WO2022227302A1 - 混合动力变速器和汽车 - Google Patents

混合动力变速器和汽车 Download PDF

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Publication number
WO2022227302A1
WO2022227302A1 PCT/CN2021/107471 CN2021107471W WO2022227302A1 WO 2022227302 A1 WO2022227302 A1 WO 2022227302A1 CN 2021107471 W CN2021107471 W CN 2021107471W WO 2022227302 A1 WO2022227302 A1 WO 2022227302A1
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WO
WIPO (PCT)
Prior art keywords
gear
input shaft
motor
speed
shaft
Prior art date
Application number
PCT/CN2021/107471
Other languages
English (en)
French (fr)
Inventor
祝林
付军
张恒
孙艳
谭艳军
林霄喆
王瑞平
肖逸阁
Original Assignee
浙江吉利控股集团有限公司
义乌吉利自动变速器有限公司
宁波吉利罗佑发动机零部件有限公司
极光湾科技有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN202110462933.2A external-priority patent/CN113059991B/zh
Priority claimed from CN202121398196.6U external-priority patent/CN215360913U/zh
Application filed by 浙江吉利控股集团有限公司, 义乌吉利自动变速器有限公司, 宁波吉利罗佑发动机零部件有限公司, 极光湾科技有限公司 filed Critical 浙江吉利控股集团有限公司
Publication of WO2022227302A1 publication Critical patent/WO2022227302A1/zh

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Classifications

    • 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
    • B60K6/38—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 driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present application relates to the technical field of vehicle transmissions, and in particular, to a hybrid transmission and an automobile applying the hybrid transmission.
  • a hybrid vehicle is a vehicle that uses multiple sources of energy, usually a conventional engine (ICE) that uses liquid fuel and an electric motor that uses electricity to drive the vehicle.
  • ICE conventional engine
  • Hybrid vehicles can operate in a variety of drive modes, but have limited battery capacity and rely primarily on engine combustion for power.
  • the main purpose of the present application is to provide a hybrid transmission, which aims to achieve high-efficiency output of the transmission under low, medium and high vehicle speeds and various load conditions, and has a simple structure and compact space arrangement.
  • the hybrid transmission proposed in the present application includes an engine, a clutch, a first motor, a second motor, a gear set, a plurality of synchronizers, an input shaft and an output shaft;
  • the clutch is used to engage or disconnect the power transmission between the engine and the input shaft;
  • the motor shaft of the first motor is connected with the input shaft or the flywheel output end of the engine through gear transmission;
  • the gear set is formed with a plurality of gears, the gear set includes at least two sets of driving gears and driven gears that mesh with each other, the driving gear is idle on the input shaft, and the driven gear is The gear is sleeved on the output shaft;
  • the second motor is coaxially arranged with the input shaft, and the motor shaft of the second motor is fixedly connected to one of the drive gears through a shaft sleeve that is vacantly sleeved on the input shaft;
  • a plurality of the synchronizers are used to allow the input shaft to form power transmission to different gears of the output shaft through the range gear set.
  • the technical solution of the present application provides a first motor, a second motor and a gear set in the transmission, wherein the gear set includes at least two sets of driving gears and driven gears that mesh with each other, and the driving gear is idle on the input shaft, from which The driving gear is sleeved on the output shaft, the first motor is connected to the input shaft or the flywheel output end of the engine through gear transmission, and the motor shaft of the second motor is connected to the driving gear through a sleeve sleeved on the input shaft.
  • One is fixed, and the synchronizer is used to selectively combine or cut off the power transmission in the direction of the input shaft and the gear set to the output shaft.
  • the first motor can only be used For generating electricity or starting the engine, in the transmission of the present application, since the first motor is connected to the input shaft or the flywheel output end of the engine through gear transmission, and the motor shaft of the second motor rotates synchronously with a driving gear, the transmission of the present application, the first The motor can be used as both a generator and a drive motor.
  • the first motor can also have at least two gears through the gear set, and the engine can also have at least two gears through the gear assembly.
  • the first motor can be driven in parallel with the engine, or the second motor and the engine can be driven in parallel, so as to take into account the high-efficiency output and good driving feeling under low, medium and high vehicle speeds and various load conditions, and the above layout also makes the hybrid
  • the power transmission is characterized by a compact structure.
  • a motor drive gear is fixedly sleeved on the motor shaft of the first motor
  • a motor driven gear is fixedly sleeved on the input shaft
  • the motor drive gear is meshed with the motor driven gear
  • a motor drive gear is fixedly sleeved on the motor shaft of the first motor, and a motor driven gear is fixedly sleeved on the flywheel output end of the engine, and the motor drive gear meshes with the motor driven gear.
  • the gear set includes a first-speed driving gear and a first-speed driven gear that mesh with each other, a second-speed driving gear and a second-speed driven gear that mesh with each other, and a third-speed driving gear and a third-speed slave gear that mesh with each other.
  • a driven gear wherein the second-speed driving gear and the third-speed driving gear and the driven gears corresponding to the two can be exchanged in the axial direction;
  • the first-speed driving gear, the second-speed driving gear and the third-speed driving gear are arranged at intervals in the axial direction of the input shaft, the first-speed driven gear, the second-speed driven gear and the
  • the third-speed driven gear is fixedly sleeved on the output shaft and arranged at intervals in the axial direction thereof, and the motor shaft of the second motor rotates synchronously with the first-speed driving gear through the shaft sleeve.
  • the second motor is arranged at an end of the input shaft away from the engine
  • the first-speed driving gear is arranged at an end of the output shaft away from the engine.
  • the synchronizer includes a first synchronizer sleeved on the input shaft, and the first synchronizer is used to connect the second gear drive gear and the input shaft or to connect the third gear The drive gear and the input shaft to achieve power transmission.
  • the synchronizer includes a first synchronizer and a second synchronizer sleeved on the input shaft, and the first synchronizer is used to connect the second-speed driving gear and the input shaft or be used for The third-speed driving gear and the input shaft are connected to realize power transmission, and the second synchronizer is used to connect the first-speed driving gear and the input shaft to realize power transmission.
  • the gear set includes a first-speed driving gear and a first-speed driven gear that mesh with each other, a second-speed driving gear and a second-speed driven gear that mesh with each other, and a third-speed driving gear and a third-speed slave gear that mesh with each other.
  • moving gear
  • the first-speed driving gear, the second-speed driving gear and the third-speed driving gear are arranged at intervals in the axial direction of the input shaft, the first-speed driven gear is idle on the output shaft, and the The second-speed driven gear and the third-speed driven gear are fixedly sleeved on the output shaft, and the motor shaft of the second motor rotates synchronously with the first-speed driving gear through the sleeve;
  • the synchronizer includes a first synchronizer and a second synchronizer sleeved on the input shaft, and a third synchronizer sleeved on the output shaft, and the first synchronizer is used to connect the two synchronizers.
  • the first-speed driving gear and the input shaft are used to connect the third-speed driving gear and the input shaft to realize power transmission
  • the second synchronizer is used to connect the first-speed driving gear and the input shaft to realize power transmission.
  • the third synchronizer is used to connect the first-speed driven gear and the output shaft to realize power transmission.
  • the hybrid transmission further includes a differential, a differential ring gear is mounted on the differential, a final reduction gear is mounted on the output shaft, and the final reduction gear is connected to the differential.
  • the ring gear is constantly meshed;
  • the main reduction gear is located between the second-speed driven gear and the third-speed driven gear, or the final reduction gear is located at the third-speed driven gear away from the second-speed driven gear. side.
  • the input shaft includes a first input shaft and a second input shaft, a drive shaft of the engine is connected to the first input shaft, and the second input shaft is hollowly sleeved on the first input shaft;
  • the clutch is arranged at one end of the first input shaft and the second input shaft away from the engine, an input end of the clutch is connected to the first input shaft, and an output end of the clutch is connected to the first input shaft.
