Electrically assisted gearshift transmission

Abstract

The application discloses an electrically-assisted gear shifting transmission, which comprises a flywheel damper arranged between a transmission and an engine, an auxiliary motor, a speed-regulating planetary gear set, a front input shaft of a planetary gear set, a first input shaft, a second input shaft and at least one output shaft, and a mechanical transmission system arranged between the input shafts and the output shafts; the electrically-assisted gear shifting transmission further comprises a first clutch for controlling the torque connection or interruption between the front input shaft of the planetary gear set and the first input shaft, and a second clutch for controlling the torque connection or interruption between the front input shaft of the planetary gear set and the second input shaft; the electrically-assisted gear shifting transmission has the advantages that, by means of the auxiliary action of the speed-regulating planetary gear set and the auxiliary motor, the gear shifting transmission can be used for the peristalsis, starting and gear shifting in cooperation with the clutches, so as to solve the problems of low transmission efficiency and excessively high transmission oil temperature of the existing transmission in the peristalsis and starting conditions, and the problems of power fluctuation, gear shifting impact, gear shifting jerk, low transmission efficiency in gear shifting, insufficient acceleration power in a low gear position area and frequent gear shifting in a medium and high gear position area, and improve the reliability of the transmission.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of automobile transmission, in particular to an automatic shift transmission. BACKGROUND

[0002] The transmission is one of the three key components of the automobile, and its performance directly determines the power performance, transmission efficiency, fuel economy, shift smoothness and comfort of the automobile. At present, the structures of automatic transmission mainly include multi-gear transmissions such as Automated Mechanical Transmission (AMT), Double Clutch Transmission (DCT), Automatic hydraulic Transmission (AT) and Continuously Variable Transmission (CVT), and each of these transmission structures has its own technical advantages and problems. For example, in the conditions of inching and starting, since the vehicle speed is lower than the corresponding driving speed of the minimum working speed of the engine, in order to ensure the normal operation of the engine and the smooth driving of the automobile, the transmission needs to transmit torque while maintaining a speed difference with the engine that meets the demand. At this time, the output power of the engine is greater than the output power of the transmission, which generates excess power that needs to be absorbed and processed by the transmission. Therefore, the traditional AT and CVT structures adopt a hydraulic torque converter, such as the patent CN 102449354 A, which is one of them. The principle of this structure is to use the impact force and speed difference generated when the pump impeller drives the hydraulic oil to flow and impact the turbine to meet the demand for torque transmission and speed difference in the conditions of inching and starting, and to convert the excess power from kinetic energy to heat energy through the impact and friction of hydraulic oil, and then dissipate the heat energy to the air through the heat dissipation system. Therefore, the transmission efficiency of the hydraulic torque converter is very low. Some CVT, DCT and AMT also use the half-engaged (slip) clutch to realize the inching and starting conditions of the automobile, such as the patent CN 103711891 B, which is one of them. The principle of this structure is to use the sliding friction and sliding speed difference to meet the demand for torque transmission and speed difference in the conditions of inching and starting, and to convert the excess power from kinetic energy to heat energy through the sliding friction of the clutch plate, and then dissipate the heat energy to the air through the heat dissipation system. Since the clutch slip will cause the temperature of the clutch to rise rapidly, which will cause the friction plate to ablate, there are problems of poor reliability and reduced transmission efficiency. Therefore, the low transmission efficiency and high oil temperature of the transmission in the conditions of inching and starting are a technical problem of the transmission.In addition, the existing multi-gear transmission has the problems of power interruption and shift shock during gear shifting, wherein the AMT has complete power interruption during gear shifting, the AT and the DCT claim that the power is not interrupted during gear shifting, but in fact, the smoothness of the automobile is tried to be met by excessive sliding friction between the wet clutches during the shift process, the output torque of the engine must be appropriately reduced during the shift, and therefore, the power fluctuation, shift shock, shift jerk and transmission efficiency during the shift are generated, and the transmission efficiency during the shift is reduced; therefore, the power fluctuation, shift shock, shift jerk and transmission efficiency during the shift are technical problems of the multi-gear transmission.

[0003] The multi-gear transmissions such as the AMT, the DCT and the AT have the problem of insufficient relative power during acceleration in the low gear position area because the gear position spacing is large, and the driving force of the second gear position, the third gear position and the fourth gear position is less than the maximum static friction between the tire and the ground; in order to improve the shift smoothness and the transmission efficiency, the number of gear positions of the transmission is increasing, and the gear position spacing in the medium-high gear position area is smaller and smaller, and therefore, the problem of frequent gear shifting occurs, and currently, the only way to improve the acceleration power is to install a larger power engine, but the larger the engine power is, the lower the system efficiency is; therefore, the problems of insufficient acceleration power in the low gear position area and frequent gear shifting in the medium-high gear position area are technical problems of the multi-gear transmission. SUMMARY

[0004] The electric auxiliary gear shifting transmission of the application combines the start-stop motor and the generator in the traditional automobile power system into the auxiliary motor, and solves the problems of low transmission efficiency and high transmission oil temperature in the peristalsis and starting conditions of the existing transmission and the problems of power fluctuation, shift shock, shift jerk, low transmission efficiency during the shift process, insufficient acceleration power in the low gear position area and frequent gear shifting in the medium-high gear position area during the multi-gear shift, and improves the reliability of the transmission.

[0005] The electric auxiliary gear shifting transmission of the application comprises a flywheel shock absorber, an auxiliary motor, a speed regulating planetary gear set, a planetary row front input shaft, a first input shaft and a second input shaft and at least one output shaft which are arranged between the transmission and the engine, and a mechanical transmission system which is arranged between the input shaft and the output shaft; further comprises a ring gear, a planet carrier and a sun gear in the speed regulating planetary gear set, a first clutch which controls the relative fixing or rotation between the ring gear, the planet carrier and the sun gear and controls the torque connection or interruption between the planetary row front input shaft and the first input shaft, a second clutch which controls the torque connection or interruption between the planetary row front input shaft and the second input shaft; and an output end or a differential responsible for the power output of the transmission.

[0006] The application provides an electrically-assisted gear shifting transmission, an engine output end is connected with a gear ring in a speed-regulating planetary gear set through a flywheel damper and a planetary row front input shaft; an auxiliary motor with functions of starting, driving, speed regulating and power generation is connected with a sun gear in the speed-regulating planetary gear set; a first input shaft is connected with a planet carrier in the speed-regulating planetary gear set, and the fixing or rotation between the first input shaft and the planetary row front input shaft is controlled through a first clutch; a second input shaft is rotatably arranged concentrically with the first input shaft through a bearing, and the fixing or rotation between the second input shaft and the planetary row front input shaft is controlled through a second clutch, and the transmission structure in the mechanical transmission system is a parallel shaft gear set, which comprises a reverse idler shaft arranged in parallel with the input shaft and each gear shifting transmission gear arranged on each transmission shaft and the corresponding claw clutch.

[0007] The electrically-assisted gear shifting transmission has the advantages that the start-stop motor and the generator arranged on the engine of a traditional automobile are integrated as an auxiliary motor in the transmission, the original start-stop motor is used to provide auxiliary torque and auxiliary speed regulation during the starting and gear shifting of the automobile, the auxiliary motor and the speed-regulating planetary gear set are used to cooperate with the clutch to realize the starting and gear shifting, the problems of low transmission efficiency and high transmission oil temperature during the starting and gear shifting of the existing transmission, the power fluctuation, the gear shifting impact, the gear shifting jerk, the low transmission efficiency during gear shifting, the insufficient acceleration power in the low gear position area and the frequent gear shifting in the medium and high gear position area are solved, the reliability of the transmission is improved, and the following will be described in detail with reference to the drawings. BRIEF DESCRIPTION OF DRAWINGS

[0008] Figure 1 The figure is a structural schematic diagram of the first embodiment of the application.

[0009] Figure 2 The figure is a structural schematic diagram of the second embodiment of the application.

[0010] Figure 3 The figure is a structural schematic diagram of the third embodiment of the application.

[0011] Figure 4 The figure is a structural schematic diagram of the fourth embodiment of the application.

[0012] Figure 5 The figure is a structural schematic diagram of the fifth embodiment of the application.

[0013] Figure 6 The figure is a structural schematic diagram of the sixth embodiment of the application.

[0014] Figure 7 The figure is a structural schematic diagram of the seventh embodiment of the application.

[0015] Figure 8 is a structural schematic diagram of a seventh embodiment of the application. DETAILED DESCRIPTION

[0016] The application will be further described below in conjunction with the drawings and specific embodiments.

