CN108612812A - Hybrid transmission, hybrid drive train and hybrid vehicle - Google Patents

Abstract

The invention relates to a hybrid transmission, a hybrid drive train and a hybrid vehicle, wherein the hybrid transmission comprises a first input shaft, a second input shaft and an output shaft, the first input shaft and the second input shaft are coaxially arranged, the hybrid transmission further comprises a first gear and a second gear which are arranged on the first input shaft, the first gear and the second gear are axially adjacently arranged and synchronously rotate, and the second gear is arranged at one axial end of the first input shaft; a first synchronizer disposed on the second input shaft on one side in an axial direction of the second gear and engageable with the second gear; and a third gear, a fourth gear, and a second synchronizer disposed on the output shaft, the third gear and the fourth gear being idly sleeved on the output shaft, the second synchronizer being located between the third gear and the fourth gear and being engageable with the third gear or the fourth gear, the third gear and the fourth gear being engaged with the first gear and the second gear, respectively.

Description

Hybrid transmission, hybrid drive train and hybrid vehicle

technical field

The invention relates to the field of hybrid vehicles. In particular, the present invention relates to a hybrid transmission and a hybrid driveline and a hybrid vehicle including the hybrid transmission.

Background technique

A hybrid vehicle is a vehicle that uses more than two sources of power. The most common gasoline-electric hybrid vehicles use a traditional internal combustion engine (diesel or gasoline) and an electric motor as power sources.

From the prior art, various arrangements of hybrid drive trains in hybrid vehicles are known. A commonly used add-on arrangement is to additionally add a hybrid module between the internal combustion engine and the transmission of the traditional internal combustion engine drive system, wherein the hybrid module includes a clutch for coupling or cutting off the power transmission between the internal combustion engine and the electric motor, the electric motor , a casing for the hybrid power module, and the like. Since the hybrid module is additionally added between the internal combustion engine and the transmission, the axial length of the drive system increases, which makes the layout and packaging of some compact vehicles more difficult. In order to make the drive system as compact as possible, the design of the hybrid module becomes complicated. For example, for a hybrid module used with a dual-clutch transmission, it may be necessary to set three clutches in the rotor space of the electric motor, which is difficult to integrate.

There are also hybrid drive trains in the prior art, in which the electric machine is integrated into the transmission to form a hybrid-specific transmission (DHT). However, the existing hybrid-specific transmissions are usually specially provided with a gear set from the output shaft of the motor to the output shaft of the transmission, and a dedicated reverse gear set is provided for the pure internal combustion engine driving mode, which increases the space occupied by the transmission and increases the manufacturing cost. increase, while also detrimental to the reliability and efficiency of the entire drive system. In addition, existing hybrid-specific transmissions have long power transmission paths from the internal combustion engine to the wheels in some gears, reducing system efficiency.

Contents of the invention

An object of the present invention is to provide a hybrid transmission, a hybrid drive train and a hybrid vehicle, which can reduce the components of the transmission, thereby reducing the complexity and cost of the transmission and compressing the occupied space. Another object of the present invention is to provide a hybrid transmission, a hybrid drive train and a hybrid vehicle, which can shorten a power transmission path and improve energy utilization efficiency.

According to one aspect of the present invention, a hybrid transmission is provided, which includes a first input shaft, a second input shaft and an output shaft, the first input shaft and the second input shaft are arranged coaxially, the hybrid The power transmission further includes a first gear and a second gear arranged on the first input shaft, the first gear and the second gear are axially adjacent to each other and rotate synchronously, the second gear is arranged on the One axial end of the first input shaft; a first synchronizer arranged on the second input shaft, the first synchronizer is located on the axial side of the second gear and can be connected with the second gear Engagement; the third gear, the fourth gear and the second synchronizer arranged on the output shaft, the third gear and the fourth gear are vacantly sleeved on the output shaft, and the second synchronizer is located Between the third gear and the fourth gear and can be engaged with the third gear or the fourth gear, the third gear and the fourth gear are respectively connected with the first gear and the The second gear meshes.

According to an embodiment of the present invention, wherein the first gear and the second gear are integrally formed or fixedly connected to the first input shaft.

According to an embodiment of the present invention, wherein the first input shaft is formed as a hollow shaft, the second input shaft is inserted into the first input shaft and a part extends from the one end of the first input shaft .

According to an embodiment of the invention, the hybrid transmission further comprises at least one other gear pair comprising at least one fifth gear arranged on said second input shaft and at least one sixth gear arranged on said output shaft , the at least one fifth gear and the at least one sixth gear are engaged in one-to-one correspondence so as to be able to transmit torque between the second input shaft and the output shaft.

According to an embodiment of the present invention, the number of the at least one fifth gear and the at least one sixth gear is one respectively, the fifth gear is idly sleeved on the second input shaft, and is located on the second input shaft. One axial side of a synchronizer is engageable with the first synchronizer, and the sixth gear is connected to the output shaft in a rotationally fixed manner.

According to an embodiment of the present invention, the number of the at least one fifth gear and the at least one sixth gear are respectively at least two, and the hybrid transmission further includes at least one other synchronizer, the at least one The other synchronizer is arranged on the second input shaft or the output shaft, and is capable of engaging with the fifth gear or the sixth gear loosely sleeved on the second input shaft or the output shaft.

According to an embodiment of the present invention, the number of the at least one fifth gear and the at least one sixth gear is two respectively, and the number of the at least one other synchronizer is one, two of the fifth The gears are anti-torsionally connected on the second input shaft, the two sixth gears are idly sleeved on the output shaft, and one of the other synchronizers is arranged on the output shaft, located between the two between the sixth gears and engageable with any one of the two sixth gears.

According to an embodiment of the present invention, the number of the at least one fifth gear and the at least one sixth gear are three respectively, and the number of the at least one other synchronizer is one, three of the fifth One of the fifth gears in the gears is idly sleeved on the second input shaft, located on one side of the axial direction of the first synchronizer and can be engaged with the first synchronizer, and is connected with the one of the first synchronizers. one said sixth gear of the five-gear mesh is torsionally connected to said output shaft, and the other two said fifth gears of three said fifth gears are torsionally connected to said second input shaft, The two sixth gears meshing with the other two fifth gears are idly sleeved on the output shaft, and one of the other synchronizers is arranged on the output shaft, located between the two between the sixth gears and engageable with any one of the two sixth gears.