  • the second input shaft is connected;
  • the motor shaft of the first motor is connected with the first input shaft through gear transmission;
  • the motor shaft of the second motor is fixedly connected to one of the driving gears through a shaft sleeve that is vacantly sleeved on the second input shaft;
  • a plurality of the synchronizers are used to allow the second input shaft to form power transmission to different gears of the output shaft through the gear set.
  • the gear set includes a first-speed driving gear and a first-speed driven gear that mesh with each other, a second-speed driving gear and a second-speed driven gear that mesh with each other, and a third-speed driving gear and a third-speed slave gear that mesh with each other.
  • moving gear
  • the first-speed driving gear, the second-speed driving gear and the third-speed driving gear are arranged at intervals in the axial direction of the second input shaft, the first-speed driven gear, the second-speed driven gear and The third-speed driven gear is fixedly sleeved on the output shaft and is arranged at intervals in the axial direction thereof, and the motor shaft of the second motor rotates synchronously with the first-speed driving gear through the shaft sleeve.
  • the synchronizer includes a first synchronizer and a second synchronizer sleeved on the second input shaft, and the first synchronizer is used to connect the second-speed driving gear and the second input
  • the shaft is alternatively used to connect the third-speed driving gear and the second input shaft to realize power transmission
  • the second synchronizer is used to connect the first-speed driving gear and the second input shaft to realize power transmission.
  • the present application also proposes an automobile comprising the hybrid transmission as described above.
  • FIG. 1 is a schematic structural diagram of an embodiment of a hybrid transmission of the present application
  • FIG. 2 is a schematic structural diagram of yet another embodiment of the hybrid transmission of the present application.
  • FIG. 3 is a schematic structural diagram of another embodiment of the hybrid transmission of the present application.
  • FIG. 4 is a schematic structural diagram of yet another embodiment of the hybrid transmission of the present application.
  • FIG. 5 is a schematic structural diagram of yet another embodiment of the hybrid transmission of the present application.
  • the present application proposes a hybrid transmission.
  • the hybrid transmission includes an engine 110 , a clutch 120 , a first motor 130 , a second motor 140 , a gear set 150 , a plurality of synchronizers ( 210 , 220 , 230 ), an input shaft 160 and Output shaft 170 .
  • the engine 110, the first motor 130, and the second motor 140 are used as the power source of the hybrid transmission of the present application.
  • the engine 110 may be an internal combustion engine that burns gasoline or diesel, that is, the gasoline engine 110 or the diesel engine 110, so that the transmission of the present application is It has a wide range of applications.
  • the first motor 130 has two functions of power generation and driving, and it can be a disk-type permanent magnet DC brushless motor.
  • the second motor 140 can also use a disk-type permanent magnet DC brushless motor.
  • the stator of the first electric machine 130 may be fixed on the housing of the hybrid transmission with, for example, bolts.
  • the clutch 120 is used to engage or disconnect power transmission between the engine 110 and the input shaft 160 .
  • the clutch drum of the clutch 120 is connected with the flywheel output end of the engine 110 through splines, and the clutch hub of the clutch 120 is connected with the input shaft 160 through splines, so that when the clutch 120 is in the engaged state, the input shaft is driven through the clutch hub 160 rotates at the same rotational speed, and the clutch 120 may be a dry clutch 120 or a wet clutch 120 .
  • the motor shaft of the first motor 130 is connected to the input shaft 160 or the flywheel output end of the engine 110 through gear transmission. Please refer to FIG. 1 again.
  • a motor is fixedly sleeved on the motor shaft of the first motor 130
  • the driving gear 131, the motor driven gear 132 is fixedly sleeved on the flywheel output end of the engine 110, and the motor driving gear 131 meshes with the motor driven gear 132.
  • the motor drive gear 131 is fixedly sleeved on the motor shaft of the first motor 130
  • the motor driven gear 132 is fixedly sleeved on the input shaft 160
  • the motor drive gear 131 and the motor driven gear are fixedly sleeved.
  • the tooth diameter of the motor driving gear 131 in the present application is larger than the tooth diameter of the motor driven gear 132, that is, in this connection mode, the clutch 120 controls the power input from the engine 110 to the input shaft 160, and the power of the first motor 130
  • the power output can be performed directly through the power transmission path of the input shaft 160 , the gear set 150 , and the output shaft 170 , so that the first motor 130 not only has the functions of generating electricity and starting the engine 110 , but also realizing the power of multiple gears. output.
  • the gear set 150 is formed with a plurality of gears.
  • the gear set 150 includes at least two sets of driving gears and driven gears that mesh with each other.
  • the driving gear is idle on the input shaft 160, and the driven gear is sleeved on the output. on shaft 170.
  • the second motor 140 is coaxially arranged with the input shaft, so that the entire transmission has a compact structure.
  • the motor shaft of the second motor 140 is fixedly connected to one of the driving gears through a shaft sleeve 141 that is vacantly sleeved on the input shaft 160 , a plurality of the synchronizers are used to enable the input shaft 160 to form power transmission to different gears of the output shaft 170 through the gear set 150 .
  • the motor shaft of the second motor 140 is fixedly connected to one of the driving gears through a shaft sleeve 141 that is sleeved on the input shaft 160, so that the second motor 140 is fixed to one of the driving gears.
  • the motor 140 has at least one gear to output power.
  • the technical solution of the present application provides a first motor 130, a second motor 140 and a gear set 150 in the transmission, wherein the gear set 150 includes at least two sets of mutually meshing driving gears and driven gears, and the driving gear is idle at the input On the shaft 160, the driven gear is sleeved on the output shaft 170, the first motor 130 is connected to the input shaft 160 or the flywheel output end of the engine 110 through gear transmission, and the motor shaft of the second motor 140 is sleeved on the input shaft 160 through an empty sleeve.
  • the upper shaft sleeve 141 is fixedly connected with one of the active gears, and the synchronizer is used to selectively combine or cut off the power transmission in the direction of the input shaft 160, the gear set 150 and the output shaft 170.
  • the first motor 130 can only be used to generate electricity or start the engine 110.
  • the motor shaft of the second motor 140 rotates synchronously with a driving gear.
  • the first motor 130 can be used as both a generator and a drive motor, and the first motor 130 can also be used through the gear set 150
  • the engine 110 can also have at least two gears through the gear assembly.
  • the first motor 130 and the engine 110 can be driven in parallel, or the second motor 140 and the engine 110 can be driven in parallel.
  • the first motor 130, the second motor 140 and the engine 110 perform power output at the same time, so as to take into account the high-efficiency output and good driving feeling under low, medium and high vehicle speeds and various load conditions, and the above layout method also
  • the hybrid transmission has the characteristics of compact structure.
  • the gear set 150 includes a first-speed driving gear 151 and a first-speed driven gear 152 that mesh with each other, a second-speed driving gear 153 that meshes with each other and The second-speed driven gear 154 , the third-speed driving gear 155 and the third-speed driven gear 156 meshing with each other; wherein the first-speed driving gear 151 , the second-speed driving gear 153 and the third-speed driving gear 155 are on the axial direction of the input shaft 160
  • the first-speed driven gear 152 , the second-speed driven gear 154 and the third-speed driven gear 156 are fixedly sleeved on the output shaft 170 and arranged at intervals in the axial direction thereof, and the motor shaft of the second motor 140 passes through the shaft sleeve 141 It rotates synchronously with the first-speed driving gear 151 .
  • the second motor 140 is disposed at the end of the input shaft 160 away from the engine 110
  • the first-speed driving gear 151 is disposed at the end of the output shaft 170 away from the engine 110
  • the gear set 150 in this embodiment is provided with three sets of intermeshing gears
  • the motor shaft of the second motor 140 is fixedly connected with the first-speed driving gear 151, so that the second motor 140 has a first-speed drive, and the first motor 130 can be equipped with a different combination position of the synchronizer. Multiple gears are driven.
