CN211764895U

CN211764895U - Hybrid power transmission system and hybrid electric vehicle

Info

Publication number: CN211764895U
Application number: CN202020142739.7U
Authority: CN
Inventors: 李本军; 崔东伟; 曹维; 刘海波; 安荡; 张永昕; 赵伟杰; 陈亚辉; 王阳光; 徐燚伟
Original assignee: Haima Motor Corp; Haima New Energy Vehicle Co Ltd
Current assignee: Haima Motor Corp; Haima New Energy Vehicle Co Ltd
Priority date: 2020-01-21
Filing date: 2020-01-21
Publication date: 2020-10-27
Anticipated expiration: 2030-01-21

Abstract

The utility model relates to a derailleur technical field particularly, relates to hybrid power transmission system and hybrid vehicle; the hybrid power transmission system comprises a motor, a double clutch, a clutch, an inner input shaft and an outer input shaft; the outer input shaft is coaxially sleeved outside the inner input shaft; the clutch is connected between the output end of the engine and the double clutches, the clutch and a motor rotor of the motor are integrated in the motor, and the clutch and the double clutches are coaxially arranged; the clutch is configured to be able to engage or disengage an input shaft of the engine and a rotor of the electric machine; the dual clutch is external to the electric motor and includes an inner driven plate connected to the outer input shaft and an outer driven plate connected to the inner input shaft, with a rotor of the electric motor selectively engageable with one of the inner and outer driven plates for selective actuation thereof. The utility model discloses a hybrid drive system and hybrid vehicle can reduce the assembly, maintain the degree of difficulty to reduce spare part processing, development cost.

Description

Hybrid power transmission system and hybrid electric vehicle

Technical Field

The utility model relates to a derailleur technical field particularly, relates to hybrid drive system and hybrid vehicle.

Background

With energy shortage, the emission requirements of automobiles are increasingly strict, and pure electric vehicles have the defects of high battery cost, limited charging, short driving mileage of the whole automobiles and the like; hybrid power devices that combine engine technology with motor technology are becoming more and more popular with large vehicle companies.

In the hybrid power systems provided by the related art, a structural form that an engine and a motor are distributed is mostly adopted, and power transmission devices mainly comprise a continuously variable automatic transmission (CVT), a hydraulic Automatic Transmission (AT), an Automatic Mechanical Transmission (AMT) and the like, and the power transmission devices have the defects of low transmission efficiency, large torque limitation, poor economy and the like. In addition, the transverse transmission, particularly the hybrid transmission, is limited by the space of the whole vehicle, and the integration of the hybrid device is more and more favored.

However, the integrated hybrid power device provided by the related art has the problems of high processing and assembling difficulty and high processing and development cost of parts.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide a hybrid drive system and hybrid vehicle, it can reduce the assembly, the processing degree of difficulty to reduce spare part processing, development cost.

The embodiment of the utility model is realized like this:

in a first aspect, an embodiment provides a hybrid powertrain system comprising an electric machine, a dual clutch, a clutch, an inner input shaft and an outer input shaft; the outer input shaft and the inner input shaft are coaxially arranged, and the outer input shaft is sleeved outside the inner input shaft; the clutch is connected between the output end of the engine and the double clutches, the clutch and a motor rotor of the motor are integrated in the motor, and the clutch and the double clutches are coaxially arranged; the clutch is configured to engage or disengage the input shaft of the engine with or from the rotor of the electric machine; the dual clutch is external to the electric motor and includes an inner driven plate coupled to the outer input shaft and an outer driven plate coupled to the inner input shaft, with a rotor of the electric motor selectively engageable with one of the inner and outer driven plates to selectively drive rotation of either the inner or outer input shafts.

In an optional embodiment, the hybrid power transmission system further comprises a differential serving as a power output end, the outer input shaft is fixedly sleeved with a second-fourth-gear driving gear, and the inner input shaft is fixedly sleeved with a third-fifth-gear driving gear and a first-gear driving gear; the double clutch is in transmission connection with the differential through one of the two-fourth-gear driving gear, the three-fifth-gear driving gear and the first-gear driving gear.

