WO2021102684A1 - 一种新型混合动力变速器 - Google Patents

一种新型混合动力变速器 Download PDF

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Publication number
WO2021102684A1
WO2021102684A1 PCT/CN2019/120965 CN2019120965W WO2021102684A1 WO 2021102684 A1 WO2021102684 A1 WO 2021102684A1 CN 2019120965 W CN2019120965 W CN 2019120965W WO 2021102684 A1 WO2021102684 A1 WO 2021102684A1
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Prior art keywords
gear
motor
power
engine
transmission shaft
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PCT/CN2019/120965
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English (en)
French (fr)
Inventor
张献峰
王蕴智
陈泽坚
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苏州格特钠汽车技术有限公司
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Publication of WO2021102684A1 publication Critical patent/WO2021102684A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio

Definitions

  • the invention relates to the field of transmission manufacturing, in particular to a new type of hybrid transmission.
  • Hybrid power system has become a feasible technical solution to solve the energy consumption and environmental pollution of automobiles at this stage, and its core power transmission device has become the focus of research and development of various companies.
  • most of the hybrid power solutions use multiple single planetary rows in series or parallel hybrid power solutions, but the fuel saving efficiency is limited. Therefore, the development of a transmission device with higher fuel-saving efficiency and more suitable for hybrid vehicles has become an urgent problem to be solved.
  • the Chinese patent application number CN 201110405238 discloses a variable ratio power split hybrid transmission.
  • the patent uses a single planetary row and a series of parallel shaft gears to mesh, different power split modes can be achieved, but the design scheme has a mechanism The shortcomings of complex structure, high manufacturing cost, greater control difficulty, and low reliability.
  • the present invention provides a new type of hybrid transmission, which solves the problems of complicated structure, low reliability and low efficiency of existing mounted transmissions.
  • a new type of hybrid power transmission including a housing, a power source, a single planetary gear mechanism, a differential, a variable speed transmission mechanism, a braking device and a first synchronizer.
  • the power source has: an engine, a first motor, and a second motor.
  • the engine can transmit power to a single planetary gear mechanism.
  • Both the first motor and the second motor are configured to have electric and/or power generation functions and can input or output power.
  • the first motor can transmit power to the single planetary gear mechanism
  • the second motor can transmit power to the variable speed transmission mechanism.
  • the single planetary gear mechanism is configured to have a differential or variable speed function, and can transmit the engine power and/or the power of the first motor to the variable speed transmission mechanism after the differential speed or the variable speed.
  • a variable speed transmission mechanism is configured to have a variable speed function and can transmit the power of the single planetary gear mechanism to the differential at a predetermined speed ratio.
  • the braking device is configured to have the function of transmitting power in at least one direction.
  • the first synchronizer is configured as a device capable of selectively keeping the connected components rotating at the same speed or keeping the stopped state.
  • the braking device is a brake capable of selectively decelerating or stopping the connected moving parts or maintaining a stopped state.
  • the braking device is a one-way clutch with a one-way power transmission function.
  • a first transmission shaft is provided between the engine and the single planetary row mechanism, and a second transmission shaft is provided between the first motor and the single planetary row mechanism.
  • the first motor is equipped with a first rotor shaft, and the first motor outputs or inputs power through the first rotor shaft;
  • the second motor is equipped with a second rotor shaft, and the second motor passes through the second rotor shaft Output power or input power.
  • the single planetary row mechanism has a first sun gear, a first ring gear, a first planet carrier, and a first planet gear, the first planet gear is held on the first planet carrier, and the first planet The wheel meshes with the first sun gear, and the first planet gear meshes with the first ring gear.
  • the speed change transmission mechanism includes a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a sixth gear, a seventh gear, a third transmission shaft, a fourth transmission shaft, and a fifth transmission. axis.
  • the first gear, the second gear and the first planet carrier are coaxially connected to form a third transmission shaft.
  • the third gear is coaxially connected with the first synchronizer to form a fifth transmission shaft.
  • the seventh gear is coaxially connected with the second rotor shaft to form a fourth transmission shaft.
  • the first gear and the third gear mesh with each other.
  • the second gear and the fourth gear mesh with each other.
  • the first transmission shaft transmits the engine power to the first ring gear; the first sun gear and the first rotor shaft are coaxially connected to form a second transmission shaft; the braking device is arranged in the first transmission Between the shaft and the housing; one end of the first synchronizer is connected to the third gear, and the other end of the first synchronizer is connected to the fifth gear; the third gear is coaxially sleeved The fifth transmission shaft; the fifth gear is coaxially sleeved on the fifth transmission shaft; the second transmission shaft and the third transmission shaft are coaxially arranged with the first transmission shaft, and the first transmission shaft The four transmission shafts and the fifth transmission shaft are arranged non-coaxially with the first transmission shaft; the second transmission shaft passes through the third transmission shaft coaxially.
  • the first motor and the second motor are all arranged on the side away from the engine, and the braking device, the fifth gear, the sixth gear, and the differential are all arranged on the side close to the engine, so The third gear and the first gear are all arranged on the side away from the engine relative to the fifth gear, and the second gear, the fourth gear and the seventh gear are all arranged on the side away from the engine relative to the third gear.
  • first motor and the second motor are both connected to a power battery.
  • first motor and/or the second motor are used as a generator to charge the power battery or used as a motor in the power battery. Of electrical energy.
