CN220204548U - Hybrid transmission, power assembly and vehicle - Google Patents

Abstract

The utility model discloses a hybrid power transmission, a power assembly and a vehicle, wherein the hybrid power transmission comprises: the device comprises a shell, a first motor, a second motor, a planetary gear train, a speed reducing structure and a differential mechanism. The planetary gear train is provided with a first power input end, a second power input end and an output end, wherein the first power input end is in transmission connection with a first output shaft of the first motor, the second power input end is suitable for being in transmission connection with an engine, the output end is selectively in transmission connection with a second output shaft of the second motor, the output end is also selectively engaged with the shell, and the second power input end is selectively engaged with the shell; the speed reducing structure is in transmission connection between the second output shaft and the differential mechanism. Therefore, the hybrid power transmission is simple in structure, low in production and manufacturing cost and reliable in operation, and the vehicle adopting the hybrid power transmission has multiple modes which can be switched mutually, so that the performance of the vehicle is improved, and the vehicle has the advantages of high dynamic performance and low energy consumption.

Description

Hybrid transmission, power assembly and vehicle

Technical Field

The utility model relates to the field of vehicles, in particular to a hybrid power transmission, a power assembly and a vehicle.

Background

In the related art, the existing hybrid transmission has a complex structure, high production and manufacturing costs, and poor stability in the working process of the hybrid transmission, and a vehicle adopting the existing hybrid transmission has a single mode, so that the performance of the vehicle is poor, the power performance of the vehicle is weak, and the energy consumption of the vehicle is high.

Disclosure of Invention

The present utility model aims to solve, at least to some extent, one of the above technical problems in the prior art. Therefore, the utility model provides the hybrid power transmission which has the advantages of simple structure, lower production and manufacturing cost and capability of reducing the energy consumption of the vehicle.

The utility model also provides a power assembly with the hybrid power transmission.

The utility model further provides a vehicle with the power assembly.

The hybrid transmission according to the present utility model includes:

a housing;

the first motor and the second motor are arranged in the shell;

the planetary gear train is arranged in the shell and is provided with a first power input end, a second power input end and an output end, the first power input end is in transmission connection with a first output shaft of the first motor, the second power input end is suitable for being in transmission connection with the engine, the output end is selectively in transmission connection with a second output shaft of the second motor, the output end is also selectively engaged with the shell, and the second power input end is selectively engaged with the shell;

The speed reducing structure is connected between the second output shaft and the differential in a transmission way.

According to the hybrid transmission, the output end is in transmission connection with the second output shaft selectively, the output end is further selectively connected with the housing, and the second power input end is selectively connected with the housing, so that a vehicle adopting the hybrid transmission provided by the embodiment of the utility model has multiple modes, the multiple modes can be switched, the performance of the vehicle can be improved, the vehicle has the advantages of strong power and low energy consumption, and the hybrid transmission provided by the embodiment of the utility model is simple in structure, reliable in operation and beneficial to reducing the production and manufacturing cost.

In some examples of the utility model, the hybrid transmission further includes: and a first engagement assembly connected between the output and the second output shaft to selectively engage the output and the second output shaft.

In some examples of the utility model, the hybrid transmission further includes: and a second engagement assembly coupled between the output and the housing to selectively engage the output and the housing. In some examples of the utility model, the hybrid transmission further includes: and a third engagement assembly connected between the second power input and the housing to selectively engage the second power input and the housing.

In some examples of the utility model, the first engagement assembly is an overrunning clutch or controllable clutch.

In some examples of the utility model, the second engagement assembly is a controllable one-way clutch.

In some examples of the utility model, the third engagement assembly is a one-way clutch.

In some examples of the utility model, the central axis of the first motor and the central axis of the second motor coincide.

In some examples of the utility model, the central axis of the planetary gear train and the central axis of the first motor coincide.

In some examples of the utility model, the first motor and the second motor are on the same side of the planetary gear train, and the first output shaft is disposed through the second motor.

In some examples of the utility model, the second output shaft is a hollow shaft and the second output shaft is journalled in the first output shaft.

In some examples of the present utility model, the first motor and the second motor are respectively located at two opposite sides of the planetary gear train, the second power input end is connected with a connecting shaft, the connecting shaft is suitable for being in transmission connection with the engine, the first output shaft is a hollow shaft, and the first output shaft is sleeved on the connecting shaft.

In some examples of the utility model, the planetary gear train includes: the planetary gear is meshed between the sun gear and the gear ring, the planetary gear is rotatably arranged on the planetary carrier, the sun gear is configured to be a first power input end, the planetary carrier is configured to be a second power input end, and the gear ring is configured to be an output end.

In some examples of the utility model, the deceleration structure includes: the differential mechanism is provided with an input gear, a transmission gear set is meshed between the first gear and the input gear, and the first gear is fixedly arranged on the second output shaft.

In some examples of the utility model, the drive gear set has a second gear, a third gear, and a drive shaft, the second gear and the third gear are each fixedly secured to the drive shaft, the second gear is meshed with the first gear, and the third gear is meshed with the input gear.

The power assembly according to the present utility model includes:

an engine;

the hybrid power transmission is the hybrid power transmission, and the second power input end is in transmission connection with the engine.

The vehicle according to the utility model comprises a powertrain as described above.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.

Drawings

FIG. 1 is a schematic structural view of a hybrid transmission according to a first embodiment of the present utility model;

fig. 2 is a schematic structural view of a hybrid transmission according to a second embodiment of the present utility model.

Reference numerals:

a hybrid transmission 100;

a housing 1;

a first motor 2; a first output shaft 2a;

a second motor 3; a second output shaft 3a;

a planetary gear train 4; a first power input 41; a second power input 42; an output terminal 43;

a sun gear 4a; a carrier 4b; a ring gear 4c; a planet wheel 4d;

a deceleration structure 5; a first gear 51; a drive gear set 52; a second gear 5a; a third gear 5b; a transmission shaft 5c;

a differential 6; an input gear 61;

a first engagement assembly 71;

a second engagement assembly 72;

a third engagement assembly 73;

a connecting shaft 8;

an engine 200; a rotation shaft 201; a flywheel disc 202;

half shaft 300; a wheel 400.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present utility model and should not be construed as limiting the utility model.

In the description of the present utility model, it should be understood that the terms "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the drawings, are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present utility model.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present utility model, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.