In an alternative embodiment, the hybrid drive train further comprises a first intermediate shaft, the differential being provided with a main reduction driven gear;

the first intermediate shaft is sequentially sleeved with a first main reducing driving gear meshed with the main reducing driven gear, a second driven gear meshed with the second and fourth driving gears, a third driven gear meshed with the third and fifth driving gears and a first driven gear meshed with the first driving gear;

the first main reduction driving gear is fixedly connected with the first intermediate shaft, a second synchronizer is arranged between the second gear driven gear and the third gear driven gear, a third synchronizer is arranged between the third gear driven gear and the first gear driven gear, and the second synchronizer and the third synchronizer are both rigidly connected with the first intermediate shaft.

In an alternative embodiment, the hybrid transmission system further includes a case, and the first countershaft is connected to the case by a first bearing assembly.

In an optional embodiment, the hybrid power transmission system further comprises a second intermediate shaft, and the second intermediate shaft is sequentially sleeved with a second main reducing driving gear meshed with the main reducing driven gear, a fourth-gear driven gear meshed with the second fourth-gear driving gear, a fifth-gear driven gear meshed with the third-fifth-gear driving gear and a reverse-gear driven gear in transmission connection with the first-gear driven gear;

the second main reduction driving gear is fixedly connected with a second intermediate shaft, a fourth-gear synchronizer is arranged between the fourth-gear driven gear and the fifth-gear driven gear, a reverse fifth-gear synchronizer is arranged between the fifth-gear driven gear and the reverse gear driven gear, and the fourth-gear synchronizer and the reverse fifth-gear synchronizer are rigidly connected with the second intermediate shaft.

In an alternative embodiment, the first gear driven gear is meshed with the reverse gear driven gear; or,

the hybrid power transmission system further comprises a transmission gear, the transmission gear and the first-gear driven gear are coaxially and fixedly arranged, and the transmission gear is meshed with the reverse-gear driven gear.

In an alternative embodiment, the hybrid drive train further comprises a housing, the second countershaft being connected to the housing by a second bearing assembly.

In an alternative embodiment, the hybrid transmission system further comprises a box body, one end of the inner input shaft, which is far away from the double clutch, is supported on the box body through a first bearing, and one end of the outer input shaft, which is close to the double clutch, is supported on the box body through a second bearing.

In an alternative embodiment, the inner input shaft and the outer input shaft are supported therebetween by a third bearing.

In a second aspect, embodiments provide a hybrid vehicle including the hybrid powertrain of any of the foregoing embodiments.

The utility model discloses hybrid transmission system's beneficial effect includes: the embodiment of the utility model provides a clutch among the hybrid power transmission system is connected between the output and the double clutch of engine, and the motor rotor integration of clutch and motor is in the inside of motor, and the double clutch is located the motor outside, and clutch and double clutch coaxial arrangement, and the clutch is configured as the input shaft that can joint the engine and the rotor of motor or the input shaft of separation engine and the rotor of motor, and then realizes hybrid mode, engine mode and pure electric mode's switching; therefore, only through integrating clutch and electric motor rotor, can form the hybrid transmission system who integrates, the double clutch need not be integrated with the motor for the motor need not consider with the double clutch integration when processing, and then the processing and the development of the motor of being convenient for, and when making this hybrid transmission system's assembly, only need integrate the clutch in the motor, the assembly degree of difficulty reduces, and processing, the development cost of spare parts such as electric motor rotor also can reduce.

The utility model discloses hybrid vehicle's beneficial effect includes: the embodiment of the utility model provides a hybrid vehicle includes foretell hybrid transmission system, and it can reduce hybrid transmission system's the assembly, the processing degree of difficulty, and can also make processing, the development cost reduction of spare parts such as electric motor rotor.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

Fig. 1 is a schematic structural diagram of a hybrid power transmission system according to an embodiment of the present invention;

fig. 2 is a schematic structural diagram of a hybrid power transmission system according to another embodiment of the present invention.

Icon: 010-hybrid powertrain systems; 1-an inner input shaft; 2-a first bearing; 3-a first intermediate shaft; 4-a first rear bearing; 5-first gear driven gear; 6-a three-gear synchronizer; 7-three-gear driven gear; 8-three-five gear driving gear; 9-two-gear synchronizer; 10-two-gear driven gear; 11-a second-fourth gear driving gear; 12-a first main reduction drive gear; 13-a first column bearing; 14-an outer input shaft; 15-a double clutch; 16-inner driven disc; 17-an outer driven disc; 18-a motor; 19-a clutch; 20-a second bearing; 21-a second column bearing; 22-a second main reduction drive gear; 23-a main reduction driven gear; 24-a parking ratchet; 25-a first cone bearing; 26-a differential; 27-a second tapered bearing; 28-four-gear driven gear; 29-fourth gear synchronizer; a 30-fifth gear driven gear; 31-reverse five-gear synchronizer; 32-reverse driven gear; 33-a second rear bearing; 34-a second intermediate shaft; 35-a first gear drive gear; 36-transmission gear.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention, as generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations.

