CN213056677U

CN213056677U - Hybrid power transmission and vehicle

Info

Publication number: CN213056677U
Application number: CN202021509502.4U
Authority: CN
Inventors: 姬腾飞; 施伟; 曾维平; 邹里云; 戴焰彪; 冯永升
Original assignee: Magna PT Powertrain Jiangxi Co Ltd
Current assignee: Magna PT Powertrain Jiangxi Co Ltd
Priority date: 2020-07-27
Filing date: 2020-07-27
Publication date: 2021-04-27
Anticipated expiration: 2030-07-27

Abstract

The utility model provides a hybrid transmission and vehicle, the derailleur includes the engine, differential mechanism assembly, including a motor, an end cap, a controller, and a cover plate, the battery of drive mechanism and being connected with the motor, drive mechanism includes the power output shaft who is connected with differential mechanism assembly, the double clutch of being connected with the engine, the power input shaft subassembly of being connected with the double clutch, multiunit that coupling connection is between power output shaft and power input shaft subassembly keeps off the gear pair, and set up and be used for realizing keeping off the synchronous gear position synchronizer of fender position on power output shaft, the motor passes through drive assembly and is connected with the power input shaft subassembly. The utility model realizes mode switching by adopting the double clutches and the synchronizers, simplifies the system structure and shortens the total length of the transmission; in addition, the double clutches, the synchronizers, the engine and the motor are matched by arranging the specific transmission mechanism, so that the matching of the driving modes is more diversified, the system has all functions required by improving the fuel economy, and the fuel economy of the vehicle is effectively improved.

Description

Hybrid power transmission and vehicle

Technical Field

The utility model relates to a hybrid technical field, in particular to hybrid transmission and vehicle.

Background

The world faces two challenges of energy shortage and environmental deterioration, the traditional fuel vehicle is seriously puzzled by petroleum crisis and environmental deterioration, and energy conservation and emission reduction gradually become the focus of the automobile industry. The generation of hybrid vehicles brings new hopes for alleviating energy shortage and environmental deterioration.

The hybrid transmission is a core component of the hybrid vehicle and a power source of the hybrid vehicle. In the middle of the hybrid power transmission, generally including motor and engine, the motor adopts pure electric drive, and the engine adopts the fuel drive, and both mutually support and form hybrid vehicle's various drive mode.

However, in the prior art, most hybrid transmissions are formed by deforming or improving on the basis of the traditional multi-gear transmission, and the problems of complex structure, long transmission assembly, limited improvement on vehicle fuel economy and the like generally exist.

SUMMERY OF THE UTILITY MODEL

Based on this, the utility model aims at providing a hybrid transmission and vehicle to solve the hybrid transmission among the prior art and improve limited technical problem to vehicle fuel economy.

According to the utility model discloses among the embodiment a hybrid transmission, including engine, differential mechanism assembly, motor, drive mechanism and with the battery that the motor is connected, drive mechanism include with power output shaft that differential mechanism assembly is connected, with the double clutch that the engine is connected, with power input shaft subassembly, the coupling connection that double clutch is connected are in power output shaft with multiunit between the power input shaft subassembly keeps off the gear pair and sets up be used for realizing keeping off the synchronous gear synchronizer of fender position on the power output shaft, the motor pass through drive assembly with the power input shaft subassembly is connected.

Further, drive mechanism still include with reverse gear shaft, coupling connection that differential mechanism assembly is connected power output shaft with at least one reverse gear wheel pair between the reverse gear shaft and set up in be used for the synchronous reverse gear synchronous ware of reversing gear on the reverse gear shaft, reverse gear wheel pair with gear wheel pair one-to-one coupling is connected.

Furthermore, the power input shaft assembly comprises an inner input shaft and an outer input shaft which are nested inside and outside, the double clutch comprises an inner clutch and an outer clutch which are connected with the engine, the inner input shaft and the outer input shaft are respectively connected with the inner clutch and the outer clutch, and the multiple groups of gear pairs are distributed on the inner input shaft and the outer input shaft.

Furthermore, the multiple sets of gear pairs comprise a first gear pair and a third gear pair connected with the external input shaft, and a second gear pair and a fourth gear pair connected with the internal input shaft.

Further, the gear synchronizer includes an 2/4-gear synchronizer provided between the second-gear pair and the fourth-gear pair, and a 1/3-gear synchronizer provided between the first-gear pair and the third-gear pair.

Furthermore, the number of the reverse gear pairs is one, and the reverse gear pairs are connected with the first gear pair.

Further, the transmission assembly includes a driving gear disposed on a driving shaft of the motor, a driven gear disposed on the power input shaft assembly, and an idler gear assembly coupled between the driving gear and the driven gear.

Further, the reverse gear shaft and the power output shaft are respectively coupled with a driving reduction driven gear of the differential assembly through a driving reduction driving gear.

The embodiment of the utility model provides a still provide a hybrid transmission's control method for control foretell hybrid transmission, control method includes following step:

acquiring state parameters of a vehicle, wherein the state parameters comprise one or more of vehicle running speed, engine torque, battery power, vehicle required torque, motor driving efficiency and engine driving efficiency;

and correspondingly controlling the connection or disconnection of the synchronizer and/or the double clutch of the hybrid power transmission and the starting or stopping of the engine and/or the motor of the hybrid power transmission according to the state parameters of the vehicle so as to control the hybrid power transmission to enter the corresponding working mode.

Further, the working mode comprises one or more of a pure electric driving mode, a pure fuel driving mode, a hybrid driving mode, a braking energy recovery mode, a parking charging mode, a parking cold start internal combustion engine mode, a traveling power generation mode and a pure electric reverse gear mode.