According to an embodiment of the present invention, the number of the at least one fifth gear and the at least one sixth gear are four respectively, and the number of the at least one other synchronizer is two, and the number of the fourth gear is four. Two of the fifth gears in the five gears are idly connected on the second input shaft, and the two sixth gears meshed with it are connected torsionally on the output shaft, and two of the other synchronizers One of them is arranged on the second input shaft, between the two fifth gears, and can be engaged with any one of the two fifth gears, and four of the fifth gears The other two fifth gears in the five gears are connected torsionally on the second input shaft, and the other two sixth gears meshed with it are sleeved on the output shaft. Another of the other synchronizers is arranged on the output shaft between the other two of the sixth gears, and is engageable with any one of the other two of the sixth gears.

According to an embodiment of the present invention, wherein the number of the at least one fifth gear and the at least one sixth gear is five respectively, and the number of the at least one other synchronizer is two, the at least one sixth gear One of the five gears is vacantly sleeved on the second input shaft, located on one axial side of the first synchronizer and capable of engaging with the first synchronizer, and the sixth gear meshed with it The two fifth gears in the other fifth gears are idlingly connected on the second input shaft, and the two sixth gears meshed with it are anti-torque connected to the output shaft, one of the two other synchronizers is arranged on the second input shaft, between the two fifth gears, and is capable of communicating with the two Any one of the fifth gears is engaged, the other two fifth gears of the other fifth gears are connected torsionally on the second input shaft, and the other two sixth gears meshing with it The gear is vacantly sleeved on the output shaft, and the other of the two other synchronizers is arranged on the output shaft, between the other two sixth gears, and can be connected with the other two any one of the sixth gears.

According to one aspect of the present invention, there is also provided a hybrid drive train, which includes an internal combustion engine, an electric motor, a power coupling unit, and the hybrid transmission as described in any one of the above embodiments, wherein the first input shaft is connected to the The electric motor is power connected, and the second input shaft is power coupled or disconnected from the internal combustion engine via the power coupling unit.

According to an embodiment of the present invention, the motor includes a rotor and a rotor hub for supporting the rotor, and the rotor hub is connected to the first input shaft in a torque-proof manner.

According to an embodiment of the present invention, wherein the first input shaft is formed as a hollow shaft, the second input shaft is inserted into the first input shaft and a part extends from the one end of the first input shaft , and the electric machine is arranged axially between the internal combustion engine and the hybrid transmission, and the power coupling unit is arranged in an inner space of a rotor of the electric machine.

According to an embodiment of the present invention, the power coupling unit is a clutch.

The present invention also provides a hybrid vehicle comprising the above-mentioned hybrid drive train.

Therefore, according to the hybrid transmission, the hybrid drive train and the hybrid vehicle according to the embodiments of the present invention, the components of the transmission can be reduced, thereby reducing the complexity and cost of the transmission and compressing the occupied space. In addition, the hybrid transmission, the hybrid drive train and the hybrid vehicle according to the embodiments of the present invention can also shorten the power transmission path and improve the energy utilization efficiency.

Description of drawings

In the following, the features, advantages and technical effects of exemplary embodiments of the present invention will be described with reference to the accompanying drawings, in which like reference numerals represent similar elements, wherein:

FIG. 1 shows a schematic diagram of a hybrid transmission and a hybrid drivetrain according to one embodiment of the present invention.

FIG. 2 shows a schematic diagram of a hybrid transmission and a hybrid drivetrain according to another embodiment of the present invention.

3A-3D illustrate hybrid transmissions according to other embodiments of the present invention.

4A-4D illustrate the control parameters and power transmission paths of the pure motor drive mode of the hybrid powertrain shown in FIG. 3B.

5A-5E illustrate the control parameters and power transmission path of the pure internal combustion engine driving mode of the hybrid powertrain shown in FIG. 3B.

6A-6H illustrate control parameters and power transmission paths of the hybrid drive mode of the hybrid drivetrain shown in FIG. 3B .

7A-7B show the control parameters and the power transmission path of the internal combustion engine start mode in the motor-driven driving state of the hybrid powertrain shown in FIG. 3B .

FIG. 8 shows control parameters and power transmission paths of the parking charging mode of the hybrid powertrain shown in FIG. 3B .

Detailed ways

Hereinafter, embodiments of the present invention are described with reference to the drawings. The following detailed description and accompanying drawings serve to illustrate the principles of the present invention. The present invention is not limited to the described preferred embodiments, but the scope of the present invention is defined by the claims.

The hybrid drive train according to the present invention includes an internal combustion engine ICE, an electric motor EM and a hybrid transmission, wherein the internal combustion engine ICE and the electric motor EM are used as power sources, and the output power of both is transmitted to the wheels of the vehicle through the hybrid transmission.

The internal combustion engine ICE in the present invention usually refers to a traditional diesel internal combustion engine or a gasoline internal combustion engine, and of course it can also be an internal combustion engine using other alternative fuels, such as compressed natural gas, propane and ethanol fuel. In addition, the internal combustion engine ICE may be a four-cylinder engine or an engine with other numbers of cylinders.

In addition to being a power source (operating in motor mode), the motor EM can also be used as a generator to convert the power output by the internal combustion engine ICE into electrical energy and store it in a battery electrically connected to the motor. The specific implementation of the electric motor EM converting the power output by the internal combustion engine ICE into electrical energy will be described in detail when introducing the working mode of the hybrid drive system below.

FIG. 1 shows a hybrid drive train according to one embodiment of the invention. As shown in FIG. 1 , the hybrid drive train includes a clutch K0 in addition to the internal combustion engine ICE, the electric machine EM and the hybrid transmission T. The clutch K0 is used for power coupling or disconnection between the internal combustion engine ICE and the hybrid transmission T.