  • the above-mentioned new hybrid transmission realizes different driving modes through different connection methods, including:
  • Pure electric drive mode 1 The first synchronizer is engaged with the fourth gear, and is driven by the second motor alone or jointly by the first motor and the second motor, and the engine is in a stopped state;
  • Pure electric drive mode 2 The first synchronizer is engaged with the third gear, and is driven by the second motor alone or jointly by the first motor and the second motor, and the engine is in a stopped state;
  • Hybrid drive mode 1 The first synchronizer is engaged with the fourth gear and is driven by the engine, the first motor and the second motor. In this mode, the output power of the engine is split by the single planetary gear mechanism at the input end , The first motor is used as a generator or a motor to adjust the operating point of the engine, and the second motor is used as a motor to adjust the operating point of the engine;
  • Hybrid drive mode 2 The first synchronizer is engaged with the third gear, and is driven by the engine, the first motor, and the second motor. In this mode, the output power of the engine is divided by the single planetary gear mechanism at the input end , The first motor is used as a generator or a motor to adjust the operating point of the engine, and the second motor is used as a motor to adjust the operating point of the engine;
  • Braking energy recovery mode 1 When the vehicle is braking, the first synchronizer is engaged with the fourth gear, and the wheels drive the vehicle in reverse to drive the second motor to charge the power battery to recover the vehicle under braking ’S kinetic energy;
  • Braking energy recovery mode 2 When the vehicle is braking, the first synchronizer is engaged with the third gear, and the wheels drive the vehicle in the reverse direction to drive the second motor to charge the power battery to recover the vehicle under braking ’S kinetic energy;
  • Parking charging mode When the vehicle is in the parking brake state, the first synchronizer is engaged with the fourth gear, or the first synchronizer is engaged with the third gear, and the engine drives the first motor to the power battery Charge it.
  • the above-mentioned new hybrid transmission further includes: a parking mechanism, which is used to realize the parking function of the new hybrid transmission; a mechanical pump, which is used to provide hydraulic oil for the new hybrid transmission; and electric A pump, the electric pump is configured to be driven by an oil pump motor and to provide hydraulic oil for the new hybrid transmission; and a controller configured to control the ECU of the engine and/or the first motor and/or the Mentioned second motor.
  • the present invention integrates two motors, a differential and a variable speed transmission mechanism, etc., and realizes the mode switching function of the transmission by controlling the power source through the controller.
  • the structure is simple: the number of parts of the present invention is small, which is beneficial to reduce the cost of mechanical manufacturing, further reduce the volume and weight of the transmission, and due to the simple structure, its overall reliability is high.
  • the present invention contains pure electric drive mode, hybrid drive mode, braking energy recovery mode and parking power generation mode. Different modes can fully meet the requirements of hybrid vehicles under different driving conditions. Power demand, and can flexibly adjust the operating point of the engine to ensure that it works in its high-efficiency working range, thereby effectively ensuring the high efficiency of the entire hybrid power system.
  • FIG. 1 is a schematic diagram of the structure of Embodiment 1.
  • FIG. 1 is a schematic diagram of the structure of Embodiment 1.
  • FIG. 2 is a schematic diagram of the structure of Embodiment 2.
  • FIG. 2 is a schematic diagram of the structure of Embodiment 2.
  • FIG. 1 is the first embodiment of the power split hybrid transmission provided by the present invention, which includes a single planetary gear mechanism PG, a differential gear DIF, a variable speed transmission mechanism TG, a housing 9, The first transmission shaft 1, the second transmission shaft 2, the third transmission shaft 3, the fourth transmission shaft 4 and the fifth transmission shaft 5.
  • the power source of the new hybrid transmission HT includes an engine ICE, a first motor EM1, a second motor EM2, the first motor EM1 includes a first rotor shaft RS1, and the first motor EM1 passes through the first rotor shaft RS1 To input or output power, the second motor EM2 includes a second rotor shaft RS2, and the second motor EM2 inputs or outputs power through the second rotor shaft RS2.
  • the single planetary gear mechanism PG includes a first sun gear S1, a first ring gear R1, a first planet carrier PC1, and a first planet gear P1.
  • the first planet gear P1 is held on the first planet carrier PC1, and the first planet gear P1 It meshes with the first sun gear S1, and the first planet gear P1 meshes with the first ring gear R1.
  • the variable speed transmission mechanism TG includes a first gear G1, a second gear G2, a third gear G3, a fourth gear G4, a fifth gear G5, a sixth gear G6, a seventh gear G7, a third transmission shaft 3, and a fourth transmission shaft 4.
  • the fifth transmission shaft 5; the first gear G1, the second gear G3 and the first planet carrier PC1 are coaxially connected to form the third transmission shaft 3;
  • the seventh gear G7 is coaxially connected to the second rotor shaft RS2 to form the third transmission shaft
  • the fifth gear G5 is coaxially connected with the first synchronizer C1 to form the fifth transmission shaft 5;
  • the first gear G1 and the third gear G3 mesh with each other;
  • the second gear G2 and the fourth gear G4 are mutually meshed Meshing;
  • the seventh gear G7 and the fourth gear G4 mesh with each other;
  • the fifth gear G5 and the sixth gear G6 mesh with each other;
  • the sixth gear G6 and the differential DIF housing are fixedly connected;
  • the sixth gear G6 is used to The power of the variable speed transmission mechanism TG is transmitted to the differential DIF.
  • the first sun gear S1 and the first rotor shaft RS1 are coaxially connected to form a second transmission shaft 2.
