and the fourth gear 12 is meshed with a gear G1 or a gear G3 on the intermediate shaft 11; the second motor 2 is connected with a fifth gear 13, and the fifth gear 13 is meshed with a gear G2 on the intermediate shaft; the left side of the first synchronizer 4 which is in gear is connected with the input shaft 6 and the fourth gear 12 to act on the gear G1, and the right side of the first synchronizer 4 which is in gear is connected with the input shaft 6 and the fifth gear 13 to act on the gear G2. A first gear 9 is fixedly arranged on the output shaft 7 and meshed with the gear G2; the output shaft 7 is provided with a second gear 8 and a third gear 10, the second gear 8 is meshed with the gear G1, the third gear 10 is meshed with the gear G3, the second gear 8 is connected with the output shaft 7 through a second synchronizer 5, and the third gear 10 is connected with the output shaft 7 through the second synchronizer 5. The projections of the first synchronizer 4 and the second synchronizer 5 on the second plane are partially overlapped, so that the axial length of the whole transmission is shortened; the output shaft and the output shaft are defined to form a first plane, and a second plane is formed along the input shaft and perpendicular to the first plane.

In other embodiments, as shown in fig. 2, the first gear, the second gear and the third gear on the output shaft are respectively defined as gear G2, gear G1 and gear G3, wherein the gear G1 and the gear G3 are engaged with the second synchronizer 5, the gear G2 is fixedly installed on one side, the first motor and the second motor are arranged on one side of the output shaft, the output end of the first motor is directly or indirectly engaged with the gear G3, and the output end of the second motor is directly or indirectly engaged with the gear G2.

The utility model discloses hybrid transmission's beneficial effect as follows:

1. the utility model discloses hybrid transmission's design is the series-parallel hybrid gearbox of an engine three fender position, driving motor two fender positions.

2. Compared with a single-gear or two-gear series-parallel hybrid power transmission, gears are increased, the fuel economy of an engine can be improved, and the acceleration performance of the whole vehicle is enhanced.

3. Compared with a hybrid power gearbox with only a clutch, the motor only has a P3 gear, the required torque is large, the rotating speed is high, the cost is increased, the motor often works in a low-efficiency area, and the working condition efficiency of the motor is reduced; and the utility model discloses can switch over the fender position, utilize bi-motor increase moment of torsion, enlarge the high efficiency district of motor operating mode.

4. Compared with other three-gear bit-string parallel hybrid power gearboxes in the prior art:

1) The speed change mechanism uses a parallel shaft gear, so that the cost is low; 2) Based on the dual-power source of the engine and the motor, the gear shifting strategy of alternate driving and gear shifting is adopted, unpowered interrupted gear shifting is realized, and the smoothness of the gear shifting process is superior to that of mutual switching of two clutches; 3) Due to the fact that double power sources can be used for shifting alternatively, the synchronizer is high in use efficiency of all the shifting mechanisms, low in cost and simple in operating mechanism, and is beneficial to improving the fuel economy of the vehicle and reducing the manufacturing cost; 4) The utility model only needs two pairs of synchronizers and only needs two gear shifting actuating mechanisms, thus reducing the number and being beneficial to reducing the cost; whereas the system of the background document CN110667366A has three clutches and a pair of synchronizers. Each wet-type multi-plate clutch consumes energy, and the three clutches are combined, so that the efficiency of the gearbox is reduced, and the oil consumption of the whole vehicle is increased; the clutches need to be controlled by hydraulic components such as a hydraulic oil pump, a hydraulic control valve body and a hydraulic cylinder, three clutches need three sets of controllers, one set of the controllers needs thousands of yuan, and the control cost is high; 5) Due to the fact that double-power alternate driving and gear shifting are achieved, the requirement for the excessive gear shifting time is reduced, the requirement for a gear shifting executing mechanism is reduced, and cost reduction is facilitated; only a synchronizer is adopted as a gear shifting mechanism, the variety of the gear shifting mechanism is less, and the cost is reduced; 6) Compared with a so-called P1+ P3 hybrid power transmission, the design has the advantages of good power performance, low oil consumption, reduced motor torque and cost and the like; the mechanism is compact, the axial size is short, and the popularization and the application are facilitated; 7) The EV working condition can realize unpowered interrupted gear shifting: the motor 2 drives the G2, and the motor 1 shifts gears between the G1 and the G3, so that the over-high rotating speed of the motor can be avoided, and the shifting process is smooth; 8) In the EV working condition, the motor 1 and the motor 2 can be driven simultaneously, so that the torque, the power, the size, the weight and the cost of the driving motors can be obviously reduced.

