CN220535393U - Hybrid transmission, hybrid power system and automobile - Google Patents

Abstract

The utility model provides a hybrid transmission, a hybrid power system and an automobile, and relates to the technical field of automobile parts. The hybrid transmission comprises a first driving gear, a second driving gear, a clutch, a synchronizer, an output shaft and a plurality of setting gears correspondingly arranged on the output shaft; the plurality of setting gears comprise a first gear and a second gear; the first driving gear is meshed with the first gear, the first driving gear is used for being connected with the engine through a clutch, the first driving gear is also used for being in driving connection with a first motor, and the first motor is an electric power generation integrated machine; the second driving gear is meshed with the second gear and is used for being in driving connection with the second motor; one of the plurality of setting gears is an output gear; a synchronizer is arranged on a transmission path from the second driving gear to the output gear. The utility model can realize multiple driving modes, can adopt a double-motor driving mode when in pure electric driving, especially when in starting, has compact structure, small occupied space and low cost.

Description

Hybrid transmission, hybrid power system and automobile

Technical Field

The utility model relates to the technical field of automobile parts, in particular to a hybrid transmission, a hybrid power system and an automobile.

Background

With the development of new energy technology, the electric vehicle has gradually become a development trend, but the pure electric vehicle still has the disadvantages of short endurance mileage, inconvenient charging and the like, so the hybrid electric vehicle with the advantages of both the fuel vehicle and the pure electric vehicle is favored by some consumers. In a hybrid car, an engine and two motors are generally equipped, wherein one motor is used for generating electricity under the drive of the engine, and the other motor is used for driving the car in a shorter mileage such as urban commuting working conditions, however, because the power demand is larger when the car starts, the motor for driving the car generally needs to have relatively larger power, and the volume and weight are larger, which may affect the volume and cost of the whole car.

Disclosure of Invention

The utility model aims to solve the problem of how to meet the power requirement, compactness and low cost requirement of the hybrid electric vehicle in the related technology to a certain extent.

In order to solve at least one aspect of the above problems at least to some extent, a first aspect of the present utility model provides a hybrid transmission, including a first driving gear, a second driving gear, a clutch, a synchronizer, an output shaft, and a plurality of setting gears correspondingly disposed on the output shaft; the plurality of setting gears comprise a first gear and a second gear; the first driving gear is meshed with the first gear, the first driving gear is used for being connected with an engine through the clutch, the first driving gear is also used for being in driving connection with a first motor, and the first motor is an electric power generation integrated machine; the second driving gear is meshed with the second gear and is used for being in driving connection with a second motor; one of the plurality of setting gears is an output gear; the transmission path from the second driving gear to the output gear is provided with the synchronizer.

Optionally, the plurality of setting gears further include a third gear, the third gear is the output gear, and the third gear is fixedly disposed on the output shaft.

Optionally, the second gear is sleeved on the output shaft, and the synchronizer is arranged between the second gear and the output shaft.

Optionally, the first gear is sleeved on the output shaft, and the synchronizer is arranged between the first gear and the output shaft;

and/or, along the axial direction of the output shaft, the third gear is positioned between the first gear and the second gear;

and/or the pitch diameter of the third gear is smaller than the pitch diameters of the first gear and the second gear, and the number of teeth of the third gear is smaller than the number of teeth of the first gear and the second gear.

Optionally, the first gear is the output gear; the output gear is sleeved on the output shaft, and the synchronizer is arranged between the output gear and the output shaft.

Optionally, the second gear is fixedly arranged on the output shaft.

Optionally, the hybrid transmission further includes a first shaft and a fourth gear, the clutch is disposed between the first shaft and an engine output shaft of the engine, the first driving gear is sleeved on the first shaft, the synchronizer is disposed between the first driving gear and the first shaft, the fourth gear is sleeved on the first shaft, the synchronizer is disposed between the fourth gear and the first shaft, and the fourth gear is meshed with the second gear.