The transmission T includes a first input shaft 1 , a second input shaft 2 and an output shaft 3 , wherein the first input shaft 1 and the second input shaft 2 are arranged coaxially. Specifically, the first input shaft 1 can be formed as a hollow shaft, the second input shaft 2 can be formed as a solid shaft, the second input shaft 2 can be inserted into the first input shaft 1, and extend from one end of the first input shaft 1 A part is used to arrange gears, synchronizers and other components.

A gear Z11 and a gear Z12 are arranged on the first input shaft 1 , the gear Z11 and the gear Z12 are arranged adjacent to each other in the axial direction and rotate synchronously, and the gear Z12 is located at the axial end of the first input shaft 1 . The gears Z11 and Z12 can be integrally formed or fixedly mounted on the first input shaft 1 to achieve synchronous rotation.

A synchronizer A is arranged on the second input shaft 2 . The synchronizer A is arranged adjacent to the end of the first input shaft 1 , located on one axial side of the gear Z12 and capable of engaging with the gear Z12 . When the synchronizer A is engaged with the gear Z12, the power on the first input shaft 1 and the power on the second input shaft 2 can be coupled.

A gear Z31 , a gear Z32 and a synchronizer B are arranged on the output shaft 3 . Specifically, the gear Z31 and the gear Z32 are loosely sleeved on the output shaft 3 and mesh with the gear Z11 and the gear Z12 respectively. The synchronizer B is arranged between the gears Z31 and Z32, and can be engaged with the gear Z31 or Z32. When the synchronizer B engages with the gear Z31, the gear Z31 and the output shaft 3 rotate synchronously; when it engages with the gear Z32, the gear Z32 rotates synchronously with the output shaft 3; There is no power transmission between them.

The first input shaft 1 is power connected with the motor EM. Specifically, as shown in FIG. 1 , the electric machine EM may include a stator S, a rotor R, and a rotor hub H for supporting the rotor. The rotor hub H is arranged coaxially with the first input shaft 1 and is torsionally connected to the motor end of the first input shaft 1 (opposite the axial end of the first input shaft 1), i.e., the rotor hub H serves as the motor EM The output shaft inputs the power of the motor EM from the first input shaft 1 to the transmission T.

The second input shaft 2 is power-connected with the internal combustion engine ICE. Specifically, the output shaft of the internal combustion engine ICE is connected to the second input shaft 2 via the dual mass flywheel DMF and the clutch K0, and the engagement or disengagement of the clutch K0 can make the power coupling or disconnection of the internal combustion engine output shaft to the second input shaft 2. The internal combustion engine ICE, the electric motor EM and the transmission T are sequentially arranged in the axial direction, and the clutch K0 is arranged in the internal space of the rotor R of the electric motor EM to save axial space. The second input shaft 2 passes through the rotor hub H and the hollow first input shaft 1 sequentially from the clutch K0 side, and protrudes from the transmission end of the first input shaft 1 .

In the hybrid transmission and hybrid drive train of the above embodiments, when the synchronizer A is engaged with the gear Z12, the power of the electric motor EM can be coupled with the power of the internal combustion engine ICE. In addition, the power of the electric motor EM and the power of the internal combustion engine ICE are transmitted to the transmission output shaft through a shared gear set, therefore, there is no need to set a separate gear set from the motor output shaft to the transmission output shaft, which can reduce the number of parts of the transmission, which is beneficial to Reduce manufacturing cost and compress occupied space. In addition, the power input to the first input shaft and the second input shaft of the transmission can be transmitted to the output shaft of the transmission through a gear pair, the power transmission path is short, and the transmission efficiency is high. In addition, the gear Z11 and the gear Z12 that can rotate synchronously without a synchronizer can reduce the number of synchronizers.

The hybrid transmission of the embodiment shown in FIG. 1 only includes 1 synchronizer and 2 gear pairs. According to other embodiments of the present invention, the hybrid transmission may also include more other gear pairs and other synchronizers to increase gear changes. Specifically, the hybrid transmission may additionally include at least one other gear pair disposed between the second input shaft 2 and the transmission output shaft 3 to transmit power between the second input shaft 2 and the transmission output shaft 3 .

FIG. 2 shows a hybrid transmission and a hybrid drive train in which at least one other gear pair is one in number according to an embodiment of the present invention. Compared with the hybrid transmission shown in FIG. 1 , the hybrid transmission shown in FIG. 2 additionally includes one other gear pair Z23-Z33, wherein the gear Z23 is idling on the second input shaft 2 and located at the side of the synchronizer A. Axially one side, and can be engaged with synchronizer A. The gear Z33 is connected to the output shaft 3 in a rotationally fixed manner. In the hybrid transmission shown in FIG. 2 , synchronizer A can be engaged with gear Z12 , engaged with gear Z23 , and disengaged with both gear Z12 and gear Z23 . When the synchronizer A is engaged with the gear Z12, the power of the electric motor EM and the internal combustion engine ICE can be coupled. When the synchronizer A is engaged with the gear Z23, the gear Z23 can be rotated synchronously with the second input shaft 2, and when the synchronizer A is disengaged from both the gear Z12 and the gear Z23, the power of the electric motor EM and the internal combustion engine ICE will be independent of each other for power transmission.

3A-3D illustrate hybrid transmissions and hybrid drive trains according to other embodiments of the present invention, wherein the number of at least one other gear pair is at least two, and the hybrid transmission further includes at least one other synchronizer, The at least one other synchronizer is arranged on the second input shaft 2 or the output shaft 3 and can engage with at least one other gear pair hollowly sleeved on the second input shaft 2 or the output shaft 3 .

Compared with the embodiment shown in FIG. 1, the embodiment shown in FIG. 3A additionally includes 2 other gear pairs Z24-Z34, Z25-Z35 and 1 other synchronizer C, wherein the gears Z24 and Z25 are connected in a torque-resistant manner. On the second input shaft 2 , the gears Z34 and Z35 are vacantly sleeved on the output shaft 3 , and the synchronizer C is arranged on the output shaft 3 . The synchronizer C is located between the gear Z34 and the gear Z35 and can be engaged with the gear Z34 or the gear Z35. When the synchronizer C engages with the gear Z34, the gear Z34 and the output shaft 3 rotate synchronously; when it engages with the gear Z35, the gear Z35 rotates synchronously with the output shaft 3; There is no power transmission between the output shafts 3.

