Hybrid transmission assembly and vehicle

Abstract

The present application provides a hybrid transmission assembly and a vehicle. The hybrid transmission assembly includes: a structural system, which includes a front housing, a rear housing and a motor bracket; a gear shaft system, which includes an electric input shaft, an electric output shaft, a mechanical input shaft and a mechanical output shaft; a motor system, which includes a motor subassembly and a rotary transformer subassembly; a parking system, which includes a ratchet pawl and a gear-engaging actuator; a hydraulic system, which includes a hydraulic control unit and an electronic oil pump subassembly; a gear selection and shifting execution system, which includes a plurality of shift forks and shift fork shafts, and is configured to be driven by the hydraulic system; a cooling and lubrication system, which includes a forced lubrication system and a secondary splash lubrication system; and a clutch system, which includes a flywheel, a clutch cover and a pressure plate. The hybrid transmission assembly and vehicle of the present application have the advantages of close fit and reasonable structure.

Description

Technical Field

[0001] The present application relates to the field of vehicle drive system structure. More specifically, the present application relates to a hybrid transmission assembly that provides improved driving performance. The present application also relates to a vehicle that includes the hybrid transmission assembly. Background Art

[0002] Due to the increasing environmental protection requirements, more and more vehicles are beginning to adopt new energy drive methods.

[0003] Hybrid vehicles combine the advantages of traditional internal combustion engines and new energy drive modes. A typical hybrid vehicle includes a hybrid power unit drive assembly, which integrates an internal combustion engine, an electric motor and a transmission mechanism. Summary of the invention

[0004] One aspect of the present application is to provide a hybrid transmission assembly, which is intended to provide an improved hybrid driving mode. Another aspect of the present application is to provide a vehicle including the hybrid transmission assembly.

[0005] The purpose of this application is achieved through the following technical solutions.

[0006] A hybrid power transmission assembly, comprising:

[0007] a structural member system including a front housing, a rear housing and a motor bracket, and configured to provide a support structure for the entire hybrid transmission assembly;

[0008] A gear shaft system, comprising an electric input shaft, an electric output shaft, a mechanical input shaft and a mechanical output shaft, each shaft being configured to be fixed to a front housing and a rear housing of the structural member system through bearings and being rotatable relative to the front housing and the rear housing, wherein the electric input shaft and the electric output shaft are used to transmit the torque of the motor and / or recover braking energy, and the mechanical input shaft and the mechanical output shaft are used to transmit the torque of the engine;

[0009] The motor system includes a motor subassembly and a resolver subassembly;

[0010] The parking system includes a ratchet pawl and a gear-engaging actuator to realize the parking gear and the non-parking gear;

[0011] A hydraulic system, which includes a hydraulic control unit and an electronic oil pump subassembly;

[0012] A gear selection and shifting execution system, which includes a plurality of shift forks and shift fork shafts and is configured to be driven by a hydraulic system;

[0013] A cooling lubrication system, which includes a forced lubrication system and a secondary splash lubrication system; and

[0014] The clutch system comprises a flywheel, a clutch cover and a pressure plate. The clutch system is constructed to realize the power input and disconnection of the engine through the compression and free state of the friction material.

[0015] In the above hybrid transmission assembly, optionally, the mechanical input shaft is connected to the engine, and the power flow of different gear ratios is transmitted to the main reduction driven gear assembly through the mechanical output shaft, and finally transmitted to the half shaft; and

[0016] The electric input shaft is connected to the motor and is transmitted to the main reduction driven gear assembly through the electric output shaft and finally to the half shaft.

[0017] In the above hybrid transmission assembly, optionally, the mechanical input shaft includes a 1st gear driving gear and a 2nd gear driving gear directly machined on the mechanical input shaft, and the C gear driving gear, the 5th gear driving gear, the 4th gear driving gear, and the 3rd gear driving gear are loosely sleeved on the mechanical input shaft under the support of a needle bearing; and

[0018] The 1st gear driven gear and the 2nd gear driven gear are loosely sleeved on the mechanical output shaft under the support of needle bearings, and the 3rd gear driven gear, the 4th gear driven gear and the 5th gear driven gear cooperate with the external splines on the mechanical output shaft through their own internal splines.