Optionally, the hybrid transmission further includes a third driving gear meshed with the first driving gear, and the third driving gear is coaxially disposed with the first motor output shaft of the first motor and connected with the first motor output shaft;

and/or the second driving gear is coaxially arranged with a second motor output shaft of the second motor and is connected with the second motor output shaft;

and/or the output gear is used for being meshed with a differential gear ring of the differential.

In a second aspect, the present utility model provides a hybrid power system, which is characterized by comprising an engine, a first motor, a second motor and the hybrid transmission according to the first aspect, wherein a first driving gear of the hybrid transmission is connected with the engine through a clutch, the first driving gear is in driving connection with the first motor, and a second driving gear of the hybrid transmission is in driving connection with the second motor.

In a third aspect, the utility model provides an automobile comprising a hybrid powertrain as described in the second aspect above.

In the hybrid transmission, the hybrid power system and the automobile according to the present utility model, the second driving gear is provided in driving connection with the second motor, the second driving gear is meshed with the second gear of the plurality of setting gears provided on the output shaft, one of the plurality of setting gears is an output gear for connection with, for example, a differential, a synchronizer is provided on a transmission path (hereinafter referred to as a second transmission path) from the second driving gear to the output gear, specifically, on a transmission path from the second driving gear to the output gear, a synchronizer is provided between at least one gear and a mounting shaft corresponding to the gear, and when the synchronizer is in a coupled state, an output torque of the second motor can be transmitted to the output gear via the transmission path (i.e., the second transmission path), and is connected with, for example, a differential ring gear of the differential, thereby achieving torque output when the second motor is in a prime mover, and when the synchronizer is in an uncoupled state, power transmission between the second driving gear and the output gear is uncoupled from each other; the first driving gear is meshed with a first gear in a plurality of setting gears arranged on the output shaft, at the moment, the first driving gear and the first gear are positioned on a transmission path from the first driving gear to the output gear (namely a first transmission path), the first driving gear is arranged to be in driving connection with a first motor and can be connected with an engine through a clutch, so that various driving modes are realized through different combinations of the combination or disconnection of the clutch and the combination or disconnection of a synchronizer, for example, the driving mode comprises at least an engine direct driving mode, a second motor single driving mode, a double motor driving mode and an engine power generation mode; in the direct drive mode of the engine, a synchronizer on the second transmission path is disconnected, a clutch is combined, and the torque of the engine is output through the first transmission path; in the single driving mode of the second motor, a synchronizer on the second transmission path is combined, a clutch is disconnected, the first motor does not work, and the torque of the second motor is output through the second transmission path; in a double-motor driving mode, the clutch is disconnected, the first motor and the second motor work, the torque of the first motor is output through a first transmission path, and the torque of the second motor is output through a second transmission path; in the engine power generation mode, the synchronizer on the second transmission path is disconnected, the second motor does not work, the clutch is combined, and the engine drives the first motor to generate power. The utility model can realize multiple driving modes, can select and use the suitable driving mode according to the actual driving requirement, for example, can adopt the double-motor driving mode when the pure electric drive is especially started, thus the output gear can obtain larger output torque, thus the size requirement of the second motor can be reduced, the structure of the hybrid transmission is compact, the occupied space is small, and the cost is low.

Drawings

FIG. 1 is a schematic diagram of a hybrid transmission according to an embodiment of the present utility model;

FIG. 2 is a schematic perspective view of a hybrid transmission according to an embodiment of the present utility model;

FIG. 3 is a schematic diagram of torque transmission paths of a hybrid transmission in an engine direct-drive mode according to an aspect of the present utility model;

FIG. 4 is a schematic diagram of torque transfer paths of a hybrid transmission in a first electric machine single drive mode according to an aspect of the present utility model;

FIG. 5 is a schematic diagram of torque transfer paths of the hybrid transmission of the first aspect of the present utility model in a second electric machine single drive mode;

FIG. 6 is a schematic diagram of torque transfer paths of a hybrid transmission in a dual motor drive mode in accordance with an aspect of the present utility model;

FIG. 7 is a schematic diagram of torque transfer paths for a hybrid transmission in a park engine power generation mode in accordance with an aspect of the present utility model;

FIG. 8 is a schematic diagram of torque transfer paths of a hybrid transmission in a first electric machine start engine mode according to an aspect of the present utility model;

FIG. 9 is a schematic diagram of torque transfer paths for a hybrid transmission in an engine-out and second motor drive mode in accordance with an aspect of the present utility model;

FIG. 10 is a schematic illustration of torque transfer paths of a hybrid transmission in an engine and second electric machine dual drive mode in accordance with an aspect of the present utility model;

fig. 11 is a schematic structural diagram of a hybrid transmission according to a second embodiment of the present utility model.