Thus, the following detailed description of the embodiments of the present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.

It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.

In the description of the present invention, it should be noted that the terms "inside" and "outside" are used for indicating the position or positional relationship based on the position or positional relationship shown in the drawings, or the position or positional relationship that the utility model is usually placed when using, and are only for convenience of describing the present invention and simplifying the description, but not for indicating or implying that the device or element to be referred must have a specific position, be constructed and operated in a specific position, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.

In the description of the present invention, it should also be noted that, unless otherwise explicitly specified or limited, the terms "disposed" and "connected" are to be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.

Referring to fig. 1, the present embodiment provides a hybrid transmission system 010, which includes a motor 18, a dual clutch 15, a clutch 19, an inner input shaft 1 and an outer input shaft 14; the outer input shaft 14 is coaxially arranged with the inner input shaft 1, and the outer input shaft 14 is sleeved outside the inner input shaft 1; the clutch 19 is connected between the output end of the engine and the double clutch 15, the clutch 19 and the rotor of the motor 18 are integrated inside the motor 18, and the clutch 19 and the double clutch 15 are coaxially arranged; the clutch 19 is configured to be able to engage the input shaft of the engine and the rotor of the electric machine 18 or to disengage the input shaft of the engine and the rotor of the electric machine 18; the double clutch 15 is located outside the electric motor 18 and includes an inner driven plate 16 and an outer driven plate 17, the inner driven plate 16 is connected with the outer input shaft 14, the outer driven plate 17 is connected with the inner input shaft 1, and a rotor of the electric motor 18 is selectively engageable with one of the inner driven plate 16 and the outer driven plate 17 to selectively drive the inner input shaft 1 or the outer input shaft 14 to rotate.

The hybrid power transmission system 010 of this embodiment is only integrated through the rotor with clutch 19 and motor 18, can form integrated hybrid power transmission system 010, double clutch 15 need not integrate with motor 18, make motor 18 need not consider to integrate double clutch 15 when processing, and then be convenient for the development and the processing of motor 18, and when making the assembly of this hybrid power transmission system 010, only need integrate clutch 19 in motor 18, the assembly degree of difficulty reduces, and the processing of spare parts such as motor 18's rotor, development cost also can reduce.

It should be noted that the clutch 19 is an independent clutch, and can be driven according to different driving mode requirements, the hybrid transmission system 010 is switched between the engine and motor 18 modes by controlling the engagement or disengagement of the output shaft of the engine with or from the rotor of the motor 18 through the engagement or disengagement of the clutch 19 with or from the engine, i.e., when the clutch 19 is engaged with the engine, the output shaft of the engine is engaged with the rotor of the electric machine 18, the mode of the motor 18 is controlled by the motor controller, the engine is taken as a power output end, or the engine and the motor 18 are taken as a common power output end, i.e., the hybrid powertrain 010 is in an engine mode or a hybrid mode, when the clutch 19 is disengaged from the engine, the output shaft of the engine is separated from the rotor of the motor 18, and the motor 18 serves as a power output end, that is, the hybrid power transmission system 010 is in a pure electric mode. It should be further noted that the clutch 19 of the present embodiment is an independent clutch, which is controlled by an independent valve body, and thus does not affect the valve body control of the dual clutch 15; double clutch 15 of this hybrid power transmission system 010 is not integrated with motor 18, and the module of clutch 19 and motor 18's rotor integration is with the 15 axial spline cooperations of double clutch for this hybrid power transmission system 010's module portability is strong, and then is convenient for maintain, change double clutch 15.