Compared with the embodiment shown in Figure 1, the embodiment shown in Figure 3B additionally includes 3 other gear pairs Z23-Z33, Z24-Z34, Z25-Z35 and 1 other synchronizer C, wherein the other gears The arrangement of Z23-Z33 is the same as that of other gear pairs Z23-Z33 in the embodiment shown in FIG. The arrangement of the other gear pairs Z24-Z34, Z25-Z35 and other synchronizers C is the same, and the gear pairs Z24-Z34, Z25-Z35 are axially arranged on the side away from the synchronizer A relative to the gear pair Z23-Z33.

Compared with the embodiment shown in Figure 1, the embodiment shown in Figure 3C additionally includes 4 gear pairs Z24-Z34, Z25-Z35, Z26-Z36, Z27-Z37 and 2 other synchronizers C, D , wherein the arrangement of gear pairs Z24-Z34, Z25-Z35 and synchronizer C is the same as that of other gear pairs Z24-Z34, Z25-Z35 and other synchronizers C in the embodiment shown in FIG. 3A. The arrangement of gear pairs Z26-Z36, Z27-Z37 and synchronizer D is as follows. The gears Z26, Z27 are vacantly sleeved on the second input shaft 2, and the synchronizer D is arranged on the second input shaft 2, between the gears Z26, Z27, and can be engaged with the gear Z26 or the gear Z27. The gears Z36 and Z37 are connected to the output shaft 3 in a torsion-resistant manner. When the synchronizer D is engaged with the gear Z26, the gear Z26 rotates synchronously with the second input shaft 2, and the gear pair Z26-Z36 can transmit power between the second input shaft 2 and the output shaft 3; when the synchronizer D is engaged with the gear Z27 , the gear Z27 rotates synchronously with the second input shaft 2, and the gear pair Z27-Z37 can transmit power between the second input shaft 2 and the output shaft 3; when the synchronizer D is disengaged from the gears Z26 and Z27, the gears Z26, There is no power transmission between Z27 and the second input shaft 2 , and the gear pairs Z26-Z36 and Z27-Z37 cannot be used for power transmission between the second input shaft 2 and the output shaft 3 .

In the embodiment shown in Fig. 3C, the gear pairs Z26-Z36, Z27-Z37 are arranged axially between the synchronizer A and the gear pairs Z24-Z34, Z25-Z35. According to other embodiments, the gear pairs Z26-Z36, Z27-Z37 may also be arranged on the side of the gear pairs Z24-Z34, Z25-Z35 away from the synchronizer A along the axial direction.

Compared with the embodiment shown in FIG. 1, the hybrid transmission shown in FIG. 3D additionally includes five other gear pairs Z23-Z33, Z24-Z34, Z25-Z35, Z26-Z36, Z27-Z37 and 2 other synchronizers, wherein the arrangement of the gear pair Z23-Z33 is the same as that of the gear pair Z23-Z33 in the embodiment shown in Figure 2, and the gear pairs Z24-Z34, Z25-Z35, Z26-Z36, Z27-Z37 and 2 The arrangement of the other synchronizers C, D is the same as that of the gear pairs Z24-Z34, Z25-Z35, Z26-Z36, Z27-Z37 and the synchronizers C, D in the embodiment shown in Fig. 3C.

The hybrid transmission according to the present invention may also include more other gear pairs and more other synchronizers. In addition, the arrangement of gears in other gear pairs and other synchronizers on the second input shaft 2 and output shaft 3 is also not limited to the above-mentioned embodiments. For example, in the embodiment shown in FIG. 3A , the gears Z24 and Z25 are connected to the second input shaft 2 for torque resistance, the gears Z34 and Z35 are sleeved on the output shaft 3 , and the synchronizer C is arranged on the output shaft 3 and located at Between gears Z34 and Z35. According to other embodiments, the gears Z24, Z25 can be loosely sleeved on the second input shaft 2, the synchronizer C is arranged on the second input shaft 2 and is located between the gears Z24, Z25, and the gears Z34, Z35 are torque-proof connected to the output on axis 3. According to similar principles, the embodiment shown in Figs. 3B-3D can be similarly changed to obtain other arrangements.

By controlling the states of the internal combustion engine ICE, the electric machine EM, the clutch K0 and the synchronizer in the hybrid drive system, the hybrid drive system of the present invention can switch between multiple operating modes to adapt to the driving force of the vehicle under different working conditions. system requirements. The multiple working modes of the hybrid drive system of the embodiment shown in FIG. 2 will be described below. According to the description of the multiple working modes of the hybrid drive system shown in FIG. 3B, those skilled in the art can understand the present invention according to its working principle Other embodiments of the hybrid clutch and hybrid driveline operating principles.

1. Pure motor drive mode

In the pure electric driving mode, the electric motor EM serves as the sole power source for driving the vehicle. The electric-only drive mode of the hybrid powertrain shown in FIG. 3B specifically includes a forward gear mode and a reverse gear mode.

In the forward gear mode, the vehicle can move forward at the speed corresponding to different gears, the motor EM rotates forward in the motor mode, the internal combustion engine ICE does not work (that is, the internal combustion engine ICE does not output torque), the clutch K0 is opened, and the power of the motor EM passes through the first An input shaft 1 transmits to the transmission T. The hybrid drive system shown in FIG. 3B includes four forward gears, and the working state of the synchronizer and the power transmission path in each forward gear are as follows (see FIGS. 4A-4D ).

EM1: Synchronizer A is engaged with gear Z12, synchronizer B is not engaged, and synchronizer C is engaged with gear Z35. The power of the motor EM is transmitted to the output shaft 3 via the first input shaft 1, the synchronizer A, the second input shaft 2 and the gear pair Z25-Z35, thereby driving the wheels to rotate.

EM2: Synchronizer A is not engaged, synchronizer B is engaged with gear Z31, and synchronizer C is not engaged. The power of the motor EM is transmitted to the output shaft 3 via the first input shaft 1 and the gear pair Z11-Z31, thereby driving the wheels to rotate.