In the present utility model, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; may be mechanically connected, may be electrically connected or may communicate with each other; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

The hybrid transmission 100 according to the embodiment of the present utility model is described in detail below with reference to fig. 1 and 2, and the hybrid transmission 100 may be applied to a vehicle, but the present application is not limited thereto, and the hybrid transmission 100 may be applied to other devices where the hybrid transmission 100 needs to be provided, for example, the hybrid transmission 100 may be applied to a ship, and the present utility model is described by taking the application of the hybrid transmission 100 to a vehicle as an example.

As shown in fig. 1 and 2, a hybrid transmission 100 according to an embodiment of the present utility model includes a housing 1, a first motor 2, a second motor 3, a planetary gear train 4, a reduction structure 5, and a differential 6. The first motor 2, the second motor 3 and the planetary gear train 4 are all arranged in the shell 1, the planetary gear train 4 is provided with a first power input end 41, a second power input end 42 and an output end 43, the first power input end 41 is in transmission connection with a first output shaft 2a of the first motor 2, the effect of transmission connection between the first motor 2 and the planetary gear train 4 is achieved, the second power input end 42 is suitable for being in transmission connection with the engine 200, the effect of transmission connection between the planetary gear train 4 and the engine 200 is achieved, the output end 43 is selectively in transmission connection with a second output shaft 3a of the second motor 3, the effect of transmission connection between the planetary gear train 4 and the second motor 3 is achieved, and therefore the effect of transmission connection between the first motor 2, the second motor 3 and the engine 200 through the planetary gear train 4 is achieved.

As shown in fig. 1 and 2, in some embodiments of the utility model, the second power input 42 is adapted to be coupled to a shaft 201 of the engine 200, thereby effecting a driving connection of the planetary gear set 4 to the engine 200.

The output end 43 is also selectively engaged with the housing 1, and it is also understood that the output end 43 is selectively engaged with or disengaged from the housing 1, and when the output end 43 is engaged with the housing 1, the output end 43 is fixedly connected with the housing 1, the output end 43 is in a stationary state, and when the output end 43 is disengaged from the housing 1, the output end 43 can be rotated.

The second power input end 42 selectively engages the housing 1, and it is also understood that the second power input end 42 is selectively engaged with or disengaged from the housing 1, and when the second power input end 42 is engaged with the housing 1, the second power input end 42 is fixedly connected with the housing 1, and the output end 43 is in a stationary state, and when the second power input end 42 is disengaged from the housing 1, the second power input end 42 can be rotated.

The speed reducing structure 5 is in driving connection between the second output shaft 3a and the differential mechanism 6, for example, when the second output shaft 3a rotates, the second output shaft 3a drives the speed reducing structure 5 to work, so that the speed reducing structure 5 drives the differential mechanism 6 to work, and the effect that the second output shaft 3a drives the differential mechanism 6 to work is achieved. The wheels 400 of the vehicle are in driving connection with the differential 6, and when the second output shaft 3a drives the differential 6 to work, the differential 6 drives the wheels 400 to rotate. Thereby, the speed reducing structure 5 and the differential mechanism 6 are in transmission connection between the second output shaft 3a and the wheels 400, so that the effect of transmission connection between the second output shaft 3a and the wheels 400 is realized, and the effect of vehicle running is realized, namely, the vehicle can move forwards and backwards.

It should be noted that the hybrid transmission 100 according to the embodiment of the present utility model may be applied to drive front wheels and/or rear wheels of a vehicle, and it is also understood that the hybrid transmission 100 is applied to drive front wheels of a vehicle to rotate, that is, the vehicle is driven in a front-drive form, the hybrid transmission 100 is applied to drive rear wheels of a vehicle, that is, the vehicle is driven in a rear-drive form, or the hybrid transmission 100 is applied to drive front wheels and rear wheels of a vehicle, that is, the vehicle is driven in a four-drive form. In some embodiments of the present utility model, the hybrid transmission 100 is applied to drive rear wheels of a vehicle, that is, the drive form of the vehicle is exemplified as a rear-drive form.

Thus, according to the hybrid transmission 100 of the embodiment of the present utility model, the output end 43 is in driving connection with the second output shaft 3a, the output end 43 is selectively engaged with the housing 1, the second power input end 42 is selectively engaged with the housing 1, so that a vehicle employing the hybrid transmission 100 of the embodiment of the present utility model has multiple modes, and the multiple modes can be switched with each other, which is advantageous in improving the performance of the vehicle, so that the vehicle has the advantages of strong power and low energy consumption, and the hybrid transmission 100 of the embodiment of the present utility model has the advantages of simple structure, reliable operation of the hybrid transmission 100, and reduced manufacturing cost.

Specifically, a vehicle employing the hybrid transmission 100 of an embodiment of the present utility model may have a low power-only mode, a high power-only mode, a power-only reverse drive mode, a series drive mode, a power-split parallel drive mode, a power-split drive mode, and an energy recovery mode.

Low power pure electric mode: as shown in fig. 1 and 2, when the vehicle is in the low power pure electric mode, the first motor 2 and the engine 200 are in the off state, the second motor 3 is in the on state, the first motor 2 and the engine 200 do not output power, the second motor 3 outputs power, and the output terminal 43 is separated from the second output shaft 3a, the output terminal 43 is separated from the casing 1, and the second power input terminal 42 is separated from the casing 1.

When the second motor 3 works, the second motor 3 controls the second output shaft 3a to rotate, so that the effect that the second output shaft 3a drives the speed reduction structure 5 to work is achieved, the speed reduction structure 5 further drives the differential mechanism 6 to work, and the wheel 400 is driven to rotate through the differential mechanism 6, so that the effect that the second motor 3 drives the wheel 400 to rotate is achieved, and the effect that the vehicle runs is achieved.

In addition, when the vehicle is in the low-power pure electric mode, the output end 43 is separated from the second output shaft 3a, so that the power output by the second motor 3 is prevented from being transmitted to the planetary gear train 4, and the power output by the second motor 3 is used for driving the wheels 400 to rotate, so that the risk of power loss is reduced, and the effects of reducing the energy consumption of the vehicle and improving the power performance of the vehicle are achieved.

And the output end 43 is separated from the housing 1, and the second power input end 42 is separated from the housing 1, so as to realize the effect of disconnecting the first motor 2 from the second motor 3 and the engine 200, thereby being beneficial to reducing the energy consumption of the vehicle.