[0017] Figure 1 is a structural schematic diagram of a first embodiment of an electrically-assisted gear shifting transmission of the application, as shown, an electrically-assisted gear shifting transmission, comprising a flywheel damper J arranged between the transmission and the engine, an auxiliary motor T, a speed-regulating planetary gear set X, a planetary row front input shaft SR, a first input shaft SR1, a second input shaft SR2 and an output shaft SC, a mechanical transmission system C arranged between the input shafts and the output shaft and an output end SCD; further comprising a ring gear X1, a planet carrier X2 and a sun gear X3 in the speed-regulating planetary gear set X, a first clutch K1 for controlling the relative fixing or rotation between the ring gear, the planet carrier and the sun gear and controlling the torque connection or interruption between the planetary row front input shaft SR and the first input shaft SR1, a second clutch K2 for controlling the torque connection or interruption between the planetary row front input shaft SR and the second input shaft SR2; in the mechanical transmission system C, an intermediate shaft ZJ and a reverse idler shaft RD arranged in parallel with the input shafts, a first-gear second-gear and reverse drive gear 12RZ, a fourth-gear drive gear 4Z, an eighth-gear drive gear 8Z and a sixth-gear drive gear 6Z arranged on the first input shaft SR1, a parking gear ZC, a third-gear drive gear 3Z, a seventh-gear drive gear 7Z and a seventh-gear fifth-gear claw clutch Z75 arranged on the second input shaft SR2, a first-gear second-gear driven gear 12C, a reverse-gear driven gear RC, a fourth-gear driven gear 4C, an eighth-gear driven gear 8C, a sixth-gear driven gear 6C, a third-gear driven gear 3C, a seventh-gear driven gear 7C and an intermediate shaft output gear ZS arranged on the intermediate shaft ZJ, a first-gear second-gear reverse-gear claw clutch Z12R, a fourth-gear eighth-gear claw clutch Z48 and a sixth-gear third-gear claw clutch Z63, an output shaft input gear SCR and an output end SCD arranged on the output shaft SC; further comprising an idler shaft input gear DS and an idler shaft output gear DC on the reverse idler shaft RD.

[0018] The engine output end is connected with the gear ring X1 in the speed regulating planetary gear set X through the flywheel damper J and the front input shaft SR of the planetary gear set; the auxiliary motor T with the functions of starting, driving, speed regulating and power generation is arranged between the flywheel damper J and the mechanical variable speed system C, the rotor of the auxiliary motor is connected with the sun gear X3 in the speed regulating planetary gear set X; the first input shaft SR1 is a hollow shaft, which is concentric with the second input shaft SR2, is arranged on the outside of the second input shaft SR2 through the bearing rotatably sleeving the second input shaft SR2, is connected with the planet carrier X2 in the speed regulating planetary gear set X, and is controlled to be fixed or rotated with the front input shaft SR of the planetary gear set through the first clutch K1; the second input shaft SR2 is a longer shaft, which is arranged concentrically with the first input shaft SR1 through the bearing rotatably sleeving the first input shaft SR1, the front section of the second input shaft SR2 is connected with the outer hub of the second clutch K2 through the inner side of the first input shaft SR1, and the second input shaft SR2 is controlled to be fixed or rotated with the front input shaft SR of the planetary gear set through the second clutch K2; the first clutch K1 is arranged on the outside of the second clutch K2, the output shaft SC is arranged on the rear side of the second input shaft SR2 concentrically with the input shaft; in the mechanical variable speed system C, the intermediate shaft ZJ is arranged parallel to the input shaft, the reverse idler shaft RD is arranged on the variable speed system housing rotatably through the bearing, is arranged parallel to the first input shaft SR1, the first input shaft SR1 is fixedly connected with the first gear, the second gear and the reverse driving gear 12RZ, the fourth gear driving gear 4Z, the eighth gear driving gear 8Z and the sixth gear driving gear 6Z arranged on the first input shaft SR1, the parking gear ZC, the third gear driving gear 3Z and the seventh gear and fifth gear claw clutch Z75 arranged on the second input shaft SR2 are fixedly arranged on the rear section of the second input shaft SR2, the seventh gear driving gear 7Z arranged on the second input shaft SR2 is rotatably arranged on the second input shaft SR2 through the needle bearing, and is arranged between the third gear driving gear 3Z and the seventh gear and fifth gear claw clutch Z75; the first gear and the second gear driven gear 12C, the reverse driven gear RC, the fourth gear driven gear 4C, the eighth gear driven gear 8C, the sixth gear driven gear 6C and the third gear driven gear 3C arranged on the intermediate shaft ZJ are rotatably arranged on the intermediate shaft ZJ through the needle bearing, the seventh gear driven gear 7C and the intermediate shaft output gear ZS arranged on the intermediate shaft ZJ, and the first gear and the second gear and the reverse claw clutch Z12R, the fourth gear and the eighth gear claw clutch Z48 and the sixth gear and the third gear claw clutch Z63 are fixedly arranged on the intermediate shaft ZJ, the output shaft input gear SCR is fixedly arranged on the front end of the output shaft SC, the output end SCD is fixedly arranged on the rear end of the output shaft SC, and the idler shaft input gear DS and the idler shaft output gear DC on the reverse idler shaft RD are fixedly connected with the reverse idler shaft RD.Wherein: the seven-gear driving gear 7Z on the second input shaft SR2 controls its fixation or rotation with the second input shaft SR2 through the seven-gear and five-gear claw clutch Z75, it is engaged with the seven-gear driven gear 7C on the intermediate shaft ZJ, the one-gear and two-gear driven gear 12C on the intermediate shaft ZJ controls its fixation or rotation with the intermediate shaft ZJ through the one-gear and two-gear and reverse claw clutch Z12R, it is engaged with the one-gear and two-gear and reverse driving gear 12RZ on the first input shaft SR1, the idler shaft input gear DS on the reverse idler shaft RD is also engaged with the one-gear and two-gear and reverse driving gear 12RZ on the first input shaft SR1, the reverse driven gear RC on the intermediate shaft also controls its fixation or rotation with the intermediate shaft ZJ through the one-gear and two-gear and reverse claw clutch Z12R, it is engaged with the idler shaft output gear DC on the reverse idler shaft RD, the four-gear driven gear 4C on the intermediate shaft controls its fixation or rotation with the intermediate shaft ZJ through the four-gear and eight-gear claw clutch Z48, it is engaged with the four-gear driving gear 4Z on the first input shaft SR1, the eight-gear driven gear 8C on the intermediate shaft also controls its fixation or rotation with the intermediate shaft ZJ through the four-gear and eight-gear claw clutch Z48, it is engaged with the eight-gear driving gear 8Z on the first input shaft SR1, the six-gear driven gear 6C on the intermediate shaft controls its fixation or rotation with the intermediate shaft ZJ through the six-gear and three-gear claw clutch Z63, it is engaged with the six-gear driving gear 6Z on the first input shaft SR1, the three-gear driven gear 3C on the intermediate shaft ZJ also controls its fixation or rotation with the intermediate shaft ZJ through the six-gear and three-gear claw clutch Z63, it is engaged with the three-gear driving gear 3Z on the first input shaft SR1, the intermediate shaft output gear ZS on the intermediate shaft ZJ is engaged with the output shaft input gear SCR on the output shaft SC; in the mechanical transmission system C, the one-gear and two-gear and reverse of the transmission share a driving gear 12RZ and a claw clutch Z12R, the one-gear and two-gear share a driven gear 12C, when in the first gear: the one-gear and two-gear and reverse claw clutch Z12R is combined with the one-gear and two-gear driven gear 12C, the other clutches are separated, the sun gear is fixed by using the blocking torque of the auxiliary motor T, the output torque is increased by the input planetary carrier output through the ring gear, forming the first gear power path, at this time the first gear transmission ratio = (ring gear teeth + sun gear teeth) / ring gear teeth × two-gear transmission ratio, the first gear more is to improve the driving ability of the transmission through the auxiliary torque of the auxiliary motor T, at this time the first gear output torque = (auxiliary torque of the auxiliary motor T + engine output torque) × two-gear transmission ratio, when in the second gear: the first clutch K1 is combined on the basis of the first gear power path, forming the second gear power path.

[0019] The application relates to a control method of a parking control part of an electrically-assisted gear shifting transmission, and the entering condition is that a brake pedal signal meets a requirement, the vehicle speed is 0, and a parking signal is started (a driver dials a gear lever or a gear shifting knob into a parking gear position); the control method and steps are as follows: a, detecting whether a six-gear three-gear jaw clutch Z63 is combined with a three-gear driven gear 3C, and if not, controlling the six-gear three-gear jaw clutch Z63 to be combined with the three-gear driven gear 3C; when the six-gear three-gear jaw clutch Z63 is detected to be combined with the three-gear driven gear 3C, the next step is entered, b, controlling a parking structure to work to lock a parking gear ZC, and c, controlling a first-gear second-gear reverse jaw clutch Z12R to be combined with a first-gear second-gear driven gear 12C to enter a parking state.

[0020] The application relates to an engine starting control method of an electrically-assisted gear shifting transmission, and the entering condition is that a brake pedal signal meets a requirement, and a parking signal is worked (a gear lever or a gear shifting knob is in a parking gear position); the control method and steps are as follows: a, detecting whether a six-gear three-gear jaw clutch Z63 is combined with a three-gear driven gear 3C, and whether a first-gear second-gear reverse jaw clutch Z12R is combined with a first-gear second-gear driven gear 12C, if not, controlling the six-gear three-gear jaw clutch Z63 to be combined with the three-gear driven gear 3C, and the first-gear second-gear reverse jaw clutch Z12R to be combined with the first-gear second-gear driven gear 12C, b, controlling a parking system to be in a working state, and fixing a planet carrier X2 through a parking brake force, a parking gear ZC, a second input shaft SR2, a three-gear driving gear 3Z, the three-gear driven gear 3C, the six-gear three-gear jaw clutch Z63, an intermediate shaft ZJ, the first-gear second-gear reverse jaw clutch Z12R, the first-gear second-gear driven gear 12C, a first-gear second-gear and reverse driving gear 12RZ and the first input shaft SR1, c, controlling an auxiliary motor to reversely rotate to drive an engine to rapidly reach a starting rotating speed, d, controlling the engine to start, and e, controlling the auxiliary motor to be zero.