[0019] In the above hybrid transmission assembly, optionally, the H gear driving gear is mounted on the electric input shaft via a spline, and the L gear driving gear is directly machined on the electric input shaft; and

[0020] The L gear driven gear and the H gear driven gear are loosely sleeved on the electric output shaft through needle bearings.

[0021] In the above hybrid transmission assembly, optionally, the gear shaft system further includes a charging idler shaft, and the C-gear driven gear and the charging idler are connected to the charging idler shaft in the form of a spline;

[0022] Among them, the charging idler shaft is used to connect the mechanical input shaft and the electric input shaft, so that the power of the engine can charge the motor, and the motor can also be used as a starter for the engine.

[0023] In the above hybrid transmission assembly, optionally, at least one load-bearing pin is provided at the rear differential support position of the front housing and the rear housing to securely connect the load-bearing areas of the front housing and the rear housing and improve the overall support stiffness of the structural system.

[0024] In the above hybrid transmission assembly, optionally, the motor system includes a motor rotor core, the motor rotor core is fixed to the motor rotor bracket through keyway fitting, and the motor rotor bracket includes a motor rotor core support shaft and a motor dynamic balance plate.

[0025] In the above hybrid transmission assembly, optionally, the locking shaft of the parking system is an electric output shaft.

[0026] In the above-mentioned hybrid transmission assembly, optionally, the gear selection and shifting execution system includes: a reverse gear fork, a 1 / 2 gear shift block, a 1 / 2 gear shift fork, an electric gear shift fork, a 3 / 4 gear shift fork and a 5 / C gear shift fork; wherein, the 1 / 2 gear shift fork, the 3 / 4 gear shift fork and the 5 / C gear shift fork are constructed as a single-axis series structure; the electric gear shift fork is constructed as an integral casting, and the reverse gear fork is constructed as a lever design.

[0027] In the above hybrid transmission assembly, optionally, the gear selection and shifting execution system includes an electric gear shifting hydraulic control system, a mechanical gear shifting hydraulic control system, and a clutch engagement and disengagement automatic control hydraulic system, and each system shares a single oil pump and oil filter.

[0028] A vehicle comprises the hybrid power transmission assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The present application will be further described in detail below in conjunction with the accompanying drawings and preferred embodiments, but those skilled in the art will appreciate that these drawings are drawn only for the purpose of explaining the preferred embodiments and therefore should not be used as a limitation on the scope of the present application. In addition, unless otherwise specified, the drawings are intended only to conceptually represent the composition or structure of the described object and may contain exaggerated displays, and the drawings are not necessarily drawn to scale.

[0030] Figure 1 It is a three-dimensional view of an embodiment of a hybrid transmission assembly according to the present application.

[0031] Figure 2 yes Figure 1 Another perspective view of the illustrated embodiment.

[0032] Figure 3 yes Figure 1 Exploded view of the illustrated embodiment.

[0033] Figure 4 yes Figure 3 A three-dimensional view of the front housing assembly of the structural system shown.

[0034] Figure 5 yes Figure 3 A three-dimensional view of the rear housing assembly of the structural system shown.

[0035] Figure 6 Schematic diagram of the radial deflection of the rear differential support position simulated on different structural component configurations.

[0036] Figure 7 yes Figure 1A schematic structural diagram of the gear shaft system of the illustrated embodiment.

[0037] Figure 8 yes Figure 7 Exploded view of the mechanical input shaft assembly of the illustrated embodiment.

[0038] Fig. 9 yes Figure 7 Exploded view of the mechanical output shaft assembly of the illustrated embodiment.

[0039] Fig.10 yes Figure 7 An exploded view of the electric input shaft assembly of the illustrated embodiment.

[0040] Fig.11 yes Figure 7 Exploded view of the electric output shaft assembly of the illustrated embodiment.