As shown in fig. 1, in some embodiments of the present utility model, taking the configuration of the hybrid transmission 100 as an example of the form shown in fig. 1, when the vehicle is in the low-power pure electric mode, the second output shaft 3a is in a forward rotation state, and in the axial direction of the second output shaft 3a, the direction from the end of the second output shaft 3a near the second motor 3 to the end of the second output shaft 3a far from the second motor 3 (i.e., the left-to-right direction shown in fig. 1), the circumferential rotation direction of the second output shaft 3a is in a counterclockwise rotation state, i.e., the forward rotation state of the second output shaft 3a, and, since the reduction structure 5 and the differential 6 are drivingly connected between the second output shaft 3a and the wheels 400, the circumferential rotation direction of the wheels 400 is in a counterclockwise rotation state, i.e., the left-to-right direction in fig. 1, so that when the vehicle is in the low-power pure electric mode, the effect of the vehicle in the forward rotation state can be achieved.

High power pure electric mode: as shown in fig. 1 and 2, when the vehicle is in the high-power pure electric mode, the engine 200 is in an off state, the first and second electric machines 2 and 3 are in an on state, the engine 200 has no power output, the first and second electric machines 2 and 3 output power, and the output terminal 43 is separated from the housing 1 and simultaneously coupled with the second output shaft 3a, and the second power input terminal 42 is coupled with the housing 1.

When the second motor 3 works, the second output shaft 3a rotates to drive the speed reducing structure 5 to work, and the differential mechanism 6 is driven to work through the speed reducing structure 5, so that the effect that the second motor 3 drives the wheels 400 to rotate is achieved.

When the first motor 2 works, the first output shaft 2a rotates to drive the first power input end 41, and the first power input end 41 is in transmission connection with the output end 43, so that power output by the first motor 2 is transmitted to the output end 43 through the first power input end 41, and the output end 43 is controlled to be engaged with the second output shaft 3a, so that power output by the first motor 2 is transmitted to the second output shaft 3a through the output end 43, further, power output by the first motor 2 is transmitted to the speed reduction structure 5 through the second output shaft 3a, further, power output by the first motor 2 is transmitted to the differential mechanism 6 along the speed reduction structure 5, so that power output by the first motor 2 is transmitted to the wheel 400 through the differential mechanism 6, and the effect that the first motor 2 drives the wheel 400 to rotate is achieved. Therefore, when the vehicle is in a high-power pure electric mode, the first motor 2 and the second motor 3 jointly drive the wheel 400 to rotate, so that the running effect of the vehicle is realized, the first motor 2 and the second motor 3 jointly drive the wheel 400 to rotate, the power performance of the vehicle is ensured, meanwhile, the economy of the power assembly can be ensured by adjusting different output powers of the first motor 2 and the second motor 3, and the energy consumption of the vehicle can be reduced while the vehicle has better power performance; the first motor 2 and the second motor 3 can simultaneously drive the vehicle, thereby reducing the total power of the first motor 2 and the second motor 3, thereby increasing the power density of the hybrid transmission 100 and reducing the cost of the hybrid transmission 100.

In addition, when the vehicle is in the high-power pure electric mode, the second power input end 42 is engaged with the housing 1, so that the power output by the first motor 2 is prevented from being transmitted to the engine 200, and the power output by the first motor 2 is used for driving the wheels 400 to rotate, so that the risk of power loss is reduced, and the effects of reducing the energy consumption of the vehicle and improving the power performance of the vehicle are achieved.

As shown in fig. 1, in some embodiments of the present utility model, taking the configuration of the hybrid transmission 100 as an example of the form shown in fig. 1, when the vehicle is in the high-power pure electric mode, the second output shaft 3a is in the forward rotation state, and the first output shaft 2a is in the reverse rotation state, and when the vehicle is in the high-power pure electric mode, the operation form of the second output shaft 3a is identical to the operation form of the vehicle in the low-power pure electric mode, so that the detailed explanation will not be repeated.

Along the axial direction of the second output shaft 3a, from the end of the first output shaft 2a near the first motor 2 to the end of the first output shaft 2a far from the first motor 2 (i.e., the left-to-right direction shown in fig. 1), the circumferential rotation direction of the first output shaft 2a is a clockwise rotation state, i.e., a reverse rotation state of the first output shaft 2 a.

By setting the circumferential rotation direction of the first output shaft 2a and the circumferential rotation direction of the second output shaft 3a to be opposite directions, when the first motor 2 and the second motor 3 operate simultaneously, the first motor 2 and the second motor 3 are guaranteed to drive the wheel 400 to rotate positively together, the effect that the vehicle is in a forward state is achieved, and meanwhile, the interference phenomenon of the first output shaft 2a and the rotation direction of the planetary gear train 4 is avoided, and the interference phenomenon of the second output shaft 3a and the rotation direction of the planetary gear train 4 is avoided.

Pure electric reverse driving mode: as shown in fig. 1 and 2, when the vehicle is in the reverse-drive-only mode, the engine 200 is in the off state, the engine 200 has no power output, the first motor 2 and the second motor 3 are in the on state, wherein the second motor 3 outputs power, and the output terminal 43 is engaged with the second output shaft 3a, the output terminal 43 is disengaged from the housing 1, and the second power input terminal 42 is engaged with the housing 1.

In the working process of the pure electric driving mode, the second output shaft 3a rotates to drive the speed reducing structure 5 to work, the speed reducing structure 5 and the differential mechanism 6 work to achieve the effect that the second motor 3 drives the wheels 400 to rotate, and in the working process of the second output shaft 3a rotating, the second output shaft 3a drives the first output shaft 2a to enable the first motor 2 to idle, the first motor 2 does not output power in the mode, and then the effect that the second motor 3 drives the vehicle to run is achieved.

As shown in fig. 1, in some embodiments of the present utility model, taking the configuration of the hybrid transmission 100 as an example of the form shown in fig. 1, when the vehicle is in the reverse driving mode, the second output shaft 3a is in the reverse rotation state, and the first output shaft 2a is in the forward rotation state, so that the wheels 400 are in the reverse rotation state, so that the effect of the vehicle in the reverse rotation state can be achieved while avoiding the interference phenomenon between the first output shaft 2a and the rotation direction of the planetary gear train 4 and the interference phenomenon between the second output shaft 3a and the rotation direction of the planetary gear train 4 when the vehicle is in the reverse driving mode.

Serial drive mode: as shown in fig. 1 and 2, when the vehicle is in the series driving mode, the first motor 2, the second motor 3 and the engine 200 are all in an on state, and before the engine 200 does not work, the first motor 2 rotates forward to drive the first output shaft 2a to rotate, at this time, the second power input end 42 is separated from the housing 1, so that the first output shaft 2a drives the second power input end 42 to rotate, and the second power input end 42 drives the rotating shaft 201 of the engine 200 to rotate, so as to achieve the effect that the first motor 2 drives the engine 200 to start.