For the sake of clarity, the first motor 1 is referred to as the motor 1, the second motor 2 is referred to as the motor 2, the first synchronizer 4 is referred to as the synchronizer 4, the second synchronizer 5 is referred to as the synchronizer 5, the first gear 9 is referred to as the gear 9, the second gear 8 is referred to as the gear 8, the third gear 10 is referred to as the gear 10, the fourth gear 12 is referred to as the gear 12, and the fifth gear 13 is referred to as the gear 13. The following is illustrated by specific embodiments:

example 1: as shown in fig. 1, the utility model discloses hybrid transmission is a bi-motor multi-gear series-parallel hybrid transmission, also called hybrid system, includes: the engine 3, the motor 1, the motor 2, the synchronizer 4, the synchronizer 5, the gear G1, the gear G2 and the gear G3. The engine 3 has three gears G1, G2 and G3, and the electric machine 1 has two gears G1 and G3; the gear shifting is realized by two pairs of synchronizers, and the gear shifting mechanism is simple; the speed change mechanism composed of the parallel shaft gear and the synchronizer has the advantages of mature technology, lower manufacturing cost, high transmission efficiency and little energy loss.

The engine 3 is connected with an input shaft 6, a gear G1, gears G2, G3 and a synchronizer 4 are arranged on the input shaft 6, wherein the gear G1 is connected with the gear G3, the synchronizer 4 is connected with the left side, the input shaft 6 is connected with the gear G1/G3, and the synchronizer 4 is connected with the right side, and the input shaft 6 is connected with the gear G2.

The motor 1 is connected with the gears G1 and G3 and can be connected through transmission parts such as gears and the like; the motor 2 is connected with the gear G2 and can be connected through a transmission component such as a gear.

A gear is fixedly arranged on the output shaft 7 and is meshed with the gear G2.

The engine 3 is connected with the input shaft 6, and can be directly connected or connected in a meshing way through gears.

The output shaft 7 is provided with a synchronizer 5, a gear 8, a gear 9, and a gear 10. Gear 8 meshes with gear G1, gear 9 meshes with gear G2, and gear 10 meshes with gear G3. The gear 8 is connected to the output shaft 7 via the synchronizer 5, the gear 9 is connected to the output shaft 7, and the gear 10 is connected to the output shaft 7 via the synchronizer 5.

The utility model discloses hybrid power system uses when the vehicle, disposes each operating mode as follows 1:

in Table 1, D/G of the motor represents Drive/Generator, which follows the motor and can be shifted to a driving or generating state at any time.

The following description of the operating conditions is provided in conjunction with Table 1, wherein EV refers to the vehicle electric-only driving mode or operating condition, and HEV refers to the vehicle hybrid driving mode or operating condition

1. The vehicle can be driven by pure electric under the EV working condition:

EV I mode: the engine 3 is shut down; synchronizer 5 engages gear G1; the motor 1 drives the output shaft 7 through the gear G1 and the gear 8, and further drives the wheels. In this case, the motor 1 has a large reduction ratio, and the torque is amplified, which is beneficial to starting and accelerating the driving vehicle.

EV I/II mode: in the above-described situation or mode, when a large driving torque is required, the motor 2 can drive the output shaft 7 through the gear G2 and the gear 9.

EV II mode: under the above condition or mode, the motor 2 is driven, the motor 1 is unloaded, and the synchronizer 5 is disengaged.

EV II/III mode: in the above situation or mode, the motor 2 is driven, the motor 1 is synchronized, the synchronizer 5 is engaged in the gear G3, and then the motor 1 and the motor 2 are driven together.

EV III mode: in the above-described situation or mode, the synchronizer 5 engages the gear G3, the motor 2 is deactivated, and the motor 1 is activated.

The utility model discloses the advantage of system: (1) in the EV working condition, the motor 1 has two gears, and when the vehicle speed is low, the first gear is used, the speed ratio is high, and the requirement on torque can be reduced; when the vehicle speed is high, the gear G3 is engaged, the speed ratio is small, and high rotating speed cannot occur; the motor 2 has a middle speed ratio, the requirement on the rotating speed and the torque is not high, and in short, the system has no strict technical requirement on the motor, thereby being beneficial to reducing the cost and the technical risk. (2) In EV working conditions, when the motor 1 switches gears, the motor 2 keeps driving, and gear shifting without power interruption is realized. (3) And under the EV working condition, the motor 1 and the motor 2 can be driven simultaneously, the driving force is strong, the torque and the power of a single motor are reduced, and the cost and the space are saved.