It should be noted that the rotor of the motor 18 is selectively engaged with one of the inner driven disk 16 and the outer driven disk 17 to selectively drive the inner input shaft 1 or the outer input shaft 14 to rotate, specifically: one of the inner driven discs 16 and the outer driven discs 17 of the double clutch 15 is engaged with the rotor of the electric motor 18 so that the power of the clutch 19 is transmitted to the outer input shaft 14 through the inner driven discs 16 of the double clutch 15 or to the inner input shaft 1 through the outer driven discs 17 of the double clutch 15. It should be further noted that in other embodiments, the inner driven disk 16 and the outer driven disk 17 may alternatively be engaged with the clutch 19 to effect alternative engagement with the rotor of the motor 18.

The hybrid powertrain 010 of the present embodiment further includes a case (not shown), in which an end of the inner input shaft 1 remote from the dual clutch 15 is supported by a first bearing 2, and an end of the outer input shaft 14 near the dual clutch 15 is supported by a second bearing 20; with this arrangement, the inner input shaft 1 and the outer input shaft 14 can be stably supported in the housing, and the smooth rotation of the inner input shaft 1 and the outer input shaft 14 can be ensured to transmit power.

The specific type and style of the first bearing 2 and the second bearing 20 may be selected as desired. The first bearing 2 of the present embodiment is a rear bearing, and the second bearing 20 is a bearing assembly. In other embodiments, the first bearing 2 may be selected as the bearing assembly and the second bearing 20 may be selected as the rear bearing.

The inner input shaft 1 and the outer input shaft 14 of the present embodiment are supported by a third bearing (not shown) to ensure that an empty sleeve is maintained between the inner input shaft 1 and the outer input shaft 14; so arranged, the inner input shaft 1 and the outer input shaft 14 are each guaranteed to rotate freely.

The specific type and type of the third bearing may be selected according to the need, for example, a needle bearing, a ball bearing, etc. may be selected, and are not limited specifically herein.

Referring to fig. 1, the hybrid power transmission system 010 of the embodiment further includes a differential 26 serving as a power output end, the outer input shaft 14 is fixedly sleeved with a second-fourth-gear driving gear 11, and the inner input shaft 1 is fixedly sleeved with a third-fifth-gear driving gear 8 and a first-gear driving gear 35; the double clutch 15 is drivingly connected to the differential 26 via one of the two-fourth gear drive gear 11, the three-fifth gear drive gear 8 and the first gear drive gear 35. With this arrangement, first, third and fifth gears can be controlled by the outer driven plate 17 connected to the inner input shaft 1, and second and fourth gears can be controlled by the inner driven plate 16 connected to the outer input shaft 14.

The connection mode of the two-fourth gear driving gear 11 and the outer input shaft 14 can be selected according to requirements. The second-fourth gear driving gear 11 and the outer input shaft 14 of the present embodiment are integrally formed, that is, the second-fourth gear driving gear 11 and the outer input shaft 14 are integrated into a whole and are of an integrated structure; in other embodiments, the two-fourth gear driving gear 11 may also be fixedly connected with the outer input shaft 14 through a spline, or may also be in interference fit with the outer input shaft 14, and the like.

The connection mode of the third and fifth gear driving gears 8 and the first gear driving gear 35 with the inner input shaft 1 can be selected according to requirements. The third-fifth gear driving gear 8 and the first-gear driving gear 35 of the present embodiment are integrally formed with the inner input shaft 1, that is, the third-fifth gear driving gear 8 and the first-gear driving gear 35 are integrated into a whole and are of an integrated structure; in other embodiments, the third-fifth gear driving gear 8 and the first-gear driving gear 35 may also be fixedly mounted on the inner input shaft 1 by pressing, or may also be in interference fit with the inner input shaft 1.

Referring to fig. 1, the hybrid powertrain 010 of the present embodiment further includes a first intermediate shaft 3, and the differential 26 is provided with a main reduction driven gear 23; the first intermediate shaft 3 is sequentially sleeved with a first main reduction driving gear 12 engaged with the main reduction driven gear 23, a second driven gear 10 engaged with the second-fourth-speed driving gear 11, a third driven gear 7 engaged with the third-fifth-speed driving gear 8, and a first driven gear 5 engaged with the first driving gear 35.

The first main reduction driving gear 12 is fixedly connected with the first intermediate shaft 3, and specifically, the first main reduction driving gear 12 and the first intermediate shaft 3 are integrated into a whole and are of an integrated structure; with this arrangement, the first final drive gear 12 and the final driven gear 23 provided on the differential gear 26 are kept in constant mesh, and power can be transmitted to the differential gear 26 through the first intermediate shaft 3.