[0021] The control method of the electrically-assisted gear shifting transmission when the start-stop function is implemented, the entering condition is that the control system judges to enter the start-stop working condition, the brake pedal signal meets the requirement, the vehicle speed is 0, and the gear lever or the gear knob is in the forward gear position; the control method and steps are: a, detecting whether the six-gear three-gear jaw clutch Z63 is combined with the three-gear driven gear 3C, and whether the first-gear second-gear reverse jaw clutch Z12R is combined with the first-gear second-gear driven gear 12C, if not, controlling the six-gear three-gear jaw clutch Z63 to be combined with the three-gear driven gear 3C, and the first-gear second-gear reverse jaw clutch Z12R to be combined with the first-gear second-gear driven gear 12C, b, controlling the parking system to work, and fixing the planet carrier through the parking brake force, the parking gear ZC, the second input shaft SR2, the three-gear driving gear 3Z, the three-gear driven gear 3C, the six-gear three-gear jaw clutch Z63, the intermediate shaft ZJ, the first-gear second-gear reverse jaw clutch Z12R, the first-gear second-gear driven gear 12C, the first-gear second-gear and reverse driving gear 12RZ and the first input shaft SR1, waiting for the engine starting signal (triggering the engine starting condition), c, after receiving the engine starting signal, controlling the auxiliary motor T to reversely rotate to drive the engine to quickly reach the starting speed, d, controlling the engine to start, e, after the engine starts, controlling the auxiliary motor T torque to be zero, f, separating the parking gear, and g, entering the peristalsis working condition or the acceleration working condition according to the driving intention.

[0022] The control method of the electrically-assisted gear shifting transmission when the vehicle speed is lower than the corresponding driving speed of the minimum working speed of the engine during the vehicle driving process, the entering condition is that the vehicle speed is lower than the corresponding driving speed of the minimum working speed of the engine during the vehicle driving process, and the brake pedal opening signal is greater than zero; the control method and steps are: a, detecting the brake pedal opening and the current vehicle speed, b, calculating the driving demand torque and the brake torque according to the brake pedal opening and the current vehicle speed, c, controlling the auxiliary motor to work to enter the power generation working condition, and controlling the power generation torque of the auxiliary motor according to the brake pedal signal, so that the auxiliary motor power generation torque = the engine output torque - the driving demand torque - the brake torque, and entering the next step; d, detecting the brake pedal opening, if the signal is greater than zero, entering a, if the brake pedal opening signal is zero and the accelerator pedal signal is also zero, entering the next step, if the brake pedal opening signal is zero and the accelerator pedal signal is greater than zero, entering the starting working condition control; e, controlling the power generation torque of the auxiliary motor and the engine output torque so that the power generation torque + the engine output torque = the driving demand torque.

[0023] The control method of the electrically-assisted gear shifting transmission during the vehicle acceleration shifting process, the gear shifting control of each gear is as follows:

[0024] The first gear start-up acceleration and the second gear upshift: according to the mode state (sports mode or non-sports mode), the entering condition is that the vehicle speed during driving is lower than the driving speed corresponding to the minimum working speed of the engine, the brake pedal opening signal is zero, and the throttle pedal signal meets the requirements; when the mode knob is in the non-sports mode, the engine is in the starting state, the brake pedal signal meets the requirements, the gear lever or the shift knob is in the forward gear position, the first gear and the second gear driven gear Z12R is combined, other clutches are separated, and the throttle pedal signal is read; the control method and steps are: a, detecting the mode state and the throttle pedal opening signal, and reading the throttle pedal signal; the control method and steps are: a, calculating the required torque (the torque that should be output on the first input shaft ZR1) according to the throttle pedal signal, b, when the required torque ≤ (the number of gear ring teeth + the number of sun gear teeth) / the number of sun gear teeth × the maximum torque of the auxiliary motor, the engine output torque and the torque of the auxiliary motor are controlled according to the required torque, the auxiliary motor speed is detected, and when the auxiliary motor speed = the engine speed, the next step is entered; when the required torque ≥ (the number of gear ring teeth + the number of sun gear teeth) / the number of sun gear teeth × the maximum torque of the auxiliary motor but ≤ (the number of gear ring teeth + the number of sun gear teeth) / the number of sun gear teeth × the maximum torque of the auxiliary motor + the maximum sliding friction torque of the first clutch, the engine output torque and the torque of the auxiliary motor are controlled according to the required torque, and the first clutch sliding friction torque is controlled by controlling the first clutch control pressure, and when the auxiliary motor speed ≥ 95% of the engine speed, the next step is entered; when the required torque ≥ (the number of gear ring teeth + the number of sun gear teeth) / the number of sun gear teeth × the maximum torque of the auxiliary motor + the maximum sliding friction torque of the first clutch, the maximum torque of the auxiliary motor is controlled to output, the first clutch maximum sliding friction torque works, the engine output torque is controlled according to the required torque, and the second clutch sliding friction torque is controlled by controlling the second clutch control pressure (in the sports mode state, the second clutch sliding friction torque is directly controlled, and in the non-sports mode state, the second clutch sliding friction torque is controlled after the sixth gear and the third gear claw clutch Z63 is combined with the third gear driven gear 3C, and then the second clutch control pressure is controlled), and when the auxiliary motor speed ≥ 90% of the engine speed, the next step is entered; c, controlling the first clutch to be combined, and controlling the second clutch to be separated when the second clutch is in the sliding friction state, and entering the second gear driving state; d, detecting the battery capacity, and controlling the auxiliary motor auxiliary driving or power generation according to the battery capacity, the engine driving torque and the required torque:

[0025] The control method of the second gear after acceleration upshift is: entering condition: the vehicle is in acceleration state, the throttle pedal signal meets the condition, the control system determines upshift, the control method and steps are: a, determining the corresponding target gear according to the current vehicle speed and controlling according to the current gear driving pinion position and the target gear driving pinion position, when the current gear driving pinion is on the first input shaft SR1 and the target gear driving pinion is on the second input shaft SR2, entering b1; when the current gear driving pinion is on the first input shaft SR1 and the target gear driving pinion is also on the first input shaft SR1, selecting the closest gear lower than the target gear on the second input shaft SR1 as the new target gear and entering b1; when the current gear driving pinion is on the second input shaft SR2 and the target gear driving pinion is on the first input shaft SR1, entering b2; when the current gear driving pinion is on the second input shaft SR2 and the target gear driving pinion is also on the second input shaft SR2, selecting the closest gear lower than the target gear on the first input shaft SR1 as the new target gear and entering b2; b1, calculating the required torque according to the throttle pedal signal, when the required torque is less than or equal to the maximum torque of the auxiliary motor, controlling the engine output torque and the torque of the auxiliary motor according to the required torque, increasing the speed of the auxiliary motor by controlling the engine output torque to be less than the maximum torque of the auxiliary motor, so that the engine speed is equal to the engine speed corresponding to the target gear, the pawl clutch corresponding to the target gear is combined with the gear corresponding to the target gear, and c1 is entered; when the required torque is greater than or equal to the maximum torque of the auxiliary motor, the pawl clutch corresponding to the target gear is combined with the gear corresponding to the target gear, the first clutch K1 starts to slip, the engine output torque and the torque of the auxiliary motor are controlled according to the required torque, the second clutch is controlled by controlling the pressure of the second clutch to control the slip torque of the second clutch, the first clutch K1 is separated, the engine driving torque is controlled to be less than the maximum torque of the auxiliary motor plus the slip torque of the second clutch, the engine speed is detected, and when the engine speed is greater than or equal to 95% of the engine speed corresponding to the target gear, c1 is entered; b2, controlling the speed of the auxiliary motor to adjust the speed of the first input shaft SR1 through the sun gear to be equal to the speed corresponding to the target gear, combining the pawl clutch corresponding to the target gear with the gear corresponding to the target gear, and entering c2; c1, controlling the second clutch K2 to be combined, separating the pawl clutch corresponding to the previous gear from the gear corresponding to the previous gear before shifting, and entering d; c2, controlling the second clutch K2 to slip, controlling the auxiliary torque of the auxiliary motor, the first clutch K1 to slip, the second clutch K2 to separate, the first clutch K1 to combine, the pawl clutch corresponding to the previous gear to separate from the gear Z7 corresponding to the previous gear before shifting, and entering d;d, detecting whether the gear corresponds to the current vehicle speed, if yes, entering e, if not, entering a; e, detecting the battery power, controlling the auxiliary motor to assist driving or generating power according to the battery power, the engine driving torque and the demand torque;

