CN111038245B - Hybrid continuously variable transmission system and vehicle - Google Patents

Hybrid continuously variable transmission system and vehicle Download PDF

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Publication number
CN111038245B
CN111038245B CN201811189011.3A CN201811189011A CN111038245B CN 111038245 B CN111038245 B CN 111038245B CN 201811189011 A CN201811189011 A CN 201811189011A CN 111038245 B CN111038245 B CN 111038245B
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China
Prior art keywords
gear
input shaft
gear set
transmission system
electric
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CN201811189011.3A
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Chinese (zh)
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CN111038245A (en
Inventor
王全任
尹建民
宋义忠
张国耕
梅本付
陈凯
李凌翔
华晓波
陈博洋
史训亮
岑弘璋
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SAIC General Motors Corp Ltd
Pan Asia Technical Automotive Center Co Ltd
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SAIC General Motors Corp Ltd
Pan Asia Technical Automotive Center Co Ltd
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Priority to CN201811189011.3A priority Critical patent/CN111038245B/en
Publication of CN111038245A publication Critical patent/CN111038245A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • 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
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

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

Abstract

The invention relates to a hybrid continuously variable transmission system and a vehicle, wherein the hybrid continuously variable transmission system comprises: an engine connected with the planetary gear set; a first electric machine connected to the first electric input shaft and selectively connected to the planetary gear set, wherein the planetary gear set is connected to the differential through a first output path; and a second electric machine connected to the second electric input shaft and selectively connected to the differential through a second output path. The hybrid power stepless speed change transmission system and the vehicle have the advantages of reliable operation, energy conservation, environmental protection, comfortable driving performance and the like, can realize a plurality of operation modes, improve the working time of an engine in a high-efficiency area, and realize the improvement of the overall vehicle performance such as fuel economy, dynamic performance, emission performance, driving comfort and the like.

Description

Hybrid continuously variable transmission system and vehicle
Technical Field
The present invention relates to a vehicle transmission system, and more particularly, to a hybrid continuously variable transmission system for a hybrid vehicle, and a vehicle including the same.
Background
Due to environmental protection and overall fuel economy concerns, more and more vehicles are beginning to employ hybrid infinitely variable transmission systems. The existing hybrid power stepless speed change transmission system comprises a plurality of schemes, for example, 1) on the basis of an automatic gearbox (AT), a double-clutch automatic gearbox (DCT) and a stepless automatic gearbox (CVT), a motor, a separating mechanism and a control and execution system are added AT the input end of the gearbox to realize hybrid motion; 2) a motor, a separating mechanism and a control and execution system are added at the output end of the gearbox to realize hybrid motion; 3) based on the idea of the traditional automatic gearbox, the hybrid motion is realized through a planetary gear structure, a single or a plurality of motors, a separating mechanism and a control and execution mechanism; 4) based on the idea of the traditional Manual Transmission (MT), the hybrid motion is realized by reducing the number of gear pairs and separating mechanisms and by parallel shaft type gear pairs, a single or a plurality of motors, separating mechanisms and control and execution mechanisms.
With the increase of social environmental protection pressure and enterprise oil consumption pressure, there is a continuous demand for developing new hybrid stepless speed change transmission solutions.
Disclosure of Invention
The present invention relates to a hybrid continuously variable transmission system for a hybrid vehicle, which is capable of providing efficient power transmission and improved user experience. The invention also relates to a vehicle comprising the hybrid continuously variable transmission system.
A hybrid continuously variable transmission system comprising:
an engine connected with the planetary gear set;
a first electric machine connected to the first electric input shaft and selectively connected to the planetary gear set, wherein the planetary gear set is connected to the differential through a first output path; and
a second electric machine connected to the second electric input shaft and selectively connected to the differential through a second output path; and is provided with
Wherein the second output path comprises: a second output shaft selectively connected to the second electric input shaft through a g-stop gear set and the second output shaft connected to the differential through an m-stop gear set.
Optionally, the planetary gear set comprises:
the outer gear ring is connected with the mechanical input shaft through a first spoke;
a first planetary gear arranged to mesh with an inner ring of the outer ring gear;
a planet carrier selectively connected to the first motor;
a sun gear disposed on the first electric input shaft;
wherein the first planet gears are arranged in mesh with the outer ring of the sun gear and are rotatably attached to a rotating shaft, which is fixed to the planet carrier.
Optionally, the planetary gear set comprises:
the outer gear ring is connected with the mechanical input shaft through a first spoke;
a first planetary gear arranged to mesh with an inner ring of the outer ring gear;
a planet carrier selectively connected to the first motor;
a sun gear disposed on the first electric input shaft; and
second planet gears arranged to mesh with the outer ring of the sun gear and to mesh with the first planet gears, respectively; and is
Wherein the first planetary gear and the second planetary gear are rotatably attached to a rotating shaft and a rotating shaft, respectively, and the rotating shaft are fixed to the carrier.
Alternatively, the outer ring gear of the planetary gear set and the housing of the transmission are constructed so as to be separable from each other or integrally connected.
Optionally, a first synchronizer is provided on the first electric input shaft and is selectively connectable with the planet carrier.
Optionally, the distance of the rotation axis to the first electric input axis is configured to be further than the distance of the rotation axis to the first electric input axis.