After the engine 200 is started, the rotating shaft 201 of the engine 200 drives the second power input end 42 to rotate, and at this time, the output end 43 is separated from the second output shaft 3a, and the output end 43 is engaged with the housing 1, so that power output by the engine 200 is transmitted to the first output shaft 2a through the second power input end 42, so that an effect of driving the first output shaft 2a to rotate by using power output by the engine 200 is achieved, an effect of driving the first motor 2 to generate electricity after the engine 200 is started is achieved, and the planetary gear train 4 is in transmission connection between the first motor 2 and the engine 200, so that the electricity generation efficiency of the first motor 2 can be improved, and the engine 200 can work in an efficient working interval, thereby being beneficial to reducing the energy consumption of a vehicle.

The electric power output from the first motor 2 is used for the second motor 3 to operate, so that the second motor 3 drives the wheel 400 to rotate, and the second motor 3 drives the vehicle to travel. When the electric energy output by the first motor 2 is greater than the electric energy required by the operation of the second motor 3, the surplus electric energy is stored in the power battery of the vehicle, so that the effect of supplementing the electric energy is realized, and the continuous voyage mileage of the vehicle is prolonged.

As shown in fig. 1, in some embodiments of the present utility model, taking the structure of the hybrid transmission 100 as an example in the form shown in fig. 1, when the vehicle is in the series drive mode, the first output shaft 2a and the rotating shaft 201 of the engine 200 are both in a forward rotation state, so as to avoid interference in the rotational directions of the first output shaft 2a, the rotating shaft 201, and the planetary gear train 4 when the first output shaft 2a and the rotating shaft 201 are in driving connection through the planetary gear train 4.

When the rotating shaft 201 is in a forward rotation state, the circumferential rotation direction of the rotating shaft 201 is in a counterclockwise rotation state, that is, in a forward rotation state of the rotating shaft 201, along the axial direction of the rotating shaft 201 from one end of the rotating shaft 201 away from the engine 200 to one end of the rotating shaft 201 close to the engine 200 (i.e., from left to right in fig. 1), thereby achieving the effect that the first motor 2 drives the engine 200 to start and the effect that the engine 200 drives the first motor 2 to generate electricity.

In addition, the second output shaft 3a is in the forward rotation state, so that the wheel 400 is in the forward rotation state, so that the effect that the vehicle is in the forward rotation state can be achieved when the vehicle is in the series drive mode.

Therefore, when the vehicle is in the series driving mode, the engine 200 is used for driving the first motor 2 to generate electricity, so that the electric energy output by the first motor 2 is used for the second motor 3 to work, the second motor 3 drives the wheels 400 to rotate, the vehicle running effect is achieved, and when the electric energy output by the first motor 2 is greater than the electric energy required by the second motor 3 to work, the surplus electric energy is stored in the power battery of the vehicle, the electric energy supplementing effect is achieved, and the vehicle running mileage is prolonged.

Power split parallel drive mode: as shown in fig. 1 and 2, when the vehicle is in the power split parallel drive mode, the first motor 2, the second motor 3, and the engine 200 are all in an on state, and the output 43 is engaged with the second output shaft 3a, the output 43 is separated from the casing 1, and the second power input 42 is separated from the casing 1.

Before the engine 200 does not work, the engine 200 is driven to start by the first motor 2, and after the engine 200 starts, the rotating shaft 201 of the engine 200 drives the second power input end 42 to rotate, so that the effect of driving the first motor 2 to generate electricity after the engine 200 starts is achieved. Since the output end 43 is engaged with the second output shaft 3a and the output end 43 is separated from the casing 1, in the process of driving the second power input end 42 to rotate by the engine 200, the power of the engine 200 can be transmitted to the second output shaft 3a through the output end 43, so that the power output by the engine 200 is sequentially transmitted to the wheels 400 along the speed reducing structure 5 and the differential mechanism 6, and the effect of driving the wheels 400 to rotate by the engine 200 is further achieved.

In addition, when the vehicle is in the power split parallel driving mode, when the vehicle is lower than a certain speed, the first motor 2 is in a power generation working condition to generate power, and the second motor 3 is in a driving working condition to output power, so that the effect that the second motor 3 and the engine 200 jointly drive the wheels 400 to rotate is achieved, and the effect that the vehicle runs is achieved. The output power of the engine 200 is distributed by the first motor 2 and the second motor 3, or the output power of the engine 200 and the power battery is distributed by the first motor 2 and the second motor 3, so that the engine 200 is kept in a high-efficiency working range to work, and the effects of reducing the energy consumption of a vehicle and prolonging the endurance mileage of the vehicle are achieved.

When the vehicle is higher than a certain speed, the second motor 3 is in a power generation working condition to generate power, and the first motor 2 is in a driving working condition to output power, so that the effect that the first motor 2 and the engine 200 jointly drive the wheels 400 to rotate is achieved, and the effect that the vehicle runs is achieved. The first motor 2 and the second motor 3 distribute the output power of the engine, or the first motor 2 and the second motor 3 distribute the output power of the power battery of the engine 200, which is beneficial to keeping the engine 200 in a high-efficiency working interval, thereby achieving the effects of reducing the energy consumption of the vehicle and prolonging the endurance mileage of the vehicle.

As shown in fig. 1, in some embodiments of the present utility model, taking the structure of the hybrid transmission 100 as an example in the form shown in fig. 1, when the vehicle is in the power split parallel driving mode, both the second output shaft 3a and the rotating shaft 201 of the engine 200 are in a forward rotation state, and when the vehicle is below a certain vehicle speed, the first output shaft 2a is in a forward rotation state; when the vehicle is higher than a certain vehicle speed, the first output shaft 2a is in a reverse rotation state. When the engine 200 is operated, when the vehicle is lower than a certain speed, the engine 200 can drive the first output shaft 2a to rotate so that the first motor 2 is in a power generation state, and the engine 200 can also drive the wheels 400 to rotate, so that the effect that the second motor 3 and the engine 200 jointly drive the wheels 400 to rotate is achieved, the wheels 400 are in a forward rotation state, and when the vehicle is in a series driving mode, the effect that the vehicle is in a forward movement state can be achieved. When the engine 200 is operated, when the vehicle is higher than a certain speed, the engine 200 can drive the second output shaft 3a to rotate so that the second motor 3 is in a power generation state, and the engine 200 can also drive the wheels 400 to rotate, so that the effect that the first motor 2 and the engine 200 jointly drive the wheels 400 to rotate is achieved, the wheels 400 are in a forward rotation state, and when the vehicle is in a series driving mode, the effect that the vehicle is in a forward movement state is achieved.