  • the clutch 120 connects the power of the engine 110 to the input shaft 160
  • the engine 110 can also have multiple gears driving modes, which can realize low, medium and high vehicle speeds and various load conditions. high-efficiency output.
  • the synchronizer includes a first synchronizer 210 sleeved on the input shaft 160 , the first synchronizer 210 For connecting the second-speed driving gear 153 and the input shaft 160 or for connecting the third-speed driving gear 155 and the input shaft 160 to realize power transmission, in this layout mode, the first motor 130 and the engine 110 both have two Gear output, the second motor 140 has one gear output, the space of the hybrid transmission is further compressed, the structure is relatively compact, and it is suitable for small vehicles.
  • the synchronizer includes a first synchronizer 210 and a second synchronizer 220 sleeved on the input shaft 160 , and the first synchronizer 210 is used for connecting
  • the second-speed driving gear 153 and the input shaft 160 are used to connect the third-speed driving gear 155 and the input shaft 160 to realize power transmission
  • the second synchronizer 220 is used to connect the first-speed driving gear 151 and the input shaft 160 to realize power transmission.
  • both the first motor 130 and the engine 110 have three-speed outputs, and the second motor 140 has one-speed output, so that various driving needs can be met.
  • the gear set 150 adopts a connection arrangement that is different from that described in the above content.
  • the gear set 150 in this embodiment is still three sets and includes a first-speed active gear that meshes with each other.
  • the gear 151 and the first-speed driven gear 152, the second-speed driving gear 153 and the second-speed driven gear 154 meshing with each other, and the third-speed driving gear 155 and the third-speed driven gear 156 meshing with each other the above-mentioned driving gear
  • the connection method is the same as the above-mentioned embodiment, and the connection method of the driven gear is different from the above-mentioned embodiment.
  • the synchronizer includes: The first synchronizer 210 and the second synchronizer 220 are sleeved on the input shaft 160, and the third synchronizer 230 is sleeved on the output shaft 170.
  • the first synchronizer 210 is used to connect the second gear drive
  • the gear 153 and the input shaft 160 are used to connect the third-speed driving gear 155 and the input shaft 160 to realize power transmission
  • the second synchronizer 220 is used to connect the first-speed driving gear 151 and the input shaft 160 to realize power transmission
  • the third The synchronizer 230 is used to connect the first-speed driven gear 152 and the output shaft 170 to realize power transmission.
  • the second motor 140 may also have two gears for driving (the first gear and the second gear respectively).
  • the hybrid transmission of the example has more driving modes, so it can better meet various driving needs.
  • gear set 150 is composed of three groups to form three gears, in practical application, the gear set 150 can also be provided with, for example, four sets of mutually meshing driving gears and Driven gears to form four gears, or even five sets to form five gears.
  • the hybrid transmission further includes a differential 180 .
  • the differential 180 is installed with a differential ring gear 181 , and the output shaft 170 A final reduction gear 190 is installed, and the final reduction gear 190 is in constant mesh with the differential ring gear 181 .
  • the final reduction gear 190 is located between the second-speed driven gear 154 and the third-speed driven gear 156 , or the final reduction gear 190 is located at the third-speed driven gear 156 away from the second-speed driven gear 156 . one side of the driven gear 154 .
  • the first motor 130 can not only realize the traditional function of generating electricity or starting the engine 110, but also participate in driving together with the second motor 140, so the second motor 130
  • the motor 140 does not need to have a larger output torque and power like a traditional transmission because it needs to satisfy the dynamic design, so that the cost and space requirements are high, and it is not suitable for light weight.
  • the engine 110 can not only take into account the direct drive driving at medium and high vehicle speeds, but also greatly contribute to the power performance at low vehicle speeds.
  • the connection transmission path from the second motor 140 to the engine 110 is short, and when the need arises When the second motor 140 adjusts the operating point of the engine 110, the transmission efficiency is higher.
  • the input shaft 160 includes a first input shaft 160a and a second input shaft 160b
  • the clutch 120 is disposed on the first input shaft 160a and the second input shaft 160b
  • the input end (clutch hub) of the clutch 120 is connected with the first input shaft 160a through splines
  • the output end of the clutch 120 is connected with the second input shaft 160b through splines, so that when the clutch 120 is in the engaged state
  • the clutch hub drives the first input shaft 160a and the second input shaft 160b to rotate at the same rotational speed.
  • the gear set 150 also includes at least two sets of driving gears and driven gears that mesh with each other.
  • the driving gear is idle on the second input shaft 160 a and the driven gear is fixed on the output shaft 170 .
  • the axis of the motor shaft of the second motor 140 coincides with the axes of the first input shaft 160a, the second input shaft b and the drive shaft of the engine 110, so that the entire transmission has a compact structure.
  • the motor shaft of the second motor 140 passes through an empty sleeve
  • the shaft sleeve 141 on the second input shaft 160b is fixedly connected with one of the driving gears, and a plurality of the synchronizers are used to make the second input shaft 160b form different gears to the output shaft 170 through the gear set 150 bit power transmission.
  • the motor shaft of the second motor 140 is fixedly connected to one of the driving gears through a sleeve 141 that is vacantly sleeved on the second input shaft 160b, so that The second motor 140 has at least one gear to output power.
  • the gear set 150 includes a first-speed driving gear 151 and a first-speed driven gear 152 that mesh with each other, a second-speed driving gear 153 and a second-speed driven gear 154 that mesh with each other, and a third-speed driving gear 155 and a third-speed driving gear 155 that mesh with each other.
  • the first-speed driven gear 156; the first-speed driving gear 151, the second-speed driving gear 153 and the third-speed driving gear 155 are arranged at intervals in the axial direction of the second input shaft 160b; the first-speed driven gear 152, the second-speed driven gear 154 and the third-speed driven gear 156 are fixedly sleeved on the output shaft 170 and are arranged at intervals in the axial direction thereof.
  • the motor shaft of the second motor 140 rotates synchronously with the first-speed driving gear 151 through the shaft sleeve 141 .
  • the second motor 140 is disposed at one end of the first input shaft 160a and the second input shaft 160b away from the engine 110, and the first-speed driving gear 151 is disposed at one end of the second input shaft 160b away from the engine 110.
  • the gear set 150 is provided with three sets of mutually meshing driving gears and driven gears, and the motor shaft of the second motor 140 is fixedly connected with the first gear driving gear 151 , so that the second motor 140 has a first gear driving mode, while the first motor 140 has a first gear driving mode.
  • the 130 can be driven by multiple gears through different coupling positions of the synchronizers.
  • the clutch 120 connects the power of the engine 110 to the second input shaft 160b
  • the engine 110 can also be driven by multiple gears. , which can achieve high-efficiency output at low, medium and high vehicle speeds and under various load conditions.
  • the synchronizer includes a first synchronizer 210 and a second synchronizer 220 sleeved on the second input shaft 160b
  • the first The synchronizer 210 is used for connecting the second-speed driving gear 153 and the second input shaft 160b or for connecting the third-speed driving gear 155 and the second input shaft 160b to realize power transmission
  • the second synchronizer 220 is used for connecting the first-speed driving gear 151 and the second input shaft 160b to realize power transmission.
  • the first motor 130 and the engine 110 both have three-speed outputs
  • the second motor 140 has one-speed output, which can meet various driving needs.
  • the first motor 130 can not only perform the traditional function of generating electricity or starting the engine 110, but also participate in driving together with the second motor 140, so the second motor 140 does not need a higher output torque like a traditional transmission because it needs to meet the dynamic design. and power, so that the cost and space requirements are high, and it is not suitable for lightweight. Further, in the embodiment in which the engine 110 has three gears, the engine 110 can not only take into account the direct drive driving at medium and high vehicle speeds, but also greatly contribute to the power performance at low vehicle speeds.