EM3: Synchronizer A is engaged with gear Z12, synchronizer B is not engaged, and synchronizer C is engaged with gear Z34. The power of the motor EM is transmitted to the output shaft 3 via the first input shaft 1, the synchronizer A, the second input shaft 2 and the gear pair Z24-Z34, thereby driving the wheels to rotate.

EM4: Synchronizer A is not engaged, synchronizer B is engaged with gear Z32, and synchronizer C is not engaged. The power of the motor EM is transmitted to the output shaft 3 via the first input shaft 1 and the gear pair Z12-Z32, thereby driving the wheels to rotate.

In the reverse gear mode, the working state of the internal combustion engine ICE and the clutch K0 is the same as that in the forward gear mode. The difference from the forward gear mode is that in the reverse gear mode, the electric motor EM reverses in the electric motor mode. The reverse mode has four gears corresponding to the forward mode. In each reverse gear, the working state of the synchronizer and the power transmission path are the same as those of the corresponding forward gear.

It can be seen that the hybrid transmission according to the present invention can enable the hybrid drive train to drive in multiple gears in the pure motor drive mode. Therefore, even in the pure motor drive mode, an appropriate gear can be selected according to different loads to drive the vehicle, and the power usage of the vehicle in the pure motor drive mode can be optimized.

2. Pure internal combustion engine drive mode

In the pure internal combustion engine driving mode, the internal combustion engine ICE serves as the sole power source for driving the vehicle. When the battery power is insufficient and the electric motor EM cannot be used as the power source for driving the vehicle, the driving system can be controlled to work in the pure internal combustion engine driving mode.

In the pure internal combustion engine driving mode, the internal combustion engine ICE works, the clutch K0 is engaged, and the output torque of the internal combustion engine ICE is transmitted to the second input shaft 2 via the clutch K0 , and then input to the transmission T. The pure internal combustion engine drive mode only has a forward gear mode, and no reverse gear mode is set. Specifically, the pure internal combustion engine driving mode has 5 forward gears, and the working state of the synchronizer and the power transmission path in each forward gear are as follows (see FIGS. 5A-5E ).

ICE1: Synchronizer A is not engaged, synchronizer B is not engaged, and synchronizer C is engaged with gear Z35. The power of the internal combustion engine ICE is transmitted to the output shaft 3 via the second input shaft 2 and the gear pair Z25-Z35, thereby driving the wheels to rotate.

ICE2: Synchronizer A is engaged with gear Z12, synchronizer B is engaged with gear Z31, and synchronizer C is not engaged. The power of the internal combustion engine ICE is sequentially transmitted to the output shaft 3 through the second input shaft 2, the synchronizer A, the first input shaft 1 and the gear pair Z11-Z31, thereby driving the wheels to rotate.

ICE3: Synchronizer A is engaged with gear Z23, Synchronizer B is not engaged, and Synchronizer C is not engaged. The power of the internal combustion engine ICE is sequentially transmitted to the output shaft 3 through the second input shaft 2, the synchronizer A and the gear pair Z23-Z33, thereby driving the wheels to rotate.

ICE4: Synchronizer A is not engaged, synchronizer B is not engaged, and synchronizer C is engaged with gear Z34. The power of the internal combustion engine ICE is transmitted to the output shaft 3 via the second input shaft 2 and the gear pair Z24-Z34, thereby driving the wheels to rotate.

ICE5: Synchronizer A is engaged with gear Z12, synchronizer B is engaged with gear Z32, and synchronizer C is not engaged. The internal combustion engine ICE is sequentially transmitted to the output shaft 3 via the second input shaft 2, the synchronizer A, and the gear pair Z12-Z32, thereby driving the wheels to rotate.

According to the hybrid transmission and hybrid drive system of the present invention, the reverse gear set and the corresponding synchronizer for internal combustion engine drive are not provided, but by controlling the internal combustion engine ICE, the electric motor EM, the clutch K0 and the synchronous According to the states of the switches A, B, and C, the motor-driven reverse gear mode is used to realize the reverse of the vehicle. Therefore, the reverse gear set and synchronizer dedicated to internal combustion engine drive can be omitted. Also, by providing two gears that rotate synchronously without a synchronizer, the number of synchronizers used can be reduced. Therefore, according to the hybrid transmission and the hybrid drive system of the present invention, the same number of gears as in the prior art can be realized with fewer gear sets and synchronizers, thereby reducing the complexity and manufacturing cost of the transmission, and compressing the transmission. occupied space.

3. Hybrid drive mode

When the electric motor EM is not enough to provide the power required for the vehicle to run, the internal combustion engine ICE can intervene, and the electric motor EM serves as a power source for driving the vehicle together, and the hybrid drive system drives the vehicle in a hybrid driving mode.

According to the hybrid drive train shown in FIG. 3B, it is possible to work in the following eight hybrid drive modes. In these eight hybrid driving modes, the electric motor EM works in the electric motor mode, and the power of the electric motor EM is transmitted from the first input shaft 1 to the transmission T; the internal combustion engine ICE is working, the clutch K0 is engaged, and the power of the internal combustion engine ICE is transmitted to the first input shaft 1 through the clutch K0. Two input shaft 2. The synchronizer states and power transmission paths in the eight hybrid driving modes are as follows (see FIGS. 6A-6H ).

Hybrid driving mode 1 (EM1+ICE1): synchronizer A is engaged with gear Z12, synchronizer B is not engaged, and synchronizer C is engaged with gear Z35; the power of the motor EM is transmitted to the first input shaft 1 and passed through the synchronizer A is coupled to the second input shaft 2, the power of the internal combustion engine ICE is transmitted to the second input shaft 2, and the power coupling of the electric motor EM and the internal combustion engine ICE is transmitted to the output shaft 3 via the gear pair Z25-Z35.

Hybrid drive mode 2 (EM2+ICE1): Synchronizer A is in a non-engaged state, synchronizer B is engaged with gear Z31, and synchronizer C is engaged with gear Z35; the power of the motor EM passes through the first input shaft 1 and the gear pair Z11- Z31 is transmitted to the output shaft 3, and the power of the internal combustion engine ICE is transmitted to the output shaft 3 via the second input shaft 2 and the gear pair Z25-Z35. The power coupling of the motor EM and the internal combustion engine ICE drives the output shaft 3 to rotate, thereby driving the wheels to rotate.