Power split drive mode: as shown in fig. 1 and 2, when the vehicle is in the power split driving mode, both the first electric motor 2 and the engine 200 are turned on, the second electric motor 3 is turned off, and the output 43 is engaged with the second output shaft 3a, the output 43 is separated from the casing 1, and the second power input 42 is separated from the casing 1.

Before the engine 200 does not work, the engine 200 is driven to start by the first motor 2, and after the engine 200 starts, the rotating shaft 201 of the engine 200 drives the second power input end 42 to rotate, so that the effect of driving the first motor 2 to generate electricity after the engine 200 starts is achieved.

When the engine 200 works, the rotating shaft 201 of the engine 200 drives the second power input end 42 to rotate, and the second power input end 42 drives the output end 43 to rotate, so that the power output by the engine 200 is sequentially transmitted to the speed reducing structure 5 along the second power input end 42, the output end 43 and the second output shaft 3a, and the power output by the engine 200 is further transmitted to the differential mechanism 6 through the speed reducing structure 5, so that the effect that the engine 200 drives the wheels 400 to rotate is achieved, and the effect that the engine 200 drives the vehicle to run is further achieved.

As shown in fig. 1, in some embodiments of the present utility model, taking the structure of the hybrid transmission 100 as an example of the form shown in fig. 1, when the vehicle is in the power split driving mode, both the first output shaft 2a and the rotating shaft 201 of the engine 200 are in a forward rotation state, so that when the engine 200 works, the engine 200 can drive the first output shaft 2a to rotate, so that the first motor 2 is in a power generation state, the electric energy output by the first motor 2 is stored in the power battery of the vehicle, the effect of supplementing the electric energy is achieved, the continuation of the journey of the vehicle is facilitated, and the engine 200 can also drive the wheels 400 to rotate, so that the effect that the engine 200 jointly drives the wheels 400 to rotate is achieved, so that the wheels 400 are in a forward rotation state, and the effect that the vehicle is in a forward rotation state can be achieved when the vehicle is in the power split driving mode.

Energy recovery mode: as shown in fig. 1 and 2, when the vehicle is in the energy recovery mode, both the first electric machine 2 and the engine 200 are turned off, the second electric machine 3 is turned on, and the output 43 is separated from the second output shaft 3a, the output 43 is separated from the housing 1, and the second power input 42 is separated from the housing 1.

In the working process of the energy recovery mode, the second motor 3 is only in an on state, but the second motor 3 does not output power, in the running process of the vehicle, the inertia of the vehicle is utilized, and the acting force output by the wheel 400 is sequentially transmitted to the second output shaft 3a along the differential mechanism 6 and the speed reduction structure 5 through the rotation of the wheel 400, so that the second output shaft 3a rotates, the effect of generating power by the second motor 3 is realized, the electric energy output by the second motor 3 is stored in the power battery of the vehicle, the effect of supplementing the electric energy is realized, and the continuous voyage mileage of the vehicle is prolonged.

In summary, according to the hybrid transmission 100 of the embodiment of the present utility model, the output end 43 is selectively connected with the second output shaft 3a in a driving manner, the output end 43 further selectively engages the housing 1 and the second power input end 42 selectively engages the housing 1, so that a vehicle employing the hybrid transmission 100 of the embodiment of the present utility model has multiple modes, such as a low-power pure electric mode, a high-power pure electric mode, a pure electric drive mode, a series drive mode, a power split parallel drive mode, a power split drive mode, and an energy recovery mode, and the like, and the effect of mutually switching the multiple modes can be achieved, so that the vehicle is suitable for different use conditions, thereby being beneficial to improving the performance of the vehicle, and the vehicle has the advantages of strong power and low energy consumption.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the hybrid transmission 100 may further include: the first engaging component 71, the first engaging component 71 is connected between the output end 43 and the second output shaft 3a, so that the output end 43 and the second output shaft 3a are selectively engaged, thereby realizing the effect that the output end 43 is selectively connected with the second output shaft 3a in a transmission manner, further being beneficial to realizing the effect that the vehicle has multiple modes, and realizing the effect that the multiple modes can be mutually switched.

In some embodiments of the present utility model, the first engagement assembly 71 may include a first inner ring body, a first outer ring body, and a first engagement body, the first inner ring body being located inside the first outer ring body in a radial direction of the first inner ring body and the first outer ring body, and the first engagement body being movably disposed between the first inner ring body and the first outer ring body.

Along the circumferential direction of the first engagement assembly 71, when the first inner ring body contacts with the first outer ring body in the process of rotating the first inner ring body relative to the first outer ring body, the first engagement body is abutted between the first inner ring body and the first outer ring body, so that the first inner ring body and the first outer ring body are relatively static, the effect that the first engagement assembly 71 is in a locking state is achieved, and when the first engagement body is separated from the first outer ring body, the first inner ring body and the first outer ring body can rotate relatively, and the effect that the first engagement assembly 71 is in an unlocking state is achieved.

In some embodiments of the present utility model, the second output shaft 3a is adapted to be fixedly connected to the first inner ring, and the first inner ring is adapted to be sleeved on the outer surface of the second output shaft 3a, and the first outer ring is adapted to be fixedly connected to the output end 43, thereby being locked and unlocked by the first engagement assembly 71, so that the output end 43 and the second output shaft 3a are selectively engaged, thereby achieving the effect that the output end 43 is selectively connected to the second output shaft 3a in a transmission manner.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the first engaging component 71 may be an overrunning clutch, and by selecting the overrunning clutch as the first engaging component 71, the effect of automatically engaging and disengaging the output end 43 and the second output shaft 3a can be achieved by using the rotation speed difference between the output end 43 and the second output shaft 3a during the rotation of the output end 43 and the second output shaft 3 a. Thus, according to the hybrid transmission 100 of the embodiment of the utility model, the first engagement assembly 71 has the advantages of simple structure, low cost, and high reliability.

It should be noted that, in some embodiments of the present utility model, the first engagement assembly 71 is taken as an overrunning clutch as an example, but the present utility model is not limited thereto, and the first engagement assembly 71 may be a controllable clutch or a sliding sleeve, wherein the control manner of the controllable clutch includes but is not limited to electric control, hydraulic control or pneumatic control, and the control manner of the sliding sleeve includes but is not limited to electric control, hydraulic control or pneumatic control.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the hybrid transmission 100 may further include: the second engaging component 72, the second engaging component 72 is connected between the output end 43 and the housing 1, so that the output end 43 and the housing 1 are selectively engaged, thereby realizing the effect that the output end 43 is selectively and fixedly connected with the housing 1, further being beneficial to realizing the effect that the vehicle has multiple modes, and realizing the effect that the multiple modes can be mutually switched.