  • the first transmission shaft 1 transmits the power of the engine ICE to the first ring gear R1.
  • the first gear G1 and the second gear G2 are used to transmit the power of the single planetary gear mechanism PG to the transmission mechanism TG, and the sixth gear G6 is used to transmit the power of the transmission mechanism TG to the differential DIF. Used for direct drive hybrid systems.
  • the one-way clutch FC is arranged between the first transmission shaft 1 and the housing 9.
  • One end of the first clutch C1 is connected to the third gear G3, and the other end of the first clutch C1 is connected to the fifth gear G5.
  • the third gear G3 is coaxially sleeved on the fifth transmission shaft 5.
  • the fifth gear G5 is coaxially sleeved on the fifth transmission shaft 5.
  • the second transmission shaft 2 and the third transmission shaft 3 are coaxially arranged with the first transmission shaft 1.
  • the fourth transmission shaft 4 and the fifth transmission shaft 5 are arranged non-coaxially with the first transmission shaft 1.
  • the second transmission shaft 2 passes through the third transmission shaft 3 coaxially.
  • the first motor EM1 and the second motor EM2 are all arranged on the side away from the engine ICE, and the brake B1 or one-way clutch FC, the fifth gear G5, the sixth gear G6 and the differential DIF are all arranged close to the engine
  • the third gear G3 and the first gear G1 are arranged on the side away from the engine ICE relative to the fifth gear G5.
  • the second gear G2, the fourth gear G4, and the seventh gear G7 are all arranged relative to the third gear G3. It is arranged on the side away from the ICE of the engine.
  • the new hybrid power transmission adopts different working modes under different driving conditions, including:
  • Pure electric drive mode 1 The first synchronizer C1 is engaged with the fourth gear G4, and is driven by the second motor EM2 alone or jointly driven by the first motor EM1 and the second motor EM2, and the engine ICE is in a stopped state.
  • Pure electric drive mode 2 The first synchronizer C1 is engaged with the third gear G3, and is driven by the second motor EM2 alone or jointly driven by the first motor EM1 and the second motor EM2, and the engine ICE is in a stopped state.
  • Hybrid drive mode 1 The first synchronizer C1 is engaged with the fourth gear G4, and is driven by the engine ICE, the first motor EM1 and the second motor EM2.
  • the output power of the engine ICE passes through the single planetary gear mechanism at the input end PG performs power split, the first motor EM1 is used as a generator or a motor to adjust the engine operating point, and the second motor EM2 is used as a motor to adjust the engine operating point.
  • Hybrid drive mode 2 The first synchronizer C1 is engaged with the third gear G3, and is driven by the engine ICE, the first motor EM1 and the second motor EM2. In this mode, the output power of the engine ICE passes through the single planetary gear mechanism PG at the input end
  • the first motor EM1 is used as a generator or a motor to adjust the engine operating point
  • the second motor EM2 is used as a motor to adjust the engine operating point.
  • Braking energy recovery mode 1 When the vehicle is braking, the first synchronizer C1 is engaged with the fourth gear G4, and the wheels drive the vehicle in the reverse direction to drive the second motor EM2 to charge the power battery to recover the vehicle's energy under braking. kinetic energy.
  • Braking energy recovery mode 2 When the vehicle is braking, the first synchronizer C1 is engaged with the third gear G3, and the wheels drive the vehicle in the reverse direction to drive the second motor EM2 to charge the power battery to recover the braking situation The kinetic energy of the vehicle.
  • Parking charging mode When the vehicle is in the parking brake state, the first synchronizer C1 is engaged with the fourth gear G4, or the first synchronizer C1 is engaged with the third gear G3, and the first motor is driven by the engine ICE EM1 charges the power battery.
  • the working state of the vehicle of the transmission device under various working conditions is as follows.
  • the electric drive mode 1 is adopted, that is, the first synchronizer C1 is engaged with the fourth gear G4, and the second motor EM2 is adopted.
  • the vehicle separately or use the second motor EM2 and the first motor EM1 to drive together to start the vehicle;
  • the electric drive mode 2 is adopted, that is, the first synchronizer C1 is engaged with the third gear G3, and the second motor is adopted.
  • EM2 is driven separately or driven by the second motor EM2 and the first motor EM1 together to realize the vehicle start;
  • hybrid drive mode 1 that is, the first synchronizer C1 is engaged with the fourth gear G4, and the ICE
  • the first motor EM1 and the second motor EM2 are used.
  • the vehicle When the hybrid vehicle starts in the pure electric drive mode and runs for a certain period of time, and when the power battery is high (for example: higher than 50%), the vehicle can drive to a certain speed through the pure electric drive mode 1, and then switch to pure electric drive mode 1. Electric drive mode 2, to ensure that the vehicle runs purely electric at full speed;
  • the vehicle can be switched from pure electric drive mode 1 or pure electric drive mode 2 to hybrid drive mode;
  • the second motor EM2 continues to drive the vehicle in normal driving. After the first motor EM1 drags the engine ICE to a certain speed, the engine ICE starts ignition start up;
  • the first motor EM1 In order to reduce the impact on the comfort of the vehicle during the start of the engine ICE, the first motor EM1 generates a short period of time to balance the explosive torque during the start of the engine ICE, and then the vehicle is driven in a hybrid drive mode;
  • the operating point of the engine ICE can be flexibly adjusted, and the system runs with higher efficiency.