[0041] Fig.12 yes Figure 7 Exploded view of the charge idler shaft assembly of the illustrated embodiment.

[0042] Fig.13 yes Figure 1 A schematic diagram of the structure of the motor and electric input shaft assembly of the illustrated embodiment.

[0043] Fig.14 yes Figure 1 A schematic structural diagram of the clutch of the illustrated embodiment.

[0044] Fig.15 yes Figure 1 A schematic structural diagram of the parking mechanism assembly of the illustrated embodiment.

[0045] Fig.16 yes Figure 1 A schematic structural diagram of the gear selection and shift execution system assembly of the illustrated embodiment.

[0046] Fig.17 yes Figure 1 A front view of the reverse gear shift actuator of the illustrated embodiment.

[0047] Fig.18 yes Fig.17 Rear view of the reverse gear shift actuator shown.

[0048] Fig.19 yes Figure 1 A schematic structural diagram of the hydraulic system of the illustrated embodiment.

[0049] Fig. 20 yes Figure 1 A schematic structural diagram of a forced lubrication system of the illustrated embodiment.

[0050] Fig.21 yes Figure 1 A schematic structural diagram of a secondary splash lubrication system of the illustrated embodiment. DETAILED DESCRIPTION

[0051] The preferred embodiments of the present application will be described in detail below with reference to the accompanying drawings. It will be appreciated by those skilled in the art that these descriptions are only illustrative and exemplary and should not be construed as limiting the scope of protection of the present application.

[0052] First, it should be noted that the directional terms such as top, bottom, upward, downward, etc. mentioned in this article are defined relative to the directions in the various drawings. They are relative concepts and can therefore change with the location and use status of the features. Therefore, these directional terms should not be understood as restrictive terms.

[0053] In addition, it should be pointed out that any single technical feature described or implied in the embodiments of this document, or any single technical feature shown or implied in the accompanying drawings, can still be combined between these technical features (or their equivalents) to obtain other embodiments of the present application that are not directly mentioned in this document.

[0054] It should be noted that in different drawings, the same reference numerals denote the same or substantially the same components.

[0055] Figure 1 is a perspective view of an embodiment of a hybrid transmission assembly according to the present application, and Figure 2 yes Figure 1 Another perspective view of the illustrated embodiment. Figure 1 and Figure 2 A hybrid transmission assembly according to the present application is jointly presented. Figure 3 yes Figure 1 The exploded view of the illustrated embodiment shows a plurality of subsystems included in the hybrid transmission assembly according to the present application.

[0056] Figure 1 and Figure 2 The basic structure of the hybrid transmission assembly of the present application is shown from the front end and the rear end respectively. The hybrid transmission assembly 10 may include: a hydraulic system 710, an oil pipe 720, an accumulator 730, a mechanical input shaft 218, a clutch 410, a front housing 110, a half-shaft interface 107, a rear housing 140 and an electronic oil pump 740, etc.

[0057] like Figure 3 As shown, the hybrid transmission assembly 10 may include but is not limited to the following components:

[0058] The structural component system 100 may include: a front housing, a rear housing, a motor bracket, etc. The structural component system 100 may provide a supporting structure for the entire hybrid transmission assembly 10 .

[0059] The gear shaft system 200 may include: an electric input shaft, an electric output shaft, a mechanical input shaft, a mechanical output shaft, and several pairs of gear pairs, bearings, retaining springs, etc. Each shaft may be fixed to the front housing and the rear housing of the structural component system 100 by bearings, and each shaft may rotate relative to each housing. The electric input shaft and the electric output shaft may be used to transmit the speed and torque of the motor, and may also be used to recover braking energy. The mechanical input shaft and the mechanical output shaft may be used to transmit the speed and torque of the engine.

[0060] The motor system 300 may include a motor subassembly and a rotary transformer subassembly. The motor subassembly may be fixed to the front housing through a motor bracket and fixedly connected to the electric input shaft through a spline.

[0061] The clutch system 400 may include a flywheel, a clutch cover, a pressure plate, etc. The power input and disconnection of the engine can be achieved through the compression and free state of the friction material.