  • the dual-motor series-parallel hybrid transmission proposed in this application can have the following multiple operating modes:
  • Pure electric drive mode In this mode, the clutch 120 is disconnected, the power battery supplies power to the second motor 140 , and the second battery 140 can pass through the transmission path of the first-speed driving gear 151 , the first-speed driven gear 152 and the output shaft 170 Send power to the wheels.
  • Serial drive mode In this mode, the engine 110 drives the first motor 130 to generate electricity, the first motor 130 supplies power to the second motor 140 , and the second motor 140 passes the first-speed driving gear 151 , the first-speed driven gear 152 and the output shaft 170 The transmission path outputs power to the wheels.
  • Parallel driving mode In this mode, the first motor 130 and the second motor 140 are driven in parallel with the engine 110 respectively or simultaneously.
  • Energy recovery mode In this mode, the clutch 120 is disconnected, the engine 110 can drive the first generator 130 to supply power, or when braking, the wheels are driven through the output shaft 170 , the first-speed driven gear 152 , and the first-speed driving gear 151 The path driving the second motor 140 to generate electricity.
  • the present application also proposes an automobile, which includes a hybrid transmission.
  • the specific structure of the hybrid transmission refers to the above-mentioned embodiments. Since the automobile adopts all the technical solutions of all the above-mentioned embodiments, it has at least the technical solutions of the above-mentioned embodiments. All the beneficial effects brought about will not be repeated here.

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Abstract

一种混合动力变速器和汽车，混合动力变速器包括发动机（110）、离合器（120）、第一电机（130）、第二电机（140）、档位齿轮组（150）、同步器（210，220，230）、输入轴（160）和输出轴（170）；离合器（120）用于结合或者切断发动机（110）与输入轴（160）之间的动力传输；第一电机（130）的电机轴通过齿轮传动与输入轴（160）或者发动机（120）的飞轮输出端相连；档位齿轮组（150）包括至少两组相互啮合的主动齿轮和从动齿轮，主动齿轮空套在输入轴（160）上，从动齿轮套接在输出轴（170）上；第二电机（140）的电机轴通过一空套在输入轴（160）上的轴套（141）与主动档位齿轮中的一个进行固接；同步器（210，220，230）用于选择性结合或者切断输入轴（160）、档位齿轮组至输出轴（170）方向上的动力传输。

Description

混合动力变速器和汽车
相关申请
本申请要求2021年4月27日申请的、“申请号为202110462933.2、名称为混合动力变速器和汽车”以及2021年6月22日申请的、“申请号为202121398196.6、名称为双电机串并联混合动力变速器和汽车”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆变速器技术领域，特别涉及一种混合动力变速器和应用该混合动力变速器的汽车。
 背景技术
混合动力汽车是一种使用多种能量来源的车辆，通常是使用液体燃料的常规发动机（ICE）和使用电能的电动机驱动车辆。混合动力汽车可在多种驱动模式下运行，然而电池容量有限，主要依靠发动机燃烧提供动力。
现有的混合动力方案，存在在双电机模式，其中一个电机只能用于发电或启动发动机，不能和另一个电机一起参与驱动，且当前因布置空间问题，都是1档或者2档方案，且驱动电机只能偏轴布置，使得系统传递效率低和动力性不足。
 技术解决方案
本申请的主要目的是提供一种混合动力变速器，旨在使得变速器在低中高车速和各种负载情况下的高效率输出且结构简单，空间布置紧凑。
为实现上述目的，本申请提出的混合动力变速器，包括发动机、离合器、第一电机、第二电机、档位齿轮组、多个同步器、输入轴和输出轴；
所述离合器用于结合或者切断所述发动机与所述输入轴之间的动力传输；
所述第一电机的电机轴通过齿轮传动与所述输入轴或者所述发动机的飞轮输出端相连；
所述档位齿轮组形成有多个档位，所述档位齿轮组包括至少两组相互啮合的主动齿轮和从动齿轮，所述主动齿轮空套在所述输入轴上，所述从动齿轮套接在所述输出轴上；
所述第二电机与所述输入轴同轴设置，所述第二电机的电机轴通过一空套在所述输入轴上的轴套与所述主动档位齿轮中的一个进行固接；
多个所述同步器用于使得所述输入轴通过所述档位齿轮组形成向所述输出轴的不同档位的动力传输。
本申请技术方案在变速器中设置第一电机、第二电机以及档位齿轮组，其中档位齿轮组包括至少两组相互啮合的主动齿轮和从动齿轮，主动齿轮空套在输入轴上，从动齿轮套接在输出轴上，第一电机通过齿轮传动与输入轴或者发动机的飞轮输出端相连，而第二电机的电机轴通过一空套在输入轴上的轴套与主动档位齿轮中的一个进行固接，同步器则用于选择性结合或者切断输入轴、档位齿轮组至输出轴方向上的动力传输，通过这样设置，相交于现有的混动离合器，第一电机只能用于发电或启动发动机，本申请的变速器由于第一电机通过齿轮传动连接至输入轴或者发动机的飞轮输出端，而第二电机的电机轴与一个主动齿轮同步转动，因此本申请的变速器，第一电机既可以当作发电机也可以当作驱动电机使用，第一电机还可以通过档位齿轮组具有至少两个档位，发动机也可以通过档位组件具有至少两个档位，行驶过程中，第一电机可以和发动机实现并联驱动，或者第二电机和发动机实现并联驱动，以此兼顾低中高车速和各种负载情况下的高效率输出以及良好的驾驶感觉，并且上述布局方式，还使得混合动力变速器具有结构紧凑的特点。