Referring to fig. 1, a second-gear synchronizer 9 is disposed between the second-gear driven gear 10 and the third-gear driven gear 7, a third-gear synchronizer 6 is disposed between the third-gear driven gear 7 and the first-gear driven gear 5, and both the second-gear synchronizer 9 and the third-gear synchronizer 6 are rigidly connected to the first intermediate shaft 3.

The three-gear driven gear 7 and the first-gear driven gear 5 are selectively connected with the first intermediate shaft 3 through a three-gear synchronizer 6, namely the three-gear synchronizer 6 can control the three-gear driven gear 7 to be connected with the first intermediate shaft 3, and the first-gear driven gear 5 is separated from the first intermediate shaft 3, so that the three-gear driven gear 7 can synchronously rotate along with the first intermediate shaft 3, or the three-gear synchronizer 6 can control the first-gear driven gear 5 to be connected with the first intermediate shaft 3, and the three-gear driven gear 7 is separated from the first intermediate shaft 3, so that the first-gear driven gear 5 and the first intermediate shaft 3 can synchronously rotate; the second-gear driven gear 10 is connected with or separated from the first intermediate shaft 3 through the second-gear synchronizer 9, and when the second-gear driven gear 10 is connected with the first intermediate shaft 3 through the second-gear synchronizer 9, the second-gear driven gear 10 can synchronously rotate along with the first intermediate shaft 3; in this way, first, third, and second gears of the hybrid powertrain 010 are controlled by the first-third synchronizer 6 and the second-second synchronizer 9.

Further, the first three-gear synchronizer 6 and the second three-gear synchronizer 9 are rigidly connected with the first intermediate shaft 3 through splines.

The first intermediate shaft 3 is connected to the housing through a first bearing assembly, so that the first intermediate shaft 3 smoothly rotates, thereby ensuring power transmission.

Referring to fig. 1, the first bearing assembly includes a first post bearing 13 and a first rear bearing 4, and along the axial direction of the first intermediate shaft 3, two ends of the first intermediate shaft 3 are respectively connected to the box body through the first post bearing 13 and the first rear bearing 4, and the first rear bearing 4 is disposed near the first driven gear 5, and the first post bearing 13 is disposed near the first main reduction driving gear 12.

Referring to fig. 1, the hybrid powertrain 010 of the present embodiment further includes a second countershaft 34, and the second countershaft 34 is sequentially sleeved with a second main reduction driving gear 22 engaged with the main reduction driven gear 23, a fourth-gear driven gear 28 engaged with the second-fourth-gear driving gear 11, a fifth-gear driven gear 30 engaged with the third-fifth-gear driving gear 8, and a reverse-gear driven gear 32 in transmission connection with the first-gear driven gear 5.

The second main reduction driving gear 22 is fixedly connected with the second intermediate shaft 34, and specifically, the second main reduction driving gear 22 and the second intermediate shaft 34 are integrated into a whole and are of an integrated structure; the arrangement is such that the second final drive gear 22 is kept in constant mesh with the final driven gear 23 provided on the differential 26, and it is possible to ensure that power can be transmitted to the differential 26 via the second intermediate shaft 34.

Referring to fig. 1, a fourth-gear synchronizer 29 is disposed between the fourth-gear driven gear 28 and the fifth-gear driven gear 30, a reverse fifth-gear synchronizer 31 is disposed between the fifth-gear driven gear 30 and the reverse driven gear 32, and the fourth-gear synchronizer 29 and the reverse fifth-gear synchronizer 31 are rigidly connected to a second countershaft 34.

The reverse driven gear 32 and the fifth driven gear 30 are selectively connected with the second countershaft 34 through the reverse fifth synchronizer 31, that is, the reverse fifth synchronizer 31 can control the reverse driven gear 32 to be connected with the second countershaft 34, and the fifth driven gear 30 is separated from the second countershaft 34, so that the reverse driven gear 32 can synchronously rotate along with the second countershaft 34, or the reverse fifth synchronizer 31 can control the fifth driven gear 30 to be connected with the second countershaft 34, and the reverse driven gear 32 is separated from the second countershaft 34, so that the fifth driven gear 30 can synchronously rotate along with the second countershaft 34; the fourth-gear driven gear 28 is connected with or separated from the second intermediate shaft 34 through the fourth-gear synchronizer 29, and when the fourth-gear driven gear 28 is connected with the second intermediate shaft 34, the fourth-gear driven gear 28 can synchronously rotate along with the second intermediate shaft 34; in this way, the fourth, fifth, and reverse gears of the hybrid powertrain 010 are controlled by the reverse fifth-gear synchronizer 31 and the fourth-gear synchronizer 29.