Further, the step of controlling the synchronizer and/or the clutch of the hybrid transmission to be engaged or disengaged correspondingly according to the state parameter of the vehicle so as to control the hybrid transmission to enter the corresponding working mode comprises the following steps:

when the running speed is in a preset low-speed range and/or the running speed is in a preset medium-speed range and the motor driving efficiency is higher than the first-gear driving efficiency of the engine, controlling the hybrid power transmission to enter a pure electric driving mode;

when the running speed is in a preset high-speed range and/or the running speed is in a preset middle-speed range and the motor driving efficiency is lower than the engine driving efficiency, controlling the hybrid power transmission to enter a pure fuel oil driving mode;

when the running speed is in a preset middle speed range and the vehicle required torque is higher than a torque threshold value, controlling the hybrid power transmission to enter a hybrid driving mode;

when the vehicle is determined to be in a parking state according to the running speed and the battery electric quantity is lower than the electric quantity threshold value, controlling the hybrid power transmission to enter a parking charging mode;

and when the system meets the braking energy recovery condition, controlling the hybrid power transmission to enter a braking energy recovery mode.

Further, the method further comprises:

and when the engine is in a pure fuel driving mode and the driving efficiency of the engine is lower than an efficiency threshold value, increasing the torque of the engine to be within a preset high-efficiency interval.

The embodiment of the utility model provides a still provide a vehicle, include: the hybrid transmission described above.

Compared with the prior art: mode switching is realized by adopting a double clutch and a synchronizer, the system structure is simplified, and the total length of the transmission is shortened; in addition, the double clutches, the synchronizers, the engine and the motor are matched by arranging the specific transmission mechanism, so that the matching of the driving modes is more diversified, the working mode of the system can be further refined, and the system has all functions required by improving the fuel economy, thereby effectively improving the fuel economy of the vehicle.

Drawings

Fig. 1 is a schematic structural view of a hybrid transmission according to a first embodiment of the present invention;

2-35 are schematic diagrams of energy transmission paths of the hybrid transmission in the first embodiment of the present invention under different work modes;

fig. 36 is a schematic structural diagram of a hybrid transmission without mechanical reverse gear according to an embodiment of the present invention;

fig. 37 is a characteristic curve of a motor according to an embodiment of the present invention;

fig. 38 is a flowchart of a control method of a hybrid transmission according to a second embodiment of the present invention;

fig. 39 is a block diagram of a vehicle according to a third embodiment of the present invention.

The following detailed description of the invention will be further described in conjunction with the above-identified drawings.

Detailed Description

In order to facilitate understanding of the present invention, the present invention will be described more fully hereinafter with reference to the accompanying drawings. Several embodiments of the invention are given in the accompanying drawings. The invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

It will be understood that when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," and the like as used herein are for illustrative purposes only.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

Example one

Referring to fig. 1, a hybrid transmission according to a first embodiment of the present invention is shown, including an engine 220, a differential assembly 130, a motor 210, a transmission mechanism, and a battery 260 connected to the motor 210, wherein:

the transmission mechanism comprises a power output shaft 108 connected with the differential assembly 130, a double clutch 270 connected with the engine 220, a power input shaft assembly connected with the double clutch 270, a plurality of gear pairs coupled between the power output shaft 108 and the power input shaft assembly, and a gear synchronizer arranged on the power output shaft 108 and used for achieving gear synchronization. The motor 210 is connected to the power input shaft assembly through a transmission assembly.

Specifically, the power input shaft assembly comprises an inner input shaft 101 and an outer input shaft 102 which are nested inside and outside, the double clutch 270 comprises an inner clutch and an outer clutch which are connected with the engine 220, the inner input shaft 101 and the outer input shaft 102 are respectively connected with the inner clutch and the outer clutch, and a plurality of sets of gear pairs are distributed on the inner input shaft 101 and the outer input shaft 102. By way of example and not limitation, in the present embodiment, the multiple gear pairs include a first gear pair and a third gear pair connected to the outer input shaft 102, and a second gear pair and a fourth gear pair connected to the inner input shaft 101, that is, the hybrid transmission in the present embodiment has four natural gears. Wherein, the second gear pair, the fourth gear pair, the third gear pair and the first gear pair are sequentially arranged towards the direction close to the engine 220.

As shown in fig. 1, specifically, the first-gear pair comprises a first-gear input gear 104 arranged on the outer input shaft 102 and a first-gear output gear 115 arranged on the power output shaft 108, wherein the first-gear input gear 104 is in meshed connection with the first-gear output gear 115; the second gear pair comprises a second input gear 107 arranged on the inner input shaft 101 and a second output gear 109 arranged on the power output shaft 108, and the second input gear 107 is meshed with the second output gear 109; the third gear pair comprises a third gear input gear 105 arranged on the outer input shaft 102 and a third gear output gear 112 arranged on the power output shaft 108, and the third gear input gear 105 is meshed with the third gear output gear 112; the four-gear pair includes a four-gear input gear 106 disposed on the inner input shaft 101 and a four-gear output gear 111 disposed on the power output shaft 108, and the four-gear input gear 106 is meshed with the four-gear output gear 111. In the present embodiment, the present hybrid transmission is described in detail in connection with a specific example, but the present invention is not limited thereto, and in other embodiments, the hybrid transmission may further include more or less than four natural gears, for example, three gear pairs may be provided, so that the hybrid transmission has three natural gears.

In order to realize the switching among the four gears, the gear synchronizers respectively comprise an 2/4-gear synchronizer 110 arranged between a two-gear pair and a four-gear pair and a 1/3-gear synchronizer 113 arranged between a one-gear pair and a three-gear pair, the 2/4-gear synchronizer 110 and the 1/3-gear synchronizer 113 are both arranged on the power output shaft 108, the 2/4-gear synchronizer 110 can be selectively coupled with the two-gear output gear 109 or the four-gear output gear 111 to realize 2/4-gear synchronization, and the 1/3-gear synchronizer 113 can be selectively coupled with the first-gear output gear 115 or the three-gear output gear 112 to realize 1/3-gear synchronization. In particular implementations, both the 1/3 gear synchronizer 113 and the 2/4 gear synchronizer 110 may be dog synchronizers.