可选地，所述第一电机的电机轴上固套有电机主动齿轮，所述输入轴上固套有电机从动齿轮，所述电机主动齿轮和所述电机从动齿轮啮合。
可选地，所述第一电机的电机轴上固套有电机主动齿轮，所述发动机的飞轮输出端上固套有电机从动齿轮，所述电机主动齿轮和所述电机从动齿轮啮合。
可选地，所述档位齿轮组包括相互啮合的一档主动齿轮和一档从动齿轮、相互啮合的二档主动齿轮和二档从动齿轮、相互啮合的三档主动齿轮和三档从动齿轮，其中，二档主动齿轮和所述三档主动齿轮以及二者对应的从动齿轮可以在轴向上位置调换；
所述一档主动齿轮、所述二档主动齿轮以及所述三档主动齿轮在所述输入轴的轴向上间隔排列，所述一档从动齿轮、所述二档从动齿轮以及所述三档从动齿轮固套在所述输出轴上并在其轴向上间隔排列，所述第二电机的电机轴通过所述轴套与所述一档主动齿轮同步转动。
可选地，所述第二电机设置在输入轴远离所述发动机的一端，所述一档主动齿轮设置在所述输出轴远离所述发动机的一端。
可选地，所述同步器包括套设在所述输入轴上的第一同步器，所述第一同步器用于连接所述二档主动齿轮和所述输入轴或者用于连接所述三档主动齿轮和所述输入轴以实现动力传输。
可选地，所述同步器包括套设在所述输入轴上的第一同步器和第二同步器，所述第一同步器用于连接所述二档主动齿轮和所述输入轴或者用于连接所述三档主动齿轮和所述输入轴以实现动力传输，所述第二同步器用于连接所述一档主动齿轮和所述输入轴以实现动力传输。
可选地，所述档位齿轮组包括相互啮合的一档主动齿轮和一档从动齿轮、相互啮合的二档主动齿轮和二档从动齿轮、相互啮合的三档主动齿轮和三档从动齿轮；
所述一档主动齿轮、所述二档主动齿轮以及所述三档主动齿轮在所述输入轴的轴向上间隔排列，所述一档从动齿轮空套在所述输出轴上，所述二档从动齿轮以及所述三档从动齿轮固套在所述输出轴上，所述第二电机的电机轴通过所述轴套与所述一档主动齿轮同步转动；
所述同步器包括套设在所述输入轴上的第一同步器和第二同步器，以及套设在所述输出轴上的第三同步器，所述第一同步器用于连接所述二档主动齿轮和所述输入轴或者用于连接所述三档主动齿轮和所述输入轴以实现动力传输，所述第二同步器用于连接所述一档主动齿轮和所述输入轴以实现动力传输，所述第三同步器用于连接所述一档从动齿轮和所述输出轴以实现动力传输。
可选地，所述混合动力变速器还包括差速器，所述差速器安装有差速器齿圈，所述输出轴上安装有主减速齿轮，所述主减速齿轮与所述差速器齿圈常啮合；
其中，所述主减速齿轮位于所述二档从动齿轮和所述三档从动齿轮之间，或者，所述主减速齿轮位于所述三档从动齿轮背离所述二档从动齿轮的一侧。
可选地，所述输入轴包括第一输入轴和第二输入轴，所述发动机的驱动轴与所述第一输入轴相连，所述第二输入轴空套于所述第一输入轴；
所述离合器设置在所述第一输入轴和所述第二输入轴远离所述发动机的一端，且所述离合器的输入端与所述第一输入轴连接，所述离合器的输出端与所述第二输入轴连接；
所述第一电机的电机轴通过齿轮传动与所述第一输入轴相连；
所述第二电机的电机轴通过一空套在所述第二输入轴上的轴套与所述主动档位齿轮中的一个进行固接；
多个所述同步器用于使得所述第二输入轴通过所述档位齿轮组形成向所述输出轴的不同档位的动力传输。
可选地，所述档位齿轮组包括相互啮合的一档主动齿轮和一档从动齿轮、相互啮合的二档主动齿轮和二档从动齿轮、相互啮合的三档主动齿轮和三档从动齿轮；
所述一档主动齿轮、所述二档主动齿轮以及所述三档主动齿轮在所述第二输入轴的轴向上间隔排列，所述一档从动齿轮、所述二档从动齿轮以及所述三档从动齿轮固套在所述输出轴上并在其轴向上间隔排列，所述第二电机的电机轴通过所述轴套与所述一档主动齿轮同步转动。
可选地，所述同步器包括套设在所述第二输入轴上的第一同步器和第二同步器，所述第一同步器用于连接所述二档主动齿轮和所述第二输入轴或者用于连接所述三档主动齿轮和所述第二输入轴以实现动力传输，所述第二同步器用于连接所述一档主动齿轮和所述第二输入轴以实现动力传输。
本申请还提出一种汽车，汽车包括如上所述的混合动力变速器。
 附图说明
图1为本申请混合动力变速器一实施例的结构示意图；
图2为本申请混合动力变速器又一实施例的结构示意图；
图3为本申请混合动力变速器另一实施例的结构示意图；
图4为本申请混合动力变速器再一实施例的结构示意图；
图5为本申请混合动力变速器又一实施例的结构示意图。
本申请的实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请的一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
需要说明，本申请实施例中所有方向性指示（诸如上、下、左、右、前、后……）仅用于解释在某一特定姿态（如附图所示）下各部件之间的相对位置关系、运动情况等，如果该特定姿态发生改变时，则该方向性指示也相应地随之改变。
另外，在本申请中涉及“第一”、“第二”等的描述仅用于描述目的，而不能理解为指示或暗示其相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。另外，全文中的“和/或”包括三个方案，以A和/或B为例，包括A技术方案、B技术方案，以及A和B同时满足的技术方案；另外，各个实施例之间的技术方案可以相互结合，但是必须是以本领域普通技术人员能够实现为基础，当技术方案的结合出现相互矛盾或无法实现时应当认为这种技术方案的结合不存在，也不在本申请要求的保护范围之内。
本申请提出一种混合动力变速器。
请参照图1，在本申请实施例中，混合动力变速器包括发动机110、离合器120、第一电机130、第二电机140、档位齿轮组150、多个同步器（210,220,230）、输入轴160和输出轴170。
发动机110、第一电机130、第二电机140作为本申请混合动力变速器的动力源，发动机110可以是燃烧汽油或者柴油的内燃机，即可以是汽油发动机110或柴油发动机110，这样使得本申请的变速器具有较广的应用面，第一电机130具有发电和驱动两个功能，其可以为盘式永磁直流无刷电动机，第二电机140同样可以采用盘式永磁直流无刷电动机，本申请对此不做限制，第一电机130的定子可以用例如螺栓固定在混合动力变速器的壳体上。离合器120用于结合或者切断发动机110与输入轴160之间的动力传输。优选地，离合器120的离合鼓与发动机110的飞轮输出端通过花键相连接，离合器120的离合毂与输入轴160通过花键相连接，使得当离合器120处于结合状态时通过离合毂带动输入轴160以相同转速进行转动，离合器120可以为干式离合器120也可以为湿式离合器120。
所述第一电机130的电机轴通过齿轮传动与输入轴160或者发动机110的飞轮输出端相连，请再次参照图1，在一些实施例中，在第一电机130的电机轴上固套有电机主动齿轮131，发动机110的飞轮输出端上固套有电机从动齿轮132，电机主动齿轮131和电机从动齿轮132啮合，此种结构设计，当第一电机130启动发动机110或发动机110驱动第一电机130发电时，则离合器120处于打开状态，可以使动力传递路径不会过长，使得混合动力变速器的整体结构紧凑。
请参照图2，在另一些实施例中，第一电机130的电机轴上固套有电机主动齿轮131，输入轴160上固套有电机从动齿轮132，电机主动齿轮131和电机从动齿轮132啮合，本申请电机主动齿轮131的齿径大于电机从动齿轮132的齿径，也即，此种连接方式，离合器120控制发动机110至输入轴160的动力输入，而第一电机130的动力可以直接通过输入轴160、档位齿轮组150、输出轴170的动力传递路径进行动力输出，由此，第一电机130不仅具有发电以及启动发动机110的作用，还能实现多个档位的动力输出。