Reference numerals illustrate:

110-a first drive gear; 120-a second drive gear; 130-a third drive gear; 140-setting a gear; 141-a first gear; 142-a second gear; 143-a third gear; 150-clutch; 160-synchronizer; 161-a first synchronizer; 162-a second synchronizer; 163-third synchronizer; 164-a fourth synchronizer; 170-an output shaft; 180-a first axis; 190-fourth gear; 210-an engine; 211-an engine output shaft; 220-a first motor; 221-a first motor output shaft; 230-a second motor; 231-a second motor output shaft; 240-differential; 241-differential ring gear.

Detailed Description

In order that the above objects, features and advantages of the utility model will be readily understood, a more particular description of the utility model will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings.

In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be directly connected or indirectly connected through an intermediate medium. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.

In the description of the present specification, descriptions of the terms "embodiment," "one embodiment," "some embodiments," "illustratively," and "one embodiment" and the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or embodiment is included in at least one embodiment or implementation of the present utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same examples or implementations. Furthermore, the particular features, structures, materials, or characteristics may be combined in any suitable manner in any one or more embodiments or implementations.

The terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. As such, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature.

As shown in fig. 1, 2 and 11, the hybrid transmission provided by the embodiment of the utility model includes a first driving gear 110, a second driving gear 120, a clutch 150, a synchronizer 160, an output shaft 170 and a plurality of setting gears 140 correspondingly arranged on the output shaft 170; the plurality of setting gears 140 includes a first gear 141 and a second gear 142; the first driving gear 110 is meshed with the first gear 141, the first driving gear 110 is used for being connected with the engine 210 through the clutch 150, the first driving gear 110 is also used for being in driving connection with the first motor 220, and the first motor 220 is an electric power generation integrated machine; the second driving gear 120 is meshed with the second gear 142, and the second driving gear 120 is used for being in driving connection with the second motor 230; one of the plurality of setting gears 140 is an output gear; a synchronizer 160 is provided on the transmission path from the second drive gear 120 to the output gear.

Here, it should be understood that the manner in which the setting gear 140 is provided to the output shaft 170 is not limited to a fixed connection, and may be connected by, for example, the synchronizer 160.

In the following embodiments of the present utility model, the description will be given taking, as an example, the engagement of the output gear with the transmission ring gear of the transmission, but it is to be understood that the hybrid transmission is not limited to this and is not limited to use in automobiles without violating the design concept of the present utility model. The output gear is one of the plurality of setting gears 140 for connection with the differential gear 240, and may be the first gear 141, the second gear 142, or the third gear 143 described above, which will be described later in connection with the specific embodiment, without violating the design concept of the present utility model.

It should be understood by those skilled in the art that the transmission path from the second driving gear 120 to the output gear is provided with a synchronizer 160, the synchronizer 160 is disposed between one gear and the corresponding mounting shaft of the gear on the transmission path from the first driving gear 110 to the output gear, the gear is sleeved on the mounting shaft, the connection or disconnection of the gear and the corresponding mounting shaft is achieved through the connection or disconnection of two parts of the synchronizer 160, when the connection of the gear and the corresponding mounting shaft is achieved through the synchronizer 160, the gear and the mounting shaft synchronously rotate, when the disconnection of the gear and the corresponding mounting shaft is achieved through the synchronizer 160, no power transmission exists between the two gears, so that the power transmission from the second gear 142 to the output gear is cut off, that is, at the moment, the second motor 230 does not drive the output gear to rotate.