Further, the reverse fifth-gear synchronizer 31 and the fourth-gear synchronizer 29 are both rigidly connected to the second intermediate shaft 34 through splines.

It should be noted that, in this embodiment, the gear selection actions of the second gear synchronizer 9, the first third gear synchronizer 6, the fourth gear synchronizer 29, and the reverse fifth gear synchronizer 31 may be implemented by hydraulically driving shift forks of respective gears, and the specific principle and the like are similar to those of the related art and are not described herein again.

The second intermediate shaft 34 is connected to the housing via a second bearing assembly; with this arrangement, smooth rotation of the second intermediate shaft 34 can be ensured, and smooth transmission of power can be ensured.

Referring to fig. 1, the second bearing assembly includes a second post bearing 21 and a second rear bearing 33, the second post bearing 21 and the second rear bearing 33 are respectively disposed at two ends of the second intermediate shaft 34 along the axial direction of the second intermediate shaft 34, the second post bearing 21 is disposed adjacent to the second main reduction driving gear 22, and the second rear bearing 33 is disposed adjacent to the reverse driven gear 32.

In the present embodiment, referring to fig. 1, the first-gear driven gear 5 is meshed with the reverse-gear driven gear 32, and when the first-gear driven gear 5 is connected to the first countershaft 3 through the third-gear synchronizer 6 and the reverse-gear driven gear 32 is connected to the second countershaft 34 through the reverse-fifth-gear synchronizer 31, the hybrid transmission system 010 is controlled in the reverse-gear mode, that is, the external driven disk 17 of the present embodiment can also control the reverse gear. So set up for hybrid drive system 010 of this embodiment need not set up the reverse shaft alone, can control under reverse mode, has simplified hybrid drive system 010's structure, makes this hybrid drive system 010 assemble easily. It should be noted that the hybrid drive train 010 of the present embodiment can realize reverse control in any of the engine mode, the hybrid mode, and the electric-only mode.

It should be noted that, the three duplicate gear pairs of the hybrid transmission system 010 of this embodiment can simplify the overall structure, and all shafting can be arranged in one box, so that the space structure is more compact, and stronger power is provided.

Referring to fig. 2, in another embodiment, the hybrid powertrain 010 further includes a transmission gear 36, the transmission gear 36 is coaxially and fixedly disposed with the first-gear driven gear 5, and the transmission gear 36 is engaged with the reverse-gear driven gear 32; so set up for one keeps off driven gear 5 and utilizes coaxial fixed connection's drive gear 36 and reverse gear driven gear 32 transmission to be connected, is convenient for utilize drive gear 36 to adjust drive ratio etc. and then has improved the not compact problem of spatial structure who leads to of the number of teeth of adjusting one keeps off driven gear 5.

Referring to fig. 1, a parking ratchet 24 is further installed on the differential 26 of the present embodiment, which is helpful to make the spatial structure of the hybrid powertrain 010 more compact; the differential 26 is connected to the case through a bearing, and specifically, both axial ends of the differential case are connected to the case through a first tapered bearing 25 and a second tapered bearing 27, respectively. It should be noted that the specific connection structure of the parking ratchet wheel 24, the main reduction driven gear 23 and the like arranged on the differential case and the differential case is similar to that of the related art, and the detailed description is omitted here.

The hybrid power transmission system 010 of the embodiment meets different driving requirements through the double clutch 15 and the clutch 19 which are coaxially arranged, when the clutch 19 is engaged with the engine, the engine or the engine and the motor 18 together transmit power to the clutch 19 and the double clutch 15, namely the engine or a mixed mode is used as power output; when the clutch 19 is disengaged from the engine, the motor 18 transmits power to the clutch 19 and the dual clutch 15, that is, the motor 18 is used as a power output.