2. Switching the HEV working condition from the EV working condition:

the vehicle can be smoothly switched from the EV operating condition to the HEV series drive operating condition: the motor 2 drives an output shaft 7 through a gear G2 and a gear 9; the synchronizer 4 is in gear G1, and then the motor 1 drags the engine 3 to rotate; when the idling speed is reached, the engine is started to start to output power; the power of the engine drives the motor 1 to generate power through the input shaft 6, the synchronizer 4 and the gear G1, power is supplied to the motor 2, and the system is in a series driving mode. When the vehicle speed is low, the system HEV is driven in series; as the vehicle speed increases, the system enters the HEV and is driven in parallel, the system is respectively connected with a first gear, a second gear or a third gear, and the engine 3 can be directly driven at three different speed ratios. The working condition efficiency of the engine 3 is superior to that of the first-gear and second-gear series-parallel hybrid power. The motor 1 has two gears G1 and G3, can obtain good balance in acceleration performance and fuel economy, and simultaneously, the torque and the rotational speed requirement reduce, are favorable to reduce cost, weight and NVH.

3. Switching from series mode to parallel mode:

the system of the utility model can be smoothly switched to the first gear, the second gear or the third gear of the HEV from the series working condition of the HEV;

the HEV series operating condition can smoothly shift to HEV first gear: the motor 2 is driven by a gear G2 and a gear 9; the motor 1 is connected with an engine through a synchronizer 4 and an input shaft 6 to drive the engine to adjust synchronization; after synchronization is achieved, the synchronizer 5 is in gear G1, then the engine 3 can be driven through the first gear G1 and the gear 8, and the system enters the first gear. The switching process is carried out without power interruption of the vehicle.

The series working condition of the HEV can be smoothly switched to the second gear of the HEV: the motor 2 is driven by a gear G2 and a gear 9; the motor 1 is connected with an engine through a synchronizer 4 and an input shaft 6 to drive the engine to adjust synchronization; after synchronization is achieved, the synchronizer 4 is in gear G2, then the engine 3 can be driven through the first gear synchronizer 4, the gear G2 and the gear 9, and the system enters second gear. The switching process is carried out without power interruption of the vehicle.

The HEV series regime can be smoothly shifted into HEV third gear: the motor 2 is driven by a gear G2 and a gear 9; the motor 1 is connected with an engine through a synchronizer 4 and an input shaft 6 to drive the engine to adjust synchronization; after synchronization is achieved, the synchronizer 5 is in gear G3, then the engine 3 can be driven through the first gear G3 and the gear 10, and the system enters a third gear. The switching process is realized without power interruption of the vehicle.

4. HEV parallel shifting is power-off shift:

the first gear condition of the HEV can be smoothly switched to the second gear of the HEV: the motor 2 continues to drive through the gear G2 and the gear 9, and the vehicle is not in power interruption; unloading the engine 3, and then easily removing the G1 gear of the synchronizer 5; the motor 1 (connected with the engine through the synchronizer 4 and the input shaft 6) drives the engine to adjust synchronization; after synchronization is adjusted, the synchronizer 4 engages the gear G2; then, the engine 3 recovers the output power, and drives the output shaft 7 through the synchronizer 4, the gear G2 and the gear 9, so that the system enters the second gear of the HEV.

The second gear working condition of the HEV can be smoothly switched to the third gear of the HEV: the motor 2 continues to drive through the gear G2 and the gear 9, and the vehicle has no power interruption; unloading the engine 3, and then easily removing the G2 gear of the synchronizer 4; the motor 1 (connected with the engine through the synchronizer 4 and the input shaft 6) drives the engine to adjust synchronization; after synchronization is adjusted, the synchronizer 5 engages a gear G3; then, the engine 3 recovers the output power, and drives the output shaft 7 through the synchronizer 5, the gear G3 and the gear 10, so that the system enters the HEV third gear.