  • the engine ICE drives the first motor EM1 to charge the vehicle's power battery via the single planetary gear mechanism PG;
  • the wheels drive the transmission device in the reverse direction to drive the first motor EM1 and the second motor EM2 to charge the power battery. Recover part of the kinetic energy of the vehicle under braking;
  • Example 2 is a second embodiment of the power split hybrid transmission provided by the present invention.
  • Example 2 is similar to Example 1, except that the brake B1 is used in Example 2.
  • Others are the same as in Example 1.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)

Abstract

一种混合动力变速器（HT），包括壳体（9）、动力源、单行星排机构（PG）、差速器（DIF）、变速传动机构（TG）、制动装置和第一同步器（C1）。单行星排机构，其被构造成具备差速或变速功能，并能够把发动机（ICE）动力和/或第一电机（EM1）动力经差速或变速后传递给变速传动机构。变速传动机构，其被构造成具备变速功能，并能够将所述单行星排机构的动力以预定的速比传递给所述差速器。制动装置，其被构造成至少在单一方向具备传递动力的功能。该混合动力变速器具有制造成本低，占用空间小，可靠性高的优点，且能够充分满足混合动力车辆在不同驱动工况的动力需求，并且能够对发动机工作点进行灵活的调节，保证其工作在其效率较高的工作区间，从而有效保证整个混合动力系统的效率较高。

Description

一种新型混合动力变速器 技术领域
本发明涉及变速器制造领域，特别是涉及一种新型混合动力变速器。
背景技术
由于传统的燃油发动机汽车导致的世界环境与能源问题加剧，以及世界各国对新能源汽车政策的调整，各大汽车公司都在积极研发节能环保汽车。混合动力系统已经成为现阶段解决汽车能耗和环境污染的可行技术方案，其核心的动力传动装置也就成为各公司研发的重点。目前在混合动力方案中大多采用多个单行星排进行串联或并联的混合动力方案，但节油效率有限。因此研发一种整车节油效率更高、更适用于混动动力车辆的传动装置，成为当前亟待解决的问题。
如中国专利申请号为CN 201110405238公开了一种可变比例动力分流混合动力变速器，虽然该专利利用单个行星排和一系列平行轴齿轮啮合，可以实现不同的功率分流模式，但该设计方案机构存在结构复杂、制造成本较高、控制难度较大、可靠性较低的缺点。
发明内容
为了克服上述问题，本发明提供一种新型混合动力变速器，解决现有装变速器结构复杂、可靠性低、效率不高的问题。
本发明解决其技术问题所采用的技术方案是：一种新型混合动力变速器，包括壳体、动力源、单行星排机构、差速器、变速传动机构、制动装置和第一同步器。
其中，动力源具有：发动机、第一电机和第二电机，发动机能够向单行星排机构传递动力，第一电机和第二电机均被构造成具备电动和/或发电功能并能够输入动力或输出动力，第一电机可向单行星排机构传递动力，第二电 机可向变速传动机构传递动力。
单行星排机构，其被构造成具备差速或变速功能，并能够把发动机动力和/或第一电机动力经差速或变速后传递给变速传动机构。
差速器，其具有差速功能并直接用于驱动混合动力系统。
变速传动机构，其被构造成具备变速功能，并能够将所述单行星排机构的动力以预定的速比传递给所述差速器。
制动装置，其被构造成至少在单一方向具备传递动力的功能。
第一同步器，所述第一同步器被构造成能够有选择性地使其连接的各元件保持同转速旋转状态或保持停止状态的装置。
作为本发明的其中一种实施方式，所述制动装置是能够有选择性地使其连接的运动件减速或停止或保持停止状态的制动器。作为本发明的另一种实施方式，所述制动装置是具备单向传递动力功能的单向离合器。
进一步的，所述发动机与单行星排机构之间设有第一传动轴，第一电机与单行星排机构之间设有第二传动轴。第一电机配备有第一转子轴，所述第一电机通过所述第一转子轴输出动力或输入动力；所述第二电机配备有第二转子轴，第二电机通过所述第二转子轴输出动力或输入动力。
进一步的，所述单行星排机构具有第一太阳轮、第一内齿圈、第一行星架以及第一行星轮，所述第一行星轮保持在第一行星架上，所述第一行星轮与第一太阳轮相互啮合，第一行星轮与第一内齿圈相互啮合。