[0026] Further, the control method of the second gear accelerating to the third gear in the second gear accelerating state, the control method and steps are: a, calculating the demand torque according to the accelerator pedal signal, b, when the demand torque is less than or equal to (the number of gear ring teeth + the number of sun gear teeth) / the number of sun gear teeth x the maximum torque of the auxiliary motor, controlling the engine output torque and the torque of the auxiliary motor according to the demand torque, increasing the speed of the auxiliary motor by controlling the engine output torque to be less than (the number of gear ring teeth + the number of sun gear teeth) / the number of sun gear teeth x the maximum torque of the auxiliary motor, so that the engine speed = the engine speed corresponding to the current vehicle speed in the third gear, detecting whether the six-gear third-gear claw clutch Z63 and the third-gear driven gear 3C are combined, if not, controlling them to be combined, when the six-gear third-gear claw clutch Z63 and the third-gear driven gear 3C have been combined and the engine speed = the engine speed corresponding to the current vehicle speed in the third gear, entering the next step; when the demand torque is greater than or equal to (the number of gear ring teeth + the number of sun gear teeth) / the number of sun gear teeth x the maximum torque of the auxiliary motor, detecting whether the six-gear third-gear claw clutch Z63 and the third-gear driven gear 3C are combined, if not, controlling them to be combined, when the six-gear third-gear claw clutch Z63 and the third-gear driven gear 3C have been combined, controlling the first clutch K1 to start slipping, controlling the engine output torque and the torque of the auxiliary motor according to the demand torque, and controlling the second clutch slip torque by controlling the second clutch control pressure, the first clutch K1 is separated, the engine driving torque is controlled to be less than (the number of gear ring teeth + the number of sun gear teeth) / the number of sun gear teeth x the maximum torque of the auxiliary motor + the second clutch K2 slip torque, detecting the engine speed, when the engine speed is greater than or equal to 95% of the engine speed corresponding to the current vehicle speed in the third gear, entering the next step; c, controlling the second clutch K2 to be combined, the one-gear two-gear reverse claw clutch Z12R and the one-gear two-gear driven gear 12C are separated, entering the third gear driving state; d, detecting the battery power, controlling the auxiliary motor to assist driving or generating power according to the battery power, the engine driving torque and the demand torque;

[0027] The control method of the three-gear acceleration condition three-gear to four-gear upshift is as follows: a. Control the auxiliary motor speed to make the sun gear adjust the first input shaft SR1 speed = the current vehicle speed four-gear corresponding speed, control the four-gear eight-gear jaw clutch Z48 to combine with the four-gear driven gear 4C; b. Control the second clutch K2 to slip, control the auxiliary motor auxiliary torque, the first clutch K1 slips, and the second clutch K2 separates; c. The first clutch K1 combines, the six-gear three-gear jaw clutch Z63 separates from the three-gear driven gear 3C, and enters the four-gear driving state; d. Detect the battery capacity, and control the auxiliary motor auxiliary driving or power generation according to the battery capacity, the engine driving torque and the demand torque.

[0028] The control method of the four-gear acceleration condition four-gear to five-gear upshift is as follows: a. Calculate the demand torque according to the accelerator pedal signal; b. When the demand torque ≤ (ring gear teeth + sun gear teeth) / sun gear teeth × auxiliary motor maximum torque, control the engine output torque and the auxiliary motor torque according to the demand torque, increase the auxiliary motor speed by controlling the engine output torque < (ring gear teeth + sun gear teeth) / sun gear teeth × auxiliary motor maximum torque, so that the engine speed = the current vehicle speed five-gear corresponding engine speed, control the seven-gear five-gear jaw clutch Z75 to combine with the output shaft input gear SCR on the output shaft, and enter the next step; when the demand torque ≥ (ring gear teeth + sun gear teeth) / sun gear teeth × auxiliary motor maximum torque, control the seven-gear five-gear jaw clutch Z75 to combine with the output shaft input gear SCR on the output shaft, control the first clutch K1 to start slipping, control the engine output torque and the auxiliary motor torque according to the demand torque, control the second clutch slip torque by controlling the second clutch control pressure, the first clutch K1 separates, control the engine driving torque < (ring gear teeth + sun gear teeth) / sun gear teeth × auxiliary motor maximum torque + second clutch K2 slip torque, detect the engine speed, and when the engine speed ≥ the current vehicle speed five-gear corresponding engine speed 95%, enter the next step; c. Control the second clutch K2 to combine, the four-gear eight-gear jaw clutch Z48 separates from the four-gear driven gear 4C, and enters the five-gear driving state; d. Detect the battery capacity, and control the auxiliary motor auxiliary driving or power generation according to the battery capacity, the engine driving torque and the demand torque.

[0029] The control method of the fifth gear accelerating to the sixth gear is as follows: the entering condition is that the vehicle is in the fifth gear accelerating state and the accelerator pedal signal meets the condition; the control system determines to shift up; the control method and steps are as follows: a, controlling the auxiliary motor speed to make the sun gear adjust the first input shaft SR1 speed = the corresponding speed of the sixth gear at the current speed, controlling the sixth gear and the third gear jaw clutch Z63 to combine with the sixth gear driven gear 6C; b, controlling the second clutch K2 to slip, controlling the auxiliary torque of the auxiliary motor, and controlling the first clutch K1 to slip; the second clutch K2 is separated; c, the first clutch K1 is combined, the seventh gear and the fifth gear jaw clutch Z75 are separated from the output shaft input gear SCR on the output shaft, and the vehicle enters the sixth gear driving state; d, detecting the battery capacity, and controlling the auxiliary motor auxiliary driving or generating according to the battery capacity, the engine driving torque and the demand torque;

[0030] The control method of the sixth gear accelerating to the seventh gear is as follows: the entering condition is that the vehicle is in the sixth gear accelerating state and the accelerator pedal signal meets the condition; the control system determines to shift up; the control method and steps are as follows: a, calculating the demand torque according to the accelerator pedal signal; b, when the demand torque ≤ (the number of gear ring teeth + the number of sun gear teeth) / the number of sun gear teeth × the maximum torque of the auxiliary motor, controlling the engine output torque and the torque of the auxiliary motor according to the demand torque, increasing the speed of the auxiliary motor by controlling the engine output torque < (the number of gear ring teeth + the number of sun gear teeth) / the number of sun gear teeth × the maximum torque of the auxiliary motor, so that the engine speed = the corresponding engine speed of the seventh gear at the current speed, controlling the seventh gear and the fifth gear jaw clutch Z75 to combine with the seventh gear driving gear 7Z, and entering the next step; when the demand torque ≥ (the number of gear ring teeth + the number of sun gear teeth) / the number of sun gear teeth × the maximum torque of the auxiliary motor, controlling the seventh gear and the fifth gear jaw clutch Z75 to combine with the seventh gear driving gear 7Z, controlling the first clutch K1 to start slipping, controlling the engine output torque and the torque of the auxiliary motor according to the demand torque, and controlling the second clutch to control the pressure and control the second clutch slipping torque at the same time; the first clutch K1 is separated; the engine driving torque < (the number of gear ring teeth + the number of sun gear teeth) / the number of sun gear teeth × the maximum torque of the auxiliary motor + the second clutch K2 slipping torque; detecting the engine speed; when the engine speed ≥ 95% of the corresponding engine speed of the fifth gear at the current speed, entering the next step; c, controlling the second clutch K2 to combine, the sixth gear and the third gear jaw clutch Z63 are separated from the sixth gear driven gear 6C, and the vehicle enters the seventh gear driving state; d, detecting the battery capacity, and controlling the auxiliary motor auxiliary driving or generating according to the battery capacity, the engine driving torque and the demand torque;

[0031] The control method of the seventh gear accelerating to the eighth gear, the entering condition is that the vehicle is in the fifth gear accelerating state, the accelerator pedal signal meets the condition, the control system determines to shift up, the control method and steps are: a, control the auxiliary motor speed to make the sun gear adjust the first input shaft SR1 speed = the corresponding speed of the current vehicle speed in the eighth gear, control the fourth gear eighth gear jaw clutch Z48 to combine with the eighth gear driven gear 8C; b, control the second clutch K2 to slip, control the auxiliary torque of the auxiliary motor, the first clutch K1 slips, and the second clutch K2 is separated; c, the first clutch K1 is combined, the seventh gear fifth gear jaw clutch Z75 is separated from the seventh gear driving gear Z7, and the eighth gear driving state is entered, d, detect the battery capacity, and control the auxiliary motor auxiliary driving or power generation according to the battery capacity, the engine driving torque and the demand torque;

[0032] The control method of the electric auxiliary gear shifting transmission when the vehicle decelerates, the entering condition is that the accelerator pedal opening signal is zero, the vehicle is in deceleration, and the current gear is higher than the corresponding gear of the current vehicle speed; the control method and steps are: a, detecting the brake pedal signal, when the brake pedal signal is zero, it is judged as the coasting condition, and the gear corresponding to the current vehicle speed is selected as the target gear according to the low principle to enter b;

