WO2020056731A1 - 混合动力变速器和混合动力车辆 - Google Patents

混合动力变速器和混合动力车辆 Download PDF

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Publication number
WO2020056731A1
WO2020056731A1 PCT/CN2018/106992 CN2018106992W WO2020056731A1 WO 2020056731 A1 WO2020056731 A1 WO 2020056731A1 CN 2018106992 W CN2018106992 W CN 2018106992W WO 2020056731 A1 WO2020056731 A1 WO 2020056731A1
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Prior art keywords
gear
synchronizer
transmission
motor
shaft
Prior art date
Application number
PCT/CN2018/106992
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English (en)
French (fr)
Inventor
邱勇
狄杰
Original Assignee
舍弗勒技术股份两合公司
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Application filed by 舍弗勒技术股份两合公司 filed Critical 舍弗勒技术股份两合公司
Priority to PCT/CN2018/106992 priority Critical patent/WO2020056731A1/zh
Priority to CN201880093912.4A priority patent/CN112166046B/zh
Priority to US17/274,226 priority patent/US20210309097A1/en
Priority to EP18934128.2A priority patent/EP3854617A4/en
Publication of WO2020056731A1 publication Critical patent/WO2020056731A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a hybrid transmission for a hybrid vehicle.
  • the hybrid transmission includes a motor, a motor shaft, a transmission input shaft, and a transmission output shaft.
  • the transmission input shaft is connected to the internal combustion engine through a clutch, and the motor shaft is connected to the motor.
  • the motor shaft can output torque directly to the transmission input shaft or torque directly to the transmission output shaft.
  • the hybrid transmission can implement a variety of working modes, such as the P2 mode (Motor torque is directly transmitted to the transmission input), P3 mode (motor torque is directly transmitted to the transmission output) and P2.5 mode (can be switched between P2 mode and P3 mode).
  • P2 mode Motor torque is directly transmitted to the transmission input
  • P3 mode Motor torque is directly transmitted to the transmission output
  • P2.5 mode can be switched between P2 mode and P3 mode
  • a hybrid drive system is known from CN 102259584A, which has an internal combustion engine, two electric motors and two clutches. Since two input shafts and one output shaft are provided, the two input shafts and the output shaft are respectively connected through a gear pair, and the internal combustion engine is connected to the second input shaft through a second clutch, and the internal combustion engine and the second electric machine are connected through two The input shaft outputs power, thereby forming two gears in the forward gear of the vehicle.
  • the known hybrid transmission can only provide a single gear for both the traction motor and the internal combustion engine, which is not enough to optimize the operating point of the motor or the internal combustion engine.
  • the hydraulic clutch is engaged or disengaged according to the driving situation, so that the hybrid drive and the pure electric drive can be switched. For example, when driving on the road, the internal combustion engine is more efficient and the vehicle speed is higher. At this time, the hydraulic clutch is engaged, and the internal combustion engine is only in single gear. Position output torque, unable to coordinate the engine speed with the actual running speed of the wheels, and unable to give full play to the engine ’s best function.
  • the integrated starter generator motor only operates as a generator and cannot output torque; while in urban driving, the efficiency of the internal combustion engine Very low, vehicle speed is low, hydraulic clutch is disconnected, only the single gear output torque of the motor, due to the limitation of the motor power can not provide large torque. Therefore, the performance of a hybrid drive system with only a single gear is not ideal.
  • power will be interrupted when gears are switched, thereby reducing driving comfort; if two motors are used, the cost of the hybrid drive system will increase .
  • the technical problem to be solved by the present invention is to provide a hybrid transmission for a hybrid vehicle.
  • the hybrid transmission has a compact design structure and enables the hybrid vehicle to consider both power performance and economy in various driving conditions. .
  • the technical problem is a hybrid transmission for a hybrid vehicle.
  • the hybrid transmission includes a motor, a motor shaft, a transmission input shaft, and a transmission output shaft.
  • the transmission input shaft is connected to the internal combustion engine through a clutch, and the motor shaft is connected to the motor.
  • the transmission input shaft and the motor shaft are arranged coaxially, and the motor shaft is designed as a hollow shaft, and the transmission input shaft passes through the motor shaft, wherein the motor shaft is sleeved on the motor shaft
  • a first gear is provided
  • a third gear and a fifth gear are provided on the input shaft of the transmission in a rotationally fixed manner
  • a first synchronizer is provided between the first gear and the third gear, wherein the first synchronizer can selectively transfer the first gear
  • a gear is rotationally connected to the motor shaft or a third gear is rotationally connected to the motor shaft or is in neutral.
  • a second gear is provided on the transmission output shaft in a rotationally fixed manner. The second gear meshes with the first gear.
  • a fourth gear and a sixth gear are provided on the transmission output shaft in a hollow manner, wherein the fourth gear meshes with the third gear and the sixth gear
  • the fifth gear meshes
  • a second synchronizer is provided between the fourth gear and the sixth gear, wherein the second synchronizer can selectively connect the fourth gear to the transmission output shaft in a rotationally fixed manner or connect the sixth gear to the transmission
  • the output shaft is torsionally connected or in neutral. Therefore, the hybrid transmission according to the present invention can realize the P2 mode and the P3 mode with a very simple structure, and during the shifting process, the torque is not interrupted, that is, the torque is continuously transmitted to the wheels, which improves the driving comfort.
  • an output gear for outputting torque is provided on the transmission output shaft in a torque-proof manner, and the output gear is preferably meshed with a differential gear of a differential so that torque can be output to the differential. And then drive the wheels.
  • the position of the output gear can be set according to the position of the differential gear, thereby making the overall structure more compact.
  • the output gear is provided between the second gear and the fourth gear to simplify the torque transmission path while ensuring a compact structure.
  • a seventh gear and a ninth gear are provided on the transmission input shaft in a rotationally fixed manner, and an eighth gear and a tenth gear are provided on the transmission output shaft in a hollow manner, wherein the seventh gear and the first gear
  • the eight gears mesh, the ninth gear meshes with the tenth gear
  • a third synchronizer is provided between the eighth gear and the tenth gear, wherein the third synchronizer is capable of selectively anti-rotating the eighth gear with the transmission output shaft
  • the tenth gear is connected to the transmission output shaft in a torsion-resistant manner or in neutral.