As shown in fig. 1, the transmission assembly includes a driving gear 212 provided on a driving shaft 211 of the motor 210, a driven gear 103 provided on the outer input shaft 102, and an idler gear assembly 213 coupled between the driving gear 212 and the driven gear 103. In addition, the differential assembly 130 includes a differential right axle shaft 123, a differential left axle shaft 124, and a drive-reducing driven gear 118 disposed on the differential left axle shaft 124. The power output shaft 108 is coupled with the driving/driven gear 118 through the first driving/driving gear 117 to connect the power output shaft 108 with the differential assembly 130, so as to connect the front wheels and/or the rear wheels (not shown) of the vehicle through the differential assembly 130, wherein the vehicle is driven in the front mode when the front wheels are connected, the vehicle is driven in the rear mode when the rear wheels are connected, and the vehicle is driven in the four mode when the front wheels and the rear wheels are connected, so that the power is output to the wheels to drive the vehicle to run. The power output shaft 108 is also provided with a parking brake gear 116, and the parking brake gear 116 is disposed between the first-gear output gear 115 and the first main reduction gear 117.

By way of example and not limitation, in the present embodiment, as shown in fig. 1, the motor 210 is connected to the inverter 240 through a first wire harness 241, and the inverter 240 is connected to the battery 260 through a second wire harness 242. For the sake of line safety, each wire harness is preferably a high-voltage wire harness, and the line is guaranteed to have high voltage resistance. The specific power generation process is as follows: when the engine 220 drives the motor 210 to generate power, the ac power generated by the motor 210 is transmitted to the inverter 240 through the first wire harness 241, converted into dc power by the inverter 240, and transmitted to the battery 260 through the second wire harness 242, and then stored in the battery 260.

In addition, in the embodiment, the transmission mechanism further comprises a mechanical reverse gear; as shown in fig. 1, the mechanical reverse gear specifically includes a reverse shaft 120 connected to the differential assembly 130, a reverse gear pair coupled between the power output shaft 108 and the reverse shaft 120, and a reverse synchronizer 122 disposed on the reverse shaft 120 for reverse synchronization. In the present embodiment, the reverse gear pair is connected with the first gear pair, specifically, the reverse gear pair includes a reverse input gear 114 and a reverse output gear 121 which are coupled, the reverse output gear 121 is disposed on the reverse shaft 120, and the reverse input gear 114 and the first gear output gear 115 are connected as a whole. The reverse synchronizer 122 is selectively coupleable with the reverse output gear 121 to achieve reverse synchronization. The reverse shaft 120 is coupled to the main reduction driven gear 118 through a second main reduction driving gear 212 to establish a connection between the reverse shaft 120 and the differential assembly 130, so that the power of the reverse shaft 120 can be transmitted to the vehicle through the differential assembly 130 to drive the vehicle to reverse.

It should be noted that, in order to describe the present hybrid transmission in detail with reference to specific examples, the present embodiment exemplifies the present hybrid transmission in a state where the number of reverse gear pairs is one and the one-gear pair is connected. The present invention is not limited to this, first, the reverse gear pair is not limited to be coupled with the first gear pair, for example, it can also be coupled with the second gear pair; in addition, the number of the reverse gear pairs can be multiple, and when the number of the reverse gear pairs is multiple, the reverse gear pairs and the gear pairs are in one-to-one coupling connection, namely one reverse gear pair is in coupling connection with one gear pair; meanwhile, to achieve synchronization between the multiple reverse gear pairs, the reverse synchronizer 122 may be a multi-gear synchronizer (e.g., 1/3 gear synchronizer) or multiple reverse synchronizers may be provided.

By way of example and not limitation, in the present embodiment, engine 220 is an internal combustion engine, and when the internal combustion engine is unloaded, the fuel efficiency of the internal combustion engine increases with increasing vehicle speed in a certain rotation speed range, and after a certain rotation speed is exceeded, the fuel efficiency is lower, and the efficiency decreases with increasing rotation speed. When the vehicle speed changes, the gear needs to be changed to keep the internal combustion engine in a high-efficiency region. Referring to fig. 37, a specific effect graph of the motor 210 is shown, and it can be seen from the graph that the motor is in a constant torque region within a certain rotation speed range, the torque in the region is larger, and as the speed is reduced, the torque is reduced less, and the power is gradually increased; after the rotating speed is exceeded, the torque is obviously reduced along with the increase of the rotating speed, the power is also gradually reduced, when the vehicle speed is lower, the rotating speed of the motor is lower, the torque is larger, powerful power can be provided for the vehicle, and the response time is short; the climbing gradient and hundred-kilometer acceleration performance are important parameters for evaluating the vehicle performance, and compared with pure internal combustion engine driving, the pure electric driving has short response time and large torque at low speed, and provides important guarantee for meeting the vehicle climbing gradient, hundred-kilometer acceleration and other performances.

Based on the structure, the hybrid power transmission in the embodiment has multiple working modes, which specifically include one or more of a pure electric drive mode, a pure fuel drive mode, a hybrid drive mode, a braking energy recovery mode, a parking charging mode, a parking cold start internal combustion engine mode, a power generation mode during traveling, and a pure electric reverse mode. The operating modes described above are shifted primarily by engagement or disengagement of the 1/3 range synchronizer 113, the 2/4 range synchronizer 110, the inner clutch, and/or the outer clutch. Specifically, referring to table 1 below, the states of the 1/3-speed synchronizer 113, the 2/4-speed synchronizer 110, the engagement/disengagement state of the inner clutch and the outer clutch, and the states of the engine 220 and the motor 210 of the hybrid transmission in the present embodiment are shown in various operating modes (i.e., modes):

table 1:

working condition 1: and (5) parking. When parking is required, the internal combustion engine is turned off, the motor 210 is in a free state, the 1/3-gear synchronizers 113 and 2/4-gear synchronizers 110 are in a neutral position, and the parking brake gear 116 is in a P-gear. In all the following working conditions, if parking is not mentioned, the P gear is in a non-parking state by default.