[0033] When the brake pedal signal is greater than zero, it is determined that the brake deceleration condition is met, and the auxiliary motor enters the energy recovery and power generation condition; when the brake pedal opening degree decreases, the target gear is selected as the gear lower than the current gear by one gear when the driving mode is the non-sport mode, and the target gear is selected as the gear lower than the current gear by two gears when the driving mode is the non-sport mode (the lowest target gear is the second gear); the auxiliary motor exits the energy recovery and power generation condition and enters b; b, all clutches are separated; c, the target gear corresponding claw clutch is combined with the target gear corresponding gear; d, the throttle pedal signal is detected; when the throttle pedal opening degree signal is zero, it enters a; when the throttle pedal opening degree signal is greater than zero, it enters e; e, when the target gear driving gear is on the first input shaft, the first clutch K1 is controlled to be combined, and f is entered; when the target gear driving gear is on the second input shaft, the second clutch K2 is controlled to be combined, and f is entered; f, the engine is driven according to the throttle pedal signal, the battery power is detected, and the auxiliary motor is controlled to assist driving or generate electricity according to the battery power, the engine driving torque and the required torque; the pure electric driving control method is a control method of the electric auxiliary gear shifting transmission in the pure electric driving condition, the entering condition is that the current gear is in the second gear power path, and the control system issues a pure electric driving command; the control method and steps are: a, the parking gear ZC is locked, and the power path between the parking gear and the output shaft is cut off (the corresponding claw clutch is separated); b, the second clutch K2 is controlled to be combined; c, the auxiliary motor driving torque is controlled according to the throttle pedal opening degree or the controller auxiliary motor torque command, the auxiliary motor drives the sun gear X3 through the fixed ring gear X1, the second input shaft SR2 and the second clutch K2, the planet carrier X2 drives the first input shaft SR1 through the second gear power path, and the transmission ratio is (ring gear teeth + sun gear teeth) / sun gear teeth * second gear transmission ratio.

[0034] Through the above structure and control method, the application has the following characteristics:

[0035] First, by combining the original generator and starter of the automobile into one as the auxiliary motor, which is arranged between the flywheel damper J and the mechanical transmission system C, the method of generating excess energy by the auxiliary motor is used, and the problem of low transmission efficiency and high temperature in the automobile creeping condition of the existing hydraulic torque converter structure and clutch sliding friction starting structure is solved without increasing the cost.

[0036] Secondly, in the shifting process, the shifting time is reduced by the speed regulation and torque increase of the auxiliary motor, the engine torque fluctuation is reduced, the clutch slip torque and slip time are reduced, the power fluctuation, shifting impact, shifting jerk and transmission efficiency during shifting of the existing AT, DCT and AMT multi-gear transmission are solved, the reliability and service life of the clutch are improved, and the power performance during shifting is improved.

[0037] Thirdly, in the acceleration process, the wheel edge driving torque is improved by the auxiliary driving torque of the auxiliary motor, and the problem of insufficient acceleration power in the low gear range of the existing multi-gear transmission structure is solved without increasing the cost.

[0038] Fourthly, in the constant speed process, when the required torque increases due to uphill or acceleration, and the amount of required torque increase is less than the amount of torque increase that the engine of the current gear can provide plus the auxiliary torque of the auxiliary motor, the driving torque is improved by the auxiliary driving torque of the auxiliary motor plus the increased torque of the engine to avoid downshift operation, when the downhill is encountered and the current working condition is judged as the battery charging which is helpful to improve the overall operation economy, the auxiliary motor is controlled to generate electricity to improve the fuel economy of the engine and avoid upshift operation, therefore, the frequent shifting problem in the medium and high gear range of the multi-gear transmission is solved by the auxiliary function of the auxiliary motor.

[0039] Fifthly, the electrically assisted shifting transmission of the application also has the function of pure electric driving in short distance and low speed without increasing the cost, and is particularly suitable for small area automatic driving and automatic parking working conditions, which improves the system efficiency and system function, reduces the influence of noise and harmful gas on the environment, and has the energy feedback function; the structure of the electrically assisted shifting transmission also has upgrading space, and when the motor and power are appropriately increased, it can be directly upgraded to light hybrid, medium hybrid or strong hybrid.

[0040] Figure 2 is a structural schematic view of a second embodiment of the electrically assisted shifting transmission of the application, and the difference from the first embodiment is that the first clutch K1 is arranged between the sun gear X3 and the planet carrier X2, and when the first clutch K1 is engaged, the planet gear set X is locked as a whole through the locking of the sun gear X3 and the planet carrier X2, the power from the engine is transmitted to the first input shaft SR1 through the ring gear X1 and the planet carrier X2, and in the process of power transmission, the torque can be transmitted only through the joint action of the ring gear, the planet gear, the planet carrier, the sun gear and the first clutch K1, while in the first embodiment, the input shaft SR and the first input shaft SR1 are directly connected when the first clutch K1 is engaged, the power from the engine is transmitted to the first input shaft SR1 through the first clutch K1, and in the process of power transmission, the ring gear, the planet gear, the planet carrier and the sun gear are not passed through, which can reduce the wear of the planet set and reduce the transmission noise, therefore, the first embodiment is the preferred scheme.

[0041] Figure 3 is a structural diagram of a third embodiment of the electrically assisted gearshift transmission of the present application, which differs from the first embodiment in that the first clutch K1 is disposed on the front side of the second clutch K2, while the first clutch K1 of the first embodiment is disposed on the outer side of the second clutch K2, and the other structures and all control methods are the same.

[0042] Figure 4The fourth embodiment of the electrically-assisted gear shifting transmission of the application is different from the first embodiment in the following aspects: first, the first clutch K1 is arranged at the rear side of the second clutch K2, while the first clutch K1 of the first embodiment is arranged outside the second clutch K2; second, the intermediate shaft ZJ is cancelled in the mechanical transmission system C, and the output shaft and the input shaft are arranged in parallel. The electrically-assisted gear shifting transmission comprises a flywheel damper J arranged between the transmission and the engine, an auxiliary motor T, a speed-regulating planetary gear set X, a planetary row front input shaft SR, a first input shaft SR1, a second input shaft SR2, and an output shaft SC. The electrically-assisted gear shifting transmission further comprises a ring gear X1, a planet carrier X2, and a sun gear X3 in the speed-regulating planetary gear set X, a first clutch K1 between the planetary row front input shaft SR and the first input shaft SR1, and a second clutch K2 between the planetary row front input shaft SR and the second input shaft SR2. The mechanical transmission system C comprises at least one transmission gear arranged on the first input shaft SR1, at least one transmission gear arranged on the second input shaft SR2, at least two transmission gears arranged on the output shaft SC, corresponding jaw clutches, and an output end SCD arranged at the rear end of the output shaft SC. The engine output end is connected to the ring gear X1 in the planetary row front input shaft SR and the speed-regulating planetary gear set X through the flywheel damper J. The auxiliary motor T, which integrates the functions of starting, driving, speed regulating, and power generation, is arranged at the front end of the transmission and is connected to the sun gear X3 in the speed-regulating planetary gear set X. The second input shaft SR2 is concentrically arranged at the rear side of the planetary row front input shaft SR and is connected to the planetary row front input shaft SR through the second clutch K2 to control the fixing or rotation between the second input shaft SR2 and the planetary row front input shaft SR. The first input shaft SR1 is a hollow shaft concentrically arranged outside the second input shaft SR2 and rotatably connected to the planet carrier X2 in the speed-regulating planetary gear set X through bearings. The first input shaft SR1 is connected to the planetary row front input shaft SR through the first clutch K1 to control the fixing or rotation between the first input shaft SR1 and the planetary row front input shaft SR. The output shaft SC is arranged in parallel with the input shaft. The gears arranged on the output shaft SC in the mechanical transmission system C are meshed with corresponding gears on the input shaft. In the two gears that are meshed, one gear is fixedly connected to the shaft, and the other gear is rotatably arranged on the shaft through a needle bearing and is connected to the shaft through a jaw clutch to control the rotation or fixing of the gear to the shaft. Further, in the mechanical transmission system C, the first gear, the second gear, and the reverse gear driving gears 12RZ, the sixth gear driving gear 6Z, the eighth gear driving gear 8Z, and the fourth gear driving gear 4Z arranged on the first input shaft SR1 are fixedly connected to the first input shaft SR1. The parking gear ZC, the seventh gear driving gear 7Z, the fifth gear driving gear 5Z, and the third gear driving gear 3Z arranged on the second input shaft SR2 are fixedly arranged at the rear end of the second input shaft SR2.The first gear second gear driven gear 12C, the reverse gear driven gear RC, the sixth gear driven gear 6C, the eighth gear driven gear 8C, the fourth gear driven gear 4C, the seventh gear driven gear 7C, the fifth gear driven gear 5C and the third gear driven gear 3C on the output shaft SC are rotatably arranged on the output shaft SC through needle bearings, the first gear second gear reverse pawl clutch Z12R, the sixth gear eighth gear pawl clutch Z68, the fourth gear seventh gear pawl clutch Z47 and the fifth gear third gear pawl clutch Z53 and the output end SCD are fixedly arranged on the output shaft SC, and the idler shaft input gear DS and the idler shaft output gear DC on the reverse idler shaft RD are fixedly connected with the reverse idler shaft RD; wherein: the first gear second gear driven gear 12C on the output shaft SC is controlled by the first gear second gear and reverse pawl clutch Z12R to be fixed or rotated with the intermediate shaft ZJ, it is engaged with the first gear second gear and reverse driving gear 12RZ on the first input shaft SR1, the idler shaft input gear DS on the reverse idler shaft RD is also engaged with the first gear second gear and reverse driving gear 12RZ on the first input shaft SR1, the reverse gear driven gear RC on the output shaft SC is also controlled by the first gear second gear and reverse pawl clutch Z12R to be fixed or rotated with the intermediate shaft ZJ, it is engaged with the idler shaft output gear DC on the reverse idler shaft RD, the sixth gear driven gear 6C on the output shaft SC is controlled by the sixth gear eighth gear pawl clutch Z68 to be fixed or rotated with the output shaft SC, it is engaged with the sixth gear driving gear 6Z on the first input shaft SR1, the eighth gear driven gear 8C on the output shaft SC is also controlled by the sixth gear eighth gear pawl clutch Z68 to be fixed or rotated with the output shaft SC, it is engaged with the eighth gear driving gear 8Z on the first input shaft SR1, the fourth gear driven gear 4C is controlled by the fourth gear seventh gear pawl clutch Z47 to be fixed or rotated with the output shaft SC, it is engaged with the fourth gear driving gear 4Z on the first input shaft SR1, the seventh gear driven gear 7C on the output shaft SC is also controlled by the fourth gear seventh gear pawl clutch Z47 to be fixed or rotated with the output shaft SC, it is engaged with the seventh gear driving gear 7Z on the second input shaft SR2, the fifth gear driven gear 5C on the output shaft SC is controlled by the fifth gear third gear pawl clutch Z53 to be fixed or rotated with the output shaft SC, it is engaged with the fifth gear driving gear 5Z on the second input shaft SR2, and the third gear driven gear 3C on the output shaft SC is also controlled by the fifth gear third gear pawl clutch Z53 to be fixed or rotated with the output shaft SC, it is engaged with the third gear driving gear 3Z on the second input shaft SR2.