  • the hybrid transmission according to the present invention has more gear options in the driving mode, and improves driving comfort.
  • the clutch of the hybrid vehicle is a dry clutch, which can reduce the structural cost and improve the transmission efficiency. It is also advantageous to place the clutch in a housing of a motor of the hybrid transmission, thereby reducing the installation space and increasing the integration rate of the overall structure.
  • the hybrid transmission has only one electric machine. Compared with a hybrid transmission with two electric motors, not only the component cost is reduced, but the overall structure is also simplified.
  • the hybrid transmission according to the present invention requires only one motor, and can selectively operate in the P2 mode or the P3 mode.
  • the technical problem can also be solved by a hybrid vehicle having a hybrid transmission as described above.
  • FIG. 1 is a schematic structural diagram of a hybrid transmission according to a first embodiment of the present invention.
  • FIG. 2 is a schematic diagram of torque transmission in a pure electric mode according to the hybrid transmission of FIG. 1, FIG.
  • FIG. 3 is a schematic diagram of torque transmission in a pure internal combustion engine driving mode according to the hybrid transmission of FIG. 1,
  • FIG. 4 is a schematic diagram of torque transmission in a hybrid driving mode according to the hybrid transmission of FIG. 1,
  • FIG. 5 is a schematic diagram of torque transmission in a charging mode and an energy recovery mode according to the hybrid transmission shown in FIG. 1,
  • FIG. 6 is a schematic diagram of torque transmission of the hybrid transmission shown in FIG. 1 in a mode of starting an internal combustion engine
  • FIG. 7 is a chart of the operating modes of the hybrid transmission shown in FIG. 1 under different clutch and synchronizer states
  • FIG. 1 is a schematic structural diagram of a hybrid transmission according to an embodiment of the present invention.
  • the vehicle according to the present invention has an internal combustion engine 4, a clutch 6, a differential 7, and a hybrid transmission having a single motor 5, a transmission input shaft 1, and a transmission second output shaft 3 (motor shaft ), Transmission output shaft 2, first synchronizer A, second synchronizer B, third synchronizer C, and five sets of gear pairs Z11-Z21, Z12-Z22, Z13-Z23, Z14-Z24 and Z15-Z25.
  • the transmission input shaft 1 is connected to the internal combustion engine 4 through a dry clutch 6, and the motor shaft 3 is connected to the motor 5 in a torque-proof manner.
  • the transmission input shaft 1 and the motor shaft 3 are arranged coaxially, and the motor shaft 3 As a hollow shaft, the transmission input shaft 1 passes coaxially through the motor shaft 3.
  • a first gear Z11 is arranged on the motor shaft 3 through a bearing sleeve.
  • a third gear Z12, a fifth gear Z13, a seventh gear Z14, and a ninth gear Z15 are arranged in a rotationally fixed manner in the axial direction away from the clutch 6, in which the first gear Z11 and the first gear Z11 A first synchronizer A is disposed between the three gears Z12, and the first synchronizer A is rotationally connected to the motor shaft 3, so that the first synchronizer A can selectively connect the first gear Z11 to the motor shaft 3 in a torque-resistant manner, or
  • the third gear Z12 is connected to the motor shaft 3 in a torsion-proof manner, or in a neutral position in idle.
  • the first synchronizer A has three gears, namely, L, N, and R gears.
  • the first gear Z11 is rotationally connected to the motor shaft 3;
  • the first synchronizer A is in the N position, the synchronizer is idling;
  • the first synchronizer A is in the R position
  • the third gear Z12 is rotationally connected to the motor shaft 3.
  • the transmission output shaft 2 is provided with a second gear Z21, a fourth gear Z22, and a sixth gear Z23 that mesh with the first gear Z11, the third gear Z12, the fifth gear Z13, the seventh gear Z14, and the ninth gear Z15, respectively.
  • the eighth gear Z24 and the tenth gear Z25 are connected to the transmission output shaft 2 in a torsion-proof manner, and the fourth gear Z22, the sixth gear Z23, the eighth gear Z24, and the tenth gear Z25 are all disposed on the transmission output shaft 2 in an idle manner.
  • a second synchronizer B is provided between the fourth gear Z22 and the sixth gear Z23, and a third synchronizer C is provided between the eighth gear Z24 and the tenth gear Z25.
  • the second synchronizer B and the third synchronizer C also have three gears, L, N and R gears.
  • the fourth gear Z22 is connected to the transmission output shaft 2 in a torque-resistant manner;
  • the synchronizer is idling;
  • the sixth gear Z23 is connected to the transmission output shaft 2 in a rotationally fixed manner.
  • the eighth gear Z24 is connected to the transmission output shaft 2 in a torque-resistant manner; when the third synchronizer C is in the N position, the synchronizer is idling; when the third synchronizer C is in R, In the gear position, the tenth gear Z25 is connected to the transmission output shaft 2 in a torque-proof manner.
  • An output gear Z20 is also provided between the second gear Z21 and the fourth gear Z22, and the output gear Z20 is connected to the transmission output shaft 2 in a torsion-resistant manner, which can transmit power to the differential 7, preferably through the differential gear Z70 .
  • the output gear Z20 it is also conceivable to set the output gear Z20 at another position of the transmission output shaft 2 as long as it is anti-rotationally connected to the transmission output shaft 2. The position of the output gear Z20 can be adjusted according to the overall assembly needs.
  • the power system of the hybrid vehicle according to the present invention can implement the following modes:
  • Synchronizer A is in L position
  • Synchronizers B and C are both in N position
  • clutch 6 is in the off state.
  • the torque of the motor 5 is transmitted from the motor shaft 3 to the transmission output shaft 2 through the gear pair Z11-Z21, and then the motor torque is transmitted to the differential 7 through the gear Z20, thereby driving the wheels to rotate.
  • Synchronizer A is in R position
  • Synchronizer B is in L position
  • Synchronizer C is in N position
  • clutch 6 is in the off state.
  • the torque of the motor 5 is transmitted from the motor shaft 3 to the transmission output shaft 2 through the gear pair Z12-Z22, and then the motor torque is transmitted to the differential 7 through the gear Z20, thereby driving the wheels to rotate.