In some embodiments of the present utility model, the second engagement assembly 72 may include a second inner ring, a second outer ring, and a second engagement body, the second inner ring being located inside the second outer ring in a radial direction of the second inner ring and the second outer ring, and the second engagement body being movably disposed between the second inner ring and the second outer ring.

Along the circumferential direction of the second engagement assembly 72, when the second inner ring body contacts with the second outer ring body in the process of rotating the second inner ring body relative to the second outer ring body, the second engagement body is abutted between the second inner ring body and the second outer ring body, so that the second inner ring body and the second outer ring body are relatively static, the effect that the second engagement assembly 72 is in a locking state is achieved, and when the second engagement body is separated from the second outer ring body, the second inner ring body and the second outer ring body can relatively rotate, and the effect that the second engagement assembly 72 is in an unlocking state is achieved.

In some embodiments of the present utility model, the output end 43 is adapted to be fixedly connected to the second inner ring body, and the second inner ring body is adapted to be sleeved on the outer surface of the output end 43, and the second outer ring body is adapted to be fixedly connected to the inner wall of the housing 1, so that the output end 43 is locked and unlocked by the second engagement assembly 72, so as to achieve the effect of being selectively fixedly connected and separated from the housing 1.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the second engaging component 72 may be a controllable one-way clutch or a bi-directional controllable one-way clutch, in some embodiments of the present utility model, the controllable one-way clutch is selected as the second engaging component 72, and only the second engaging component 72 is controlled to be in an unlocked state when in a reverse drive mode, and for other modes (a low power pure electric mode, a high power pure electric mode, a series drive mode, a parallel power split drive mode and an energy recovery mode), the second engaging component 72 according to the embodiments of the present utility model may be automatically locked as required, and no active control is required for the second engaging component 72 in other modes, and the second engaging component 72 has better reliability, and the hybrid transmission 100 according to the embodiments of the present utility model has no power transmission feel during the vehicle driving, which is beneficial to enhancing the user's feeling of being frustrated.

It should be noted that, in some embodiments of the present utility model, the second engaging component 72 is taken as an example of a controllable one-way clutch, and the control manner of the controllable one-way clutch includes, but is not limited to, an electric control manner, a hydraulic control manner, or a pneumatic control manner. However, the present utility model is not limited thereto, and the second engaging member 72 may be a bidirectional controllable one-way clutch, a brake, or a sliding sleeve, wherein the control manner of the bidirectional controllable one-way clutch includes control manners such as electric control, hydraulic control, or pneumatic control, the control manner of the brake includes control manners such as electric control, hydraulic control, or pneumatic control, the control manner of the sliding sleeve includes control manners such as electric control, hydraulic control, or pneumatic control, and the outer side of the sliding sleeve is adapted to be fixedly connected with the inner wall of the housing 1.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the hybrid transmission 100 may further include: the third coupling assembly 73, the third coupling assembly 73 is connected between the second power input end 42 and the housing 1, so that the second power input end 42 and the housing 1 are selectively coupled, thereby achieving the effect that the second power input end 42 is selectively and fixedly connected with the housing 1, further facilitating the effect that the vehicle has multiple modes, and achieving the effect that the multiple modes can be mutually switched.

In some embodiments of the present utility model, the third engagement assembly 73 may include a third inner ring body, a third outer ring body, and a third engagement body, the third inner ring body being located inside the third outer ring body in a radial direction of the third inner ring body and the third outer ring body, and the third engagement body being movably disposed between the third inner ring body and the third outer ring body.

In the circumferential direction of the third engagement assembly 73, when the third engagement body contacts the third outer ring body in the process of rotating the third inner ring body relative to the third outer ring body, the third engagement body abuts between the third inner ring body and the third outer ring body, so that the third inner ring body and the third outer ring body are relatively stationary, the effect that the third engagement assembly 73 is in the locked state is achieved, and when the third engagement body is separated from the third outer ring body, the third inner ring body and the third outer ring body can rotate relatively, and the effect that the third engagement assembly 73 is in the unlocked state is achieved.

In some embodiments of the present utility model, the second power input end 42 is adapted to be fixedly connected to the third inner ring, and the third inner ring is adapted to be sleeved on the outer surface of the second power input end 42, and the third outer ring is adapted to be fixedly connected to the inner wall of the housing 1, so that the second power input end 42 is locked and unlocked by the third engagement assembly 73, so as to achieve the effect of being selectively fixedly connected to and separated from the housing 1.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the third engagement assembly 73 may be a one-way clutch, and by selecting the one-way clutch as the third engagement assembly 73, when the vehicle is switched to the high-power pure electric mode and the pure electric reverse drive mode, the second engagement assembly 72 may be automatically switched from the unlocked state to the locked state, so as to achieve the effect of fixedly connecting the second power input end 42 with the housing 1. Therefore, the effect that the vehicle has multiple modes is realized, and the effect that the multiple modes can be mutually switched can be realized.

It should be noted that, in some embodiments of the present utility model, the third engaging component 73 is exemplified as a one-way clutch, but the present utility model is not limited thereto, and the third engaging component 73 may be a controllable one-way clutch or a two-way controllable one-way clutch or a brake or a sliding sleeve, wherein the control modes of the controllable one-way clutch and the two-way controllable one-way clutch include control modes such as electric control, hydraulic control, pneumatic control, etc., the control modes of the brake include control modes such as electric control, hydraulic control, pneumatic control, etc., the control modes of the sliding sleeve include control modes such as electric control, hydraulic control, pneumatic control, etc., and the outer side of the sliding sleeve is suitable for being fixedly connected with the inner wall of the housing 1.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the central axis of the first motor 2 and the central axis of the second motor 3 coincide, it may also be understood that the central axis of the first motor 2 is collinear with the central axis of the second motor 3 to achieve the effect of coaxially arranging the first motor 2 and the second motor 3, specifically, the first output shaft 2a of the first motor 2 is collinear with the second output shaft 3a of the second motor 3, so as to make the structure of the hybrid transmission 100 compact, which is advantageous for reducing the volume of the hybrid transmission 100 and thus for reducing the space of the vehicle for arranging the hybrid transmission 100.

In some embodiments of the present utility model, as shown in fig. 1 and fig. 2, the central axis of the planetary gear train 4 coincides with the central axis of the first motor 2, so that the first output shaft 2a of the first motor 2 coincides with the central axis of the planetary gear train 4, which is beneficial to improving transmission efficiency, reducing power loss, realizing the effect of improving the power performance of the vehicle, improving the smoothness of transmission between the first output shaft 2a and the first power input end 41, reducing the risk of power transmission frustration of the vehicle in the driving process, and improving the driving feeling of the user.