In this way, the second driving gear 120 is disposed in driving connection with the second motor 230, the second driving gear 120 is meshed with the second gear 142 of the plurality of setting gears 140 disposed on the output shaft 170, one of the plurality of setting gears 140 is an output gear for connection with the differential 240, a transmission path (hereinafter referred to as a second transmission path) from the second driving gear 120 to the output gear is provided with a synchronizer 160, specifically, a transmission path from the second driving gear 120 to the output gear is provided with a synchronizer 160 between at least one gear and a mounting shaft corresponding to the gear, when the synchronizer 160 is in a combined state, an output torque of the second motor 230 can be transmitted to the output gear via the transmission path (i.e., the second transmission path), and is connected with a gear ring of the differential 240 via the output gear, for example, so as to realize a torque output when the second motor 230 is used as a driving member, and when the synchronizer 160 is in a disconnected state, power transmission between the second driving gear 120 and the output gear is disconnected from each other; the first driving gear 110 is meshed with the first gear 141 of the plurality of setting gears 140 disposed on the output shaft 170, at this time, the first driving gear 110 and the first gear 141 are located on a transmission path from the first driving gear 110 to the output gear (hereinafter referred to as a first transmission path), the first driving gear 110 is disposed in driving connection with the first motor 220 and can be connected with the engine 210 through the clutch 150, so that various driving modes are implemented through different combinations of the coupling or decoupling of the clutch 150 and the coupling or decoupling of the synchronizer 160, for example, at least a direct driving mode of the engine 210, a single driving mode of the second motor 230, a dual-motor driving mode, and a power generation mode of the engine 210; in the direct drive mode of the engine 210, the synchronizer 160 on the second transmission path is disengaged, the clutch 150 is engaged, and the torque of the engine 210 is output through the first transmission path; in the single driving mode of the second motor 230, the synchronizer 160 on the second transmission path is engaged, the clutch 150 is disconnected, the first motor 220 is not operated, and the torque of the second motor 230 is output through the second transmission path; in the dual motor driving mode, the clutch 150 is disconnected, the first motor 220 and the second motor 230 are both operated, the torque of the first motor 220 is output through a first transmission path, and the torque of the second motor 230 is output through a second transmission path; in the power generation mode of the engine 210, the synchronizer 160 on the second transmission path is disconnected, the second motor 230 does not work, the clutch 150 is combined, and the engine 210 drives the first motor 220 to generate power. The utility model can realize multiple driving modes, can select and use the suitable driving mode according to the actual driving requirement, for example, can adopt the double-motor driving mode when the pure electric drive is especially started, thus the output gear can obtain larger output torque, thus the size requirement of the second motor 230 can be reduced, the structure of the hybrid transmission is compact, the occupied space is small, the cost is low, in addition, the engine 210 and the first motor 220 share the first transmission path to transmit torque to the output gear, the space occupation of the hybrid transmission can be reduced, the cost is reduced, the structure is simple, and the practicability is strong.

It should be appreciated that the synchronizer 160 may also be provided on the first transmission path, as will be described in an exemplary manner.

As shown in fig. 1 and 11, the hybrid transmission further includes a third driving gear 130, the third driving gear 130 is meshed with the first driving gear 110, and the third driving gear 130 is configured to be connected to a first motor output shaft 221 of the first motor 220.

At this time, the first motor output shaft 221 is parallel to the engine output shaft 211, the pitch diameter of the first driving gear 110 may be set to be larger than that of the third driving gear 130, and the number of teeth of the first driving gear 110 may be larger than that of the third driving gear 130, thereby achieving a reduction and an increase in torque when the first motor 220 outputs torque, and a reduction and an increase in torque when the first motor 220 is used as a generator.

In this way, the transmission path from the first motor 220 to the first driving gear 110 is shorter, and the position arrangement of the first motor 220 is facilitated, and the transmission ratio between the third driving gear 130 and the first driving gear 110 can be configured as required, so that the corresponding requirements are met, the structure is simple, and the practicability is strong.