所述档位齿轮组150形成有多个档位，档位齿轮组150包括至少两组相互啮合的主动齿轮和从动齿轮，主动齿轮空套在输入轴160上，从动齿轮套接在输出轴170上。第二电机140与输入轴为同轴设置，这样使得整个变速器的结构紧凑，第二电机140的电机轴通过一空套在输入轴160上的轴套141与主动档位齿轮中的一个进行固接，多个所述同步器用于使得输入轴160通过档位齿轮组150形成向输出轴170的不同档位的动力传输。也即，由于主动齿轮和从动齿轮是常啮合的，而第二电机140的电机轴通过一空套在输入轴160上的轴套141与主动档位齿轮中的一个进行固接，使得第二电机140至少具备一个档位实现动力输出。
本申请技术方案在变速器中设置第一电机130、第二电机140以及档位齿轮组150，其中档位齿轮组150包括至少两组相互啮合的主动齿轮和从动齿轮，主动齿轮空套在输入轴160上，从动齿轮套接在输出轴170上，第一电机130通过齿轮传动与输入轴160或者发动机110的飞轮输出端相连，而第二电机140的电机轴通过一空套在输入轴160上的轴套141与主动档位齿轮中的一个进行固接，同步器则用于选择性结合或者切断输入轴160、档位齿轮组150至输出轴170方向上的动力传输，通过这样设置，相交于现有的混动离合器120，第一电机130只能用于发电或启动发动机110，本申请的变速器由于第一电机130通过齿轮传动连接至输入轴160或者发动机110的飞轮输出端，而第二电机140的电机轴与一个主动齿轮同步转动，因此本申请的变速器，第一电机130既可以当作发电机也可以当作驱动电机使用，第一电机130还可以通过档位齿轮组150具有至少两个档位，发动机110也可以通过档位组件具有至少两个档位，行驶过程中，第一电机130可以和发动机110实现并联驱动，或者第二电机140和发动机110实现并联驱动，还可以是第一电机130、第二电机140以及发动机110三者同时进行动力输出，以此兼顾低中高车速和各种负载情况下的高效率输出以及良好的驾驶感觉，并且上述布局方式，还使得混合动力变速器具有结构紧凑的特点。
请参照图1、图2以及图4，在一些实施例中，所述档位齿轮组150包括相互啮合的一档主动齿轮151和一档从动齿轮152、相互啮合的二档主动齿轮153和二档从动齿轮154、相互啮合的三档主动齿轮155和三档从动齿轮156；其中，一档主动齿轮151、二档主动齿轮153以及三档主动齿轮155在输入轴160的轴向上间隔排列，一档从动齿轮152、二档从动齿轮154以及三档从动齿轮156固套在输出轴170上并在其轴向上间隔排列，第二电机140的电机轴通过轴套141与一档主动齿轮151同步转动。本实施例，所述第二电机140设置在输入轴160远离发动机110的一端，一档主动齿轮151设置在输出轴170远离发动机110的一端，本实施例档位齿轮组150设置三组相互啮合的主动齿轮和从动齿轮，第二电机140的电机轴与一档主动齿轮151固定连接，由此第二电机140具备一档驱动，而第一电机130可以通过同步器的结合位置不同而具备多个档位驱动，同时在离合器120将发动机110的动力接入到输入轴160的情况下，发动机110也能具备多个档位驱动的模式，这样可以实现在低中高车速和各种负载情况下的高效率输出。
在档位齿轮组150采用上述连接设置方式的情况下，请参照图4，在一实施例中，所述同步器包括套设在输入轴160上的第一同步器210，第一同步器210用于连接二档主动齿轮153和输入轴160或者用于连接所述三档主动齿轮155和所述输入轴160以实现动力传输，此布局模式下，第一电机130和发动机110都具备两个档位输出，第二电机140具备一个档位输出，混合动力变速器的空间进一步压缩，结构较为紧凑，适应小型车型。
而在另一实施例中，请结合参照图1和图2，所述同步器包括套设在输入轴160上的第一同步器210和第二同步器220，第一同步器210用于连接二档主动齿轮153和输入轴160或者用于连接三档主动齿轮155和输入轴160以实现动力传输，第二同步器220用于连接一档主动齿轮151和输入轴160以实现动力传输，本实施例，第一电机130和发动机110都具备三档输出，第二电机140具备一个档位输出，如此能够满足多种驾驶需求。
请参照图3，在又一实施例中，档位齿轮组150采用连接设置方式与上述内容介绍的不同，本实施例所述档位齿轮组150依旧是三组并包括相互啮合的一档主动齿轮151和一档从动齿轮152、相互啮合的二档主动齿轮153和二档从动齿轮154、相互啮合的三档主动齿轮155和三档从动齿轮156的情况下，上述的主动齿轮的连接方式与上述的实施例相同，而从动齿轮的连接方式则与上述实施例的方式不相同，其中，所述一档从动齿轮152空套在输出轴170上，二档从动齿轮154以及三档从动齿轮156固套在所述输出轴170上，第二电机140的电机轴依然通过轴套141与一档主动齿轮151同步转动，进一步地，本实施例，所述同步器包括套设在所述输入轴160上的第一同步器210和第二同步器220，以及套设在所述输出轴170上的第三同步器230，第一同步器210用于连接二档主动齿轮153和所述输入轴160或者用于连接三档主动齿轮155和输入轴160以实现动力传输，第二同步器220用于连接一档主动齿轮151和输入轴160以实现动力传输，第三同步器230用于连接一档从动齿轮152和输出轴170以实现动力传输。本实施例在第一电机130和发动机110都具备三个档位驱动的情况下，第二电机140也可以具备两个档位驱动（分别是一档和二档），这样设置，使得本实施例的混合动力变速器的驱动模式相较于上面实施例的驱动模式更多，因此更能满足多种驾驶需求。
可以理解地，在上述介绍的内容中，档位齿轮组150虽然为三组构成三个档位，但是在实际应用过程中，档位齿轮组150也可以设置例如四组相互啮合的主动齿轮和从动齿轮，以构成四个档位，甚至是五组以构成五个档位。
在上述任意实施例中，本申请的输入轴160和输出轴170平行设置，此外混合动力变速器还包括差速器180，所述差速器180安装有差速器齿圈181，输出轴170上安装有主减速齿轮190，主减速齿轮190与差速器齿圈181常啮合。
其中，所述主减速齿轮190位于所述二档从动齿轮154和所述三档从动齿轮156之间，或者，所述主减速齿轮190位于所述三档从动齿轮156背离所述二档从动齿轮154的一侧。
本申请所提供的混合动力变速器，通过上述内容介绍，我们了解到，第一电机130不仅能实现传统用于发电或启动发动机110的功能，还能和第二电机140一起参与驱动，故第二电机140无需像传统的变速器因为需要满足动力性设计更大的输出扭矩和功率，使得成本和空间要求较高，且不适合轻量化。进一步地，在发动机110具有三个档位的实施例中，发动机110不仅能兼顾中高车速的直驱驾驶，还能对于低车速的动力性具有较大的贡献。其次，由于第二电机140与一档主动齿轮151通过轴套141进行固定同步转动，轴套141套接在输入轴160上，则第二电机140至发动机110的连接传递路径较短，当需要第二电机140调节发动机110工况点时，传递效率较高。