  • Synchronizer A is in R position
  • Synchronizer B is in R position
  • Synchronizer C is in N position
  • clutch 6 is in the off state.
  • the torque of the motor 5 is transmitted from the motor shaft 3 to the transmission output shaft 2 through the gear pair Z13-Z23, and then the motor torque is transmitted to the differential 7 through the gear Z20, thereby driving the wheels to rotate.
  • Synchronizer A is in R position
  • Synchronizer B is in N position
  • Synchronizer C is in L position
  • clutch 6 is in the off state.
  • the torque of the motor 5 is transmitted from the motor shaft 3 to the transmission output shaft 2 through the gear pair Z14-Z24, and then the motor torque is transmitted to the differential 7 through the gear Z20, thereby driving the wheels to rotate.
  • EM 5 Synchronizer A is in R position, Synchronizer B is in N position, Synchronizer C is in R position, and clutch 6 is in the off state.
  • the torque of the motor 5 is transmitted from the motor shaft 3 through the gear pair Z15-Z25 to the transmission output shaft 2, and then the motor torque is transmitted to the differential 7 through the gear Z20, thereby driving the wheels to rotate.
  • ICE1 Synchronizer A is in N position, Synchronizer B is in L position, Synchronizer C is in N position, and clutch 6 is closed, and the motor does not work.
  • the torque of the internal combustion engine 4 is transmitted from the transmission input shaft 1 through the gear pair Z12-Z22 to the transmission output shaft 2 and then the internal combustion engine torque is transmitted to the differential 7 through the gear Z20, thereby driving the wheels to rotate.
  • ICE2 Synchronizer A is in N position, Synchronizer B is in R position, Synchronizer C is in N position, and clutch 6 is closed, and the motor does not work.
  • the torque of the internal combustion engine 4 is transmitted from the transmission input shaft 1 through the gear pair Z13-Z23 to the transmission output shaft 2 and then the internal combustion engine torque is transmitted to the differential 7 through the gear Z20, thereby driving the wheels to rotate.
  • ICE3 Synchronizer A is in N position, Synchronizer B is in N position, Synchronizer C is in L position, and clutch 6 is closed, and the motor does not work.
  • the torque of the internal combustion engine 4 is transmitted from the transmission input shaft 1 through the gear pair Z14-Z24 to the transmission output shaft 2 and then the internal combustion engine torque is transmitted to the differential 7 through the gear Z20, thereby driving the wheels to rotate.
  • ICE 4 Synchronizer A is in N position, Synchronizer B is in N position, Synchronizer C is in R position, and clutch 6 is closed, and the motor does not work.
  • the torque of the internal combustion engine 4 is transmitted from the transmission input shaft 1 to the transmission output shaft 2 through gear pairs Z15-Z25, and then the internal combustion engine torque is transmitted to the differential 7 through the gear Z20, thereby driving the wheels to rotate.
  • Hybrid drive mode that is, both the internal combustion engine 4 and the motor 5 provide power.
  • the use of the hybrid transmission according to the present invention can achieve 8 gears, as shown in FIG. 4:
  • Synchronizer A is in L position
  • Synchronizer B is in L position
  • Synchronizer C is in N position
  • clutch K0 is closed.
  • the torque of the internal combustion engine 4 is transmitted from the transmission input shaft 1 through the gear pair Z12-Z22 to the transmission output shaft 2; the torque of the motor 5 is transmitted from the motor shaft 3 through the gear pair Z11-Z21 to the transmission output shaft 2.
  • the gear Z20 is driven by the power coupling of the internal combustion engine 4 and the motor 5 to transmit the torque to the differential 7, thereby driving the wheels to rotate.
  • EM1 + ICE2 Synchronizer A is in L position, Synchronizer B is in R position, Synchronizer C is in N position, and clutch K0 is closed.
  • the torque of the internal combustion engine 4 is transmitted from the transmission input shaft 1 through the gear pair Z13-Z23 to the transmission output shaft 2; the torque of the motor 5 is transmitted from the motor shaft 3 through the gear pair Z11-Z21 to the transmission output shaft 2.
  • the gear Z20 is driven by the power coupling of the internal combustion engine 4 and the motor 5 to transmit the torque to the differential 7, thereby driving the wheels to rotate.
  • Synchronizer A is in L position
  • Synchronizer B is in N position
  • Synchronizer C is in L position
  • clutch K0 is closed.
  • the torque of the internal combustion engine 4 is transmitted from the transmission input shaft 1 through the gear pair Z14-Z24 to the transmission output shaft 2; the torque of the motor 5 is transmitted from the motor shaft 3 through the gear pair Z11-Z21 to the transmission output shaft 2.
  • the gear Z20 is driven by the power coupling of the internal combustion engine 4 and the motor 5 to transmit the torque to the differential 7, thereby driving the wheels to rotate.
  • EM1 + ICE4 Synchronizer A is in L position, Synchronizer B is in N position, Synchronizer C is in R position, and clutch K0 is closed.
  • the torque of the internal combustion engine 4 is transmitted from the transmission input shaft 1 through the gear pair Z15-Z25 to the transmission output shaft 2; the torque of the motor 5 is transmitted from the motor shaft 3 through the gear pair Z11-Z21 to the transmission output shaft 2.
  • the gear Z20 is driven by the power coupling of the internal combustion engine 4 and the motor 5 to transmit the torque to the differential 7, thereby driving the wheels to rotate.
  • Synchronizer A is in R position
  • Synchronizer B is in L position
  • Synchronizer C is in N position
  • clutch K0 is closed.
  • the torque of the internal combustion engine 4 is transmitted from the transmission input shaft 1 through the gear pair Z12-Z22 to the transmission output shaft 2; the torque of the motor 5 is also transmitted from the motor shaft 3 to the transmission output shaft 2 through the gear pair Z12-Z21.
  • the gear Z20 is driven by the power coupling of the internal combustion engine 4 and the motor 5 to transmit the torque to the differential 7, thereby driving the wheels to rotate.
  • EM3 + ICE2 Synchronizer A is in R position, Synchronizer B is in R position, Synchronizer C is in N position, and clutch K0 is closed.
  • the torque of the internal combustion engine 4 is transmitted from the transmission input shaft 1 through the gear pair Z13-Z23 to the transmission output shaft 2; the torque of the motor 5 is also transmitted from the motor shaft 3 through the gear pair Z13-Z23 to the transmission output shaft 2.