As shown in fig. 1 and 11, the second driving gear 120 is optionally disposed coaxially with the second motor output shaft 231 of the second motor 230 and connected with the second motor output shaft 231.

At this time, the second motor output shaft 231, the output shaft 170, the engine output shaft 211 and the first motor output shaft 221 are all parallel, so that the positions of the second motor output shaft 231, the output shaft 170, the engine output shaft 211 and the first motor output shaft 221 can be conveniently arranged, and the transmission ratio between the second driving gear 120 and the second gear 142 can be set as required, for example, the reduction transmission can be set between the second driving gear 120 and the second gear 142.

As shown in fig. 1, the plurality of setting gears 140 further includes a third gear 143, the third gear 143 is an output gear, and the third gear 143 is fixedly disposed on the output shaft 170.

It should be understood that the third gear 143 is a set gear 140 other than the first gear 141 and the second gear 142 among the plurality of set gears 140.

Thus, the position of the third gear 143 and the number of teeth of the third gear 143 can be arranged according to the requirement, so as to meet the corresponding use requirement.

As shown in fig. 1, optionally, the second gear 142 is sleeved on the output shaft 170, and a synchronizer 160 is disposed between the second gear 142 and the output shaft 170.

Specifically, the synchronizer 160 is defined as a second synchronizer 162, and it should be understood that the second gear 142 may be coupled to the output shaft 170 through a bearing, and the second gear 142 may rotate relative to the output shaft 170.

As such, when the second synchronizer 162 is engaged, the power of the second motor 230 may be transferred to the output gear via the second driving gear 120, the second gear 142, and the output shaft 170, and then output.

As shown in fig. 1, optionally, the third gear 143 is located between the first gear 141 and the second gear 142 in the axial direction of the output shaft 170.

At this time, the first gear 141 and the second gear 142 are not excessively long in the axial direction of the output shaft 170 and the interval between the third gear 143, so that the force transmission performance of the output shaft 170 is affected, the force transmission stability is high, and the practicability is strong.

Alternatively, as shown in fig. 1, the pitch diameter of the third gear 143 is smaller than the pitch diameters of the first gear 141 and the second gear 142, and the number of teeth of the third gear 143 is smaller than the number of teeth of the first gear 141 and the second gear 142.

So, can realize the speed reduction to a certain extent when third gear 143 exports and increase and turn round, improve the speed reduction ratio, simple structure, the practicality is strong.

As shown in fig. 1, optionally, the first gear 141 is sleeved on the output shaft 170, and a synchronizer 160 is disposed between the first gear 141 and the output shaft 170.

Specifically, when the synchronizer 160 is used as the first synchronizer 161, the first gear 141 is connected to the output shaft 170, the first transmission path (the first driving gear 110, the first gear 141, the output shaft 170, and the third gear 143) is in a transmissible state, and when the first synchronizer 161 is disconnected, the first gear 141 is disconnected from the output shaft 170, and the first transmission path is in a non-transmissible state.

In this way, the connection or disconnection of the first gear 141 and the output shaft 170 may be realized by the connection or disconnection of the first synchronizer 161, so that the controllability of the hybrid transmission may be further improved, and in some driving modes, the energy loss may be reduced, for example, in the single driving mode of the second motor 230, the first synchronizer 161 may be disconnected, so that the rotation of the conveying shaft is avoided, and the first gear 141, the first driving gear 110, the third driving gear 130, etc. are driven to rotate, thereby causing the energy loss.

The scheme shown in fig. 1 is a scheme one, and one scheme one may select the driving modes in the following table 1 according to the need.

As shown in fig. 3, in the direct drive mode of the engine 210, the clutch 150 is engaged, the first synchronizer 161 is engaged, and the second synchronizer 162 is disengaged. The torque transmission path is as follows: engine 210, engine output shaft 211, clutch 150, first drive gear 110, first gear 141, first synchronizer 161, output shaft 170, third gear 143 (i.e., output gear), differential 240 (differential ring gear 241). At this time, the second motor 230 is not operated, and the third driving gear 130 and the first motor 220 are idle.