而在又一实施例中，请参照图5，在本实施例中，输入轴160包括第一输入轴160a和第二输入轴160b，离合器120设置在第一输入轴160a和第二输入轴160b远离发动机110的一端，离合器120的输入端（离合毂）与第一输入轴160a通过花键相连接，离合器120的输出端与第二输入轴160b通过花键相连，使得当离合器120处于结合状态时通过离合毂带动第一输入轴160a以及第二输入轴160b以相同转速进行转动。档位齿轮组150同样包括至少两组相互啮合的主动齿轮和从动齿轮，主动齿轮空套在第二输入轴160a上，从动齿轮固套在输出轴170上。第二电机140的电机轴的轴线与第一输入轴160a、第二输入轴b以及发动机110的驱动轴的轴线重合设置，这样使得整个变速器的结构紧凑，第二电机140的电机轴通过一空套在第二输入轴160b上的轴套141与主动档位齿轮中的一个进行固接，多个所述同步器用于使得第二输入轴160b通过档位齿轮组150形成向输出轴170的不同档位的动力传输。也即，由于主动齿轮和从动齿轮是常啮合的，而第二电机140的电机轴通过一空套在第二输入轴160b上的轴套141与主动档位齿轮中的一个进行固接，使得第二电机140至少具备一个档位实现动力输出。
所述档位齿轮组150包括相互啮合的一档主动齿轮151和一档从动齿轮152、相互啮合的二档主动齿轮153和二档从动齿轮154、相互啮合的三档主动齿轮155和三档从动齿轮156；其中，一档主动齿轮151、二档主动齿轮153以及三档主动齿轮155在第二输入轴160b的轴向上间隔排列，一档从动齿轮152、二档从动齿轮154以及三档从动齿轮156固套在输出轴170上并在其轴向上间隔排列，第二电机140的电机轴通过轴套141与一档主动齿轮151同步转动。本实施例，所述第二电机140设置在第一输入轴160a和第二输入轴160b远离发动机110的一端，一档主动齿轮151设置在第二输入轴160b远离发动机110的一端，本实施例档位齿轮组150设置三组相互啮合的主动齿轮和从动齿轮，第二电机140的电机轴与一档主动齿轮151固定连接，由此第二电机140具备一档驱动模式，而第一电机130可以通过同步器的结合位置不同而具备多个档位驱动，同时在离合器120将发动机110的动力接入到第二输入轴160b的情况下，发动机110也能具备多个档位驱动的模式，这样可以实现在低中高车速和各种负载情况下的高效率输出。
在档位齿轮组150采用上述连接设置方式的情况下，在一实施例中，所述同步器包括套设在第二输入轴160b上的第一同步器210和第二同步器220，第一同步器210用于连接二档主动齿轮153和第二输入轴160b或者用于连接三档主动齿轮155和第二输入轴160b以实现动力传输，第二同步器220用于连接一档主动齿轮151和第二输入轴160b以实现动力传输，本实施例，第一电机130和发动机110都具备三档输出，第二电机140具备一个档位输出，如此能够满足多种驾驶需求。
第一电机130不仅能实现传统用于发电或启动发动机110的功能，还能和第二电机140一起参与驱动，故第二电机140无需像传统的变速器因为需要满足动力性设计更大的输出扭矩和功率，使得成本和空间要求较高，且不适合轻量化。进一步地，在发动机110具有三个档位的实施例中，发动机110不仅能兼顾中高车速的直驱驾驶，还能对于低车速的动力性具有较大的贡献。其次，由于第二电机140与一档主动齿轮151通过轴套141进行固定同步转动，轴套141套接在第二输入轴160b上，则第二电机140至发动机110的连接传递路径较短，当需要第二电机140调节发动机110工况点时，传递效率较高。
结合上面的内容，本申请所提出的双电机串并联混合动力变速器可以具备以下多种工作模式：
纯电驱动模式：此模式下，离合器120处于断开状态，动力电池为第二电机140供电，第二电池140可以通过一档主动齿轮151、一档从动齿轮152以及输出轴170的传递路径向车轮输出动力。
串联驱动模式：此模式下，发动机110驱动第一电机130进行发电，第一电机130向第二电机140供电，第二电机140通过一档主动齿轮151、一档从动齿轮152以及输出轴170的传递路径向车轮输出动力。
并联驱动模式：此模式下，第一电机130和第二电机140分别或同时与发动机110并联驱动。
能量回收模式：此模式下，离合器120断开，发动机110可以带动第一发电机130进行供电，或者在制动时，车轮通过输出轴170驱动、一档从动齿轮152、一档主动齿轮151的路径驱动第二电机140进行发电。
本申请还提出一种汽车，该汽车包括混合动力变速器，该混合动力变速器的具体结构参照上述实施例，由于本汽车采用了上述所有实施例的全部技术方案，因此至少具有上述实施例的技术方案所带来的所有有益效果，在此不再一一赘述。
以上所述仅为本申请的可选实施例，并非因此限制本申请的专利范围，凡是在本申请的发明构思下，利用本申请说明书及附图内容所作的等效结构变换，或直接/间接运用在其他相关的技术领域均包括在本申请的专利保护范围内。

Claims (22)

  1. 一种混合动力变速器，其中，包括发动机、离合器、第一电机、第二电机、档位齿轮组、多个同步器、输入轴和输出轴；
    所述离合器用于结合或者切断所述发动机与所述输入轴之间的动力传输；
    所述第一电机的电机轴通过齿轮传动与所述输入轴或者所述发动机的飞轮输出端相连；
    所述档位齿轮组形成有多个档位，所述档位齿轮组包括至少两组相互啮合的主动齿轮和从动齿轮，所述主动齿轮空套在所述输入轴上，所述从动齿轮套接在所述输出轴上；
    所述第二电机与所述输入轴同轴设置，所述第二电机的电机轴通过一空套在所述输入轴上的轴套与所述主动档位齿轮中的一个进行固接；
    多个所述同步器用于使得所述输入轴通过所述档位齿轮组形成向所述输出轴的不同档位的动力传输。
  2. 如权利要求1所述的混合动力变速器，其中，所述第一电机的电机轴上固套有电机主动齿轮，所述输入轴上固套有电机从动齿轮，所述电机主动齿轮和所述电机从动齿轮啮合。
  3. 如权利要求1所述的混合动力变速器，其中，所述第一电机的电机轴上固套有电机主动齿轮，所述发动机的飞轮输出端上固套有电机从动齿轮，所述电机主动齿轮和所述电机从动齿轮啮合。
  4. 如权利要求1所述的混合动力变速器，其中，所述档位齿轮组包括相互啮合的一档主动齿轮和一档从动齿轮、相互啮合的二档主动齿轮和二档从动齿轮、相互啮合的三档主动齿轮和三档从动齿轮，其中，所述二档主动齿轮和所述三档主动齿轮以及二者对应的从动齿轮可以在轴向上位置调换；
    所述一档主动齿轮、所述二档主动齿轮以及所述三档主动齿轮在所述输入轴的轴向上间隔排列，所述一档从动齿轮、所述二档从动齿轮以及所述三档从动齿轮固套在所述输出轴上并在其轴向上间隔排列，所述第二电机的电机轴通过所述轴套与所述一档主动齿轮同步转动。
  5. 如权利要求4所述的混合动力变速器，其中，所述第二电机设置在输入轴远离所述发动机的一端，所述一档主动齿轮设置在所述输出轴远离所述发动机的一端。
  6. 如权利要求4所述的混合动力变速器，其中，所述同步器包括套设在所述输入轴上的第一同步器，所述第一同步器用于连接所述二档主动齿轮和所述输入轴或者用于连接所述三档主动齿轮和所述输入轴以实现动力传输。
  7. 如权利要求4所述的混合动力变速器，其中，所述同步器包括套设在所述输入轴上的第一同步器和第二同步器，所述第一同步器用于连接所述二档主动齿轮和所述输入轴或者用于连接所述三档主动齿轮和所述输入轴以实现动力传输，所述第二同步器用于连接所述一档主动齿轮和所述输入轴以实现动力传输。
  8. 如权利要求1所述的混合动力变速器，其中，所述档位齿轮组包括相互啮合的一档主动齿轮和一档从动齿轮、相互啮合的二档主动齿轮和二档从动齿轮、相互啮合的三档主动齿轮和三档从动齿轮；
    所述一档主动齿轮、所述二档主动齿轮以及所述三档主动齿轮在所述输入轴的轴向上间隔排列，所述一档从动齿轮空套在所述输出轴上，所述二档从动齿轮以及所述三档从动齿轮固套在所述输出轴上，所述第二电机的电机轴通过所述轴套与所述一档主动齿轮同步转动；
    所述同步器包括套设在所述输入轴上的第一同步器和第二同步器，以及套设在所述输出轴上的第三同步器，所述第一同步器用于连接所述二档主动齿轮和所述输入轴或者用于连接所述三档主动齿轮和所述输入轴以实现动力传输，所述第二同步器用于连接所述一档主动齿轮和所述输入轴以实现动力传输，所述第三同步器用于连接所述一档从动齿轮和所述输出轴以实现动力传输。