Alternatively, the engine is connected to the mechanical input shaft by a damper, and the mechanical input shaft is connected to first spokes connected to the outer ring gear.
Optionally, the first output path comprises a first output shaft connected to the planet carrier via an a-gear set, the first output shaft further being connected to the differential via an m-gear set.
Optionally, the a-gear set comprises a-gear set spoke attached to the planet carrier and rotatably disposed on the first electric input shaft.
Optionally, a second synchronizer is provided on the second output shaft, and the g-gear set is selectively coupled to the second synchronizer.
Optionally, the second output shaft is also selectively connectable to the second electric input shaft through an h-stop gear set, wherein the h-stop gear set is selectively connectable to the second synchronizer.
A vehicle comprises the hybrid power continuously variable transmission system.
The hybrid power stepless speed change transmission system and the vehicle have the advantages of reliable operation, energy conservation, environmental protection, comfortable driving performance and the like, can realize a plurality of operation modes, improve the working time of an engine in a high-efficiency area, and realize the improvement of the overall vehicle performance such as fuel economy, dynamic performance, emission performance, driving comfort and the like.
Drawings
The present invention will be described in further detail below with reference to the drawings and preferred embodiments, but those skilled in the art will appreciate that the drawings are only drawn for the purpose of illustrating the preferred embodiments and therefore should not be taken as limiting the scope of the invention. Furthermore, unless specifically stated otherwise, the drawings are intended to be conceptual in nature or configuration of the described objects and may be exaggerated in nature and are not necessarily drawn to scale.
FIG. 1 is a schematic block diagram of one embodiment of a hybrid continuously variable transmission system of the present invention.
FIG. 2 is a schematic structural diagram of yet another embodiment of the hybrid continuously variable transmission system of the present invention.
Detailed Description
Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. Those skilled in the art will appreciate that the description is illustrative only, and is not to be construed as limiting the scope of the invention.
First, it should be noted that the terms top, bottom, upward, downward and the like are defined relative to the directions in the drawings, and they are relative terms, and thus can be changed according to the different positions and different practical states in which they are located. These and other directional terms should not be construed as limiting terms.
Furthermore, it should be noted that any single technical feature described or implied in the embodiments herein, or any single technical feature shown or implied in the figures, can still be combined between these technical features (or their equivalents) to obtain other embodiments of the invention not directly mentioned herein.
Moreover, in the different figures, the same reference numerals indicate the same or substantially the same components.
FIG. 1 is a schematic block diagram of one embodiment of a hybrid continuously variable transmission system of the present invention. Among them, the hybrid continuously variable transmission system according to the present invention includes: an engine 1 connected with the planetary gear set; a first electric machine 7 connected to the first electric input shaft 4 and selectively connected to a planetary gear set, wherein the planetary gear set is connected to a differential 13 through a first output path; and a second electric machine 8 connected to a second electric input shaft 9 and selectively connected to a differential 13 through a second output path.
Wherein the planetary gear set includes: an outer ring gear rg which is connected to the mechanical input shaft 3 via first spokes 5;
first planetary gears pg1a and pg1b arranged to mesh with the inner ring of the outer ring gear rg; a planet carrier 6 selectively connected to a first electric machine 7; a sun gear sg arranged on the first electric input shaft 4; second planetary gears pg2a and pg2b arranged to mesh with an outer ring of the sun gear sg and mesh with first planetary gears pg1a and pg1b, respectively; and wherein the first planetary gears pg1a and pg1b and the second planetary gears pg2a and pg2b are configured to be rotatably attached to the rotation shafts 1a and 1b and the rotation shafts 2a and 2b, respectively, and the rotation shafts 1a and 1b and the rotation shafts 2a and 2b are configured to be fixedly secured to the carrier 6.
Alternatively, the planetary gear set outer ring gear rg and the transmission housing h1 are constructed to be able to be coupled or decoupled.
Optionally, a first synchronizer s1 is provided on the first electric input shaft 4, and the first synchronizer s1 is selectively connected with the planet carrier 6.
Alternatively, the distances of the rotation axes 1a and 1b to the first electric input shaft 4 are configured to be longer than the distances of the rotation axes 2a and 2b to the first electric input shaft 4.
Alternatively, the engine 1 is connected to the mechanical input shaft 3 through the damper 2, and the mechanical input shaft 3 is connected to the first spokes 5.
Optionally, the first output path comprises a first output shaft 14 connected to the planet carrier 6 via an a-gear set, the first output shaft 14 further being connected to the differential 13 via an m-gear set.
Optionally, the a-gear set comprises a-gear set spoke 15, the a-gear set spoke 15 being attached to the planet carrier 6, and the a-gear set spoke 15 being rotatably arranged on the first electric input shaft 4.
Optionally, the second output path comprises a second output shaft 10, the second output shaft 10 being selectively connectable to the second electric input shaft 9 through a g-gear gearset, and the second output shaft 10 being connectable to the differential 13 through an m-gear gearset, wherein the second output shaft 10 is provided with a second synchronizer s2, and the g-gear gearset is selectively connectable to the second synchronizer s 2.
Optionally, the second output shaft 10 is also selectively connectable to the second electric input shaft 9 through an h-stop gear set, which is selectively connectable to the second synchronizer s 2.