Example 2: in order to shorten the axial size of the transmission, the dual-motor multi-gear series-parallel hybrid transmission, also called a hybrid system, of the present invention is adjusted as shown in fig. 3, wherein the fourth gear 12 is simply called a gear 12, and the fifth gear 13 is simply called a gear 13;

the hybrid system includes: the engine 3, the motor 1, the motor 2, the synchronizer 4, the synchronizer 5, the gear G1, the gear G2 and the gear G3. The engine 3 has three gears G1, G2 and G3, and the electric machine 1 has two gears G1 and G3; the gear shifting is realized by two pairs of synchronizers, and the gear shifting mechanism is simple; the speed change mechanism consisting of the parallel shaft gear and the synchronizer has mature technology, lower manufacturing cost, high transmission efficiency and little energy loss;

the engine 3 is connected with the input shaft 6, the input shaft 6 is provided with a gear 12, a gear 13 and a synchronizer 4, the input shaft 6 is connected with the gear 12 on the left side of the synchronizer 4 when the synchronizer 4 is in gear, and the input shaft 6 is connected with the gear 13 on the right side of the synchronizer 4 when the synchronizer is in gear;

the motor 1 is connected with the gear 12, and the motor 2 is connected with the gear 13;

gears G1, G2 and G3 are arranged on the intermediate shaft 11, wherein the gears G1 and G3 are connected and separated from the gear G2; gear G3 (or G1) meshes with gear 12, gear G2 meshes with gear 13;

the output shaft 7 is provided with a synchronizer 5, a gear 8, a gear 9 and a gear 10, the gear 8 is meshed with a gear G1, the gear 9 is meshed with a gear G2, and the gear 10 is meshed with a gear G3; gear 8 is connected to output shaft 7 via synchronizer 5, gear 9 is connected to output shaft 7, and gear 10 is connected to output shaft 7 via synchronizer 5.

In the hybrid power system, the

synchronizers

4 and 5 both include 1 pair of synchronizers to form and realize left and right gear switching, compare fig. 1, fig. 3 hybrid power system axial length:

axial length in fig. 1: 3 rows of gears +2 length of synchronizer;

axial length in fig. 3: the length of the 3 rows of gears +1 to the synchronizer is reduced by one synchronizer length, and is shortened by about 40mm.

The utility model discloses hybrid power system's axial length shortens the degree, also can be according to operating condition, and suitable adjustment is in order to satisfy system application environment.

The utility model discloses hybrid power system uses when the vehicle, disposes each operating mode as follows 2:

1. the vehicle can be driven by pure electric under the EV working condition:

EV I mode: the engine 3 is shut down; synchronizer 5 engages gear G1; the motor 1 drives an output shaft 7 through a gear 12, a gear G1 and a gear 8, and further drives wheels; at the moment, the motor 1 has a large reduction ratio, and the torque is amplified, so that the vehicle can be driven to start and accelerate;

EV I/II mode: in the above mode or case, when a large driving torque is required, the motor 2 can drive the output shaft 7 through the gear 13, the gear G2 and the gear 9;

EV II mode: in the above mode or under the condition, the motor 2 is driven, the motor 1 is unloaded, and the synchronizer 5 is disengaged;

EV II/III mode: in the above mode or under the above conditions, the motor 2 is driven, the motor 1 is synchronized, the synchronizer 5 is engaged in the gear G3, and then the motor 1 and the motor 2 are driven together;

EV III mode: in the above mode or condition, the synchronizer 5 engages the gear G3, the motor 2 is driven, and the motor 1 is driven.

The advantages of the system are as follows: (1) in the EV working condition, the motor 1 has two gears, and when the vehicle speed is low, the motor uses one gear, and the speed ratio is large, so that the requirement on the torque can be reduced; when the vehicle speed is high, the gear G3 is engaged, the speed ratio is small, and high rotating speed cannot occur; the motor 2 has a middle speed ratio, the requirement on the rotating speed and the torque is not high, and in short, the system has no strict technical requirement on the motor, thereby being beneficial to reducing the cost and the technical risk. (2) In the EV working condition, when the motor 1 switches gears, the motor 2 keeps driving, and unpowered interruption gear shifting is realized. (3) Under the EV working condition, the motor 1 and the motor 2 can be driven simultaneously, the driving force is strong, the torque and the power of a single motor are reduced, and the cost and the space are saved.