  9. 如权利要求4所述的混合动力变速器，其中，所述混合动力变速器还包括差速器，所述差速器安装有差速器齿圈，所述输出轴上安装有主减速齿轮，所述主减速齿轮与所述差速器齿圈常啮合；
    其中，所述主减速齿轮位于所述二档从动齿轮和所述三档从动齿轮之间，或者，所述主减速齿轮位于所述三档从动齿轮背离所述二档从动齿轮的一侧。
  10. 如权利要求1所述的混合动力变速器，其中，所述输入轴包括第一输入轴和第二输入轴，所述发动机的驱动轴与所述第一输入轴相连，所述第二输入轴空套于所述第一输入轴；
    所述离合器设置在所述第一输入轴和所述第二输入轴远离所述发动机的一端，且所述离合器的输入端与所述第一输入轴连接，所述离合器的输出端与所述第二输入轴连接；
    所述第一电机的电机轴通过齿轮传动与所述第一输入轴相连；
    所述第二电机的电机轴通过一空套在所述第二输入轴上的轴套与所述主动档位齿轮中的一个进行固接；
    多个所述同步器用于使得所述第二输入轴通过所述档位齿轮组形成向所述输出轴的不同档位的动力传输。
  11. 如权利要求10所述的混合动力变速器，其中，所述档位齿轮组包括相互啮合的一档主动齿轮和一档从动齿轮、相互啮合的二档主动齿轮和二档从动齿轮、相互啮合的三档主动齿轮和三档从动齿轮；
    所述一档主动齿轮、所述二档主动齿轮以及所述三档主动齿轮在所述第二输入轴的轴向上间隔排列，所述一档从动齿轮、所述二档从动齿轮以及所述三档从动齿轮固套在所述输出轴上并在其轴向上间隔排列，所述第二电机的电机轴通过所述轴套与所述一档主动齿轮同步转动。
  12. 如权利要求11所述的混合动力变速器，其中，所述同步器包括套设在所述第二输入轴上的第一同步器和第二同步器，所述第一同步器用于连接所述二档主动齿轮和所述第二输入轴或者用于连接所述三档主动齿轮和所述第二输入轴以实现动力传输，所述第二同步器用于连接所述一档主动齿轮和所述第二输入轴以实现动力传输。
  13. 一种汽车，其中，包括混合动力变速器，所述混合动力变速器包括发动机、离合器、第一电机、第二电机、档位齿轮组、多个同步器、输入轴和输出轴；
    所述离合器用于结合或者切断所述发动机与所述输入轴之间的动力传输；
    所述第一电机的电机轴通过齿轮传动与所述输入轴或者所述发动机的飞轮输出端相连；
    所述档位齿轮组形成有多个档位，所述档位齿轮组包括至少两组相互啮合的主动齿轮和从动齿轮，所述主动齿轮空套在所述输入轴上，所述从动齿轮套接在所述输出轴上；
    所述第二电机与所述输入轴同轴设置，所述第二电机的电机轴通过一空套在所述输入轴上的轴套与所述主动档位齿轮中的一个进行固接；
    多个所述同步器用于使得所述输入轴通过所述档位齿轮组形成向所述输出轴的不同档位的动力传输。
  14. 如权利要求13所述的汽车，其中，所述第一电机的电机轴上固套有电机主动齿轮，所述输入轴上固套有电机从动齿轮，所述电机主动齿轮和所述电机从动齿轮啮合。
  15. 如权利要求13所述的汽车，其中，所述第一电机的电机轴上固套有电机主动齿轮，所述发动机的飞轮输出端上固套有电机从动齿轮，所述电机主动齿轮和所述电机从动齿轮啮合。
  16. 如权利要求13所述的汽车，其中，所述档位齿轮组包括相互啮合的一档主动齿轮和一档从动齿轮、相互啮合的二档主动齿轮和二档从动齿轮、相互啮合的三档主动齿轮和三档从动齿轮，其中，所述二档主动齿轮和所述三档主动齿轮以及二者对应的从动齿轮可以在轴向上位置调换；
    所述一档主动齿轮、所述二档主动齿轮以及所述三档主动齿轮在所述输入轴的轴向上间隔排列，所述一档从动齿轮、所述二档从动齿轮以及所述三档从动齿轮固套在所述输出轴上并在其轴向上间隔排列，所述第二电机的电机轴通过所述轴套与所述一档主动齿轮同步转动。
    17 如权利要求16所述的汽车，其中，所述第二电机设置在输入轴远离所述发动机的一端，所述一档主动齿轮设置在所述输出轴远离所述发动机的一端。
  17. 如权利要求16所述的汽车，其中，所述同步器包括套设在所述输入轴上的第一同步器，所述第一同步器用于连接所述二档主动齿轮和所述输入轴或者用于连接所述三档主动齿轮和所述输入轴以实现动力传输。
  18. 如权利要求16所述的汽车，其中，所述同步器包括套设在所述输入轴上的第一同步器和第二同步器，所述第一同步器用于连接所述二档主动齿轮和所述输入轴或者用于连接所述三档主动齿轮和所述输入轴以实现动力传输，所述第二同步器用于连接所述一档主动齿轮和所述输入轴以实现动力传输。
  19. 如权利要求13所述的汽车，其中，所述档位齿轮组包括相互啮合的一档主动齿轮和一档从动齿轮、相互啮合的二档主动齿轮和二档从动齿轮、相互啮合的三档主动齿轮和三档从动齿轮；
    所述一档主动齿轮、所述二档主动齿轮以及所述三档主动齿轮在所述输入轴的轴向上间隔排列，所述一档从动齿轮空套在所述输出轴上，所述二档从动齿轮以及所述三档从动齿轮固套在所述输出轴上，所述第二电机的电机轴通过所述轴套与所述一档主动齿轮同步转动；
    所述同步器包括套设在所述输入轴上的第一同步器和第二同步器，以及套设在所述输出轴上的第三同步器，所述第一同步器用于连接所述二档主动齿轮和所述输入轴或者用于连接所述三档主动齿轮和所述输入轴以实现动力传输，所述第二同步器用于连接所述一档主动齿轮和所述输入轴以实现动力传输，所述第三同步器用于连接所述一档从动齿轮和所述输出轴以实现动力传输。
  20. 如权利要求16所述的汽车，其中，所述混合动力变速器还包括差速器，所述差速器安装有差速器齿圈，所述输出轴上安装有主减速齿轮，所述主减速齿轮与所述差速器齿圈常啮合；
    其中，所述主减速齿轮位于所述二档从动齿轮和所述三档从动齿轮之间，或者，所述主减速齿轮位于所述三档从动齿轮背离所述二档从动齿轮的一侧。
  21. 如权利要求13所述的汽车，其中，所述输入轴包括第一输入轴和第二输入轴，所述发动机的驱动轴与所述第一输入轴相连，所述第二输入轴空套于所述第一输入轴；
    所述离合器设置在所述第一输入轴和所述第二输入轴远离所述发动机的一端，且所述离合器的输入端与所述第一输入轴连接，所述离合器的输出端与所述第二输入轴连接；
    所述第一电机的电机轴通过齿轮传动与所述第一输入轴相连；
    所述第二电机的电机轴通过一空套在所述第二输入轴上的轴套与所述主动档位齿轮中的一个进行固接；
    多个所述同步器用于使得所述第二输入轴通过所述档位齿轮组形成向所述输出轴的不同档位的动力传输。
  22. 如权利要求22所述的汽车，其中，所述档位齿轮组包括相互啮合的一档主动齿轮和一档从动齿轮、相互啮合的二档主动齿轮和二档从动齿轮、相互啮合的三档主动齿轮和三档从动齿轮；
    所述一档主动齿轮、所述二档主动齿轮以及所述三档主动齿轮在所述第二输入轴的轴向上间隔排列，所述一档从动齿轮、所述二档从动齿轮以及所述三档从动齿轮固套在所述输出轴上并在其轴向上间隔排列，所述第二电机的电机轴通过所述轴套与所述一档主动齿轮同步转动。
    24 如权利要求23所述的汽车，其中，所述同步器包括套设在所述第二输入轴上的第一同步器和第二同步器，所述第一同步器用于连接所述二档主动齿轮和所述第二输入轴或者用于连接所述三档主动齿轮和所述第二输入轴以实现动力传输，所述第二同步器用于连接所述一档主动齿轮和所述第二输入轴以实现动力传输。
PCT/CN2021/107471 2021-04-27 2021-07-20 混合动力变速器和汽车 WO2022227302A1 (zh)

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