Optionally, the differential 13 includes a first half shaft 11 and a second half shaft 12 connected to the wheels so as to output input from the m-gear set to the wheels.
The invention also relates to a vehicle comprising the hybrid continuously variable transmission system.
Specifically, in the embodiment shown in fig. 1, at least one of the engine 1, the first electric machine 7, and the second electric machine 8 provides a power input. Each planetary gear set and gearbox cooperate to selectively output power to at least one of the engine 1, the first electric machine 7 and the second electric machine 8, and/or the differential 13.
The planetary gear set includes: an outer ring gear rg, first planet gears pg1a and pg1b comprising at least 1 gear, second planet gears pg2a and pg2b comprising at least 1 gear, and a sun gear sg. The outer gear ring rg is connected with the mechanical input shaft 3 through the first spokes 5 and can be fixedly connected with or separated from the shell h 1; the first planetary gear pg1a and the gear pg1b are respectively sleeved on the rotating shaft 1a and the rotating shaft 1b and are configured to be freely rotatable; the second planetary gears pg2a and pg2b are respectively fitted over the rotation shaft 2a and the rotation shaft 2b, and are configured to be freely rotatable; the rotating shaft 1a and the rotating shaft 1b, the rotating shaft 2a and the rotating shaft 2b are respectively connected with the planet carrier 6, and the planet carrier 6 is connected with the gear ga1 of the a-gear set and the spoke 15 of the a-gear set; the a-gear gearset gear ga1 and the spokes 15 are idly fitted to the first electric input shaft 4 via needle bearings or the like.
The first planet gears pg1a, pg1b are connected on the one hand to the external ring gear rg and on the other hand to the second planet gears pg2a, pg2b, respectively; while the second planet gears pg2a, pg2b are connected to the sun gear sg.
Furthermore, the engine 1 is connected to a mechanical input shaft 3 via a damper 2; the mechanical input shaft 3 is connected with the first spoke 5, and the mechanical input shaft 3 is sleeved on the first electric input shaft 4 in an empty mode; the first synchronizer s1 is fixedly connected with the first electric input shaft 4 through a spline, and the first motor 7 is fixedly connected with the first electric input shaft 4 through a spline; and the first electric input shaft 4 is connected to the first output shaft 14 through at least a-gear gearset gears ga1 and ga 2.
The second motor 8 is connected with the second electric input shaft 9, and the second electric input shaft 9 is respectively connected with the electric output shaft 10 through an h-gear set gear gh1, a gh2 and a g-gear set gear gg1 and gg 2; and a differential 13, the differential 13 being connected to the first output shaft 14 and the electric output shaft 10 through m-gear set gears (or referred to as main reduction gear set gears) gm1, gm2, and gm 3.
The second synchronizer s2 is disposed on the electric output shaft 10, fixedly connected to the electric output shaft 10, and connected to the h-shift gear set and the g-shift gear set.
Specifically, the a-gear set may include an a-gear driving tooth ga1 and an a-gear driven tooth ga2, the g-gear set includes a g-gear driving tooth gg1 and a g-gear driven tooth gg2, and the h-gear set includes an h-gear driving tooth gh1 and an h-gear driven tooth gh 2. The m-gear set is also called a main reduction gear set and comprises an m-gear mechanical driving gear gm1, an m-gear driven gear gm2 and an electric m-gear driving gear gm 3.
Although in the illustrated embodiment the first electric input shaft 4 and the first output shaft 14 are connected by an a-gear set, it will be readily understood that more gear sets may be provided between the first electric input shaft 4 and the first output shaft 14 or other transmission arrangements may be employed.
Alternatively, the connection between the second electric input shaft 9 and the electric output shaft 10 is not limited to h-gear and g-gear sets, but more or fewer gear sets, or other transmission arrangements may be used.
In addition, the number of gears in the first planetary gears pg1a, pg1b, and the second planetary gears pg2a, pg2b may also be increased or decreased according to actual needs.
In addition, the first planetary gears pg1a, pg1b and the second planetary gears pg2a, pg2b may reserve only one set of the first planetary gear or the second planetary gear set, or may add a plurality of sets of gears to the first planetary gear and the second planetary gear set.
It will be readily appreciated that the number of gears in each gear set can be increased or decreased as desired, and the number of gears in the gear set can be set as desired. For example, the number of a-gear sets, g-gear sets, h-gear sets may be increased or decreased, and the present invention is intended to cover such modifications and changes.
By controlling the various synchronizers, the engagement and disengagement of the ring gear with the housing, and the operating modes of the first and second electric machines 7 and 8, a variety of operating modes may be achieved, including but not limited to a hybrid drive mode, an electric-only drive mode, an idle charge mode, a motor-assisted start engine mode, an engine-only drive mode, and energy recovery, as will be described in detail below.
FIG. 2 is a schematic structural diagram of yet another embodiment of the hybrid continuously variable transmission system of the present invention. In contrast to the embodiment shown in fig. 1, the embodiment shown in fig. 2 comprises an alternative planetary gear set configuration and an electric gear transmission configuration.