Working condition 2: and generating power when the vehicle is parked or in neutral. Vehicle park charging may be selected when the battery 260 is low when the vehicle is in a parked state. At this time, the internal combustion engine is in a driving state, the outer clutch is disengaged, the inner clutch is engaged, the motor 210 is in a power generation state, the 1/3 gear synchronizer 113 and the 2/4 gear synchronizer 110 are both in a neutral position, and the parking brake gear 116 can be in a parking or non-parking state; during power generation, alternating current generated by the motor 210 is converted into direct current by the inverter 240, and then is transmitted to the battery 260 and stored in the battery 260; the internal combustion engine is in an economic speed interval, fuel economy and noise are considered, and when the charging amount reaches a certain ratio, other working conditions are switched according to needs.

Working condition 3: the motor drives the first gear. In operation, the motor 210 is driven, the dual clutch 270 (inner and outer clutches) is disengaged, the 1/3 gear synchronizer 113 is in the first gear position, and the 2/4 gear synchronizer 110 is in the neutral position.

Working condition 4: the motor drives the second gear. In operation, the motor 210 is driven, the dual clutch 270 (inner and outer clutches) is disengaged, the 1/3 gear synchronizer 113 is in the third gear position, and the 2/4 gear synchronizer 110 is in the neutral position.

Working condition 5: the motor drives reverse gear. When the vehicle needs to be reversed, the double clutch 270 (inner and outer clutches) is disengaged, the 1/3 gear synchronizer 113 is in the first gear position, the 2/4 gear synchronizer 110 and the reverse gear synchronizer 122 are in the neutral position, and the motor 210 drives the vehicle in reverse. Since the transmission in this embodiment can realize that the motor 210 drives the reverse gear, that is, the vehicle can be driven in a pure electric mode to reverse, in a specific implementation, the transmission in this embodiment may include a mechanical reverse gear portion (as shown in fig. 1), or may cancel the mechanical reverse gear portion, and the structure of the transmission after canceling the mechanical reverse gear is shown in fig. 36.

Working condition 6: the internal combustion engine drives first gear. When the battery 260 is low, the system will select the engine independent drive gear. The state of the system when the internal combustion engine drives first gear is as follows: the internal combustion engine is in drive, the outer clutch is disengaged, the inner clutch is engaged, the electric machine 210 is in free, the 1/3 gear synchronizer 113 is in first gear position, and the 2/4 gear synchronizer 110 and the reverse synchronizer 122 are in neutral position.

Working condition 7: the internal combustion engine drives the second gear. The internal combustion engine is in drive, the outer clutch is engaged, the inner clutch is disengaged, the electric machine 210 is in free, the 1/3 gear synchronizer 113 and the reverse synchronizer 122 are in neutral, and the 2/4 gear synchronizer 110 is in second gear.

Working condition 8: the internal combustion engine drives third gear. The internal combustion engine is in drive, the outer clutch is disengaged, the inner clutch is engaged, the electric machine 210 is in free, the 1/3 gear synchronizer 113 is in the third gear position, and the 2/4 gear synchronizer 110 and the reverse synchronizer 122 are in the neutral position.

Working condition 9: the internal combustion engine drives fourth gear. The internal combustion engine is in a driving state, the outer clutch is engaged, the inner clutch is disengaged, the electric machine 210 is in a free state, the 1/3-speed synchronizer 113 and the reverse synchronizer 122 are in a neutral position, and the 2/4-speed synchronizer 110 is in a fourth position.

Working condition 10: the internal combustion engine drives reverse gear. The internal combustion engine is in drive, the outer clutch is disengaged, the inner clutch is engaged, the electric machine 210 is in free state, the 1/3 gear synchronizer 113 is in neutral, the 2/4 gear synchronizer 110 is in neutral, and the reverse synchronizer 122 is in reverse.

Working condition 11: engine first gear + electric machine 210 drives first gear. When the battery 260 is sufficiently charged and the system requires a large torque output, the system selects the hybrid drive mode. At this time, the internal combustion engine and the motor 210 are both in a driving state, the outer clutch is disengaged, the inner clutch is engaged, the 1/3 gear synchronizer 113 is in the first gear position, and the 2/4 gear synchronizer 110 and the reverse synchronizer 122 are in the neutral position.

Working condition 12: internal combustion engine second gear + motor 210 drives first gear. When the battery 260 is sufficiently charged and the system requires a large torque output, the system selects the hybrid drive mode. At this time, the internal combustion engine and the motor 210 are both in a driving state, the outer clutch is engaged, the inner clutch is disengaged, the 1/3-speed synchronizer 113 is in the first-speed position, the 2/4-speed synchronizer 110 is in the second-speed position, and the reverse synchronizer 122 is in the neutral position.

Working condition 13: engine fourth gear + motor 210 drives first gear. When the battery 260 is sufficiently charged and the system requires a large torque output, the system selects the hybrid drive mode. At this time, the internal combustion engine and the motor 210 are both in a driving state, the outer clutch is engaged, the inner clutch is disengaged, the 1/3-speed synchronizer 113 is in the first-speed position, the 2/4-speed synchronizer 110 is in the fourth-speed position, and the reverse synchronizer 122 is in the neutral position.

Working condition 14: the internal combustion engine second gear + motor 210 drives second gear. When the battery 260 is sufficiently charged and the system requires a large torque output, the system selects the hybrid drive mode. At this time, the internal combustion engine and the motor 210 are both in a driving state, the outer clutch is engaged, the inner clutch is disengaged, the 1/3-speed synchronizer 113 is in the third gear position, the 2/4-speed synchronizer 110 is in the second gear position, and the reverse synchronizer 122 is in the neutral position.