Table 1 drive pattern table in scheme one

Drive mode	Clutch 150	First synchronizer 161	Second synchronizer 162
				Engine 210 direct drive	Bonding of	Bonding of	Disconnecting
First motor 220 single drive	Disconnecting	Bonding of	Disconnecting
				Second motor 230 single drive	Disconnecting	Disconnecting	Bonding of
Dual motor drive	Disconnecting	Bonding of	Bonding of
				Park engine 210 generates electricity	Bonding of	Disconnecting	Disconnecting
The engine 210 generates power and the second motor 230 drives	Bonding of	Disconnecting	Bonding of
				Engine 210 and second electric machine 230 dual drive	Bonding of	Bonding of	Bonding of

As shown in fig. 4, in the single drive mode of the first motor 220, the clutch 150 is disengaged, the first synchronizer 161 is engaged, and the second synchronizer 162 is disengaged. The torque transmission path is as follows: first motor 220→first motor output shaft 221→third drive gear 130→first drive gear 110→first gear 141→first synchronizer 161→output shaft 170→third gear 143 (i.e., output gear) →differential 240 (differential ring gear 241). At this time, the engine 210 and the second motor 230 are not operated.

As shown in fig. 5, in the single drive mode of the second motor 230, the clutch 150 is disconnected, the first synchronizer 161 is disconnected, and the second synchronizer 162 is engaged. The torque transmission path is as follows: second motor 230→second motor output shaft 231→second drive gear 120→second gear 142→second synchronizer 162→output shaft 170→third gear 143 (i.e., output gear) →differential 240 (differential ring gear 241). At this time, the engine 210 and the first motor 220 are not operated.

As shown in fig. 6, in the two-motor drive mode, the clutch 150 is disengaged, the first synchronizer 161 is engaged, and the second synchronizer 162 is engaged. The torque transmission path is divided into two paths, wherein one path is as follows: first motor 220→first motor output shaft 221→third drive gear 130→first drive gear 110→first gear 141→first synchronizer 161→output shaft 170→third gear 143 (i.e., output gear) →differential 240 (differential ring gear 241); the other path is as follows: second motor 230→second motor output shaft 231→second drive gear 120→second gear 142→second synchronizer 162→output shaft 170→third gear 143 (i.e., output gear) →differential 240 (differential ring gear 241).

As shown in fig. 7, in the power generation mode of the parking engine 210, the clutch 150 is engaged, the first synchronizer 161 is disengaged, and the second synchronizer 162 is disengaged. The torque transmission path is as follows: engine 210, engine output shaft 211, clutch 150, first drive gear 110, third drive gear 130, first motor output shaft 221, first motor 220.

As shown in fig. 8, when the first motor 220 starts the engine 210 mode, the clutch 150 is engaged, the first synchronizer 161 is disengaged, and the second synchronizer 162 is disengaged. The torque transmission path is as follows: first electric machine 220→first electric machine output shaft 221→third drive gear 130→first drive gear 110→clutch 150→engine output shaft 211→engine 210. It will be appreciated by those skilled in the art that the engine output shaft 211 is used for both power input and power output.

As shown in fig. 9, when the engine 210 generates power and the second motor 230 drives the mode, the clutch 150 is engaged, the first synchronizer 161 is disengaged, and the second synchronizer 162 is engaged. The torque transmission path is divided into two paths, wherein one path is as follows: engine 210, engine output shaft 211, clutch 150, first drive gear 110, third drive gear 130, first motor output shaft 221, first motor 220; the other path is as follows: second motor 230→second motor output shaft 231→second drive gear 120→second gear 142→second synchronizer 162→output shaft 170→third gear 143 (i.e., output gear) →differential 240 (differential ring gear 241).

As shown in fig. 10, in the dual drive mode of the engine 210 and the second motor 230, the clutch 150 is engaged, the first synchronizer 161 is engaged, and the second synchronizer 162 is engaged. The torque transmission path is divided into two paths: engine 210→engine output shaft 211→clutch 150→first drive gear 110→first gear 141→first synchronizer 161→output shaft 170→third gear 143 (i.e., output gear) →differential 240 (differential ring gear 241); the other path is as follows: second motor 230→second motor output shaft 231→second drive gear 120→second gear 142→second synchronizer 162→output shaft 170→third gear 143 (i.e., output gear) →differential 240 (differential ring gear 241).