Specifically, the planetary gear set in the solution of fig. 2 includes: an outer ring gear rg, first planetary gears pg1a and pg1b comprising at least 1 gear, and a sun gear sg. The first planetary gear pg1a and pg1b are connected on the one hand to the sun gear sg and on the other hand to the external ring gear rg. The outer gear ring rg is connected with the mechanical input shaft 3 through the first spokes 5, and can be fixedly connected with or separated from the shell h 1; the first planetary gear pg1a and the gear pg1b are respectively sleeved on the rotating shaft 1a and the rotating shaft 1b and are configured to be freely rotatable; the rotating shaft 1a and the rotating shaft 1b are connected with the planet carrier 6, and the planet carrier 6 is connected with a gear ga1 of the a-gear set and the spoke 15 of the a-gear set; the a-gear gearset gear ga1 and the spokes 15 are idly fitted to the first electric input shaft 4 via needle bearings or the like.
In addition, the electric gear structure in the scheme of fig. 2 is as follows: the second motor 8 is connected with the second electric input shaft 9, and the second electric input shaft 9 is connected with the electric output shaft 10 through h-gear set gears gh1, gh 2; and a differential 13, the differential 13 being connected to the first output shaft 14 and the electric output shaft 10 through m-gear set gears (or referred to as main reduction gear set gears) gm1, gm2, and gm 3.
The other structures are the same as those of the embodiment shown in fig. 1 and will not be described here.
It will be readily appreciated that the number of gears in each gear set can be increased or decreased as desired, and the number of gears in the gear set can be set as desired. For example, the number of the a-gear set, the g-gear set and the h-gear set can be increased or decreased according to actual needs. It is intended that the present invention cover such modifications and variations.
By controlling the respective synchronizers, the engagement and disengagement of the ring gear with the housing, and the operation modes of the first electric machine 7 and the second electric machine 8, various operation modes can be realized, including but not limited to a hybrid drive mode, an electric drive mode, an idle charge mode, a motor-assisted start engine mode, an engine-only drive mode, and energy recovery, etc., which will be described in detail hereinafter.
The various operating modes of the hybrid continuously variable transmission system of the present invention will be described in detail below, taking the embodiment shown in fig. 1 as an example:
mode 1.1: hybrid drive mode
1) The engine 1 and the second motor 8 are in a main hybrid driving vehicle running mode:
in the embodiment shown in fig. 1, the engine 1 outputs power, the power of the engine is transmitted to the mechanical input shaft 3 through the damper 2, and the mechanical input shaft 3 drives the first spokes 5 and the outer ring gear rg, and the outer ring gear rg is separated from the housing h 1. The power transmitted to the outer ring gear rg passes through the first planetary gears pg1a and pg1b, the second planetary gears pg2a and pg2b, and the carrier 6. At this time, the first motor 7 performs rotation speed control to output rotation speed outwards, and the rotation speed is transmitted to the sun gear sg through the first electric input shaft 4, so that a part of output power of the engine 1 is transmitted to the planet carrier 6, the a-gear driving tooth ga1 and the a-gear driven tooth ga2 through the planetary gear set, is transmitted to the first output shaft 14 and the first m-gear driving tooth gm1, is transmitted to the m-gear driven tooth gm2, and drives the vehicle; the other part of the engine output power enables the first motor 7 to generate electricity as required, and the battery is charged.
Meanwhile, the second electric motor 8 outputs power, and the power output by the second electric motor 8 is transmitted to the h-shift driving tooth gh1 and the g-shift driving tooth gg1 through the second electric input shaft 9. By controlling the second synchronizer s2 to engage with the h-speed driven tooth gh2 or the g-speed driven tooth gg2, power is transmitted to the second synchronizer s2, the electric output shaft 10, and the second m-speed driving tooth gm3 through the h-speed driven tooth gh2 or the g-speed driven tooth gg2, and is transmitted to the m-speed driven tooth gm 2.
The power output from the engine 1 to the first m-speed driving tooth gm1 and the power output from the second electric machine 8 to the second m-speed driving tooth gm3 are coupled at the m-speed driven tooth gm2 and transmitted to the differential 13. The differential 13 transmits power to the half shafts 11 and 12, and finally to the wheels, so that the vehicle can travel.
According to the above-described operation modes, it is possible to realize the hybrid vehicle running of the engine 1 and the second motor 8 while the first motor 7 is selectively charged according to the demand.
2) The engine 1 and the first motor 7 are in a main hybrid drive vehicle running mode:
in the embodiment shown in fig. 1, the engine 1 outputs power, the power of the engine is transmitted to the mechanical input shaft 3 through the damper 2, and the mechanical input shaft 3 drives the first spokes 5 and the outer ring gear rg, and the outer ring gear rg is separated from the housing h 1. The power rg transmitted to the outer ring gear is transmitted to the first planetary gears pg1a and pg1b, the second planetary gears pg2a and pg2b, and the sun gear sg and the carrier 6.
At this time, the first motor 7 outputs power, and the power output by the first motor 7 is transmitted to the first electric input shaft 4. The first synchronizer s1 is in the disengaged state, power is transmitted to the sun gear sg, and power transmitted to the sun gear sg is also transmitted to the second planetary gears pg2a and pg2b, the first planetary gears pg1a and pg1b, and the carrier 6.