2. Switching the HEV working condition from the EV working condition:

the vehicle can be smoothly switched from the EV operating condition to the HEV series drive operating condition: the motor 2 drives the output shaft 7 through the gear 13, the gear G2 and the gear 9; the synchronizer 4 engages the gear 12, and then the motor 1 drags the engine 3 to rotate; when the idling speed is reached, the engine is started to start to output power; the power of the engine drives the motor 1 to generate power through the input shaft 6 and the synchronizer 4, the power is supplied to the motor 2, and the system is in a series driving mode. When the vehicle speed is low, the system HEV is driven in series; as the vehicle speed increases, the system enters the HEV and is driven in parallel, the system is respectively connected with a first gear, a second gear or a third gear, and the engine 3 can be directly driven at three different speed ratios. The working condition efficiency of the engine 3 is superior to that of the first-gear and second-gear series-parallel hybrid power. The motor 3 has two gears G1 and G3, can obtain good balance in acceleration performance and fuel economy, and simultaneously, the torque and the rotational speed requirement reduce, are favorable to reduce cost, weight and NVH.

3. Switching from series mode to parallel mode:

the system can be smoothly switched to the first gear, the second gear or the third gear of the HEV under the condition of the series connection of the HEV;

the HEV series operating condition can smoothly shift to HEV first gear: the motor 2 is driven by a gear 13, a gear G2 and a gear 9; the motor 1 is connected with an engine through a synchronizer 4 and an input shaft 6 to drive the engine to adjust synchronization; after synchronization is achieved, the synchronizer 5 is in gear G1, then the engine 3 can be driven by the synchronizer 4, the gear 12, the gear G1 and the gear 8, and the system enters first gear; the switching process is realized, and the vehicle is not subjected to power interruption;

the series working condition of the HEV can be smoothly switched to the second gear of the HEV: the motor 2 is driven by a gear 13, a gear G2 and a gear 9; the motor 1 is connected with an engine through a synchronizer 4 and an input shaft 6 to drive the engine to adjust synchronization; after synchronization is achieved, the synchronizer 4 is in gear with the gear 13, then the engine 3 can drive the output shaft 7 through the synchronizer 4, the gear 13, the gear G2 and the gear 9, and the system enters the second gear; the switching process is realized, and the vehicle is not subjected to power interruption;

the HEV series operating condition can be smoothly shifted into HEV third gear: the motor 2 is driven by a gear 13, a gear G2 and a gear 9; the motor 1 is connected with an engine through a synchronizer 4 and an input shaft 6 to drive the engine to adjust synchronization; after synchronization is achieved, the synchronizer 5 is in gear G3, then the engine 3 can drive the output shaft 7 through the synchronizer 4, the gear 12, the gear G3 and the gear 10, and the system enters a third gear; the switching process is carried out without power interruption of the vehicle.

4. HEV parallel shifting is power-off-interrupt-free shifting:

the first gear working condition of the HEV can be smoothly switched to the second gear of the HEV: the motor 2 continues to drive through the gear 13, the gear G2 and the gear 9, and the vehicle is not in power interruption; unloading the engine 3, and then easily removing the G1 gear of the synchronizer 5; the motor 1 is connected with an engine through a synchronizer 4 and an input shaft 6 to drive the engine to adjust synchronization; after synchronization is adjusted, the synchronizer 4 engages the gear 13; then, the engine 3 recovers the output power, and drives the output shaft 7 through the synchronizer 4, the gear 13, the gear G2 and the gear 9, and the system enters the second gear of the HEV.

The second gear working condition of the HEV can be smoothly switched to the third gear of the HEV: the motor 2 continues to drive through the gear 13, the gear G2 and the gear 9, and the vehicle has no power interruption; the engine 3 is unloaded, and then the synchronizer 4 picks up the gear 13; the motor 1 is connected with an engine through a synchronizer 4 and an input shaft 6 to drive the engine to adjust synchronization; after synchronization is adjusted, the synchronizer 5 engages the gear 10; then, the engine 3 recovers the output power, and drives the output shaft 7 through the synchronizer 4, the gear 12, the gear G3 and the gear 10, so that the system enters the third gear of the HEV.

Through two above embodiments explanations, the utility model discloses a bi-motor multispeed series-parallel connection hybrid transmission has following characteristics:

1. the utility model discloses hybrid power system constitutes, can enough realize various demand operating modes, makes to constitute spare part minimum, spare part cost minimum again and easy to operate. The system can realize working conditions of EV first gear, EV second gear, HEV series connection, HEV first gear, HEV second gear, HEV third gear and the like, and can be smoothly switched with each other; the system is composed of an engine, a generator, a motor, a plurality of parallel shaft gear sets, two pairs of synchronizers and only four pairs of synchronizers, at least six working conditions are realized, the two pairs of synchronizers are simple to control and operate and mature in technology, and only one actuating mechanism is needed for one pair of synchronizers.