  • the gear Z20 is driven by the power coupling of the internal combustion engine 4 and the motor 5 to transmit the torque to the differential 7, thereby driving the wheels to rotate.
  • EM4 + ICE3 Synchronizer A is in R position, Synchronizer B is in N position, Synchronizer C is in L position, and clutch K0 is closed.
  • the torque of the internal combustion engine 4 is transmitted from the transmission input shaft 1 through the gear pair Z14-Z24 to the transmission output shaft 2; the torque of the motor 5 is also transmitted from the motor shaft 3 to the transmission output shaft 2 through the gear pair Z14-Z24.
  • the gear Z20 is driven by the power coupling of the internal combustion engine 4 and the motor 5 to transmit the torque to the differential 7, thereby driving the wheels to rotate.
  • EM5 + ICE4 Synchronizer A is in R position, Synchronizer B is in N position, Synchronizer C is in R position, and clutch K0 is closed.
  • the torque of the internal combustion engine 4 is transmitted from the transmission input shaft 1 through the gear pair Z15-Z25 to the transmission output shaft 2; the torque of the motor 5 is also transmitted from the motor shaft 3 to the transmission output shaft 2 through the gear pair Z15-Z25.
  • the gear Z20 is driven by the power coupling of the internal combustion engine 4 and the motor 5 to transmit the torque to the differential 7, thereby driving the wheels to rotate.
  • synchronizer A is in R position
  • synchronizer B is in N position
  • synchronizer C is in N position
  • clutch K0 is closed.
  • the torque of the internal combustion engine 4 is transmitted to the motor shaft 1 through the transmission input shaft 1, the gear Z11, and the first synchronizer A, thereby converting the mechanical energy into electrical energy, and storing it in an energy storage element such as a battery to implement a charging function.
  • Energy recovery mode As shown in Figure 5, the energy recovery process is the opposite process to the pure motor drive process, so the synchronizer connection mode is the same as the pure motor drive mode. In the energy recovery mode, the motor does not provide torque. The torque is transmitted from the wheels to the transmission output shaft.
  • the motor shaft is driven by the gear set Z21-Z11, or the gear set Z22-Z12 or Z23-Z13 or Z24-Z14 or Z25-Z15.
  • the transmission input shaft is driven, and the motor shaft is driven by the synchronizer A, so that the mechanical energy is converted into electrical energy, and is stored in an energy storage element such as a battery to implement an energy recovery function.
  • Starting internal combustion engine mode As shown in FIG. 6, the technical solution according to the present invention includes two starting internal combustion engine modes: starting internal combustion engine mode 1 and starting internal combustion engine mode 2, each of which can achieve 4 gears The change.
  • Start internal combustion engine mode 1 synchronizer A is in R position, synchronizer B is in L or R position, synchronizer C is in N position, or synchronizer A is in R position, synchronizer B is in N position, and synchronizer C is in L position. Or R position, and clutch K0 is closed.
  • the motor 5 provides torque, which is transmitted to the transmission input shaft via the synchronizer A, and then to the internal combustion engine through the clutch K0, thereby turning the internal combustion engine to start the internal combustion engine; at the same time, the transmission input shaft can be passed through the gear sets Z12-Z22 or Z13-Z23 or Z14-Z24 Or Z15-Z25 drives the transmission output shaft, thereby driving the wheels to rotate, so that the vehicle will not lose power when the internal combustion engine is started.
  • Start internal combustion engine mode 2 synchronizer A is in L position, synchronizer B is in L or R position, synchronizer C is in N position, or synchronizer A is in L position, synchronizer B is in N position, and synchronizer C is in L position Or R position, and clutch K0 is closed.
  • the motor 5 provides torque, which is transmitted to the gear pair Z11-Z21 via the synchronizer A, thereby driving the transmission output shaft, and then driving the transmission input shaft through the gear set Z22-Z12 or Z23-Z13 or Z24-Z14 or Z25-Z15, and finally through the clutch K0 is transmitted to the internal combustion engine, thereby turning the internal combustion engine to start the internal combustion engine; at the same time, the transmission output shaft can drive the wheels through the gear set Z20-Z70, so that the vehicle will not lose power when the internal combustion engine is started.
  • the working mode of the transmission can be clearly seen in different states of the clutch and synchronizer.
  • the working state of the motor and the internal combustion engine is marked gray
  • the clutch engagement state is marked gray
  • the synchronizer is marked in gray.
  • the hybrid drive system designed according to the present invention can implement both the P2 mode and the P3 mode under the switch of the synchronizer, and only needs one motor, which greatly reduces the cost.
  • 4 gears can be achieved
  • 5 gears can be achieved
  • 8 gears can be achieved, so it satisfies the vehicle's performance under different working conditions.
  • Driving requirements When shifting gears, the vehicle will still be torque-compensated, which will improve the smoothness of shifting and thus improve driving comfort.