Working condition 15: the internal combustion engine third gear + motor 210 drives second gear. When the battery 260 is sufficiently charged and the system requires a large torque output, the system selects the hybrid drive mode. At this time, the internal combustion engine and the motor 210 are both in a driving state, the outer clutch is disengaged, the inner clutch is engaged, the 1/3-speed synchronizer 113 is in the third gear position, the 2/4-speed synchronizer 110 is in the neutral position, and the reverse synchronizer 122 is in the neutral position.

Working condition 16: the internal combustion engine fourth gear + motor 210 drives second gear. When the battery 260 is sufficiently charged and the system requires a large torque output, the system selects the hybrid drive mode. At this time, the internal combustion engine and the motor 210 are both in a driving state, the outer clutch is engaged, the inner clutch is disengaged, the 1/3-speed synchronizer 113 is in the third gear position, the 2/4-speed synchronizer 110 is in the fourth gear position, and the reverse synchronizer 122 is in the neutral position.

Working condition 17: the internal combustion engine is used for generating power when the vehicle is driven in the first gear. When the battery 260 is low, the system selects the engine drive mode and charges the battery 260 while driving. At this time, the internal combustion engine is in a driving state, the motor 210 is in a power generating state, the outer clutch is disengaged, the inner clutch is engaged, the 1/3-speed synchronizer 113 is in the first-speed position, the 2/4-speed synchronizer 110 is in the neutral position, and the reverse synchronizer 122 is in the neutral position.

Working condition 18: internal combustion engine two-gear traveling vehicle power generation _ mode 1. When the battery 260 is low, the system selects the engine drive mode and charges the battery 260 while driving. At this time, the internal combustion engine is in a driving state, the motor 210 is in a power generation state, the outer clutch is engaged, the inner clutch is disengaged, the 1/3-speed synchronizer 113 is in the first-speed position, the 2/4-speed synchronizer 110 is in the second-speed position, and the reverse synchronizer 122 is in the neutral position.

Working condition 19: and 2, an internal combustion engine secondary-gear driving power generation mode. When the battery 260 is low, the system selects the engine drive mode and charges the battery 260 while driving. At this time, the internal combustion engine is in a driving state, the motor 210 is in a power generation state, the outer clutch is engaged, the inner clutch is disengaged, the 1/3-speed synchronizer 113 is in the third-speed position, the 2/4-speed synchronizer 110 is in the second-speed position, and the reverse synchronizer 122 is in the neutral position.

Working condition 20: and (3) a second-gear running power generation mode 3 of the internal combustion engine. When the battery 260 is low, the system selects the engine drive mode and charges the battery 260 while driving. At this time, the internal combustion engine is in a driving state, the motor 210 is in a power generation state, the outer clutch is engaged, the inner clutch is also engaged, the 1/3-speed synchronizer 113 is in a neutral position, the 2/4-speed synchronizer 110 is in a second-speed position, and the reverse synchronizer 122 is in a neutral position.

Working condition 21: the internal combustion engine generates power by three-gear running. When the battery 260 is low, the system selects the engine drive mode and charges the battery 260 while driving. At this time, the internal combustion engine is in a driving state, the motor 210 is in a power generation state, the outer clutch is disengaged, the inner clutch is engaged, the 1/3-speed synchronizer 113 is in the third gear position, the 2/4-speed synchronizer 110 is in the neutral position, and the reverse synchronizer 122 is in the neutral position.

Working condition 22: internal combustion engine four-gear driving power generation _ mode 1. When the battery 260 is low, the system selects the engine drive mode and charges the battery 260 while driving. At this time, the internal combustion engine is in a driving state, the motor 210 is in a power generation state, the outer clutch is engaged, the inner clutch is disengaged, the 1/3-speed synchronizer 113 is in the first-speed position, the 2/4-speed synchronizer 110 is in the fourth-speed position, and the reverse synchronizer 122 is in the neutral position.

Working condition 23: internal combustion engine four-gear driving power generation mode 2. When the battery 260 is low, the system selects the engine drive mode and charges the battery 260 while driving. At this time, the internal combustion engine is in a driving state, the motor 210 is in a power generation state, the outer clutch is engaged, the inner clutch is disengaged, the 1/3-speed synchronizer 113 is in the third gear position, the 2/4-speed synchronizer 110 is in the fourth gear position, and the reverse synchronizer 122 is in the neutral position.

Working condition 24: and 4, generating power by using the internal combustion engine in the fourth gear running mode 3. When the battery 260 is low, the system selects the engine drive mode and charges the battery 260 while driving. At this time, the internal combustion engine is in a driving state, the motor 210 is in a power generation state, the outer clutch is engaged, the inner clutch is also engaged, the 1/3-speed synchronizer 113 is in a neutral position, the 2/4-speed synchronizer 110 is in a fourth position, and the reverse synchronizer 122 is in a neutral position.

Working condition 25: the internal combustion engine first gear/motor drives first gear brake recovery. When the driver steps on the brake pedal in the first gear of the internal combustion engine, the first gear of the electric drive or the combination of the first gear and the electric drive, the motor 210 can decelerate the whole vehicle by the braking torque, and meanwhile, the braking energy is recovered to charge the battery 260. At this time, the dual clutch 270 is disengaged, all gear states are maintained before deceleration, that is, the 1/3 gear synchronizer 113 is in the first gear position, the 2/4 gear synchronizer 110 is maintained at the current position, the reverse gear synchronizer 122 is in the neutral position, and the motor 210 is in the power generation state.