Hybrid drive mode 3 (EM2+ICE2): synchronizer A is engaged with gear Z12, synchronizer B is engaged with gear Z31, and synchronizer C is not engaged; the power of the motor EM is transmitted to the first input shaft 1, and the power of the internal combustion engine ICE The power is coupled from the second input shaft 2 to the first input shaft 1 via the synchronizer A, and the power coupling of the electric motor EM and the internal combustion engine ICE is transmitted from the first input shaft 1 to the output shaft 3 via the gear pair Z11-Z31, thereby driving the wheels to rotate.

Hybrid drive mode 4 (EM2+ICE3): synchronizer A is engaged with gear Z23, synchronizer B is engaged with gear Z31, and synchronizer C is not engaged; the motor EM is transmitted from the first input shaft 1 via the gear pair Z11-Z31 To the output shaft 3, the power of the internal combustion engine ICE is transmitted from the second input shaft 2 to the output shaft 3 via the synchronizer A and the gear pair Z23-Z33. The power coupling of the motor EM and the internal combustion engine ICE drives the output shaft 3 to rotate, thereby driving the wheels to rotate.

Hybrid driving mode 5 (EM2+ICE4): Synchronizer A is in a non-engaged state, synchronizer B is engaged with gear Z31, and synchronizer C is engaged with gear Z34; the power of the motor EM is transmitted from the first input shaft 1 via the gear pair Z11- Z31 is transmitted to the output shaft 3, and the power of the internal combustion engine ICE is transmitted to the output shaft 3 through the second input shaft 2 and the gear pair Z24-Z34. The power coupling of the motor EM and the internal combustion engine ICE drives the output shaft 3 to rotate, thereby driving the wheels to rotate.

Hybrid drive mode 6 (EM3+ICE4): Synchronizer A is engaged with gear Z12, synchronizer B is not engaged, and synchronizer C is engaged with gear Z34; the power of motor EM is input from the first input shaft 1 and passes through the synchronizer A is coupled to the second input shaft 2, the power of the internal combustion engine ICE is input from the second input shaft 2, and the power coupling of the electric motor EM and the internal combustion engine ICE is transmitted to the output shaft 3 via the gear pair Z24-Z34, thereby driving the wheels to rotate.

Hybrid drive mode 7 (EM4+ICE4): Synchronizer A is in a non-engaged state, synchronizer B is engaged with gear Z32, and synchronizer C is engaged with gear Z34; the power of the motor EM is from the first input shaft 1 via the gear pair Z12- Z32 is transmitted to the output shaft 3, and the power of the internal combustion engine ICE is transmitted from the second input shaft 2 to the output shaft 3 via the gear pair Z24-Z34. The power coupling of the motor EM and the internal combustion engine ICE drives the output shaft 3 to rotate, thereby driving the wheels to rotate.

Hybrid drive mode 8 (EM4+ICE5): synchronizer A is engaged with gear Z12, synchronizer B is engaged with gear Z32, and synchronizer C is not engaged; the power of the motor EM is input from the first input shaft 1, and the power of the internal combustion engine ICE Power is input from the second input shaft 2 and coupled to the first input shaft 1 via a synchronizer A, and the power coupling of the electric motor EM and the internal combustion engine ICE is transmitted from the first input shaft 1 to the output shaft 3 via the gear pair Z12-Z32, thereby driving the wheels turn.

In the hybrid driving mode, the internal combustion engine ICE and the electric motor EM can simultaneously output torque to drive the wheels to rotate. Thus, the torque compensation function can be set so that when one of the internal combustion engine ICE and the electric motor EM shifts gears, the other can provide torque compensation to avoid a sudden change in torque on the output shaft of the transmission when shifting gears, so that the vehicle The ride is smoother. For example, when the hybrid drive system is switched from ICE1 gear to ICE2 gear, due to the need to switch the working state of the synchronizer, the torque transmitted from the internal combustion engine ICE to the transmission output shaft will be interrupted, resulting in a change in the torque on the transmission output shaft . If the motor EM drives the vehicle in EM2 gear at this time, the gear shift from ICE1 to ICE2 will not interrupt the torque output from the motor EM to the output shaft of the transmission. Therefore, by increasing the output torque of the motor EM, the ICE1 to ICE2 Torque compensation is performed on the transmission output shaft during gear shifting; even if the motor EM is in a non-working state (such as shifting in pure internal combustion engine drive mode), torque compensation can be performed on the transmission output shaft by starting the motor EM during gear shifting. Conversely, when the hybrid drive system switches the motor drive gear, the output torque of the internal combustion engine ICE can be appropriately increased for torque compensation. It should be noted that the above-mentioned torque compensation is limited by the gears driven by the motor and the internal combustion engine, that is, the premise that torque compensation can be realized is that when switching the gears of either the motor or the internal combustion engine, the other is connected to the output shaft of the transmission. Torque transmission is not affected.

In addition, it can be seen from the above description of the hybrid driving mode that when the driving gear of the internal combustion engine is the ICE4 gear, the motor driving gear can be switched among EM2, EM3 and EM4. Thus, the hybrid transmission and the hybrid drive system according to the present invention can change the motor drive gear while the internal combustion engine drive gear remains unchanged, so even in the hybrid drive mode, it can be flexibly adjusted for different loads Motor gear, optimize the use of motor power.

4. ICE start-up mode of internal combustion engine under motor-driven driving state

In the starting mode of the internal combustion engine ICE under the driving state of the electric motor, the electric motor EM works in the electric motor mode, and part of the power output by the electric motor EM is used to drive the vehicle, and the other part of the power is used to start the internal combustion engine ICE, so that the internal combustion engine ICE intervenes to provide vehicle driving required power.

When starting the internal combustion engine ICE in motor-driven driving, the electric machine EM operates in motor mode and engages the clutch K0. The power transmission path for starting the internal combustion engine ICE when the electric motor EM drives the vehicle in EM1 and EM2 gears is as follows (see FIGS. 7A-7B ).