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

Abstract

一种用于混合动力车辆的混合动力变速器，包括电机（5）、与电机（5）连接的电机轴（3）、与内燃机（4）连接的变速器输入轴（1）和变速器输出轴（2）。其中，变速器输入轴（1）和电机轴（3）同轴线布置，且电机轴（3）被设计为空心轴，在电机轴（3）上空套地设置第一齿轮（Z11），在变速器输入轴（1）上抗扭地设置第三齿轮（Z12）和第五齿轮（Z13），在第一齿轮（Z11）和第三齿轮（Z12）之间设置第一同步器A，在变速器输出轴（2）上抗扭地设置第二齿轮（Z21），第二齿轮（Z21）与第一齿轮（Z11）啮合，在变速器输出轴（2）上空套地设置第四齿轮（Z22）和第六齿轮（Z23），第四齿轮（Z22）与第三齿轮（Z12）啮合，第六齿轮（Z23）与第五齿轮（Z13）啮合，在第四齿轮（Z22）和第六齿轮（Z23）之间设置第二同步器B。利用同步器切换能够将电机扭矩直接输出到变速器输入轴（1）或者输出到变速器输出轴（2）。

Description

混合动力变速器和混合动力车辆 技术领域
本发明涉及一种用于混合动力车辆的混合动力变速器，该混合动力变速器包括电机、电机轴、变速器输入轴和变速器输出轴，其中，变速器输入轴通过离合器与内燃机连接，电机轴与电机连接。电机轴能够将扭矩直接输出到变速器输入轴或者将扭矩直接输出到变速器输出轴。
背景技术
在当前的混合动力驱动***中，通常需要设置两个电机与混合动力变速器连接，并且内燃机通过液压式离合器与混合动力变速器连接，由此，该混合动力变速器能够实现多种工作模式，例如P2模式(电机扭矩直接输送到变速器输入端)、P3模式(电机扭矩直接输送到变速器输出端)和P2.5模式(可在P2模式和P3模式之间进行切换)。
由CN 102259584A已知一种混合动力驱动***，该***具有内燃机、两个电机和两个离合器。由于设置了两个输入轴和一个输出轴，两个输入轴和输出轴之间分别通过齿轮副连接，同时通过第二离合器将内燃机与第二输入轴连接，内燃机和第二电机分别通过两个输入轴输出动力，从而形成了车辆前进挡的两个挡位。
但是，已知的混合动力变速器只能为牵引电机和内燃机均只能提供单挡位，不足以优化电机或内燃机的工作点。液压式离合器根据行驶的情况接合或断开，从而实现混合驱动和纯电动驱动的切换，例如在公路行驶中，内燃机效率较高、车速较高，此时液压式离合器接合，内燃机仅靠单档位输出扭矩，无法协调发动机的转速与车轮实际行驶速度，无法发挥发动机的最佳功能，而此时集成式起动发电机电机仅作为发电机运行，不能输出扭矩；而在城市行驶中，内燃机效率非常低，车速也较低，液压式离合器断开，仅靠电机单档位输出扭矩，由于受到电机功率的限制也无法提 供大扭矩。因此，只具单挡位的混合驱动***的性能并不理想。此外，在多挡位的情况下，如果只使用一个电机，在挡位进行切换时会造成动力中断，因而降低了驾驶舒适性；而如果使用两个电机，会造成混合动力驱动***成本升高。
发明内容
本发明所要解决的技术问题是，提供一种用于混合动力车辆的混合动力变速器，该混合动力变速器具有紧凑的设计结构并且使得混合动力车辆在各种行驶状况中均能够兼顾动力性能和经济性。
所述技术问题被一种用于混合动力车辆的混合动力变速器，该混合动力变速器包括电机、电机轴、变速器输入轴和变速器输出轴，其中，变速器输入轴通过离合器与内燃机连接，电机轴与电机连接，在根据本发明的混合动力变速器中，变速器输入轴和电机轴同轴线布置，且电机轴被设计为空心轴，变速器输入轴从电机轴中穿过，其中，在电机轴上空套地设置第一齿轮，在变速器输入轴上抗扭地设置第三齿轮和第五齿轮，在第一齿轮和第三齿轮之间设置第一同步器，其中，该第一同步器能够选择性将第一齿轮与电机轴抗扭连接或者将第三齿轮与电机轴抗扭连接或者处于空挡，此外，在变速器输出轴上抗扭地设置第二齿轮，其中，第二齿轮与第一齿轮啮合，在变速器输出轴上空套地设置第四齿轮和第六齿轮，其中，第四齿轮与第三齿轮啮合，第六齿轮与第五齿轮啮合，其中，在第四齿轮和第六齿轮之间设置第二同步器，其中，第二同步器能够选择性将第四齿轮与变速器输出轴抗扭连接或者将第六齿轮与变速器输出轴抗扭连接或者处于空挡。因而，根据本发明的混合动力变速器以非常简单的结构就可实现P2模式和P3模式，并且在换挡过程中，保持扭矩不中断，即持续有扭矩输送到车轮，提高了驾驶舒适性。
根据本发明的一个优选实施方式，在变速器输出轴上抗扭地设置用于输出扭矩的输出齿轮，该输出齿轮优选与差速器的差速器齿轮啮合，从而能够将扭矩输出到差速器，并进而带动车轮。输出齿轮的位置可以根据差速器齿轮的位置来设定，从而使得整体结构更加紧凑。优选地，输出齿轮 被设置在第二齿轮与第四齿轮之间，在保证紧凑结构的同时简化扭矩地传递路径。
根据本发明的另一个优选实施方式，在变速器输入轴上抗扭地设置第七齿轮和第九齿轮，在变速器输出轴上空套地设置第八齿轮和第十齿轮，其中，第七齿轮与第八齿轮啮合，第九齿轮与第十齿轮啮合，其中，在第八齿轮和第十齿轮之间设置第三同步器，其中，第三同步器能够选择性将第八齿轮与变速器输出轴抗扭连接或者将第十齿轮与变速器输出轴抗扭连接或者处于空挡。因此，为根据本发明的混合动力变速器增加了两个传动级(一个传动级为第七齿轮与第八齿轮，另一个传动级为第九齿轮和第十齿轮)，即增加了两个挡位，从而使得根据本发明的混合动力变速器在驱动模式下具有更多的挡位选择，提高了驾驶舒适性。当然，还可以考虑增加更多的传动级或者减少传动级，以适应不同的需求。
根据本发明另外的优选实施方式，混合动力车辆的离合器是干式离合器，从而能够降低结构成本并提高传动效率。另外有利地是，将离合器安置在混合动力变速器的电机的壳体内，因而能够降低结构空间并提高整体结构的集成率。