The power output by the first motor 7 to the planet carrier 6 is coupled with the power output by the engine 1 to the planet carrier 6, and is transmitted to the a-gear driving tooth ga1 and the a-gear driven tooth ga2 through the planet carrier 6, and the power is transmitted to the first output shaft 14 and the first m-gear driving tooth gm1 through the a-gear driven tooth ga2, and then is transmitted to the m-gear driven tooth gm2 and then is transmitted to the differential 13. Through the differential 13 to the half shafts 11 and 12 and finally to the wheels, allowing the vehicle to run.
The second electric machine 8 can be in a non-operating state or in a charging state.
If the differential is in the charging state, the second synchronizer s2 is controlled to be coupled to the h-stage driven tooth gh2 or the g-stage driven tooth gg2, so that the power of the differential 13 is transmitted to the second m-stage driving tooth gm3 and the electric output shaft 10, then transmitted to the h-stage driven tooth gh2 or the g-stage driven tooth gg2 through the second synchronizer s2, and transmitted to the h-stage driving tooth gh1 or the g-stage driving tooth gg1 and the second electric input shaft 9, so that the battery is charged through the second electric machine 8.
3) The engine 1, the first motor 7 and the second motor 8 are in a main hybrid driving vehicle running mode:
in the embodiment shown in fig. 1, the engine 1 outputs power, the power of the engine is transmitted to the mechanical input shaft 3 through the damper 2, and the mechanical input shaft 3 drives the first spokes 5 and the outer ring gear rg, and the outer ring gear rg is separated from the housing h 1. The power rg transmitted to the outer ring gear is transmitted to the first planetary gears pg1a and pg1b, the second planetary gears pg2a and pg2b, and the sun gear sg and the carrier 6.
At this time, the first motor 7 outputs power, and the power output by the first motor 7 is transmitted to the first electric input shaft 4. The first synchronizer s1 is in the disengaged state, power is transmitted to the sun gear sg, and power transmitted to the sun gear sg is also transmitted to the second planetary gears pg2a and pg2b, the first planetary gears pg1a and pg1b, and the carrier 6.
The power output by the first motor 7 to the planet carrier 6 is coupled with the power output by the engine 1 to the planet carrier 6, and is transmitted to the a-gear driving tooth ga1 and the a-gear driven tooth ga2 through the planet carrier 6, and then is transmitted to the first output shaft 14 and the first m-gear driving tooth gm1 through the a-gear driven tooth ga2, and then is transmitted to the m-gear driven tooth gm 2.
Meanwhile, the second motor 8 outputs power to the outside, and the power output by the second motor 8 is transmitted to the h-gear driving tooth gh1 and the g-gear driving tooth gg1 through the second electric input shaft 9. By controlling the second synchronizer s2 to engage with the h-stage driven tooth gh2 or the g-stage driven tooth gg2, power is transmitted to the second synchronizer s2, the electric output shaft 10, and the second m-stage driving tooth gm3 through the h-stage driven tooth gh2 or the g-stage driven tooth gg2, and is transmitted to the m-stage driven tooth gm 2.
The above-described power output from the engine 1 and the first motor 7 to the first m-speed driving tooth gm1 and the power output from the second motor 8 to the second m-speed driving tooth gm3 are coupled at the m-speed driven tooth gm2, and are transmitted to the differential 13, through the differential 13 to the half shafts 11 and 12, and finally to the wheels, so that the vehicle is driven.
Therefore, the engine 1 drives the vehicle to travel together with the first motor 7 and the second motor 8.
Mode 1.2: pure electric drive mode
In the embodiment shown in fig. 1, it can be driven by a first motor 7, but also by a second motor 8.
1) The first electric motor 7 is driven by the a-gear set:
the first motor 7 is driven, and the power output by the first motor 7 is transmitted to the first electric input shaft 4. The first synchronizer s1 is in an engaged state, and the power transmitted to the first electric input shaft 4 is transmitted to the a-gear driving tooth ga1 through the first synchronizer s1, is transmitted to the a-gear driven gear ga2, the first output shaft 14 and the m-gear driving tooth gm1, is output to the m-gear driven tooth gm2 through the first m-gear driving tooth gm1, and is transmitted to the differential 13. Through the differential 13 to the half shafts 11 and 12 and finally to the wheels, allowing the vehicle to run.
2) The first electric machine 7 is driven by a planetary gear set:
the first motor 7 is driven, and the power output by the first motor 7 is transmitted to the first electric input shaft 4. The first synchronizer s1 is in the disengaged state, power is transmitted to the sun gear sg, and power transmitted to the sun gear sg is also transmitted to the second planetary gears pg2a and pg2b, the first planetary gears pg1a and pg1b, and the carrier 6. The engagement and disengagement of the outer ring gear rg with the housing h1 can be selected according to system requirements. The power transmitted to the carrier 6 is transmitted to the a-speed driving tooth ga1 and the a-speed driven tooth ga2, and the power is transmitted to the first output shaft 14 and the first m-speed driving tooth gm1 through the a-speed driven tooth ga2, and then transmitted to the m-speed driven tooth gm2 and then transmitted to the differential 13. Through the differential 13 to the half shafts 11 and 12 and finally to the wheels, allowing the vehicle to run.