ICE start mode of EM1 gear: synchronizer A is engaged with gear Z12, synchronizer B is not engaged, and synchronizer C is engaged with gear Z35. A part of the output torque of the motor EM is transmitted to the output shaft 3 through the first input shaft 1, the synchronizer A, the second input shaft 2 and the gear pair Z25-Z35 to drive the wheel to rotate, and the other part is transmitted through the first input shaft 1, the synchronizer A , the second input shaft 2, the clutch K0 is transmitted to the output shaft of the internal combustion engine ICE, thereby starting the internal combustion engine ICE.

ICE start mode of EM2 gear: synchronizer A is engaged with gear Z12, synchronizer B is engaged with gear Z31, and synchronizer C is not engaged. Part of the output torque of the motor EM is transmitted to the output shaft 3 through the first input shaft 1 and the gear pair Z11-Z31, and the other part is transmitted to the internal combustion engine ICE through the first input shaft 1, synchronizer A, second input shaft 2, and clutch K0. output shaft, thereby starting the internal combustion engine ICE.

The electric machine EM can also start the internal combustion engine ICE when the vehicle is driven in EM3 and EM4 gears. Those skilled in the art can understand the working state and power of the motor EM, clutch K0, synchronizer A, B, C under the internal combustion engine ICE start mode of the EM3 and EM4 gear according to the internal combustion engine ICE start mode at the motor EM1 and EM2 gears transfer path.

Furthermore, the hybrid transmission and hybrid drivetrain according to the present invention can start the internal combustion engine ICE in any internal combustion engine ICE gear of the transmission. For example, when the motor EM drives the vehicle with the EM1 gear, the internal combustion engine ICE can be started with the ICE1 gear, and when the motor EM drives the vehicle with the EM2 gear, the internal combustion engine ICE can be started with the ICE1-ICE4 gear, etc. It is only necessary that the position does not interrupt the normal torque transmission of the gear where the motor EM is located.

5. Parking charging mode

In the parking charging mode, the vehicle is stationary, and the internal combustion engine ICE drives the electric motor EM to generate electricity to charge the battery.

In the parking charging mode, the internal combustion engine ICE works, the electric motor EM acts as a generator, the synchronizer A is engaged with the gear Z12, the synchronizer B is in a disengaged state, and the synchronizer C is in a disengaged state. The power of the internal combustion engine ICE is transmitted to the rotor hub of the electric motor EM via the second input shaft 2, the synchronizer A, and the first input shaft 1, thereby driving the rotor of the electric motor EM to rotate, so that the electric motor EM generates electricity and charges the battery (see Figure 8) .

6. Energy recovery mode

In the energy recovery mode, the motor EM works in the generator mode, and the kinetic energy in the drive system is converted into electric energy for energy recovery and improves the energy utilization rate of the drive system.

The applicable conditions of the energy recovery mode include two types: 1) the vehicle is in a coasting condition, that is, both the accelerator pedal and the brake pedal are released, and any power source in the drive system does not provide the power required for the vehicle to run; 2) the vehicle is in the Braking conditions.

When the vehicle is in the coasting condition (the vehicle will be running, called rolling) and braking condition, the wheels will drive the transmission output shaft 3 to rotate under the action of the transmission system, and the rotating output shaft 3 can drive the motor EM to generate electricity for Battery charging for energy recovery.

In the energy recovery mode, the clutch K0 is in the disengaged state, the motor EM works in the generator mode, and the internal combustion engine ICE does not work; the synchronizer A and the synchronizer C are not engaged, the synchronizer B is engaged with the gear Z31, and the transmission output shaft 3 The torque of is transmitted to the rotor hub of the electric motor EM via the gear pair Z31-Z11 and the first input shaft 1, thereby causing the electric motor EM to generate electricity.

The torque of the transmission output shaft is transmitted to the motor EM via the gear pair Z31-Z11, so that the energy of the wheels is transmitted to the motor EM with the shortest transmission path, which can improve the energy recovery efficiency.

According to the hybrid transmission and the hybrid drive system of the embodiments of the present invention, the power of the electric motor EM and the internal combustion engine ICE can be transmitted to the transmission output shaft through a shared gear set, therefore, there is no need to set a separate drive from the motor output shaft to the transmission output shaft. The gear set of the output shaft of the transmission can reduce the number of parts of the transmission, which is beneficial to reduce the manufacturing cost and compress the occupied space. In addition, the power input to the first input shaft and the second input shaft of the transmission can be transmitted to the output shaft of the transmission through a gear pair, the power transmission path is short, and the energy utilization efficiency can be improved.

In addition, according to the hybrid transmission and the hybrid drive system of the present invention, the driving of multiple gears can be realized in the pure motor driving mode. Therefore, even in the pure motor drive mode, an appropriate gear can be selected according to different loads to drive the vehicle, and the power usage of the vehicle in the pure motor drive mode can be optimized.

In addition, according to the hybrid transmission and the hybrid drive system of the present invention, there is no reverse gear set for internal combustion engine driving, and the reverse of the vehicle is realized through the electric motor driving reverse gear in the internal combustion engine driving mode. Therefore, the reverse gear set and synchronizer dedicated to internal combustion engine drive can be omitted. Also, by providing two gears that rotate synchronously without a synchronizer, the number of synchronizers used can be reduced. Therefore, the hybrid transmission and the hybrid drive train according to the present invention can achieve the same number of gears as the prior art with fewer gear sets and synchronizers, thereby reducing the complexity and manufacturing cost of the transmission and reducing the occupation of the transmission. space.

In addition, according to the hybrid transmission and the hybrid drive system of the present invention, it is possible to shift one of the internal combustion engine ICE and the electric motor EM without interrupting the torque transmission from the other to the transmission output shaft, so that the internal combustion engine ICE and the electric motor EM can Torque compensation is performed when any one of them shifts gears, so that the vehicle runs more smoothly when shifting gears.

In addition, according to the hybrid transmission and the hybrid drive system of the present invention, it is possible to change the driving gear of the electric motor while the driving gear of the internal combustion engine remains unchanged, so even in the hybrid driving mode, it can be flexibly adjusted for different loads Motor gear, optimize the power usage of the motor.