根据本发明另外的优选实施方式，混合动力变速器只具有一个电机。与具有两个电机的混合动力变速器相比，不仅降低了部件成本，而且也简化了整体结构。根据本发明的混合动力变速器只需要一个电机，即可选择性地运行P2模式或者P3模式。
所述技术问题还可以被一种混合动力车辆所解决，该混合动力车辆具有如上所述的混合动力变速器。
附图说明
下面结合附图详细阐述本发明的实施方式。附图为：
图1是根据本发明的第一实施方式的混合动力变速器的结构示意图，
图2是根据图1的混合动力变速器的在纯电动模式下的扭矩传递示意图，
图3是根据图1的混合动力变速器的在纯内燃机驱动模式下的扭矩传 递示意图，
图4是根据图1的混合动力变速器的在混合动力驱动模式下的扭矩传递示意图，
图5是根据图1所示的混合动力变速器在充电模式下和能量回收模式下的扭矩传递示意图，
图6是根据图1所示的混合动力变速器在启动内燃机模式下的扭矩传递示意图，
图7是根据图1所示的混合动力变速器在不同的离合器、同步器状态下的工作模式的图表，
在附图中，相同的附图标记表示相同的或者功能相同的部件。
具体实施方式
图1示出根据本发明的实施方式的混合动力变速器的结构示意图。如图所示，根据本发明的车辆具有内燃机4，离合器6，差速器7和混合动力变速器，该混合动力变速器具有唯一的电机5，变速器输入轴1，变速器第二输出轴3(电机轴)，变速器输出轴2，第一同步器A，第二同步器B，第三同步器C以及五组齿轮对Z11-Z21、Z12-Z22、Z13-Z23、Z14-Z24以及Z15-Z25。
在本实施方式中，变速器输入轴1通过干式离合器6与内燃机4相连，电机轴3与电机5抗扭连接，其中，变速器输入轴1与电机轴3同轴线地布置，且电机轴3为空心轴，变速器输入轴1同轴地穿过电机轴3。
在电机轴3上通过轴承空套地布置第一齿轮Z11。在变速器输入轴2上，沿远离离合器6的轴向方向依次抗扭地布置有第三齿轮Z12，第五齿轮Z13，第七齿轮Z14和第九齿轮Z15，其中，在第一齿轮Z11和第三齿轮Z12之间安置第一同步器A，该第一同步器A与电机轴3抗扭连接，从而第一同步器A能够可选择地将第一齿轮Z11与电机轴3抗扭连接，或者将第三齿轮Z12与电机轴3抗扭连接，或者处于空转的空挡。因此，第一同步器A具有三个挡位，即L，N和R挡位。在第一同步器A处于L挡位时，第一齿轮Z11与电机轴3抗扭连接；在第一同步器A处于N挡位时， 该同步器空转；在第一同步器A处于R挡位时，第三齿轮Z12与电机轴3抗扭连接。
在变速器输出轴2上设置分别与第一齿轮Z11，第三齿轮Z12，第五齿轮Z13，第七齿轮Z14和第九齿轮Z15啮合的第二齿轮Z21，第四齿轮Z22，第六齿轮Z23，第八齿轮Z24和第十齿轮Z25。其中，第二齿轮Z21与变速器输出轴2抗扭连接，第四齿轮Z22、第六齿轮Z23、第八齿轮Z24以及第十齿轮Z25都是空套地设置在变速器输出轴2上。在第四齿轮Z22和第六齿轮Z23之间设置第二同步器B，在第八齿轮Z24和第十齿轮Z25之间设置第三同步器C。同第一同步器A一样，第二同步器B和第三同步器C也都具有三个挡位，L，N和R挡位。在第二同步器B处于L挡位时，第四齿轮Z22与变速器输出轴2抗扭连接；在第二同步器B处于N挡位时，该同步器空转；在第二同步器B处于R挡位时，第六齿轮Z23与变速器输出轴2抗扭连接。在第三同步器C处于L挡位时，第八齿轮Z24与变速器输出轴2抗扭连接；在第三同步器C处于N挡位时，该同步器空转；在第三同步器C处于R挡位时，第十齿轮Z25与变速器输出轴2抗扭连接。
在第二齿轮Z21和第四齿轮Z22之间还设置有输出齿轮Z20，该输出齿轮Z20与变速器输出轴2抗扭连接，其能够将动力传递给差速器7，优选通过差速器齿轮Z70。当然还可以考虑将输出齿轮Z20设置在变速器输出轴2的其它位置上，只要与变速器输出轴2抗扭连接即可。可以根据整体装配需求，调整输出齿轮Z20的位置。
通过根据本实施方式的混合动力变速器的结构方式以及同步器的挡位变化，根据本发明的混合动力车辆的动力***能够实现如下模式：
1)纯电机驱动模式，在纯电动模式下利用根据本发明的混合动力变速器能够实现5个挡位，如图2所示：
EM 1：同步器A处于L位，同步器B和C都处于N位，并且离合器6处于断开状态。电机5的扭矩从电机轴3通过齿轮对Z11-Z21被传递到变速器输出轴2上，再通过齿轮Z20将电机扭矩传递给差速器7，从而带动车轮转动。
EM 2：同步器A处于R位，同步器B处于L位，同步器C处于N位，并且离合器6处于断开状态。电机5的扭矩从电机轴3通过齿轮对Z12-Z22被传递至变速器输出轴2，再通过齿轮Z20将电机扭矩传递给差速器7，从而带动车轮转动。
EM 3：同步器A处于R位，同步器B处于R位，同步器C处于N位，并且离合器6处于断开状态。电机5的扭矩从电机轴3通过齿轮对Z13-Z23被传递至变速器输出轴2，再通过齿轮Z20将电机扭矩传递给差速器7，从而带动车轮转动。
EM 4：同步器A处于R位，同步器B处于N位，同步器C处于L位，并且离合器6处于断开状态。电机5的扭矩从电机轴3通过齿轮对Z14-Z24被传递至变速器输出轴2，再通过齿轮Z20将电机扭矩传递给差速器7，从而带动车轮转动。
EM 5：同步器A处于R位，同步器B处于N位，同步器C处于R位，并且离合器6处于断开状态。电机5的扭矩从电机轴3通过齿轮对Z15-Z25被传递至变速器输出轴2，再通过齿轮Z20将电机扭矩传递给差速器7，从而带动车轮转动。
2)纯内燃机驱动模式，在纯内燃机驱动模式下利用根据本发明的混合动力变速器能够实现4个挡位，如图3所示：