3) Second motor 8 drive mode:
driven by the second motor 8, the power output by the second motor 8 is transmitted to the h-gear driving tooth gh1 and the g-gear driving tooth gg1 through the second electric input shaft 9. By controlling the second synchronizer s2 to engage with the h-stage driven tooth gh2 or the g-stage driven tooth gg2, power is transmitted to the second synchronizer s2, the electric output shaft 10, and the second m-stage driving tooth gm3 through the h-stage driven tooth gh2 or the g-stage driven tooth gg2, and is output to the m-stage driven tooth gm2 and transmitted to the differential 13. Through the differential 13 to the half shafts 11 and 12 and finally to the wheels, allowing the vehicle to run.
First motor 7 and second motor 8 simultaneous drive mode
The power transmitted by the first electric machine 7 to the m-speed driving tooth gm1 and the power transmitted by the second electric machine 8 to the second m-speed driving tooth gm3 are coupled at the m-speed driven tooth gm2 and transmitted to the differential 13. Through the differential 13 to the half shafts 11 and 12 and finally to the wheels, allowing the vehicle to run.
Mode 1.3: idle charge mode
In the embodiment shown in fig. 1, when the vehicle is stopped, the battery needs to be charged. The engine 1 outputs power, the power of the engine is transmitted to the mechanical input shaft 3 through the shock absorber 2, the mechanical input shaft 3 drives the first spoke 5 and the outer gear ring rg, and the outer gear ring rg and the shell h1 are in a separated state at the moment. The power rg transmitted to the outer ring gear transmits power to the sun gear sg and the first electric input shaft 4 through the first planetary gears pg1a and pg1b and the second planetary gears pg2a and pg2b, so that transmission of power of the engine 1 to the first electric motor 7 is achieved, and the battery is charged through the first electric motor 7.
At this time, since part of the power is transmitted to the a-speed driving gear ga1, the a-speed driven gear ga2, and the first output shaft 14 through the carrier 6, the vehicle tends to run. In order to avoid undesired driving of the vehicle, the vehicle can be kept stationary by controlling the electronic braking system.
The second motor 8 can output power and transmit the power to the h-gear driving tooth gh1 and the g-gear driving tooth gg1 through the second electric input shaft 9. By controlling the second synchronizer s2 to engage with the h-gear driven tooth gh2 or the g-gear driven tooth gg2, power is transmitted to the second synchronizer s2, the electric output shaft 10 and the second m-gear driving tooth gm3 through the h-gear driven tooth gh2 or the g-gear driven tooth gg2, and the power output to the first output shaft 14 is balanced through the m-gear driven tooth gm2, so that the vehicle is kept stationary.
The above-mentioned may be effected simultaneously by controlling the electronic braking system to hold the vehicle stationary and by outputting power via the second electric machine 8 to hold the vehicle stationary.
The engine charging power can be effectively controlled, so that the torque distributed to the wheels is not enough to drive the vehicle to move forwards.
And the idle charging function is not started when the vehicle is in a neutral gear state through the control of the whole vehicle.
Mode 1.4: motor starting engine mode
1) When the vehicle is stationary, the electric machine starts the operating mode of the engine:
the engine is assisted by the first electric machine 7. The power output by the first electric machine 7 is transmitted to the first electric input shaft 4. The first synchronizer s1 is in the disengaged state, power is transmitted to the sun gear sg, and power transmitted to the sun gear sg is also transmitted to the second planetary gears pg2a and pg2b, the first planetary gears pg1a and pg1b, and the outer ring gear rg and the carrier 6. The outer ring gear rg transmits power to the first spokes 5 and the mechanical input shaft 3, thereby enabling the first electric machine to assist in starting the engine 1.
At this time, since part of the power is transmitted to the a-speed driving teeth ga1 and the a-speed driven teeth ga2, and the first output shaft 14 through the carrier 6. This will make the vehicle have a tendency to move and may keep the vehicle stationary by controlling the electronic braking system.
The second motor 8 can output power and transmit the power to the h-gear driving tooth gh1 and the g-gear driving tooth gg1 through the second electric input shaft 9. By controlling the second synchronizer s2 to be combined with the h-gear driven tooth gh2 or the g-gear driven tooth gg2, power is transmitted to the second synchronizer s2, the electric output shaft 10 and the second m-gear driving tooth gm3 through the h-gear driven tooth gh2 or the g-gear driven tooth gg2, and power output to the first output shaft 14 is balanced through the m-gear driven tooth gm2, so that the vehicle is kept stationary in place.
The above-mentioned holding the vehicle stationary by controlling the electronic braking system and the output of power by the second electric machine 8 to hold the vehicle stationary may be effected simultaneously.
The starting power of the first motor can be effectively controlled, so that the torque distributed to the wheels is insufficient to drive the vehicle to move forwards.
And the motor is not started to start the engine function when the vehicle is in a neutral gear state through the control of the whole vehicle.
2) When the vehicle is running, the motor starts the engine mode:
the power output by the first electric machine 7 is transmitted to the first electric input shaft 4. The first synchronizer s1 is in the disengaged state, and power is transmitted to the sun gear sg. The power transmitted to the sun gear sg is also transmitted to the second planetary gears pg2a and pg2b, the first planetary gears pg1a and pg1b, the outer ring gear rg, and the carrier 6. The outer ring gear rg transmits power to the first spokes 5 and the mechanical input shaft 3, thereby enabling the first electric machine to assist in starting the engine 1.