进一步的，所述变速传动机构包括第一齿轮、第二齿轮、第三齿轮、第四齿轮、第五齿轮、第六齿轮、第七齿轮、第三传动轴、第四传动轴和第五传动轴。其中，所述第一齿轮、第二齿轮与第一行星架同轴连接构成第三传动轴。第三齿轮与第一同步器同轴连接构成第五传动轴。第七齿轮与第二转子轴同轴连接构成第四传动轴。所述第一齿轮与所述第三齿轮相互啮合。所述第二齿轮与所述第四齿轮相互啮合。第七齿轮与所述第四齿轮相互啮合，第五齿轮与第六齿轮相互啮合；第六齿轮与所述差速器壳体之间采用固定连接；第六齿轮用于把变速传动机构的动力传递给差速器。
进一步的，第一传动轴把发动机动力传递给第一内齿圈；所述第一太阳轮与所述第一转子轴同轴连接构成第二传动轴；所述制动装置布置在第一传动轴与壳体之间；所述第一同步器的一端与所述第三齿轮相连，所述第一同步器的另一端与所述第五齿轮相连；所述第三齿轮同轴空套在所述第五传动轴上；所述第五齿轮同轴空套在所述第五传动轴上；所述第二传动轴、第三传动轴均与第一传动轴同轴布置，所述第四传动轴、第五传动轴均与第一传动轴非同轴布置；所述第二传动轴同轴穿过第三传动轴。
在轴向上，所述第一电机以及所述第二电机均布置在远离发动机一侧，所述制动装置、第五齿轮、第六齿轮以及差速器均布置在靠近发动机一侧，所述第三齿轮、第一齿轮相对于第五齿轮均布置在远离发动机一侧，所述第二齿轮、第四齿轮以及第七齿轮相对于第三齿轮均布置在远离发动机一侧。
进一步的，所述第一电机、第二电机均与动力蓄电池连接，在不同工作模式下，所述第一电机和/或第二电机作为发电机对动力电池进行充电或作为电动机使用动力蓄电池中的电能。
上述新型混合动力变速器通过不同的连接方式实现不同的驱动模式，具体包括：
纯电驱动模式1：所述第一同步器与第四齿轮接合，由所述第二电机单独驱动或由所述第一电机与第二电机共同驱动，且发动机处于停机状态；
纯电驱动模式2：所述第一同步器与第三齿轮接合，由所述第二电机单独驱动或由所述第一电机与第二电机共同驱动，且发动机处于停机状态；
混合驱动模式1：所述第一同步器与第四齿轮接合，由发动机、第一电机以及第二电机共同驱动，此模式下发动机的输出功率在输入端通过所述单行星排机构进行功率分流，所述第一电机作为发电机或者电动机对发动机工作点进行调节，并且所述第二电机作为电动机对发动机工作点进行调节；
混合驱动模式2：所述第一同步器与第三齿轮接合，由发动机、第一电机以及第二电机共同驱动，此模式下发动机的输出功率在输入端通过所述单行星排机构进行功率分流，所述第一电机作为发电机或者电动机对发动机工作 点进行调节，并且所述第二电机作为电动机对发动机工作点进行调节；
制动能量回收模式1：当车辆制动时，所述第一同步器与第四齿轮接合，车轮反向拖动车辆带动所述第二电机对动力蓄电池进行充电，以回收制动情况下车辆的动能；
制动能量回收模式2：当车辆制动时，所述第一同步器与第三齿轮接合，车轮反向拖动车辆带动所述第二电机对动力蓄电池进行充电，以回收制动情况下车辆的动能；
驻车充电模式：当车辆处于停车制动状态时，所述第一同步器与第四齿轮接合，或所述第一同步器与第三齿轮接合，由发动机驱动所述第一电机对动力蓄电池进行充电。
上述新型混合动力变速器还包括：驻车机构，所述驻车机构用于实现所述新型混合动力变速器的驻车功能；机械泵，所述机械泵用于为新型混合动力变速器提供液压油；电动泵，所述电动泵被构造成由油泵电机驱动并为新型混合动力变速器提供液压油；以及控制器，所述控制器被构造成控制发动机的ECU和/或所述第一电机和/或所述第二电机。
本发明的有益效果：
一、集成度高：本发明集成了两电机、差速器与变速传动机构等，并通过控制器控制动力源实现变速器的模式切换功能。
二、结构简单：本发明零件个数较少，有利于降低机械制造成本，进一步缩小变速器的体积和重量，并且由于结构简单，其整体可靠性较高。
三、控制难度低：由于本发明零件相对较少，控制系统的开发难度较低，控制系统的可靠性较高。
四、动力性强、燃油经济性高：本发明含有纯电驱动模式、混合动力驱动模式、制动能量回收模式以及驻车发电模式，不同的模式能够充分满足混合动力车辆在不同驱动工况的动力需求，并且能够对发动机工作点进行灵活的调节，保证其工作在其效率较高的工作区间，从而有效保证整个混合动力系统的效率较高。
以下将结合附图和实施例，对本发明进行较为详细的说明。
附图说明
图1为实施例1的结构示意图。
图2为实施例2的结构示意图。
图中标记说明：
HT-新型混合动力变速器
ICE-发动机；
FW-扭转减振装置
FC-单向离合器
B1-制动器
C1-第一同步器
1-第一传动轴
2-第二传动轴
3-第三传动轴
4-第四传动轴
5-第五传动轴
PG-单行星排机构
PC1-第一行星架
S1-第一太阳轮
P1-第一行星轮
R1-第一内齿圈
EM1-第一电机
EM2-第二电机
RS1-第一转子轴
RS2-第二转子轴
G1-第一齿轮
G2-第二齿轮
G3-第三齿轮
G4-第四齿轮
G5-第五齿轮
G6-第六齿轮
G7-第七齿轮
DIF-差速器
具体实施方式