Operating condition 26: the engine third gear/motor 210 drives second gear brake recovery. When the driver steps on the brake pedal under the condition of three-gear driving, two-gear driving or the combination driving of the internal combustion engine and the electric driving, the motor 210 can decelerate the whole vehicle through the braking torque, and meanwhile, the braking energy is recovered to charge the battery 260. At this time, the dual clutch 270 is disengaged, all gear states are maintained before deceleration, that is, the 1/3 gear synchronizer 113 is in the third gear position, the 2/4 gear synchronizer 110 is maintained at the current position, the reverse gear synchronizer 122 is in the neutral position, and the motor 210 is in the power generation state.

Working condition 27: second-gear brake recovery _ mode 1 of the internal combustion engine. When a driver steps on a brake pedal under the condition of the secondary gear of the internal combustion engine or the mixed driving with the pure secondary gear, the motor 210 can decelerate the whole vehicle through braking torque, and meanwhile, braking energy is recycled to charge the battery 260. At this time, the dual clutch 270 is disengaged, and all the gear states are maintained before deceleration, that is, the 1/3 gear synchronizer 113 is in the first gear position, the 2/4 gear synchronizer 110 is in the second gear position, the reverse gear synchronizer 122 is in the neutral position, and the motor 210 is in the power generation state.

Working condition 28: second-gear brake recovery _ mode 2 of the internal combustion engine. When a driver steps on a brake pedal under the condition of the secondary gear of the internal combustion engine or the mixed driving with the pure secondary gear, the motor 210 can decelerate the whole vehicle through braking torque, and meanwhile, braking energy is recycled to charge the battery 260. At this time, the dual clutch 270 is disengaged, and all the gear states are maintained before deceleration, that is, the 1/3-gear synchronizer 113 is in the third gear position, the 2/4-gear synchronizer 110 is in the second gear position, the reverse synchronizer 122 is in the neutral position, and the motor 210 is in the power generation state.

Working condition 29: second-gear braking recovery _ mode 3 of the internal combustion engine. When the driver steps on the brake pedal in the second gear of the internal combustion engine, the motor 210 decelerates the whole vehicle through the braking torque, and meanwhile, the braking energy is recovered to charge the battery 260. At this time, all the gear states are maintained before deceleration, that is, the 1/3-gear synchronizer 113 is in the neutral position, the 2/4-gear synchronizer 110 is in the second gear position, the reverse synchronizer 122 is in the neutral position, the inner clutch and the outer clutch are engaged, and the motor 210 is in the power generation state.

Working condition 30: internal combustion engine four speed brake recovery _ mode 1. When the driver steps on the brake pedal in the case of the four-gear or the first-gear hybrid driving of the internal combustion engine, the motor 210 decelerates the whole vehicle through the braking torque, and meanwhile, the braking energy is recovered to charge the battery 260. At this time, the dual clutch 270 is disengaged, and all the gear states are maintained before deceleration, that is, the 1/3 gear synchronizer 113 is in the first gear position, the 2/4 gear synchronizer 110 is in the fourth gear position, the reverse gear synchronizer 122 is in the neutral position, and the motor 210 is in the power generation state.

Working condition 31: internal combustion engine four speed brake recovery _ mode 2. When the driver steps on the brake pedal in the case of the four-gear internal combustion engine or the two-gear electric drive, the motor 210 decelerates the entire vehicle through the braking torque, and simultaneously recovers the braking energy to charge the battery 260. At this time, the dual clutch 270 is disengaged, and all the gear states are maintained before deceleration, that is, the 1/3-gear synchronizer 113 is in the third gear position, the 2/4-gear synchronizer 110 is in the second gear position, the reverse synchronizer 122 is in the neutral position, and the motor 210 is in the power generation state.

Operating condition 32: internal combustion engine four speed brake recovery _ mode 3. When the driver steps on the brake pedal in the fourth gear of the internal combustion engine, the motor 210 decelerates the entire vehicle through the braking torque, and meanwhile, the braking energy is recovered to charge the battery 260. At this time, all the gear states are maintained before deceleration, i.e., the 1/3-gear synchronizer 113 is in the neutral position, the 2/4-gear synchronizer 110 is in the fourth position, the reverse synchronizer 122 is in the neutral position, the inner clutch and the outer clutch are engaged, and the motor 210 is in the power generation state.

Operating condition 33: the electric machine drives a first gear vehicle to start the engine _ mode 1. In the following two cases, it is necessary to start engine 220 for operation. In case 1, when the entire vehicle is driven to run in the first gear by the motor 210 and the accelerator is increased to a certain extent, the system determines that the torque needs to be increased for acceleration. In case 2, when battery 260 is short of charge, engine 220 needs to be started for driving or charging. Specifically, the 1/3 gear synchronizer 113 is maintained in the first gear position, the 2/4 gear synchronizer 110 is in the second gear position, the inner clutch is disengaged, the outer clutch is engaged, and the engine 220 is started.

Working condition 34: the electric machine drives a first gear vehicle to start the engine _ mode 2. The electric machine 210 drives the first gear drive to start the engine 220_ mode 1. Under some conditions, it may be desirable to start engine 220 for operation. For example, when the entire vehicle is driven to run in first gear by the motor 210 and the accelerator is increased to a certain extent, the system determines that the torque needs to be increased for acceleration. For another example, when battery 260 is low, engine 220 needs to be started for driving or charging. Specifically, the 1/3 gear synchronizer 113 is maintained in the first gear position, the 2/4 gear synchronizer 110 is in the fourth gear position, and the reverse gear synchronizer 122 is in the neutral position. The inner clutch is engaged, the outer clutch is disengaged, and engine 220 is started.

Working condition 35: the electric machine drives a first gear vehicle to start the engine _ mode 3. In the case of pure electric vehicle driving, engine 220 needs to be started in the following two cases. The first condition is as follows: when the whole vehicle drives a first gear at the motor 210 and the accelerator is increased to a certain degree, the system judges that the torque needs to be increased for acceleration; case two: when battery 260 is low in capacity, engine 220 needs to be started for driving or charging. Specifically, the 1/3 gear synchronizer 113 is maintained in the first gear position, the 2/4 gear synchronizer 110 is in the neutral position, the inner clutch is engaged, the outer clutch is disengaged, and the engine 220 is started.