ICE 1：同步器A处于N位，同步器B处于L位，同步器C处于N位，并且离合器6闭合，电机不工作。内燃机4的扭矩从变速器输入轴1，通过齿轮对Z12-Z22被传递到变速器输出轴2，再通过齿轮Z20将内燃机扭矩传递给差速器7，从而带动车轮转动。
ICE 2：同步器A处于N位，同步器B处于R位，同步器C处于N位，并且离合器6闭合，电机不工作。内燃机4的扭矩从变速器输入轴1，通过齿轮对Z13-Z23被传递到变速器输出轴2，再通过齿轮Z20将内燃机扭矩传递给差速器7，从而带动车轮转动。
ICE 3：同步器A处于N位，同步器B处于N位，同步器C处于L位，并且离合器6闭合，电机不工作。内燃机4的扭矩从变速器输入轴1，通过齿轮对Z14-Z24被传递到变速器输出轴2，再通过齿轮Z20将内燃 机扭矩传递给差速器7，从而带动车轮转动。
ICE 4：同步器A处于N位，同步器B处于N位，同步器C处于R位，并且离合器6闭合，电机不工作。内燃机4的扭矩从变速器输入轴1，通过齿轮对Z15-Z25被传递到变速器输出轴2，再通过齿轮Z20将内燃机扭矩传递给差速器7，从而带动车轮转动。
3)混合动力驱动模式，即内燃机4和电机5都会提供动力，在混合动力驱动模式下利用根据本发明的混合动力变速器能够实现8个挡位，如图4所示：
EM1+ICE1：同步器A处于L位，同步器B处于L位，同步器C处于N位，并且离合器K0闭合。内燃机4的扭矩从变速器输入轴1，通过齿轮对Z12-Z22被传递到变速器输出轴2；电机5的扭矩从电机轴3通过齿轮对Z11-Z21被传递到变速器输出轴2上。从而通过内燃机4和电机5的动力耦合带动齿轮Z20将扭矩传递给差速器7，进而带动车轮转动。
EM1+ICE2：同步器A处于L位，同步器B处于R位，同步器C处于N位，并且离合器K0闭合。内燃机4的扭矩从变速器输入轴1，通过齿轮对Z13-Z23被传递到变速器输出轴2；电机5的扭矩从电机轴3通过齿轮对Z11-Z21被传递到变速器输出轴2上。从而通过内燃机4和电机5的动力耦合带动齿轮Z20将扭矩传递给差速器7，进而带动车轮转动。
EM1+ICE3：同步器A处于L位，同步器B处于N位，同步器C处于L位，并且离合器K0闭合。内燃机4的扭矩从变速器输入轴1，通过齿轮对Z14-Z24被传递到变速器输出轴2；电机5的扭矩从电机轴3通过齿轮对Z11-Z21被传递到变速器输出轴2上。从而通过内燃机4和电机5的动力耦合带动齿轮Z20将扭矩传递给差速器7，进而带动车轮转动。
EM1+ICE4：同步器A处于L位，同步器B处于N位，同步器C处于R位，并且离合器K0闭合。内燃机4的扭矩从变速器输入轴1，通过齿轮对Z15-Z25被传递到变速器输出轴2；电机5的扭矩从电机轴3通过齿轮对Z11-Z21被传递到变速器输出轴2上。从而通过内燃机4和电机5的动力耦合带动齿轮Z20将扭矩传递给差速器7，进而带动车轮转动。
EM2+ICE1：同步器A处于R位，同步器B处于L位，同步器C处于 N位，并且离合器K0闭合。内燃机4的扭矩从变速器输入轴1，通过齿轮对Z12-Z22被传递到变速器输出轴2；电机5的扭矩从电机轴3也通过齿轮对Z12-Z21被传递到变速器输出轴2上。从而通过内燃机4和电机5的动力耦合带动齿轮Z20将扭矩传递给差速器7，进而带动车轮转动。
EM3+ICE2：同步器A处于R位，同步器B处于R位，同步器C处于N位，并且离合器K0闭合。内燃机4的扭矩从变速器输入轴1，通过齿轮对Z13-Z23被传递到变速器输出轴2；电机5的扭矩从电机轴3也通过齿轮对Z13-Z23被传递到变速器输出轴2上。从而通过内燃机4和电机5的动力耦合带动齿轮Z20将扭矩传递给差速器7，进而带动车轮转动。
EM4+ICE3：同步器A处于R位，同步器B处于N位，同步器C处于L位，并且离合器K0闭合。内燃机4的扭矩从变速器输入轴1，通过齿轮对Z14-Z24被传递到变速器输出轴2；电机5的扭矩从电机轴3也通过齿轮对Z14-Z24被传递到变速器输出轴2上。从而通过内燃机4和电机5的动力耦合带动齿轮Z20将扭矩传递给差速器7，进而带动车轮转动。
EM5+ICE4：同步器A处于R位，同步器B处于N位，同步器C处于R位，并且离合器K0闭合。内燃机4的扭矩从变速器输入轴1，通过齿轮对Z15-Z25被传递到变速器输出轴2；电机5的扭矩从电机轴3也通过齿轮对Z15-Z25被传递到变速器输出轴2上。从而通过内燃机4和电机5的动力耦合带动齿轮Z20将扭矩传递给差速器7，进而带动车轮转动。
4)充电模式：如图5所示，同步器A处于R位，同步器B处于N位，同步器C处于N位，并且离合器K0闭合。内燃机4的扭矩经过变速器输入轴1、齿轮Z11、第一同步器A被传递到电机轴1，从而将机械能转换为电能，并且储存在例如蓄电池的储能元件中，实现充电功能。
5)能量回收模式：如图5所示，能量回收过程与纯电机驱动过程是相反的过程，所以同步器连接方式与纯电机驱动模式是相同的。在能量回收模式下，电机不提供转矩，扭矩由车轮传向变速器输出轴在通过齿轮组Z21-Z11带动电机轴，或者通过齿轮组Z22-Z12或者Z23-Z13或者Z24-Z14或者Z25-Z15带动变速器输入轴，在通过同步器A带动电机轴，从而将机械能转换为电能，并且储存在例如蓄电池的储能元件中，实现能量回 收功能。
6)启动内燃机模式：如图6所示，在根据本发明的技术方案中包括两个启动内燃机模式：启动内燃机模式1和启动内燃机模式2，在每个模式下都能分别实现4个挡位的变化。
启动内燃机模式1：同步器A处于R位，同步器B处于L位或R位，同步器C处于N位，或者同步器A处于R位，同步器B处于N位，同步器C处于L位或R位，并且离合器K0闭合。电机5提供扭矩，经同步器A传递给变速器输入轴，再通过离合器K0传递给内燃机，从而转动内燃机以启动内燃机；同时，变速器输入轴可以通过齿轮组Z12-Z22或者Z13-Z23或者Z14-Z24或者Z15-Z25带动变速器输出轴，从而带动车轮转动，从而使得在启动内燃机时车辆不会失去动力。