In some embodiments of the present utility model, as shown in fig. 1, the first motor 2 and the second motor 3 are located at the same side of the planetary gear train 4, and the first output shaft 2a is disposed through the second motor 3, so that the first output shaft 2a is adapted to be connected to the first power input end 41, thereby achieving the effect of driving connection between the first output shaft 2a and the first power input end 41.

In some embodiments of the utility model, as shown in fig. 1, the first motor 2 and the second motor 3 are both located on the left side of the planetary gear train 4, but the present application is not limited thereto, and the first motor 2 and the second motor 3 may be located on the right side of the planetary gear train 4, or one of the first motor 2 and the second motor 3 is located on the left side of the planetary gear train 4, and the other of the first motor 2 and the second motor 3 is located on the right side of the planetary gear train 4.

Also, as shown in fig. 1, in some embodiments of the present utility model, the first motor 2 is located at the left side of the second motor 3, and the planetary gear system 4 is located at the right side of the second motor 3, that is, the second motor 3 is located between the first motor 2 and the planetary gear system 4, and the first output shaft 2a is disposed through the second motor 3, so that the first output shaft 2a is adapted to be connected with the planetary gear system 4 disposed at the left side of the second motor 3, thereby achieving the effect of driving connection between the first output shaft 2a and the first power input end 41.

In some embodiments of the present utility model, as shown in fig. 1, the second output shaft 3a is a hollow shaft, the second output shaft 3a is sleeved on the first output shaft 2a, it is also understood that the first output shaft 2a is suitable for being arranged through the second output shaft 3a, so as to achieve the effect that the first output shaft 2a is suitable for being arranged through the second motor 3, so that the first output shaft 2a is suitable for being in driving connection with the first power input end 41, and the effect that the first output shaft 2a and the second output shaft 3a are coaxially arranged is achieved, so that the hybrid transmission 100 is compact in structure, thereby being beneficial to reduce the volume of the hybrid transmission 100, and further being beneficial to reduce the space for arranging the hybrid transmission 100 in a vehicle.

In some embodiments of the present utility model, as shown in fig. 2, the first motor 2 and the second motor 3 are respectively located at two opposite sides of the planetary gear train 4, the second power input end 42 is connected with the connecting shaft 8, the connecting shaft 8 is suitable for being in driving connection with the engine 200, the first output shaft 2a is a hollow shaft, and the first output shaft 2a is sleeved on the connecting shaft 8.

As shown in fig. 2, the second motor 3 is located at the left side of the planetary gear train 4, the first motor 2 is located at the right side of the planetary gear train 4, and the first motor 2 is located between the planetary gear train 4 and the engine 200, the connecting shaft 8 is fixedly connected with the second power input end 42, and the connecting shaft 8 is adapted to be in transmission connection with the rotating shaft 201 of the engine 200, so that the effect of transmission connection of the engine 200 with the second power input end 42 is achieved.

As shown in fig. 2, the first output shaft 2a is configured as a hollow shaft, and the first output shaft 2a is sleeved on the connecting shaft 8, it may also be understood that the connecting shaft 8 is suitable for penetrating the first output shaft 2a, so that the connecting shaft 8 is suitable for penetrating the first motor 2, thereby achieving the effect of driving connection between the connecting shaft 8 and the rotating shaft 201 of the engine 200.

In some embodiments of the present utility model, as shown in fig. 1 and 2, a flywheel disc 202 is connected between the connecting shaft 8 and the rotating shaft 201, one end of the connecting shaft 8 is fixedly connected with the second power input end 42, the other end of the connecting shaft 8 is fixedly connected with the flywheel disc 202, the rotating shaft 201 is fixedly connected with the flywheel disc 202, and the connecting shaft 8 and the rotating shaft 201 are connected between the connecting shaft 8 and the rotating shaft 201 through the flywheel disc 202, so that the effect of driving connection between the engine 200 and the second power input end 42 is achieved, and the flywheel disc 202 is connected between the connecting shaft 8 and the rotating shaft 201, so that the NVH performance (Noise, vibration, harshness) of the vehicle is improved.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the axis of the first output shaft 2a, the axis of the second output shaft 3a, and the axis of the rotating shaft 201 are coincident, thereby achieving the effect of coaxially disposing the first motor 2, the second motor 3, and the engine 200, so that the hybrid transmission 100 is compact in structure, which is advantageous for reducing the volume of the hybrid transmission 100 and thus for reducing the space of the vehicle for disposing the hybrid transmission 100.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the planetary gear train 4 may include: the sun gear 4a, the planet gears 4d, the planet carrier 4b and the gear ring 4c, the plurality of planet gears 4d are meshed between the sun gear 4a and the gear ring 4c along the circumferential direction, the planet gears 4d are rotatably arranged on the planet carrier 4b, so that the planet carrier 4b, the sun gear 4a and the gear phase can rotate relatively, the sun gear 4a is configured as a first power input end 41, the planet carrier 4b is configured as a second power input end 42, and the gear ring 4c is configured as an output end 43, thereby realizing the effect that the planet gear train 4 is used for selectively transmitting and connecting the first motor 2, the second motor 3 and the engine 200, being beneficial to realizing the effect that the vehicle has multiple modes, and realizing the effect that the multiple modes can be mutually switched.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the deceleration structure 5 may include: the differential 6 has an input gear 61 and a drive gear set 52, the drive gear set 52 being meshed between the first gear 51 and the input gear 61, the first gear 51 being fixed to the second output shaft 3a.

As shown in fig. 1, when the second output shaft 3a rotates, the second output shaft 3a drives the first gear 51 to rotate, so that the effect that the second output shaft 3a drives the speed reducing structure 5 to work is achieved. During the rotation of the first gear 51, the first gear 51 drives the transmission gear set 52 to rotate, so that the transmission gear set 52 drives the input gear 61, and the effect of transmitting the power output by the second motor 3 to the differential 6 through the reduction structure 5 is achieved.

When the vehicle is in the energy recovery mode, the inertia of the vehicle is used to sequentially transmit the power on the wheels 400 to the second output shaft 3a along the differential mechanism 6 and the speed reduction structure 5, and the second output shaft 3a rotates, so that the effect of recovering and utilizing the kinetic energy of the vehicle for the second motor 3 to generate electricity is achieved.