It should be understood that table 1 above only shows a few common driving modes, and other driving may be used if necessary, for example, the engine 210 and the first motor 220 are driven in two, the engine 210, the first motor 220 and the third motor are driven in three, and the like, which may be formulated according to actual needs.

As shown in fig. 11, unlike the above-mentioned setting gear 140 including the third gear 143, the third gear 143 is an output gear scheme, and in the alternative of the present utility model, the first gear 141 is an output gear; the output gear is sleeved on the output shaft 170, and a synchronizer 160 is arranged between the output gear and the output shaft 170.

In this case, when the synchronizer 160 is used as the first synchronizer 161, and the first synchronizer 161 is engaged, the torque of the output shaft 170 can be transmitted to the first gear 141, and the second motor 230 can be used as a driving member.

In this alternative, as shown in fig. 11, the second gear 142 is fixedly disposed on the output shaft 170.

Of course, it should be understood that, at this time, the second gear 142 may also be sleeved on the output shaft 170, and the synchronizer 160 is disposed between the second gear 142 and the output shaft 170. At this time, the synchronizer 160 has a certain redundancy, which will not be described in detail herein.

In the above embodiment, as shown in fig. 11, optionally, the hybrid transmission further includes a first shaft 180 and a fourth gear 190, the clutch 150 is disposed between the first shaft 180 and the engine output shaft 211 of the engine 210, the first driving gear 110 is sleeved on the first shaft 180, the synchronizer 160 (i.e., the third synchronizer 163 in fig. 11) is disposed between the first driving gear 110 and the first shaft 180, the fourth gear 190 is sleeved on the first shaft 180, the synchronizer 160 (i.e., the fourth synchronizer 164 in fig. 11) is disposed between the fourth gear 190 and the first shaft 180, and the fourth gear 190 is meshed with the second gear 142.

At this time, taking the second embodiment shown in fig. 11 as an example, the first shaft 180, the first driving gear 110 and the first gear 141 are meshed to form a first transmission path, the second driving gear 120, the second gear 142, the output shaft 170, the first synchronizer 161 and the first gear 141 form a second transmission path, and the first shaft 180, the fourth synchronizer 164, the fourth gear 190, the second gear 142, the first synchronizer 161 and the first gear 141 form a third transmission path.

At this time, the engine 210 may have two gears when driving the first gear 141, and the first gear is transmitted through the first transmission path, and at this time, the clutch 150 is engaged, the third synchronizer 163 is engaged, the fourth synchronizer 164 is disengaged, the first synchronizer 161 is engaged, and the second gear is engaged, the clutch 150 is engaged, the third synchronizer 163 is disengaged, the fourth synchronizer 164 is engaged, and the first synchronizer 161 is engaged.

As such, the engine 210 may be selectively coupled to torque transfer via different transmission paths as may be desired for driving.

It should be appreciated that this scheme of providing the first shaft 180 and the fourth gear 190 is equally applicable to scheme one described above and will not be described in detail herein.

Table 2 drive pattern table in scheme two

With the scheme shown in fig. 11 as scheme two, the driving modes in table 2 can be selected as required. It should be appreciated that table 2 only schematically lists several drive modes, but is not limited thereto, e.g., engine 210 may generate electricity and drive directly when necessary, and will not be described in detail herein.

Yet another embodiment of the present utility model provides a hybrid powertrain system including an engine 210, a first motor 220, a second motor 230, and the hybrid transmission of the above embodiment, wherein a first driving gear 110 of the hybrid transmission is connected with the engine 210 through a clutch 150, and the first driving gear 110 is in driving connection with the first motor 220, and a second driving gear 120 of the hybrid transmission is in driving connection with the second motor 230.

Optionally, the hybrid powertrain further includes a differential 240, with an output gear of the hybrid transmission connected with a differential ring gear 241 of the differential 240.