实施例1，请参阅图1，图1为本发明提供的功率分流式混合动力变速器的第一种实施方式，包括单行星排机构PG、差速器DIF、变速传动机构TG、壳体9、第一传动轴1、第二传动轴2、第三传动轴3、第四传动轴4以及第五传动轴5。
新型混合动力变速器HT的动力源包括发动机ICE、第一电机EM1、第二电机EM2，所述第一电机EM1包括第一转子轴RS1，并且所述第一电机EM1通过所述第一转子轴RS1输入或输出动力，所述第二电机EM2包括第二转子轴RS2，并且第二电机EM2通过第二转子轴RS2输入或输出动力。
单行星排机构PG包括第一太阳轮S1、第一内齿圈R1、第一行星架PC1以及第一行星轮P1，第一行星轮P1保持在第一行星架PC1上，第一行星轮P1与第一太阳轮S1相互啮合，第一行星轮P1与第一内齿圈R1相互啮合。
变速传动机构TG包括第一齿轮G1、第二齿轮G2、第三齿轮G3、第四齿轮G4、第五齿轮G5、第六齿轮G6、第七齿轮G7、第三传动轴3、第四传动轴4、和第五传动轴5；第一齿轮G1、第二齿轮G3与第一行星架PC1同轴连接构成所述第三传动轴3；第七齿轮G7与第二转子轴RS2同轴连接构成第四传动轴4；第五齿轮G5与第一同步器C1同轴连接构成第五传动轴5；第一齿轮G1与所述第三齿轮G3相互啮合；第二齿轮G2与第四齿轮G4相互啮合；第七齿轮G7与第四齿轮G4相互啮合；第五齿轮G5与第六齿轮G6相互 啮合；第六齿轮G6与差速器DIF壳体之间采用固定连接；第六齿轮G6用于把变速传动机构TG的动力传递给差速器DIF。
第一太阳轮S1与第一转子轴RS1同轴连接构成第二传动轴2。
第一传动轴1把发动机ICE动力传递给第一内齿圈R1。
第一齿轮G1以及第二齿轮G2用于把单行星排机构PG的动力传递给变速传动机构TG，第六齿轮G6用于把变速传动机构TG的动力传递给差速器DIF，差速器DIF用于直接驱动混合动力系统。
单向离合器FC布置在第一传动轴1与壳体9之间。
第一离合器C1的一端与第三齿轮G3连接，第一离合器C1的另一端与第五齿轮G5连接。
第三齿轮G3同轴空套在所述第五传动轴5上。第五齿轮G5同轴空套在所述第五传动轴5上。第二传动轴2以及所述第三传动轴3均与第一传动轴1同轴布置。第四传动轴4以及所述第五传动轴5均与第一传动轴1非同轴布置。第二传动轴2同轴穿过所述第三传动轴3。在轴向上，第一电机EM1以及第二电机EM2均布置在远离发动机ICE一侧，制动器B1或单向离合器FC、第五齿轮G5、第六齿轮G6以及差速器DIF均布置在靠近发动机一侧，第三齿轮G3以及第一齿轮G1相对于第五齿轮G5均布置在远离发动机ICE一侧，所述第二齿轮G2、第四齿轮G4以及第七齿轮G7相对于第三齿轮G3均布置在远离发动机ICE一侧。
本实施例中，新型混合动力传动装置在不同的行驶工况下，采用不同的工作模式，包括：
纯电驱动模式1：第一同步器C1与所述第四齿轮G4接合，由第二电机EM2单独驱动或由第一电机EM1与所述第二电机EM2共同驱动，且发动机ICE处于停机状态。
纯电驱动模式2：第一同步器C1与第三齿轮G3接合，由第二电机EM2单独驱动或由第一电机EM1与所述第二电机EM2共同驱动，且发动机ICE处于停机状态。
混合驱动模式1：第一同步器C1与第四齿轮G4接合，由发动机ICE、第一电机EM1以及第二电机EM2共同驱动，此模式下，发动机ICE的输出功率在输入端通过单行星排机构PG进行功率分流，第一电机EM1作为发电机或者电动机对发动机工作点进行调节，并且第二电机EM2作为电动机对发动机工作点进行调节。
混合驱动模式2：第一同步器C1与第三齿轮G3接合，由发动机ICE、第一电机EM1以及第二电机EM2共同驱动，此模式下发动机ICE的输出功率在输入端通过单行星排机构PG进行功率分流，第一电机EM1作为发电机或者电动机对发动机工作点进行调节，并且第二电机EM2作为电动机对发动机工作点进行调节。
制动能量回收模式1：当车辆制动时，第一同步器C1与第四齿轮G4接合，车轮反向拖动车辆带动第二电机EM2对动力蓄电池进行充电，以回收制动情况下车辆的动能。
制动能量回收模式2：当车辆制动时，第一同步器C1与第三齿轮G3接合，车轮反向拖动车辆带动所述第二电机EM2对动力蓄电池进行充电，以回收制动情况下车辆的动能。
驻车充电模式：当车辆处于停车制动状态时，第一同步器C1与所述第四齿轮G4接合，或第一同步器C1与所述第三齿轮G3接合，由发动机ICE驱动第一电机EM1对动力蓄电池进行充电。
本实施例中，传动装置的车辆在各工况下的工作状态如下所述。
一、车辆起步：
当车辆动力蓄电池电量较高(例如：高于80％)且启动动力需求较小时，采用电驱动模式1，即所述第一同步器C1与所述第四齿轮G4接合，采用第二电机EM2单独驱动或采用第二电机EM2与第一电机EM1共同驱动实现车辆起步；
当车辆动力蓄电池电量较高(例如：高于80％)且启动动力需求较大时，采用电驱动模式2，即所述第一同步器C1与所述第三齿轮G3接合，采用第 二电机EM2单独驱动或采用第二电机EM2与第一电机EM1共同驱动实现车辆起步；