启动内燃机模式2：同步器A处于L位，同步器B处于L位或R位，同步器C处于N位，或者同步器A处于L位，同步器B处于N位，同步器C处于L位或R位，并且离合器K0闭合。电机5提供扭矩，经同步器A传递给齿轮对Z11-Z21，从而带动变速器输出轴，随后通过齿轮组Z22-Z12或者Z23-Z13或者Z24-Z14或者Z25-Z15带动变速器输入轴，最后通过离合器K0传递给内燃机，从而转动内燃机以启动内燃机；同时，变速器输出轴能够通过齿轮组Z20-Z70带动车轮转动，从而使得在启动内燃机时车辆不会失去动力。
通过图7所示的表格，能够清楚地看出在离合器和同步器在不同状态下变速器的工作模式，其中，电机和内燃机的工作状态被标为灰色，离合器接合状态被标为灰色，同步器所选的挡位被标为灰色。
根据本发明设计的混合动力驱动***在同步器的切换下既可实现P2模式也可实现P3模式，而且只需要一个电机，大大降低了成本。在纯内燃机运行模式下，能够实现4个挡位，在纯电机运行模式下5个挡位，在混合动力模式下能够实现8个挡位，因此很好的满足了车辆在不同工况下的行驶要求。在进行挡位切换时，车辆仍会得到扭矩补偿，提高了换挡平顺性，从而提高了驾驶舒适性。
虽然在上述说明中示例性地描述了可能的实施例，但是应该理解到， 仍然通过所有已知的和此外技术人员容易想到的技术特征和实施方式的组合存在大量实施例的变化。此外还应该理解到，示例性的实施方式仅仅作为一个例子，这种实施例绝不以任何形式限制本发明的保护范围、应用和构造。通过前述说明更多地是向技术人员提供一种用于转化至少一个示例性实施方式的技术指导，其中，只要不脱离权利要求书的保护范围，便可以进行各种改变，尤其是关于所述部件的功能和结构方面的改变。
附图标记列表
1     变速器输入轴
2     变速器输出轴
3     电机轴
4     内燃机
5     电机
6     离合器
7     差速器
Z11   第一齿轮
Z21   第二齿轮
Z12   第三齿轮
Z22   第四齿轮
Z13   第五齿轮
Z23   第六齿轮
Z14   第七齿轮
Z24   第八齿轮
Z15   第九齿轮
Z25   第十齿轮
Z20   输出齿轮
Z70   差速器齿轮
A     第一同步器
B     第二同步器
C     第三同步器
K0    离合器

Claims (8)

  1. 一种用于混合动力车辆的混合动力变速器，所述混合动力变速器包括电机(5)、电机轴(3)、变速器输入轴(1)和变速器输出轴(2)，其中，所述变速器输入轴(1)通过离合器(K0)与内燃机(4)连接，所述电机轴(3)与所述电机(5)连接，
    其特征在于，
    所述变速器输入轴(1)和所述电机轴(3)同轴线布置，且所述电机轴(5)被设计为空心轴，所述变速器输入轴(1)从所述电机轴(3)中穿过，其中，在所述电机轴(3)上空套地设置第一齿轮(Z11)，在所述变速器输入轴(1)上抗扭地设置第三齿轮(Z12)和第五齿轮(Z13)，在所述第一齿轮(Z11)和所述第三齿轮(Z12)之间设置第一同步器(A)，其中，所述第一同步器(A)能够选择性将所述第一齿轮(Z11)与所述电机轴(3)抗扭连接或者将所述第三齿轮(Z12)与所述电机轴(3)抗扭连接或者处于空挡，
    在所述变速器输出轴(2)上抗扭地设置第二齿轮(Z21)，其中，所述第二齿轮(Z21)与所述第一齿轮(Z11)啮合，在所述变速器输出轴(2)上空套地设置第四齿轮(Z22)和第六齿轮(Z23)，其中，所述第四齿轮(Z22)与所述第三齿轮(Z12)啮合，所述第六齿轮(Z23)与所述第五齿轮(Z13)啮合，其中，在所述第四齿轮(Z22)和所述第六齿轮(Z23)之间设置第二同步器(B)，其中，所述第二同步器(B)能够选择性将所述第四齿轮(Z22)与所述变速器输出轴(2)抗扭连接或者将所述第六齿轮(Z23)与所述变速器输出轴(2)抗扭连接或者处于空挡。
  2. 根据权利要求1所述的混合动力变速器，其特征在于，在所述变速器输出轴(2)上抗扭地设置用于输出扭矩的输出齿轮(Z20)。
  3. 根据权利要求2所述的混合动力变速器，其特征在于，所述输出齿轮(Z20)被设置在所述第二齿轮(Z21)与所述第四齿轮(Z22)之间。
  4. 根据权利要求1所述的混合动力变速器，其特征在于，在所述变速器输入轴(1)上抗扭地设置第七齿轮(Z14)和第九齿轮(Z15)，在所 述变速器输出轴(2)上空套地设置第八齿轮(Z24)和第十齿轮(Z25)，其中，所述第七齿轮(Z14)与所述第八齿轮(Z24)啮合，所述第九齿轮(Z15)与所述第十齿轮(Z25)啮合，其中，在所述第八齿轮(Z24)和所述第十齿轮(Z25)之间设置第三同步器(C)，其中，所述第三同步器(C)能够选择性将所述第八齿轮(Z24)与所述变速器输出轴(2)抗扭连接或者将所述第十齿轮(Z25)与所述变速器输出轴(2)抗扭连接或者处于空挡。
  5. 根据权利要求1所述的混合动力变速器，其特征在于，所述离合器(K0)是干式离合器。
  6. 根据权利要求1所述的混合动力变速器，其特征在于，所述离合器(K0)被安置在所述电机(5)的壳体内。
  7. 根据权利要求1所述的混合动力变速器，其特征在于，所述混合动力变速器只具有一个电机(5)。
  8. 一种混合动力车辆，其特征在于，所述混合动力车辆具有根据权利要求1至7中任一项所述的混合动力变速器。
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