2. Hybrid transmission control strategy: the characteristics of multiple power sources are utilized to realize smooth working condition switching. The engine is one power source and the motor is the other. When gear shifting is needed, the motor is driven by the original gear, and the engine is switched to enter a new gear; then, the engine is driven by the new gear to complete gear shifting. Or the engine is driven by the original gear, and the motor is switched to enter a new gear; then, the motor is driven through the new gear, the engine is switched to the new gear, and gear switching is completed.

3. The utility model discloses two motors of derailleur all can be connected or the unblock with the engine selectively, and the flexibility of increase system is favorable to reducing the technical degree of difficulty and manufacturing cost. In the EV working condition, any one motor can be selected for driving, one motor has two speed ratios, the other motor has one speed ratio, and 3 EV speed ratios are provided in total, so that the vehicle has better dynamic property, motor and transmission efficiency and NVH characteristic in a larger speed range; the speed ratio of the motor can be changed without power interruption; the two motors can also be driven simultaneously, providing peak torque and power, thus reducing the torque and power requirements of the drive motors, and consequently reducing weight, volume, and cost.

Example 3: different from

embodiments

1 and 2, the first synchronizer 4 or/and the second synchronizer 5 may be replaced by a clutch in the scheme, for example, the first synchronizer 4 is replaced by a clutch, and the second synchronizer 4 is replaced by a clutch, and other structures are not changed, and are not described again.

It should be understood that the above description is only an example of the technical disclosure, and any modifications and variations made by those skilled in the art can be covered by the present disclosure, and not limited by the embodiments disclosed in the present disclosure.

Claims

1. A hybrid transmission characterized by: comprises an engine, a first motor, a second motor, a first synchronizer, a second synchronizer, a gear G1, a gear G2, a gear G3, an input shaft and an output shaft which are arranged in parallel, wherein the engine is connected with the first motor through a first clutch, the second motor is connected with the second synchronizer through a second clutch, the first synchronizer is connected with the second synchronizer through a second clutch, the second synchronizer is connected with the gear G1, the gear G2 and the gear G3 through a second clutch, and the input shaft and the output shaft are arranged in parallel, and the second clutch is connected with the first clutch

the second motor is directly connected with the gear G2 or connected with the gear G2 through a transmission component;

the output shaft is connected through a gear G2 to realize output of the middle gear of the output shaft.

2. The hybrid transmission of claim 1, wherein: the output shaft is provided with a first gear, a second gear and a third gear, wherein

The first gear is engaged with the gear G2,

the second gear meshes with gear G1, and the third gear meshes with gear G3.

3. The hybrid transmission according to claim 1 or 2, characterized in that: the second synchronizer is used for engaging a side gear, and a second gear meshed with the gear G1 is connected with the output shaft; the second synchronizer is used for engaging the gear on the other side, and a third gear meshed with the gear G3 is connected with the output shaft.

4. The hybrid transmission according to claim 1 or 2, characterized in that: the input shaft is provided with a gear G1, a gear G2 and a gear G3, wherein the gear G1 is connected with the gear G3, the input shaft is connected with the gear G1 when the first synchronizer is shifted to one side gear, and the input shaft is connected with the gear G2 when the first synchronizer is shifted to the other side gear.

5. The hybrid transmission according to claim 1 or 2, characterized in that: the first motor and the second motor are arranged on the side of the output shaft, the first motor is directly or indirectly meshed with the third gear on the output shaft, and the second motor is directly or indirectly meshed with the second gear on the output shaft.

6. The hybrid transmission according to claim 1 or 2, characterized in that: the transmission also comprises an intermediate shaft, wherein a gear G1, a gear G2 and a gear G3 are arranged on the intermediate shaft, the gear G1 and the gear G3 are connected and synchronously rotate, and the gear G1 and the gear G3 are separated from the gear G2.

7. The hybrid transmission of claim 6, wherein: the input shaft is provided with a fourth gear and a fifth gear which are positioned at two sides of the first synchronizer; the fourth gear is meshed with a gear G1 or a gear G3 on the intermediate shaft; the fifth gear is meshed with a gear G2 on the intermediate shaft;

8. The hybrid transmission of claim 7, wherein: the projections of the first synchronizer and the second synchronizer on the second plane are partially overlapped, so that the axial length of the whole transmission is shortened;

9. The hybrid transmission of claim 1, 2 or 6, characterized in that: the first synchronizer or/and the second synchronizer is/are replaced by a clutch.