[0043] Figure 5The fifth embodiment of the electrically-assisted gear shifting transmission of the application is different from the first embodiment in that the mechanical transmission system C adopts a double-output shaft arrangement. The electrically-assisted gear shifting transmission comprises a flywheel damper J, an auxiliary motor T, a speed-adjusting planetary gear set X, a front input shaft of planetary gear SR, a first input shaft SR1, a second input shaft SR2, a first output shaft SC1 and a second output shaft SC2 arranged between the transmission and the engine, a mechanical transmission system C and a differential arranged between the input shaft and the output shaft. The electrically-assisted gear shifting transmission further comprises a ring gear X1, a planet carrier X2 and a sun gear X3 in the speed-adjusting planetary gear set X, a first clutch K1 between the front input shaft of planetary gear SR and the first input shaft SR1, and a second clutch K2 between the front input shaft of planetary gear SR and the second input shaft SR2. The mechanical transmission system C comprises at least one transmission gear arranged on the first input shaft SR1, at least one transmission gear arranged on the second input shaft SR2, at least one transmission gear arranged on the first output shaft SC1 and a corresponding dog clutch, and at least one gear arranged on the second output shaft SC2 and a corresponding dog clutch. The electrically-assisted gear shifting transmission further comprises a first driving gear Z1Z of the main reducer on the first output shaft SC1, a second driving gear Z2Z of the main reducer on the second output shaft SC2, and a driven gear ZC of the main reducer on the differential. The engine output end is connected to the ring gear X1 in the speed-adjusting planetary gear set X through the flywheel damper J and the front input shaft of planetary gear SR. The auxiliary motor T, which integrates the functions of starting, driving, speed adjusting and power generation, is arranged at the front end of the transmission and is connected to the sun gear X3 in the speed-adjusting planetary gear set X. The second input shaft SR2 is concentrically arranged at the rear side of the front input shaft of planetary gear SR and is fixed or rotatable relative to the front input shaft of planetary gear SR through the second clutch K2. The first input shaft SR1 is a hollow shaft concentric with the second input shaft SR2 and rotatably arranged on the outside of the second input shaft SR2 through a bearing. The first input shaft SR1 is connected to the planet carrier X2 in the speed-adjusting planetary gear set X and is fixed or rotatable relative to the front input shaft of planetary gear SR through the first clutch K1. The first output shaft SC1 and the second output shaft SC2 are arranged in parallel with the first input shaft SR1. The gears arranged on the output shafts in the mechanical transmission system C are engaged with corresponding gears arranged on the input shafts. One of the gears is fixedly connected to the shaft, and the other gear is rotatable or fixed relative to the shaft through a corresponding dog clutch. The parking gear ZC is fixedly arranged on the second input shaft SR2.

[0044] Further, in the mechanical transmission system C, the first output shaft SC1 is fixedly connected with the first gear and the second gear pawl clutch Z124 and the fifth gear and the third gear pawl clutch Z53, the first gear and the second gear driven gear 12C, the fourth gear driven gear 4C, the fifth gear driven gear 5C and the third gear driven gear 3C are rotatably arranged on the first output shaft SC1 through needle bearings, the first gear and the second gear driven gear 12C is controlled by the first gear and the second gear and the fourth gear pawl clutch Z124 to be fixed or rotated with the first output shaft SC1, and is engaged with the first input shaft SR1 first gear and the second gear and the reverse gear driving gear 12RZ, the fourth gear driven gear 4C is also controlled by the first gear and the second gear and the fourth gear pawl clutch Z124 to be fixed or rotated with the first output shaft SC1, and is engaged with the first input shaft SR1 fourth gear driving gear 4Z, the fifth gear driven gear 5C is controlled by the fifth gear and the third gear pawl clutch Z53 to be fixed or rotated with the first output shaft SC1, and is engaged with the second input shaft SR2 fifth gear and the seventh gear driving gear 57Z, the third gear driven gear 3C is also controlled by the fifth gear and the third gear pawl clutch Z53 to be fixed or rotated with the first output shaft SC1, and is engaged with the second input shaft SR2 third gear driving gear 3Z, the reverse gear pawl clutch ZD, the sixth gear and the eighth gear pawl clutch Z68 and the seventh gear pawl clutch Z7 on the second output shaft SC2 are fixedly connected with the second output shaft SC2, the reverse gear driven gear RC, the sixth gear driven gear 6C, the eighth gear driven gear 8C and the seventh gear driven gear 7C are rotatably arranged on the second output shaft SC2 through needle bearings, the reverse gear driven gear RC is controlled by the reverse gear pawl clutch ZD to be fixed or rotated with the second output shaft SC2, and is engaged with the reverse idler DL and engaged with the first input shaft SR1 first gear and the second gear and the reverse gear driving gear 12RZ through the reverse idler DL, the sixth gear driven gear 6C is controlled by the sixth gear and the eighth gear pawl clutch Z68 to be fixed or rotated with the second output shaft SC2, and is engaged with the first input shaft SR1 sixth gear driving gear 6Z, the eighth gear driven gear 8C is also controlled by the sixth gear and the eighth gear pawl clutch Z68 to be fixed or rotated with the second output shaft SC2, and is engaged with the first input shaft SR1 eighth gear driving gear 8C, the seventh gear driven gear 7C is controlled by the seventh gear pawl clutch Z7 to be fixed or rotated with the second output shaft SC2, and is engaged with the second input shaft SR2 fifth gear and the seventh gear driving gear 57Z.

[0045] Figure 6The sixth embodiment of the electrically-assisted gear shifting transmission of the application is different from the fifth embodiment in that the auxiliary motor T, the speed regulating planetary gear set X and the first clutch K1 are all arranged at the rear end of the transmission. The electrically-assisted gear shifting transmission comprises a flywheel damper J arranged between the transmission and the engine, an auxiliary motor T and a speed regulating planetary gear set X arranged at the rear end of the transmission, a planetary row front input shaft SR, a first input shaft SR1, a second input shaft SR2, a first output shaft SC1 and a second output shaft SC2 arranged between the flywheel damper J and the speed regulating planetary gear set X, a mechanical gear shifting system C arranged between the input shafts and the output shafts, and a differential; further comprising a ring gear X1, a planet carrier X2 and a sun gear X3 in the speed regulating planetary gear set X, a first clutch K1 between the planetary row front input shaft SR and the first input shaft SR1, and a second clutch K2 between the planetary row front input shaft SR and the second input shaft SR2; at least one transmission gear arranged on the first input shaft SR1, at least one transmission gear arranged on the second input shaft SR2, at least one transmission gear arranged on the first output shaft SC1 and the corresponding dog clutch, at least one gear arranged on the second output shaft SC2 and the corresponding dog clutch in the mechanical gear shifting system C; further comprising a first driving gear Z1Z of the main reducer on the first output shaft SC1, a second driving gear Z2Z of the main reducer on the second output shaft SC2, and a driven gear ZC of the main reducer on the differential. The engine output end is connected with the ring gear X1 in the speed regulating planetary gear set X through the flywheel damper J and the planetary row front input shaft SR; the auxiliary motor T, which integrates the functions of starting, driving, speed regulating and power generation, is arranged at the rear end of the transmission and is connected with the sun gear X3 in the speed regulating planetary gear set X; the first input shaft SR1 is a hollow shaft concentric with the planetary row front input shaft SR, rotatably arranged on the outside of the rear section of the planetary row front input shaft SR through a bearing, located between the second input shaft SR2 and the speed regulating planetary gear set X, connected with the planet carrier X2 in the speed regulating planetary gear set X, connected with the planetary row front input shaft SR through the first clutch K1, and controlled to be fixed or rotated with the planetary row front input shaft SR through the first clutch K1; the second input shaft SR2 is concentric with the planetary row front input shaft SR, arranged on the front section of the planetary row front input shaft SR between the flywheel damper J and the first input shaft SR1, rotatably arranged on the outside of the front section of the planetary row front input shaft SR through a bearing, and controlled to be fixed or rotated with the planetary row front input shaft SR through the second clutch K2; the first output shaft SC1 and the second output shaft SC2 are arranged in parallel with the first input shaft SR1; the gears arranged on the output shafts in the mechanical gear shifting system C are all engaged with a corresponding gear on the input shaft, one of which is fixedly connected with the shaft, and the other is controlled to rotate or be fixed with the shaft through the corresponding dog clutch; and the parking gear ZC is fixedly arranged on the second input shaft SR2.