Working condition 36: the motor drives the second gear train to start the engine _ mode 1. In the case of pure electric vehicle driving, engine 220 needs to be started in the following two cases. The first condition is as follows: when the whole vehicle drives to run in the second gear by the motor 210 and the accelerator is increased to a certain degree, the system judges that the torque needs to be increased for acceleration; case two: when battery 260 is low in capacity, engine 220 needs to be started for driving or charging. Specifically, the 1/3 speed synchronizer 113 is maintained in the third gear position, the 2/4 speed synchronizer 110 is in the second gear position, the inner clutch is disengaged, the outer clutch is engaged, and the engine 220 is started.

Operating condition 37: the motor drives the second gear train to start the engine _ mode 2. In the case of pure electric vehicle driving, engine 220 needs to be started in the following two cases. The first condition is as follows: when the whole vehicle drives a first gear at the motor 210 and the accelerator is increased to a certain degree, the system judges that the torque needs to be increased for acceleration; case two: when battery 260 is low in capacity, engine 220 needs to be started for driving or charging. Specifically, the 1/3 speed synchronizer 113 is maintained in the third gear position, the 2/4 speed synchronizer 110 is in the fourth gear position, the inner clutch is disengaged, the outer clutch is engaged, and the engine 220 is started.

Operating condition 38: the motor drives the second gear train to start the engine _ mode 3. In the case of pure electric vehicle driving, engine 220 needs to be started in the following two cases. The first condition is as follows: when the whole vehicle drives a first gear at the motor 210 and the accelerator is increased to a certain degree, the system judges that the torque needs to be increased for acceleration; case two: when battery 260 is low in capacity, engine 220 needs to be started for driving or charging. Specifically, the 1/3 gear synchronizer 113 is maintained in the third gear position, the 2/4 gear synchronizer 110 is in the neutral position, the inner clutch is engaged, the outer clutch is disengaged, and the engine 220 is started.

Working condition 39: the engine is stopped and started. When the whole vehicle is ready to start from rest, if the system determines that the engine 220 needs to be started, the motor 210 drives the engine 220 to start. The specific implementation mode is as follows: the outer clutch is engaged, the inner clutch is disengaged, the 1/3 gear synchronizer 113 is maintained in the neutral position, the reverse synchronizer 122 is in the neutral position, and the engine 220 is started. In this process, P-gear is in park state.

To sum up, the utility model discloses hybrid transmission in the middle of the above-mentioned embodiment has following beneficial effect: the method comprises the following steps that (1) mode switching is realized by adopting a clutch and a double synchronizer, so that the system structure is simplified, and the total length of a transmission is shortened; (2) the fuel economy of the vehicle is effectively improved; (3) a specific transmission mechanism is arranged to match the double clutches 270, the synchronizers, the engine 220 and the motor 210, so that the matching of driving modes is more diversified, the working mode of the system can be further refined, and the system has all functions required by improving the fuel economy, including the functions of independent driving of the motor 210 under low load, independent driving of an internal combustion engine under high load, hybrid driving when the battery 260 is in power shortage, braking energy recovery, parking charging, starting of the internal combustion engine in driving, power generation in driving and the like, so that the fuel economy of the vehicle is effectively improved; (4) the scheme can be matched with HEV and PHEV models simultaneously, and has good expansibility. (5) The hybrid driving mode may be selected when the dynamic property of the motor 210 or the engine 220 alone is insufficient. In addition, the motor 210 can be used for speed regulation, and the gear shifting impact is reduced.

Example two

Referring to fig. 38, a control method of a hybrid transmission according to a second embodiment of the present invention is shown, which can be used for controlling the hybrid transmission according to the first embodiment, and the control method specifically includes steps S01-S02.

In step S01, the state parameters of the vehicle are acquired.

Wherein the state parameters include one or more of a vehicle running speed, an engine torque, a battery level, a vehicle required torque, a motor driving efficiency, a battery temperature, and an engine driving efficiency.

And step S02, correspondingly controlling the connection or disconnection of the synchronizer and/or the double clutch of the hybrid power transmission and correspondingly controlling the starting or stopping of the engine and/or the motor of the hybrid power transmission according to the state parameters of the vehicle so as to control the hybrid power transmission to enter the corresponding working mode.

The working mode comprises one or more of a pure electric driving mode, a pure fuel oil driving mode, a hybrid driving mode, a braking energy recovery mode, a parking charging mode, a parking cold start internal combustion engine mode, a power generation mode during traveling and a pure electric reverse gear mode. The specific switching control of these operation modes can be seen in detail in table 1 above.

By way of example and not limitation, in the concrete implementation, the step S02 may be implemented by using the following refinement steps, where the refinement steps specifically include:

Further, in some optional embodiments of the present invention, the control method of the hybrid transmission may further include:

Specifically, for the fuel economy nature of improvement vehicle, the utility model discloses a following measure:

(1) under the working conditions of frequent start and stop and low vehicle speed, the vehicle is driven by pure electricity, so that the internal combustion engine is prevented from working in a high oil consumption area; when the pure electric drive cannot meet the torque requirement, the internal combustion engine is used for shifting the electric drive and the gear shift parallel drive, so that the large torque requirement is met;

(2) under medium speed conditions, there are three conditions: firstly, when the system efficiency is higher than that of the first-gear driving of the internal combustion engine when the motor is driven, the comprehensive efficiency of the system is highest through pure electric driving; when the driving efficiency of the motor is lower than the independent driving efficiency of the internal combustion engine, the system is driven independently by the internal combustion engine, so that the comprehensive efficiency of the system is highest; and thirdly, when stronger power output is needed, the internal combustion engine can be selected to be driven in parallel in a gear-shifting and electric-driving mode.