In some embodiments of the present utility model, as shown in fig. 1 and 2, wheels 400 on both sides of the vehicle are respectively connected to the differential 6 through half shafts 300, achieving the effect of driving connection of the wheels 400 to the differential 6. For example, during operation of the hybrid transmission 100, power output through the differential 6 may be respectively transmitted to the wheels 400 along the half shafts 300, thereby achieving an effect of rotation of the wheels 400 on both sides and thus an effect of driving the vehicle, and, since the wheels 400 on both sides are respectively in driving connection with the differential 6 through the half shafts 300, the rotational speeds between the wheels 400 on both sides may have a rotational speed difference, thereby facilitating driving of the vehicle, such as facilitating turning of the vehicle during driving.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the driving gear set 52 may further have a second gear 5a, a third gear 5b and a driving shaft 5c, where the second gear 5a and the third gear 5b are both fixedly disposed on the driving shaft 5c, the driving shaft 5c is connected between the second gear 5a and the third gear 5b, and the central axis of the second gear 5a and the central axis of the third gear 5b are all collinear with the driving shaft 5c, so as to achieve the effect of coaxially rotating the second gear 5a and the third gear 5b, which is beneficial to improving the driving efficiency of the driving gear set 52 and reducing the risk of power loss.

The second gear 5a is meshed with the first gear 51 to achieve the effect of the transmission connection of the first gear 51 and the second gear 5a, for example, when the first gear 51 rotates, the first gear 51 drives the second gear 5a to rotate, meanwhile, the second gear 5a drives the transmission shaft 5c to rotate, and drives the third gear 5b to rotate through the transmission shaft 5c, so that the effect of the transmission connection of the first gear 51 and the third gear 5b is achieved, and further the effect that power output from the first gear 51 is sequentially transmitted to the third gear 5b along the second gear 5a and the transmission shaft 5c can be achieved. The third gear 5b is meshed with the input gear 61 to achieve the effect of the transmission connection between the third gear 5b and the input gear 61, for example, when the third gear 5b rotates, the third gear 5b drives the input gear 61 to rotate, thereby achieving the effect of the transmission connection between the third gear 5b and the input gear 61, so that the power output by the first gear 51 can be transmitted to the input gear 61 through the third gear 5b, the effect of the transmission of the power output by the first gear 51 to the differential mechanism 6 is achieved, and the effect of the driving of the vehicle to rotate through the differential mechanism 6 is achieved.

According to the power assembly of the embodiment of the utility model, the power assembly comprises the engine 200 and the hybrid power transmission 100, the hybrid power transmission 100 is the hybrid power transmission 100 of the embodiment, the second power input end 42 is in transmission connection with the engine 200, the effect of transmission connection between the engine 200 and the planetary gear train 4 is achieved, so that the first motor 2 can drive the engine 200 to start, the engine 200 can drive the first motor 2 or the second motor 3 to generate electricity, and the engine 200 can drive the wheels 400 to rotate, and the effect that the vehicle has a series driving mode, a power split parallel driving mode and a power split driving mode is achieved.

According to the vehicle provided by the embodiment of the utility model, the vehicle comprises the power assembly of the embodiment, the vehicle can have a low-power pure electric mode, a high-power pure electric mode, a pure electric drive mode, a series drive mode, a power split parallel drive mode, a power split drive mode and an energy recovery mode, and the effect that multiple modes can be mutually switched can be realized, so that the vehicle is suitable for different use conditions, the performance of the vehicle is improved, and the vehicle has the advantages of strong power performance and low energy consumption.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present utility model. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Further, one skilled in the art can engage and combine the different embodiments or examples described in this specification.

While embodiments of the present utility model have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the utility model, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the utility model.

Claims (17)

1. A hybrid transmission, characterized by comprising:

a housing;

the first motor and the second motor are arranged in the shell;

the planetary gear system is arranged in the shell and is provided with a first power input end, a second power input end and an output end, the first power input end is in transmission connection with a first output shaft of the first motor, the second power input end is suitable for being in transmission connection with an engine, the output end is selectively in transmission connection with a second output shaft of the second motor, the output end is also selectively engaged with the shell, and the second power input end is selectively engaged with the shell;

the speed reducing structure is connected between the second output shaft and the differential in a transmission mode.

2. The hybrid transmission as set forth in claim 1, further comprising: a first engagement assembly connected between the output and the second output shaft to selectively engage the output and the second output shaft.

3. The hybrid transmission as set forth in claim 1, further comprising: a second engagement assembly connected between the output and the housing to selectively engage the output and the housing.

4. The hybrid transmission as set forth in claim 1, further comprising: and a third engagement assembly connected between the second power input and the housing to selectively engage the second power input and the housing.

5. The hybrid transmission of claim 2, wherein the first engagement assembly is an overrunning clutch or a controllable clutch.

6. The hybrid transmission of claim 3, wherein the second engagement assembly is a controllable one-way clutch.

7. The hybrid transmission of claim 4, wherein the third engagement assembly is a one-way clutch.

8. The hybrid transmission of claim 1, wherein a central axis of the first electric machine and a central axis of the second electric machine coincide.

9. The hybrid transmission of claim 8, wherein a central axis of the planetary gear train and a central axis of the first electric machine coincide.

10. The hybrid transmission of claim 1, wherein the first motor and the second motor are on the same side of the planetary gear train, and the first output shaft is disposed through the second motor.

11. The hybrid transmission of claim 10, wherein the second output shaft is a hollow shaft and the second output shaft is journalled in the first output shaft.

12. The hybrid transmission of claim 1, wherein the first motor and the second motor are located on opposite sides of the planetary gear train, respectively, the second power input end is connected with a connecting shaft, the connecting shaft is adapted to be in driving connection with the engine, the first output shaft is a hollow shaft, and the first output shaft is sleeved on the connecting shaft.

13. The hybrid transmission according to any one of claims 1 to 12, wherein the planetary train includes: the planetary gear is meshed between the sun gear and the gear ring, the planetary gear is rotatably arranged on the planetary carrier, the sun gear is configured to be at the first power input end, the planetary carrier is configured to be at the second power input end, and the gear ring is configured to be at the output end.

14. The hybrid transmission according to any one of claims 1 to 12, wherein the speed reducing structure includes: the differential mechanism is provided with an input gear, the transmission gear set is meshed between the first gear and the input gear, and the first gear is fixedly arranged on the second output shaft.

15. The hybrid transmission of claim 14, wherein the drive gear set has a second gear, a third gear, and a drive shaft, the second gear and the third gear are both fixedly disposed on the drive shaft, the second gear is engaged with the first gear, and the third gear is engaged with the input gear.

16. A powertrain, comprising:

an engine;

a hybrid transmission according to any one of claims 1 to 15, the second power input being drivingly connected to the engine.

17. A vehicle comprising a powertrain according to claim 16.