During the starting process, the vehicle drive torque is changed due to the intervention of the first electric machine 7. At this time, the second motor 8 outputs a balance torque, and the balance torque transmits power to the h-shift driving tooth gh1 and the g-shift driving tooth gg1 through the second electric input shaft 9. By controlling the second synchronizer s2 to be combined with the h-gear driven tooth gh2 or the g-gear driven tooth gg2, power is transmitted to the second synchronizer s2, the electric output shaft 10 and the second m-gear driving tooth gm3 through the h-gear driven tooth gh2 or the g-gear driven tooth gg2, and power balance output to the first output shaft 14 is achieved through the m-gear driven tooth gm2, so that smooth running of the vehicle is maintained.
Mode 1.5: engine-only drive mode
1) The engine 8 drives the vehicle to move forward and charges the first motor 7
In the embodiment shown in fig. 1, the engine 1 outputs power, the power of the engine is transmitted to the mechanical input shaft 3 through the damper 2, and the mechanical input shaft 3 drives the first spokes 5 and the outer ring gear rg, and the outer ring gear rg is separated from the housing h 1. The power transmitted to the outer ring gear rg passes through the first planetary gears pg1a and pg1b, the second planetary gears pg2a and pg2b, and the carrier 6 in the first planetary gear set. At the moment, the first motor 7 controls the rotating speed, the rotating speed is output outwards, and the rotating speed is transmitted to the sun gear sg through the first electric input shaft 4, so that a part of the output power of the engine is transmitted to the planet carrier 6, the a-gear driving tooth ga1 and the driven gear ga2 through the planetary gear set, and is transmitted to the first output shaft 14 and the first m-gear driving tooth gm1, and is transmitted to the m-gear driven tooth gm2 to drive the vehicle; the other part of the engine output power enables the first motor 7 to generate electricity as required to charge the battery.
The first synchronizer s1 is controlled to be in the on state at this time.
2) The engine 8 drives the vehicle to move forward
The first synchronizer s1 is controlled to be in the engaged state at this time. In the embodiment shown in fig. 1, the engine 1 outputs power, which is transmitted to the mechanical input shaft 3 via the damper 2, and the mechanical input shaft 3 drives the first spokes 5 and the outer ring gear rg. Since the synchronizer s1 is in the engaged state, the rotation speeds of the sun gear sg, the planet carrier 6 and the external ring gear rg are the same, that is, the output power of the engine 1 is transmitted to the first output shaft 14 and the first m-gear driving tooth gm1 only through the planet carrier 6, the a-gear driving tooth ga1 and the driven gear ga2, and then transmitted to the m-gear driven tooth gm2 to drive the vehicle.
Based on the two operating states, the first motor 7 and the second motor 8 may be driven for assistance, may also be energy-recovered, or may not be directly operated during the running of the vehicle.
The auxiliary driving and energy recovery workflow of the first electric machine 7 has already been explained in detail and will not be described in detail here.
If the second electric machine 8 needs to charge the battery, the second synchronizer s2 is controlled to be combined with the h-gear driven tooth gh2 or the g-gear driven tooth gg2, so that the power of the differential 13 is transmitted to the second m-gear driving tooth gm3 and the electric output shaft 10, then transmitted to the h-gear driven tooth gh2 or the g-gear driven tooth gg2 through the second synchronizer s2, transmitted to the h-gear driving tooth gh1 or the g-gear driving tooth gg1, and transmitted to the second electric input shaft 9, and the battery is charged through the second electric machine 8.
Mode 1.6: braking energy recovery mode
In the embodiment shown in fig. 1, during braking of the vehicle, the wheel rotates the m-speed driven tooth gm2, which in turn rotates the first m-speed driving tooth gm1 and the first output shaft 14, the second m-speed driving tooth gm3 and the electric output shaft 10.
When energy recovery is performed by the second electric motor 8, the second synchronizer s2 is controlled to be coupled to the h-stage driven tooth gh2 or the g-stage driven tooth gg2, so that power transmitted to the second m-stage driving tooth gm3 and the electric output shaft 10 is transmitted to the h-stage driven tooth gh2 or the g-stage driven tooth gg2 through the second synchronizer s2, and is transmitted to the h-stage driving tooth gh1 or the g-stage driving tooth gg1 and the second electric input shaft 9, thereby charging the battery through the second electric motor 8.
If energy is recovered by the first electric motor 7, the first synchronizer s1 is controlled to be coupled to directly transmit the power transmitted to the first electric input shaft 4 to the first electric motor 7, thereby charging the battery by the first electric motor 7. The separation or combination of the outer ring gear rg and the housing h1 can be controlled according to actual requirements.
If energy is recovered by the first electric machine 7, the power may be directly transmitted from the a-gear gearsets ga2 and ga1 to the carrier 6, and the power may be transmitted to the sun gear sg through the first planetary gears pg1a and pg1b, the second planetary gears pg2a and pg2 b. The first electric input shaft 4 and the first motor 7 are driven to rotate through the sun gear sg, so that the battery is charged through the first motor 7. The separation or combination of the outer ring gear rg and the housing h1 can be controlled according to actual requirements.