(3) When the road resistance is small and the internal combustion engine works in a low-torque state, the efficiency of the internal combustion engine is low, the internal combustion engine can be adjusted to a high-efficiency range by increasing the torque of the internal combustion engine, a part of the torque is distributed to the motor to charge the battery, and the other part of the torque keeps the whole vehicle running, so that the comprehensive efficiency of the whole vehicle is improved.

(4) Under the high-speed working condition, the efficiency of the internal combustion engine is higher, the four-gear independent driving vehicle of the internal combustion engine reduces the use of the motor, avoids the efficiency loss in the conversion process of mechanical energy-electric energy-mechanical energy, and further improves the comprehensive efficiency.

(5) Recovering braking energy: braking energy recovery can be realized under all deceleration working conditions, gear shifting can be performed in the recovery process, and the energy recovery efficiency is high.

To sum up, the control method of the hybrid transmission in the above embodiments of the present invention realizes mode switching by using the dual clutch and the synchronizer, simplifies the system structure, and shortens the overall length of the transmission; in addition, the double clutches, the synchronizers, the engine and the motor are matched by arranging the specific transmission mechanism, so that the matching of the driving modes is more diversified, the working mode of the system can be further refined, and the system has all functions required by improving the fuel economy, thereby effectively improving the fuel economy of the vehicle.

EXAMPLE III

Referring to fig. 39, a vehicle according to a third embodiment of the present invention is shown, which includes a hybrid transmission 100 and a controller 200, where the hybrid transmission 100 may be a hybrid transmission according to any of the above embodiments, the controller 200 is electrically connected to the 1/3 gear synchronizer 113, the 2/4 gear synchronizer 110, the reverse gear synchronizer, the inner clutch of the double clutch 270, the outer clutch of the double clutch 270, the engine 220, and the motor 210 of the hybrid transmission 100 through wired or wireless communication, respectively, for obtaining state parameters of the vehicle, and correspondingly controlling the 1/3 gear synchronizer 113, the 2/4 gear synchronizer 110, the reverse gear synchronizer, the inner clutch, and/or the outer clutch to engage or disengage, and correspondingly controlling the engine 220 and/or the motor 210 to start or stop according to the state parameters of the vehicle, to control the hybrid transmission to enter the corresponding operating mode.

In specific implementation, the controller 200 may be a central controller (e.g., an ECU (Electronic Control Unit), also called a vehicle computer) of the vehicle or a controller (e.g., an MCU (micro controller Unit)) separately equipped with the hybrid transmission, in addition, the controller 200 may also be configured with a memory, a computer program corresponding to the Control method of the hybrid transmission may be stored in the memory, and when the controller 200 calls and executes the computer program, the Control method of the hybrid transmission in the above embodiment is implemented.

It should be noted that, since the hybrid transmission 100 has the function of stopping the cold start engine 220, the vehicle in the embodiment may omit the starter (cold start engine function) at the rear end of the conventional engine 220, and its function may be completed by the electric machine 210 of the present invention.

To sum up, the vehicle in the above embodiment of the present invention realizes mode switching by using the dual clutch and the synchronizer, simplifies the system structure, and shortens the overall length of the transmission; in addition, the double clutches, the synchronizers, the engine and the motor are matched by arranging the specific transmission mechanism, so that the matching of the driving modes is more diversified, the working mode of the system can be further refined, and the system has all functions required by improving the fuel economy, thereby effectively improving the fuel economy of the vehicle.

The above-mentioned embodiments only represent some embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.

Claims

1. The utility model provides a hybrid transmission which characterized in that, including engine, differential mechanism assembly, motor, drive mechanism and with the battery that the motor is connected, drive mechanism include with the power take off shaft that the differential mechanism assembly is connected, with the double clutch that the engine is connected, with power take off shaft subassembly, the coupling that the double clutch is connected are connected be connected power take off shaft with multiunit fender gear pair between the power take off shaft subassembly and set up and be in be used for realizing keeping off the synchronous gear position synchronizer of fender position on the power take off shaft, the motor pass through drive assembly with the power take off shaft subassembly is connected.

2. The hybrid transmission of claim 1, wherein the transmission further comprises a reverse shaft connected to the differential assembly, at least one reverse gear pair coupled between the power output shaft and the reverse shaft, and a reverse synchronizer disposed on the reverse shaft for reverse synchronization, the reverse gear pair being coupled to the gear pair one-to-one.

3. The hybrid transmission of claim 2, wherein the power input shaft assembly comprises an inner input shaft and an outer input shaft which are nested inside and outside, the dual clutch comprises an inner clutch and an outer clutch which are connected with the engine, the inner input shaft and the outer input shaft are respectively connected with the inner clutch and the outer clutch, and the plurality of gear pairs are distributed on the inner input shaft and the outer input shaft.

4. The hybrid transmission of claim 3, wherein the plurality of sets of gear wheel sets include first and third gear wheel sets connected to the outer input shaft and second and fourth gear wheel sets connected to the inner input shaft.

5. The hybrid transmission of claim 4, wherein the gear synchronizers include an 2/4 gear synchronizer disposed between the second gear set and the fourth gear set and a 1/3 gear synchronizer disposed between the first gear set and the third gear set.

6. The hybrid transmission of claim 4, wherein the number of reverse gear pairs is one, and the reverse gear pairs are connected with the first gear pair.

7. The hybrid transmission of claim 1, wherein the transmission assembly includes a drive gear disposed on a drive shaft of the motor, a driven gear disposed on the power input shaft assembly, and an idler gear assembly coupled between the drive gear and the driven gear.

8. The hybrid transmission of claim 2, wherein the reverse shaft and the power take-off shaft are each coupled to a drive reduction driven gear of the differential assembly via a drive reduction drive gear.

9. A vehicle characterized by comprising the hybrid transmission of any one of claims 1-8.