The power transmission process of the hybrid powertrain 010 in the present embodiment in different gears is substantially as follows:

when the outer driven disc 17 is engaged with the rotor of the motor 18, the power output by the engine or the motor 18 is transmitted to the inner input shaft 1 through the outer driven disc 17, so that the inner input shaft 1, the third-fifth gear driving gear 8 sleeved on the inner input shaft 1 and the first-gear driving gear 35 rotate; at this time, if the first three-gear synchronizer 6 controls the first-gear driven gear 5 to be connected with the first intermediate shaft 3, the third-gear driven gear 7 to be separated from the first intermediate shaft 3, and the reverse fifth-gear synchronizer 31 controls the reverse driven gear 32 and the fifth driven gear 30 to be separated from the second intermediate shaft 34, the first driving gear 35 drives the first-gear driven gear 5 and the first intermediate shaft 3 to rotate, and the hybrid power transmission system 010 is controlled to be in a first gear; if the first three-gear synchronizer 6 controls the first-gear driven gear 5 to be separated from the first intermediate shaft 3, the third-gear driven gear 7 is controlled to be connected with the first intermediate shaft 3, and the reverse fifth-gear synchronizer 31 controls the reverse driven gear 32 and the fifth driven gear 30 to be separated from the second intermediate shaft 34, the third fifth-gear driving gear 8 drives the third driven gear 7 and the first intermediate shaft 3 to rotate, and the hybrid power transmission system 010 is controlled to be in a third gear; if the first three-gear synchronizer 6 controls the first-gear driven gear 5 to be separated from the first intermediate shaft 3, the third-gear driven gear 7 to be separated from the first intermediate shaft 3, the reverse fifth-gear synchronizer 31 controls the reverse driven gear 32 to be connected with the second intermediate shaft 34, and the fifth-gear driven gear 30 is separated from the second intermediate shaft 34, the first-gear driving gear 35 drives the reverse driven gear 32 and the second intermediate shaft 34 to rotate, and the hybrid power transmission system 010 is controlled to be in a reverse gear; if the first three-gear synchronizer 6 controls the first-gear driven gear 5 to be separated from the first intermediate shaft 3, the third three-gear driven gear 7 to be separated from the first intermediate shaft 3, the reverse fifth-gear synchronizer 31 controls the reverse driven gear 32 to be separated from the second intermediate shaft 34, and the fifth driven gear 30 is connected with the second intermediate shaft 34, the third fifth driving gear 8 drives the fifth driven gear 30 and the second intermediate shaft 34 to rotate, and the hybrid power transmission system 010 is controlled to be in the reverse gear. Further, in the first gear and the third gear, the first main reduction driving gear 12 sleeved on the first intermediate shaft 3 rotates synchronously with the first intermediate shaft 3 to drive the main reduction driven gear 23 to rotate, and then power is output through the differential 26; when the reverse gear and the fifth gear are engaged, the second main reduction driving gear 22 sleeved on the second intermediate shaft 34 rotates along with the second intermediate shaft 34 to drive the main reduction driven gear 23 to rotate, and then power is output through the differential 26.

When the inner driven disc 16 is engaged with the rotor of the motor 18, the power output by the engine or the motor 18 is transmitted to the outer input shaft 14 through the inner driven disc 16, so that the outer input shaft 14 and the second-fourth gear driving gear 11 sleeved on the outer input shaft rotate; at this time, if the second-gear synchronizer 9 connects the second-gear driven gear 10 with the first intermediate shaft 3 and the fourth-gear synchronizer 29 separates the fourth-gear driven gear 28 from the second intermediate shaft 34, the second-gear driven gear 10 and the first main reduction driving gear 12 are driven to rotate by the second-fourth-gear driving gear 11, the main reduction driven gear 23 is driven to rotate, and power is output through the differential 26, and the hybrid power transmission system 010 is in a second gear; if the second-gear synchronizer 9 separates the second-gear driven gear 10 from the first countershaft 3 and the fourth-gear synchronizer 29 connects the fourth-gear driven gear 28 to the second countershaft 34, the second-and fourth-gear driving gear 11 drives the fourth-gear driven gear 28 and the second main reduction driving gear 22 to rotate, and drives the main reduction driven gear 23 to rotate, thereby outputting power through the differential 26, and the hybrid power transmission system 010 is in the fourth gear.