当车辆动力蓄电池电量较低(例如：低于20％)时，采用混合动力驱动模式1，即第一同步器C1与第四齿轮G4接合，采用发动ICE、第一电机EM1以及第二电机EM2共同驱动实现车辆起步；或采用混合动力驱动模式2，即第一同步器C1与第三齿轮G3接合，用发动ICE、第一电机EM1以及第二电机EM2共同驱动实现车辆起步。
二、车辆中高速运行：
当混合动力车辆通过纯电驱动模式起步且行驶一定时间后，且当动力蓄电池电量较高时(例如：高于50％)，车辆可以通过纯电驱动模式1行驶至一定车速，然后切换至纯电动驱动模式2，保证车辆在全速范围内纯电动行驶；
当动力蓄电池电量下降至一定水平或者系统效率相对较低时(例如：低于50％)，车辆可以由纯电驱动模式1或者纯电驱动模式2切换至混合动力驱动模式；
在纯电驱动模式1或纯电驱动模式2下切换至混合动力驱动模式的过程中，第二电机EM2继续驱动车辆正常行驶，第一电机EM1拖拽发动机ICE至一定转速后，发动机ICE进行点火启动；
为减少发动机ICE启动过程中对车辆舒适性影响，此时第一电机EM1进行短暂发电以平衡发动机ICE启动过程中的爆发力矩，然后车辆混合动力驱动模式；
当车辆进入混合动力驱动模式时，发动机ICE的工作点可以被灵活调节，系统以较高的效率运行。
三、车辆驻车：
驻车时，当车辆动力蓄电池电量较低时(例如：低于60％)，发动机ICE经单行星排机构PG带动第一电机EM1对车辆动力蓄电池进行充电；
当车辆动力蓄电池电量较高时(例如：高于80％)，发动机熄火。
四、车辆制动：
当车辆非紧急制动时，并且当车辆动力蓄电池电量较低时(例如：低于60％)，车轮反向拖动传动装置带动第一电机EM1以及第二电机EM2对动力蓄电池进行充电，以回收制动情况下车辆的部分动能；
否则，直接启动制动系统对车辆进行制动。
实施例2，如图2所示，图2为本发明提供的功率分流式混合动力变速器的第二种实施方式，实施例2与实施例1类似，不同之处在于实施例2中采用制动器B1替代实施例1中的单向离合器FC。其他同实施例1。
以上所述仅是对发明的较佳实施例，并非对发明的范围进行限定，故在不脱离本发明设计精神的前提下，本领域普通技术人员对本发明所述的构造、特征及原理所做的等效变化或装饰，均应落入本发明的保护范围内。

Claims (10)

  1. 一种新型混合动力变速器(HT)，包括壳体(9)，其特征在于：还包括动力源、单行星排机构(PG)、差速器(DIF)、变速传动机构(TG)、制动装置和第一同步器(C1)；其中，
    所述动力源具有：发动机(ICE)、第一电机(EM1)和第二电机(EM2)，发动机(ICE)能够向单行星排机构(PG)传递动力，第一电机(EM1)和第二电机(EM2)均被构造成具备电动和/或发电功能并能够输入动力或输出动力，第一电机(EM1)可向单行星排机构(PG)传递动力，第二电机(EM2)可向变速传动机构(TG)传递动力；
    单行星排机构(PG)，其被构造成具备差速或变速功能，并能够把发动机(ICE)动力和/或第一电机(EM1)动力经差速或变速后传递给变速传动机构(TG)；
    差速器(DIF)，其具有差速功能并直接用于驱动混合动力系统；
    变速传动机构(TG)，其被构造成具备变速功能，并能够将所述单行星排机构(PG)的动力以预定的速比传递给所述差速器(DIF)；
    制动装置，其被构造成至少在单一方向具备传递动力的功能；
    第一同步器(C1)，所述第一同步器(C1)被构造成能够有选择性地使其连接的各元件保持同转速旋转状态或保持停止状态的装置。
  2. 如权利要求1所述新型混合动力变速器，其特征在于：所述制动装置是能够有选择性地使其连接的运动件减速或停止或保持停止状态的制动器(B1)。
  3. 如权利要求1所述新型混合动力变速器，其特征在于：所述制动装置是具备单向传递动力功能的单向离合器(FC)。
  4. 如权利要求2或3所述新型混合动力变速器，其特征在于：所述发动机(ICE)与单行星排机构(PG)之间设有第一传动轴(1)，第一电机(EM1)与单行星排机构(PG)之间设有第二传动轴(2)；
    第一电机(EM1)配备有第一转子轴(RS1)，所述第一电机(EM1)通过所述第一转子轴(RS1)输出动力或输入动力；所述第二电机(EM2)配备 有第二转子轴(RS2)，第二电机(EM2)通过所述第二转子轴(RS2)输出动力或输入动力。
  5. 如权利要求4所述新型混合动力变速器，其特征在于：所述单行星排机构(PG)具有第一太阳轮(S1)、第一内齿圈(R1)、第一行星架(PC1)以及第一行星轮(P1)，所述第一行星轮(P1)保持在第一行星架(PC1)上，所述第一行星轮(P1)与第一太阳轮(S1)相互啮合，第一行星轮(P1)与第一内齿圈(R1)相互啮合。
  6. 如权利要求5所述新型混合动力变速器，其特征在于：所述变速传动机构(TG)包括第一齿轮(G1)、第二齿轮(G2)、第三齿轮(G3)、第四齿轮(G4)、第五齿轮(G5)、第六齿轮(G6)、第七齿轮(G7)、第三传动轴(3)、第四传动轴(4)和第五传动轴(5)；
    所述第一齿轮(G1)、第二齿轮(G2)与第一行星架(PC1)同轴连接构成第三传动轴(3)；