[0046] Further, in the mechanical transmission system C, the first output shaft SC1 is fixedly connected with the first gear-second gear pawl clutch Z124 and the fifth gear-third gear pawl clutch Z53, the first gear-second gear driven gear 12C, the fourth gear driven gear 4C, the fifth gear driven gear 5C and the third gear driven gear 3C are rotatably arranged on the first output shaft SC1 through needle bearings; wherein the first gear-second gear driven gear 12C is controlled by the first gear-second gear and fourth gear pawl clutch Z124 to be fixed or rotated with the first output shaft SC1, and is engaged with the first input shaft SR1 the first gear-second gear and reverse gear driving gear 12RZ; the fourth gear driven gear 4C is also controlled by the first gear-second gear and fourth gear pawl clutch Z124 to be fixed or rotated with the first output shaft SC1, and is engaged with the first input shaft SR1 the fourth gear driving gear 4Z; the fifth gear driven gear 5C is controlled by the fifth gear-third gear pawl clutch Z53 to be fixed or rotated with the first output shaft SC1, and is engaged with the second input shaft SR2 the fifth gear-seventh gear driving gear 57Z, the third gear driven gear 3C is also controlled by the fifth gear-third gear pawl clutch Z53 to be fixed or rotated with the first output shaft SC1, and is engaged with the second input shaft SR2 the third gear driving gear 3Z; the reverse gear pawl clutch ZD, the sixth gear-eighth gear pawl clutch Z68 and the seventh gear pawl clutch Z7 on the second output shaft SC2 are fixedly connected with the second output shaft SC2, the reverse gear driven gear RC, the sixth gear driven gear 6C, the eighth gear driven gear 8C and the seventh gear driven gear 7C are rotatably arranged on the second output shaft SC2 through needle bearings; wherein the reverse gear driven gear RC is controlled by the reverse gear pawl clutch ZD to be fixed or rotated with the second output shaft SC2, and is engaged with the reverse gear idler DL and the first input shaft SR1 the first gear-second gear and reverse gear driving gear 12RZ through the reverse gear idler DL, the sixth gear driven gear 6C is controlled by the sixth gear-eighth gear pawl clutch Z68 to be fixed or rotated with the second output shaft SC2, and is engaged with the first input shaft SR1 the sixth gear driving gear 6Z, the eighth gear driven gear 8C is also controlled by the sixth gear-eighth gear pawl clutch Z68 to be fixed or rotated with the second output shaft SC2, and is engaged with the first input shaft SR1 the eighth gear driving gear 8C, the seventh gear driven gear 7C is controlled by the seventh gear pawl clutch Z7 to be fixed or rotated with the second output shaft SC2, and is engaged with the second input shaft SR2 the fifth gear-seventh gear driving gear 57Z.

[0047] The transmission structure in the mechanical transmission system C in the electrically assisted gear shifting transmission can also adopt other structures to solve the problems of low transmission efficiency and high transmission oil temperature in the corresponding structure transmission in peristalsis and starting conditions, and the problem of insufficient acceleration power in the low gear range, Figure 7The seventh embodiment of the electrically-assisted gear shifting transmission is shown in the structural schematic diagram. Different from the first embodiment, the transmission structure in the mechanical transmission system C adopts planetary gear set transmission (AT shifting structure). Since the first clutch K1 is directly connected to the input shaft SR1 of the AT shifting structure, the second clutch and the second input shaft are also less than those in the first embodiment. Figure 8 The eighth embodiment of the electrically-assisted gear shifting transmission is shown in the structural schematic diagram. Different from the first embodiment, the transmission structure in the mechanical transmission system C adopts continuously variable transmission (CVT shifting structure). Since the first clutch K1 is directly connected to the input shaft SR1 of the CVT shifting structure, the second clutch and the second input shaft are also less than those in the first embodiment. The electrically-assisted gear shifting transmission comprises a flywheel damper J, an auxiliary motor T, a speed-adjusting planetary gear set X, a front input shaft SR of planetary row, an input shaft SR1 and an output shaft SC arranged between the transmission and the engine, a mechanical transmission system C and a differential arranged between the input shaft and the output shaft. It also comprises a ring gear X1, a planet carrier X2 and a sun gear X3 in the speed-adjusting planetary gear set X, a first clutch K1 arranged between the front end of the input shaft SR1 and the front input shaft SR of planetary row. The transmission structure in the mechanical transmission system C is planetary gear set transmission (AT shifting structure) or continuously variable transmission (CVT shifting structure). The output end of the engine is connected to the ring gear X1 in the speed-adjusting planetary gear set X through the flywheel damper J and the front input shaft SR of planetary row. The auxiliary motor T with the functions of starting, driving, speed adjusting and power generation is connected to the sun gear X3 in the speed-adjusting planetary gear set X. The input shaft SR1 is concentric with the front input shaft SR of planetary row and is arranged at the rear end of the front input shaft SR of planetary row. It is connected to the planet carrier X2 in the speed-adjusting planetary gear set X and is controlled to be fixed or rotated with the front input shaft SR of planetary row through the first clutch K1.

[0048] The control method of the electric auxiliary gear shifting transmission in the peristalsis condition is a control method when the vehicle speed is lower than the driving speed corresponding to the minimum working speed of the engine in the vehicle driving process, and the entering condition is that the vehicle speed is lower than the driving speed corresponding to the minimum working speed of the engine in the vehicle driving process, and the brake pedal opening signal is greater than zero; the control method and steps are: a, detecting the brake pedal opening and the current vehicle speed, b, calculating the driving demand torque and the brake torque according to the brake pedal opening and the current vehicle speed, c, controlling the auxiliary motor to work in the power generation condition, and controlling the power generation torque of the auxiliary motor according to the brake pedal signal, so that the power generation torque of the auxiliary motor = the engine output torque - the driving demand torque - the brake torque, and entering the next step; d, detecting the brake pedal opening, if the signal is greater than zero, entering a, if the brake pedal opening signal is zero and the accelerator pedal signal is also zero, entering the next step, if the brake pedal opening signal is zero and the accelerator pedal signal is greater than zero, entering the starting condition control; e, controlling the power generation torque of the auxiliary motor and the engine output torque so that the power generation torque + the engine output torque = the driving demand torque.

[0049] The starting control method of the electric auxiliary gear shifting transmission is a control method in the vehicle starting process, and the entering condition is that the vehicle speed is lower than the driving speed corresponding to the minimum working speed of the engine in the vehicle driving process, and the accelerator pedal opening signal is greater than zero; the control method and steps are: a, detecting the accelerator pedal opening and the current vehicle speed, b, calculating the power generation torque of the auxiliary motor and the engine driving torque according to the accelerator pedal opening and the target vehicle speed, c, when the target vehicle speed is lower than the driving speed corresponding to the minimum working speed of the engine, controlling the power generation torque of the auxiliary motor and the engine driving torque according to the accelerator pedal opening and the target vehicle speed so that the vehicle drives according to the driving intention, and entering a; when the target vehicle speed is higher than the driving speed corresponding to the minimum working speed of the engine and the demand torque is less than or equal to (the gear ring tooth number + the sun gear tooth number) / the sun gear tooth number * 60% of the maximum torque of the auxiliary motor, controlling the engine output torque and the torque of the auxiliary motor according to the demand torque, and detecting the auxiliary motor speed, if the auxiliary motor speed = the engine speed, entering d; when the target vehicle speed is higher than the driving speed corresponding to the minimum working speed of the engine and the demand torque is greater than (the gear ring tooth number + the sun gear tooth number) / the sun gear tooth number * 60% of the maximum torque of the auxiliary motor, controlling the engine output torque and the torque of the auxiliary motor according to the demand torque, the first clutch enters the sliding friction state and controls the sliding friction torque, and detecting the auxiliary motor speed, if the auxiliary motor speed = the engine speed, entering d; d, controlling the first clutch to be combined, controlling the engine driving torque according to the battery power and the target vehicle speed, and controlling the auxiliary motor to assist driving or generate power.