The energy recovery by the first motor 7 and the energy recovery by the second motor 8 can also be performed simultaneously, which is not described herein again.
From the above disclosure, those skilled in the art will readily appreciate a vehicle incorporating the hybrid continuously variable transmission system of the present invention.
According to the technical scheme, on the basis of realizing stepless speed change through the planetary gear mechanism, the working states of the motor, the engine and the separating mechanism are controlled through coupling of the innovative direct-drive gear structure design and the pure electric gear and mechanical gear transmission power at the main reduction gear, and the modes of engine starting, engine direct-drive, hybrid drive, pure electric drive, braking energy recovery and the like are realized, so that the fuel economy and driving and riding experience of the whole vehicle are improved.
This written description uses examples to disclose the invention, including the best mode, and also to enable any person skilled in the art to practice the invention, including making and using any devices or systems and selecting appropriate materials and using any incorporated methods. The scope of the invention is defined by the claims and encompasses other examples that occur to those skilled in the art. Such other examples are to be considered within the scope of the invention as determined by the claims, provided that they include structural elements that do not differ from the literal language of the claimed solution, or that they include equivalent structural elements with insubstantial differences from the literal language of the claimed solution.

Claims (10)

1. A hybrid continuously variable transmission system, comprising:
an engine (1) connected to the planetary gear set; wherein the planetary gear set comprises an outer ring gear (rg) which is connected with a mechanical input shaft (3) through first spokes (5), and the engine (1) is connected with the mechanical input shaft (3) through a damper (2);
a first electric machine (7) connected to a first electric input shaft (4) and selectively connected to the planetary gear set, wherein the planetary gear set is connected to a differential (13) via a first output path; wherein the planetary gear set further comprises a planet carrier (6), the planet carrier (6) being selectively connectable to the first electrical machine (7); -a first synchronizer (s1) is provided on the first electric input shaft (4) and the first synchronizer (s1) is selectively connected with the planet carrier (6); and
a second electric machine (8) connected to a second electric input shaft (9) and selectively connected to said differential (13) through a second output path; and is
Wherein the second output path comprises: a second output shaft (10) connected to a second electric input shaft (9) by means of an h-stop gear set, and said second output shaft (10) is connected to said differential (13) by means of an m-stop gear set.
2. The hybrid continuously variable transmission system of claim 1, wherein the planetary gearset further comprises:
a first planet gear (pg1a, pg1b) arranged to mesh with an inner ring of the outer ring gear (rg);
a sun wheel (sg) arranged on the first electric input shaft (4);
wherein the first planet gear (pg1a, pg1b) is arranged in mesh with the outer ring of the sun gear (sg) and the first planet gear (pg1a, pg1b) is rotatably attached to a rotation shaft (1a, 1b), the rotation shaft (1a, 1b) being stationary on the planet carrier (6).
3. The hybrid continuously variable transmission system of claim 1, wherein the planetary gearset further comprises:
a first planet gear (pg1a, pg1b) arranged to mesh with an inner ring of the outer ring gear (rg);
a sun wheel (sg) arranged on the first electric input shaft (4); and
second planet gears (pg2a, pg2b), wherein the second planet gears (pg2a, pg2b) are arranged to mesh with the outer ring of the sun gear (sg) and with the first planet gears (pg1a, pg1b), respectively; and is
Wherein the first planet gear (pg1a, pg1b) and the second planet gear (pg2a, pg2b) are rotatably attached to a rotation shaft (1a, 1b) and a rotation shaft (2a, 2b), respectively, and the rotation shafts (1a, 1b) and the rotation shafts (2a, 2b) are stationary on the planet carrier (6).
4. Hybrid continuously variable transmission system according to claim 1, characterised in that the outer ring gear (rg) of the planetary gearset and the housing (h1) of the gearbox are constructed so as to be separable from each other or connected as one piece.
5. A hybrid continuously variable transmission system according to claim 3, characterized in that the distance of the rotating shaft (1a, 1b) to the first electric input shaft (4) is configured to be further than the distance of the rotating shaft (2a, 2b) to the first electric input shaft (4).
6. A hybrid continuously variable transmission system according to claim 1, characterized in that the first output path comprises a first output shaft (14) connected to said planet carrier (6) through an a-gear set, said first output shaft (14) being further connected to said differential (13) through an m-gear set.
7. Hybrid continuously variable transmission system according to claim 6, characterized in that the a-gear set comprises an a-gear set spoke (15), said a-gear set spoke (15) being attached to said planet carrier (6) and said a-gear set spoke (15) being rotatably arranged on said first electric input shaft (4).
8. The hybrid continuously variable transmission system according to claim 1, characterized in that a second synchronizer (s2) is provided on the second output shaft (10), and the h-gear gearset is selectively connected to the second output shaft (10) through the second synchronizer (s 2).
9. Hybrid continuously variable transmission system according to claim 8, characterized in that the second output shaft (10) is also selectively connected to said second electric input shaft (9) through a g-gear set, wherein said g-gear set is selectively connected to said second synchronizer (s 2).
10. A vehicle comprising a hybrid continuously variable transmission system according to any one of claims 1 to 9.
CN201811189011.3A 2018-10-12 2018-10-12 Hybrid continuously variable transmission system and vehicle Active CN111038245B (en)

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