In summary, the hybrid transmission system 010 of the embodiment can form the integrated hybrid transmission system 010 only by integrating the clutch 19 and the rotor of the motor 18, the dual clutch 15 does not need to be integrated with the motor 18, so that the assembly and maintenance difficulty of the hybrid transmission system 010 is reduced, and the processing and development costs of the rotor of the motor 18 and other parts can also be reduced.

The present embodiment also provides a hybrid vehicle (not shown) including the hybrid drive train 010 described above; the hybrid electric vehicle can switch an engine mode, a hybrid power mode or a pure electric power mode by engaging the input shaft of the engine and the rotor of the motor 18 or separating the input shaft of the engine and the rotor of the motor 18 through the clutch 19, and can meet different driving requirements through the double clutches 15 and the clutch 19 which are coaxially arranged, namely, the first gear, the third gear, the fifth gear and the reverse gear can be respectively controlled by the outer driven disc 17, and the second gear and the fourth gear are controlled by the inner driven disc 16.

In summary, the hybrid vehicle of the embodiment can reduce the difficulty in assembling and maintaining the hybrid drive system 010, and can also reduce the processing and development costs of the components such as the rotor of the motor 18.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A hybrid power transmission system is characterized by comprising a motor, a double clutch, a clutch, an inner input shaft and an outer input shaft; the outer input shaft and the inner input shaft are coaxially arranged, and the outer input shaft is sleeved outside the inner input shaft;

the clutch is connected between the output end of the engine and the double clutches, the clutch and a motor rotor of the motor are integrated in the motor, and the clutch and the double clutches are coaxially arranged; the clutch is configured to be able to engage or disengage the input shaft of the engine with or from the rotor of the electric machine;

the dual clutch is located outside the electric motor and includes an inner driven plate coupled to the outer input shaft and an outer driven plate coupled to the inner input shaft, and a rotor of the electric motor is selectively engageable with one of the inner driven plate and the outer driven plate to selectively drive rotation of either the inner input shaft or the outer input shaft.

2. The hybrid power transmission system according to claim 1, further comprising a differential serving as a power output end, wherein the outer input shaft is fixedly sleeved with a second-fourth-gear driving gear, and the inner input shaft is fixedly sleeved with a third-fifth-gear driving gear and a first-gear driving gear; the double clutch is in transmission connection with the differential through one of the two-fourth-gear driving gear, the three-fifth-gear driving gear and the first-gear driving gear.

3. A hybrid powertrain system according to claim 2, further comprising a first countershaft, the differential being provided with a main reduction driven gear;

the first main reduction driving gear is fixedly connected with the first intermediate shaft, a second synchronizer is arranged between the second-gear driven gear and the third-gear driven gear, a third synchronizer is arranged between the third-gear driven gear and the first-gear driven gear, and the second synchronizer and the third synchronizer are both rigidly connected with the first intermediate shaft.

4. The hybrid powertrain system of claim 3, further comprising a case, the first countershaft being connected to the case by a first bearing assembly.

5. The hybrid power transmission system according to claim 3, further comprising a second intermediate shaft, which is sequentially sleeved with a second main reduction driving gear engaged with the main reduction driven gear, a four-speed driven gear engaged with the two-four-speed driving gear, a five-speed driven gear engaged with the three-five-speed driving gear, and a reverse driven gear drivingly connected with the one-speed driven gear;

the second main speed reduction driving gear is fixedly connected with the second intermediate shaft, a fourth-gear synchronizer is arranged between the fourth-gear driven gear and the fifth-gear driven gear, a fifth-gear synchronizer is arranged between the fifth-gear driven gear and the reverse-gear driven gear, and the fourth-gear synchronizer and the fifth-gear synchronizer are rigidly connected with the second intermediate shaft.

6. The hybrid powertrain system of claim 5, wherein the first-gear driven gear meshes with the reverse-gear driven gear; or,

7. The hybrid powertrain system of claim 5, further comprising a housing, the second countershaft being connected to the housing by a second bearing assembly.

8. A hybrid transmission system as claimed in claim 1, further comprising a housing, the end of the inner input shaft remote from the dual clutch being supported by a first bearing to the housing, and the end of the outer input shaft adjacent the dual clutch being supported by a second bearing to the housing.

9. A hybrid powertrain according to any one of claims 1-8, characterised in that the inner input shaft and the outer input shaft are supported therebetween by a third bearing.

10. A hybrid vehicle, characterized by comprising the hybrid drive system according to any one of claims 1 to 9.