[0050] The application discloses an acceleration condition control method of an electrically-assisted gear shifting transmission, which is a control method in a vehicle acceleration process, and an entering condition of the control method is that the vehicle is in an acceleration process; a control method and steps of the control method are as follows: a, detecting whether the vehicle is in an acceleration shifting state, and entering b1 if not, and entering b2 if yes; b1, calculating a required torque, and driving the engine according to the required torque to enter c1 when the required torque is less than or equal to a maximum driving torque of an engine in a current gear; driving the engine according to the required torque when the required torque is greater than the maximum driving torque of the engine in the current gear and less than or equal to the maximum driving torque of the engine in the current gear plus a maximum driving torque of an auxiliary motor; driving the engine according to the maximum driving torque and driving the auxiliary motor according to the maximum driving torque when the required torque is greater than the maximum driving torque of the engine in the current gear plus the maximum driving torque of the auxiliary motor; b2, judging whether the auxiliary motor needs to be assisted to work and whether a first clutch needs to be assisted to slide and rub to work, and entering c2 if yes, and entering c3 if not; c1, judging whether to enter a uniform speed driving state, and entering a if not, and entering d if yes; c2, controlling the auxiliary motor speed and the first clutch auxiliary sliding and rubbing torque to assist gear shifting, and entering b1 after the gear shifting is completed; c3, directly performing gear shifting control according to the requirement, and entering b1 after the gear shifting is completed; d, judging whether to shift gears, and entering e if not, and entering a corresponding gear after corresponding gear shifting operation is performed and then entering e; and e, controlling the vehicle driving according to a driving intention.

[0051] The seventh and eighth embodiments of the application have the following characteristics through the structure and control method.

[0052] First, the original generator and starter of the vehicle are combined and arranged between the flywheel damper J and the mechanical transmission system C to replace the original torque converter, and the auxiliary motor is used to generate power from the excess energy, so that the low transmission efficiency and high temperature of the existing AT and CVT structure in the vehicle creeping condition are solved without increasing the cost and changing the basic structure of the transmission.

[0053] Second, in the acceleration process, the transmission driving torque is increased through the speed regulation and torque increasing effect of the auxiliary motor, and the acceleration power performance of the existing AT and CVT structure is improved.

[0054] The above embodiments and examples are only used to illustrate the application, and are not limited to the application, and the changes, modifications, additions or replacements made by the ordinary skilled in the art within the essential scope of the application should also be within the protection scope of the application.

Claims

1. An electrically assisted shift transmission, characterized in that: The system includes a flywheel damper, an auxiliary motor, a speed-regulating planetary gear set, a planetary gear set front input shaft, a first input shaft, a second input shaft, and at least one output shaft, all located between the transmission and the engine. It also includes a mechanical transmission system located between the input shaft and the output shaft, a ring gear, a planet carrier, and a sun gear in the speed-regulating planetary gear set, a first clutch that controls the relative fixation or rotation between the ring gear, the planet carrier, and the sun gear and controls the torque connection or interruption between the planetary gear set front input shaft and the first input shaft, a second clutch that controls the torque connection or interruption between the planetary gear set front input shaft and the second input shaft, and an output end or differential responsible for the power output of the transmission. The engine output is connected to the gear ring in the speed regulating planetary gear set via a flywheel damper and the front input shaft of the planetary gear set. An auxiliary motor integrating starting, driving, speed regulation, and power generation functions is connected to the sun gear in the speed-regulating planetary gear set; the first input shaft is connected to the planet carrier in the speed-regulating planetary gear set, and its fixation or rotation with the front input shaft of the planetary gear set is controlled by the first clutch; the second input shaft is rotatably set concentrically with the first input shaft through a bearing, and its fixation or rotation with the front input shaft of the planetary gear set is controlled by the second clutch; the transmission structure in the mechanical transmission system is a parallel shaft gear set, and also includes a reverse idler shaft set parallel to the input shaft and various transmission gears and corresponding claw clutches set on each transmission shaft; The mechanical transmission system includes an intermediate shaft parallel to the input shaft; first, second, and reverse drive gears, fourth, eighth, and sixth drive gears mounted on the first input shaft; a parking gear, third, seventh, and seventh / fifth gear pawl clutches mounted on the second input shaft; first and second driven gears, reverse driven gears, fourth, eighth, sixth, third, and seventh driven gears, and intermediate shaft output gears mounted on the intermediate shaft; first, second, and reverse pawl clutches, fourth and eighth pawl clutches, and sixth and third pawl clutches; and an output shaft input gear and output end mounted on the output shaft. It also includes an idler shaft input gear and an idler shaft output gear on the reverse idler shaft. The engine output is connected to the gear ring in the speed regulating planetary gear set via a flywheel damper and the front input shaft of the planetary gear set. An auxiliary motor integrating starting, driving, speed regulation, and power generation functions is located between the flywheel damper and the mechanical transmission system. The rotor of the auxiliary motor is connected to the sun gear in the speed-regulating planetary gear set. The first input shaft is a hollow shaft, concentric with the second input shaft. It is rotatably mounted on the outside of the second input shaft via a bearing between it and the transmission housing. It is connected to the planet carrier in the speed-regulating planetary gear set, and its fixation or rotation with the front input shaft of the planetary gear set is controlled by the first clutch. The second input shaft is a shaft longer than the first input shaft, rotatably mounted concentrically with the first input shaft via a bearing. Its front section passes through the inner side of the first input shaft and connects to the outer hub of the second clutch. Its fixation or rotation with the front input shaft of the planetary gear set is controlled by the second clutch. The output shaft is concentrically mounted on the rear side of the second input shaft. In the mechanical transmission system, the intermediate shaft is parallel to the input shaft. The reverse idler gear shaft is rotatably mounted on the transmission housing via a bearing, parallel to the first input shaft. The first, second, and reverse gears are mounted on the first input shaft. The gears, including the fourth-speed drive gear, the eighth-speed drive gear, and the sixth-speed drive gear, are all fixedly connected to the first input shaft. The parking gear, the third-speed drive gear, and the seventh-speed and fifth-speed claw clutches, which are mounted on the second input shaft, are fixedly mounted at the rear of the second input shaft. The seventh-speed drive gear, which is mounted on the second input shaft, is rotatably mounted on the second input shaft via a needle roller bearing and is positioned between the third-speed drive gear and the seventh-speed and fifth-speed claw clutches. The first-speed and second-speed driven gears, the reverse driven gear, the fourth-speed driven gear, the eighth-speed driven gear, the sixth-speed driven gear, and the third-speed driven gear, which are mounted on the intermediate shaft, are rotatably mounted on the intermediate shaft via needle roller bearings. The seventh-speed driven gear, the intermediate shaft output gear, the first-speed, second-speed, and reverse claw clutches, the fourth-speed and eighth-speed claw clutches, and the sixth-speed and third-speed claw clutches, which are mounted on the intermediate shaft, are all fixedly mounted on the intermediate shaft. The output shaft input gear is fixedly mounted at the front end of the output shaft, and the output end is fixedly mounted at the rear end of the output shaft. The idler shaft input gear and the idler shaft output gear on the reverse idler shaft are both fixedly connected to the reverse idler shaft.Specifically: the seventh-speed drive gear on the second input shaft is fixed or rotated via a seventh- or fifth-speed pawl clutch, and meshes with the seventh-speed driven gear on the intermediate shaft. The first and second-speed driven gears on the intermediate shaft are fixed or rotated via a first-, second-, or reverse pawl clutch, and mesh with the first, second-, and reverse drive gears on the first input shaft. The idler shaft input gear on the reverse idler shaft also meshes with the first, second-, and reverse drive gears on the first input shaft. The reverse driven gear on the intermediate shaft is also fixed or rotated via a first-, second-, or reverse pawl clutch, and meshes with the idler shaft output gear on the reverse idler shaft. The fourth-speed driven gear on the intermediate shaft is fixed or rotated via a fourth- or eighth-speed pawl clutch, and meshes with the fourth-speed drive gear on the first input shaft. The eighth-speed driven gear on the intermediate shaft is also fixed or rotated via a fourth- or eighth-speed pawl clutch, and meshes with the seventh-speed drive gear on the first input shaft. The eight-speed drive gear on the first input shaft meshes with the six-speed driven gear on the intermediate shaft. The six-speed driven gear on the intermediate shaft is controlled by a six-speed / three-speed claw clutch to maintain its position or rotation with the intermediate shaft. It meshes with the six-speed drive gear on the first input shaft. The three-speed driven gear on the intermediate shaft is also controlled by a six-speed / three-speed claw clutch to maintain its position or rotation with the intermediate shaft. It meshes with the three-speed drive gear on the second input shaft. The intermediate shaft output gear on the intermediate shaft meshes with the output shaft input gear on the output shaft. In this mechanical transmission system, the first, second, and reverse gears share one drive gear and one claw clutch. The first and second gears share one driven gear. In first gear: the claw clutches for first, second, and reverse engage with the driven gears for first and second gears, while other clutches disengage. The stall torque of the auxiliary motor controls the sun gear to remain stationary. The output torque is increased by inputting through the ring gear to the planetary carrier, forming the first gear power path. In second gear: based on the first gear power path, the first clutch engages, forming the second gear power path.

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