    所述第三齿轮(G3)与第一同步器(C1)同轴连接构成第五传动轴(5)；
    所述第七齿轮(G7)与第二转子轴(RS2)同轴连接构成第四传动轴(4)；
    所述第一齿轮(G1)与所述第三齿轮(G3)相互啮合；
    所述第二齿轮(G2)与所述第四齿轮(G4)相互啮合；
    所述第七齿轮(G7)与所述第四齿轮(G4)相互啮合；
    所述第五齿轮(G5)与所述第六齿轮(G6)相互啮合；
    所述第六齿轮(G6)与所述差速器(DIF)壳体之间采用固定连接；
    所述第六齿轮(G6)用于把变速传动机构(TG)的动力传递给差速器(DIF)。
  7. 如权利要求6所述新型混合动力变速器，其特征在于：
    所述第一传动轴(1)把发动机(ICE)动力传递给第一内齿圈(R1)；
    所述第一太阳轮(S1)与所述第一转子轴(RS1)同轴连接构成第二传动轴(2)；
    所述制动装置布置在第一传动轴(1)与壳体(9)之间；
    所述第一同步器(C1)的一端与所述第三齿轮(G3)相连，所述第一同步器(C1)的另一端与所述第五齿轮(G5)相连；
    所述第三齿轮(G3)同轴空套在所述第五传动轴(5)上；
    所述第五齿轮(G5)同轴空套在所述第五传动轴(5)上；
    所述第二传动轴(2)、第三传动轴(3)均与第一传动轴(1)同轴布置，所述第四传动轴(4)、第五传动轴(5)均与第一传动轴(1)非同轴布置；
    所述第二传动轴(2)同轴穿过第三传动轴(3)；
    在轴向上，所述第一电机(EM1)以及所述第二电机(EM2)均布置在远离发动机(ICE)一侧，所述制动装置、第五齿轮(G5)、第六齿轮(G6)以及差速器(DIF)均布置在靠近发动机一侧，所述第三齿轮(G3)、第一齿轮(G1)相对于第五齿轮(G5)均布置在远离发动机(ICE)一侧，所述第二齿轮(G2)、第四齿轮(G4)以及第七齿轮(G7)相对于第三齿轮(G3)均布置在远离发动机(ICE)一侧。
  8. 如权利要求7所述新型混合动力变速器，其特征在于：
    所述第一电机(EM1)、第二电机(EM2)均与动力蓄电池连接，在不同工作模式下，所述第一电机(EM1)和/或第二电机(EM2)作为发电机对动力电池进行充电或作为电动机使用动力蓄电池中的电能。
  9. 如权利要求8所述新型混合动力变速器，其特征在于：所述新型混合动力变速器通过不同的连接方式实现不同的驱动模式，具体包括：
    纯电驱动模式1：所述第一同步器(C1)与第四齿轮(G4)接合，由所述第二电机(EM2)单独驱动或由所述第一电机(EM1)与第二电机(EM2)共同驱动，且发动机(ICE)处于停机状态；
    纯电驱动模式2：所述第一同步器(C1)与第三齿轮(G3)接合，由所述第二电机(EM2)单独驱动或由所述第一电机(EM1)与第二电机(EM2)共同驱动，且发动机(ICE)处于停机状态；
    混合驱动模式1：所述第一同步器(C1)与第四齿轮(G4)接合，由发动机(ICE)、第一电机(EM1)以及第二电机(EM2)共同驱动，此模式下 发动机(ICE)的输出功率在输入端通过所述单行星排机构(PG)进行功率分流，所述第一电机(EM1)作为发电机或者电动机对发动机工作点进行调节，并且所述第二电机(EM2)作为电动机对发动机工作点进行调节；
    混合驱动模式2：所述第一同步器(C1)与第三齿轮(G3)接合，由发动机(ICE)、第一电机(EM1)以及第二电机(EM2)共同驱动，此模式下发动机(ICE)的输出功率在输入端通过所述单行星排机构(PG)进行功率分流，所述第一电机(EM1)作为发电机或者电动机对发动机工作点进行调节，并且所述第二电机(EM2)作为电动机对发动机工作点进行调节；
    制动能量回收模式1：当车辆制动时，所述第一同步器(C1)与第四齿轮(G4)接合，车轮反向拖动车辆带动所述第二电机(EM2)对动力蓄电池进行充电，以回收制动情况下车辆的动能；
    制动能量回收模式2：当车辆制动时，所述第一同步器(C1)与第三齿轮(G3)接合，车轮反向拖动车辆带动所述第二电机(EM2)对动力蓄电池进行充电，以回收制动情况下车辆的动能；
    驻车充电模式：当车辆处于停车制动状态时，所述第一同步器(C1)与第四齿轮(G4)接合，或所述第一同步器(C1)与第三齿轮(G3)接合，由发动机(ICE)驱动所述第一电机(EM1)对动力蓄电池进行充电。
  10. 如权利要求9所述新型混合动力变速器，其特征在于：还包括：
    驻车机构，所述驻车机构用于实现所述新型混合动力变速器(HT)的驻车功能；
    机械泵，所述机械泵用于为新型混合动力变速器(HT)提供液压油；
    电动泵，所述电动泵被构造成由油泵电机驱动并为新型混合动力变速器(HT)提供液压油；以及
    控制器，所述控制器被构造成控制发动机(ICE)的ECU和/或所述第一电机(EM1)和/或所述第二电机(EM2)。
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