A further embodiment of the present utility model provides an automobile comprising the hybrid powertrain of the above embodiment.

The automobile and the hybrid power system have all the beneficial effects of the hybrid transmission.

Although the utility model is disclosed above, the scope of the utility model is not limited thereto. Various changes and modifications may be made by one skilled in the art without departing from the spirit and scope of the utility model, and such changes and modifications would fall within the scope of the utility model.

Claims (10)

1. A hybrid transmission, comprising a first drive gear (110), a second drive gear (120), a clutch (150), a synchronizer (160), an output shaft (170), and a plurality of setting gears (140) correspondingly arranged on the output shaft (170); the plurality of setting gears (140) comprises a first gear (141) and a second gear (142); the first driving gear (110) is meshed with the first gear (141), the first driving gear (110) is used for being connected with an engine (210) through the clutch (150), the first driving gear (110) is also used for being in driving connection with a first motor (220), and the first motor (220) is an integrated electric power generation machine; the second driving gear (120) is meshed with the second gear (142), and the second driving gear (120) is used for being in driving connection with a second motor (230); one of the plurality of setting gears (140) is an output gear; the transmission path from the second driving gear (120) to the output gear is provided with the synchronizer (160).

2. The hybrid transmission according to claim 1, wherein a third gear (143) is further included in the plurality of setting gears (140), the third gear (143) being the output gear, and the third gear (143) being fixedly disposed on the output shaft (170).

3. The hybrid transmission according to claim 2, wherein the second gear (142) is sleeved on the output shaft (170), and the synchronizer (160) is disposed between the second gear (142) and the output shaft (170).

4. The hybrid transmission according to claim 2, wherein the first gear (141) is sleeved on the output shaft (170), and the synchronizer (160) is disposed between the first gear (141) and the output shaft (170);

and/or, along the axial direction of the output shaft (170), the third gear (143) is located between the first gear (141) and the second gear (142);

and/or, the pitch diameter of the third gear (143) is smaller than the pitch diameters of the first gear (141) and the second gear (142), and the number of teeth of the third gear (143) is smaller than the number of teeth of the first gear (141) and the second gear (142).

5. A hybrid transmission as claimed in claim 1, characterized in that the first gear (141) is the output gear; the output gear is sleeved on the output shaft (170), and the synchronizer (160) is arranged between the output gear and the output shaft (170).

6. The hybrid transmission as recited in claim 5, characterized in that the second gear (142) is fixedly disposed on the output shaft (170).

7. The hybrid transmission according to any one of claims 1 to 6, further comprising a first shaft (180) and a fourth gear (190), wherein the clutch (150) is disposed between the first shaft (180) and an engine output shaft (211) of the engine (210), the first driving gear (110) is sleeved on the first shaft (180), the synchronizer (160) is disposed between the first driving gear (110) and the first shaft (180), the fourth gear (190) is sleeved on the first shaft (180), the synchronizer (160) is disposed between the fourth gear (190) and the first shaft (180), and the fourth gear (190) is meshed with the second gear (142).

8. The hybrid transmission according to any one of claims 1 to 6, further comprising a third drive gear (130), the third drive gear (130) being in mesh with the first drive gear (110), the third drive gear (130) being coaxially arranged with a first motor output shaft (221) of the first motor (220) and being connected to the first motor output shaft (221);

and/or, the second driving gear (120) is coaxially arranged with a second motor output shaft (231) of the second motor (230) and is connected with the second motor output shaft (231);

and/or the output gear is for meshing with a differential ring gear (241) of a differential (240).

9. A hybrid powertrain system comprising an engine (210), a first electric machine (220), a second electric machine (230) and a hybrid transmission according to any one of claims 1 to 8, wherein a first drive gear (110) of the hybrid transmission is connected to the engine (210) via a clutch (150), and wherein the first drive gear (110) is in driving connection with the first electric machine (220), and wherein a second drive gear (120) of the hybrid transmission is in driving connection with the second electric machine (230).

10. An automobile comprising the hybrid powertrain of claim 9.