While the invention has been described with reference to exemplary embodiments, it should be understood that the invention is not limited to the constructions and methods of the above-described embodiments. On the contrary, the invention is intended to cover various modification examples and equivalent arrangements. In addition, while the various elements and method steps of the disclosed invention are shown in various exemplary combinations and configurations, other combinations, including more, less, or method steps, are also within the scope of the invention .

Claims (15)

1. A hybrid transmission, which comprises a first input shaft, a second input shaft and an output shaft, the first input shaft and the second input shaft are coaxially arranged, and the hybrid transmission further comprises: a first gear and a second gear arranged on the first input shaft, the first gear and the second gear are arranged axially adjacent to each other and rotate synchronously, the second gear is arranged on the first input shaft the axial end of the shaft; a first synchronizer arranged on the second input shaft, the first synchronizer is located on one side of the axial direction of the second gear and can be engaged with the second gear; The third gear, the fourth gear and the second synchronizer arranged on the output shaft, the third gear and the fourth gear are loosely sleeved on the output shaft, and the second synchronizer is located on the Between the third gear and the fourth gear and can be engaged with the third gear or the fourth gear, the third gear and the fourth gear are connected with the first gear and the second gear respectively. gears meshing. 2. The hybrid transmission of claim 1, wherein: The first gear and the second gear are integrally formed or fixedly connected to the first input shaft. 3. A hybrid transmission according to claim 1 or 2, wherein: The first input shaft is formed as a hollow shaft, and the second input shaft is inserted into the first input shaft and partly extends from the one end of the first input shaft. 4. The hybrid transmission according to claim 1 or 2, further comprising: at least one other gear pair comprising at least one fifth gear arranged on said second input shaft and at least one sixth gear arranged on said output shaft, said at least one fifth gear and said at least one The sixth gears are in one-to-one engagement to be able to transmit torque between the second input shaft and the output shaft. 5. The hybrid transmission of claim 4, wherein: The number of the at least one fifth gear and the at least one sixth gear is one respectively, the fifth gear is idly sleeved on the second input shaft, located on one axial side of the first synchronizer and Engageable with the first synchronizer, the sixth gear is rotationally connected to the output shaft. 6. A hybrid transmission according to claim 1 or 2, wherein: The number of the at least one fifth gear and the at least one sixth gear is at least two respectively, and the hybrid transmission further includes at least one other synchronizer, and the at least one other synchronizer is arranged on the second on the input shaft or the output shaft, and can be engaged with the fifth gear or the sixth gear that is sleeved on the second input shaft or the output shaft. 7. The hybrid transmission of claim 6, wherein: The number of the at least one fifth gear and the at least one sixth gear is two respectively, and the number of the at least one other synchronizer is one, The two fifth gears are connected torsionally on the second input shaft, the two sixth gears are loosely sleeved on the output shaft, and one of the other synchronizers is arranged on the output shaft, located at The two sixth gears are between and engageable with any one of the two sixth gears. 8. The hybrid transmission of claim 6, wherein: The number of the at least one fifth gear and the at least one sixth gear is three respectively, and the number of the at least one other synchronizer is one, One of the three fifth gears is idly sleeved on the second input shaft, located on one axial side of the first synchronizer and capable of engaging with the first synchronizer, and said one said fifth gear meshing one said sixth gear is torque-proof connected to said output shaft, and The other two fifth gears in the three fifth gears are connected torsionally on the second input shaft, and the two sixth gears meshing with the other two fifth gears are idle. Sleeved on the output shaft, one of the other synchronizers is arranged on the output shaft, located between the two sixth gears and can be connected with any one of the two sixth gears join. 9. The hybrid transmission of claim 6, wherein: The number of the at least one fifth gear and the at least one sixth gear is four respectively, and the number of the at least one other synchronizer is two, Two of the fifth gears in the four fifth gears are idly connected to the second input shaft, and the two sixth gears meshed with it are connected torsionally on the output shaft. one of said other synchronizers is arranged on said second input shaft between said two said fifth gears and engageable with any one of said two said fifth gears, The other two fifth gears among the four fifth gears are connected torsionally on the second input shaft, and the other two sixth gears meshed with it are loosely sleeved on the output shaft , the other of the two other synchronizers is arranged on the output shaft, between the other two sixth gears, and can communicate with any of the other two sixth gears One joins. 10. The hybrid transmission of claim 6, wherein: The number of said at least one fifth gear and said at least one sixth gear is five respectively, and the number of said at least one other synchronizer is two, One of the at least one fifth gear is idly sleeved on the second input shaft, located on one side of the axial direction of the first synchronizer and capable of engaging with the first synchronizer, and one of the gears engaged with it The sixth gear is connected to the output shaft in a torque-resistant manner, Two of the fifth gears in the other fifth gears are idly connected to the second input shaft, and the two sixth gears meshed with it are connected torsionally on the output shaft. one of said other synchronizers is arranged on said second input shaft between said two said fifth gears and engageable with any one of said two said fifth gears, The other two fifth gears among the other fifth gears are connected torsionally on the second input shaft, and the other two sixth gears meshed with it are loosely sleeved on the output shaft, The other of the two other synchronizers is arranged on the output shaft, between the other two sixth gears, and can communicate with any one of the other two sixth gears. Those who join. 11. A hybrid drive train, comprising an internal combustion engine, an electric motor, a power coupling unit, and a hybrid transmission according to any one of claims 1-10, wherein the first input shaft and the electric motor power connected, the second input shaft is power-coupled or disconnected from the internal combustion engine via the power coupling unit. 12. The hybrid drivetrain of claim 11, wherein: The electric machine includes a rotor and a rotor hub for supporting the rotor, and the rotor hub is connected to the first input shaft in a rotationally fixed manner. 13. The hybrid drivetrain of claim 12, wherein: The first input shaft is formed as a hollow shaft, the second input shaft is inserted into the first input shaft and partly extends from the one end of the first input shaft, and The electric machine is arranged axially between the internal combustion engine and the hybrid transmission, and the power coupling unit is arranged in an inner space of a rotor of the electric machine. 14. The hybrid drivetrain of claim 13, wherein: The power coupling unit is a clutch. 15. A hybrid vehicle comprising a hybrid drive train as claimed in any one of claims 11-14.