[0062] The parking execution system 500 can be constructed as an external motor parking system and can include a ratchet pawl and related gear-engaging execution mechanism components. The function of the parking execution system 500 is to realize the parking gear and the non-parking gear.

[0063] The gear selection and shifting execution system 600 may include a plurality of shift forks and shift fork shafts. The gear selection and shifting execution system 600 may be configured to be driven by a hydraulic system described in detail below. For example, the gear selection and shifting execution system 600 may be configured to be driven by oil pressure to control the shift forks to engage and disengage different gears.

[0064] The hydraulic system 700 may include a hydraulic control unit and an electronic oil pump subassembly. The hydraulic cylinder and oil pot of the hydraulic control unit may be arranged outside the gearbox for easy detection and maintenance. The action of the electromagnetic valve is controlled by current, so that the gear selection and shifting execution system 600 can be precisely controlled.

[0065] The cooling and lubrication system 800 may include a plurality of oil tanks and oil pipes. The oil pipes may be arranged around the motor, and the motor may be actively cooled by spraying the oil pipes. The oil tank may be configured to cooperate with the gear shaft system 200 to collect splashed lubricating liquid, and the lubricating liquid may be delivered to various gears, bearings and other components to lubricate and cool them.

[0066] The following will be combined Figures 4 to 21 Let's describe each of the above systems separately.

[0067] For example, compared with the prior art, the structural component system 100 can provide improved load-bearing capacity, provide stable support for the gear shaft system 200, and improve the durability of bearings and gears. Specifically, the load-bearing areas of the front housing and the rear housing are fixedly connected by load-bearing pins to increase support in the load-bearing direction, effectively improve the overall support stiffness of the structural component, and thus improve the durability and NVH performance of the gearbox.

[0068] Figure 4 yes Figure 3 A perspective view of the front housing assembly of the structural member system shown, and Figure 5 yes Figure 3 A three-dimensional view of the rear housing assembly of the structural component system shown in FIG. Figure 4 and Figure 5 As shown, the structural component system 100 may include: a front housing 110, an output shaft front bearing plate 120, a motor bracket 130, a rear housing 140, a motor rear bracket 150, an input shaft rear bearing plate 160, and an electric input shaft rear bearing plate 170. The structural component system 100 of the present application adopts a two-piece housing main structure, which is composed of a front housing 110 and a rear housing 140. The front housing 110 and the rear housing 140 can be connected by bolts, and integrate the interfaces of various systems inside the hybrid transmission and the interface of the hybrid transmission connected to the outside.

[0069] like Figure 4 As shown, the front housing 110 may be internally integrated with: gear shaft bearing interface, gear shift system interface, parking system interface, motor installation interface, lubrication and cooling system interface, etc.; externally integrated with: clutch interface, separation system interface, hydraulic gear shift system interface, engine and other vehicle connection interfaces such as half shafts and suspensions, etc. On the front housing 110, the output shaft front bearing plate 120 and the motor bracket 130 are connected by bolts. The function of the output shaft front bearing plate 120 is to provide fixation and positioning for the output shaft front bearing, thereby improving the bearing support stiffness. The function of the motor bracket 130 is to provide front end positioning, fixation and support for the motor stator.

[0070] like Figure 5 As shown, the rear housing 140 may be integrated with: the gear shaft bearing interface of the internal system, the gear shift system interface, the motor installation interface and the lubrication and cooling system interface, etc.; the external interface such as the half shaft, suspension and other vehicle connection interfaces may be integrated. On the rear housing 140, the motor rear bracket 150, the input shaft rear bearing plate 160, and the electric input shaft rear bearing plate 170 are connected by bolts. The function of the motor rear bracket 150 is to provide support for the rear end of the motor, thereby effectively improving the motor mode. The function of the input shaft rear bearing plate 160 is to provide fixation and positioning for the input shaft rear bearing; the function of the electric input shaft rear bearing plate 170 is to provide fixation and positioning for the electric input shaft rear bearing.

[0071] Figure 6 Schematic diagram of the radial deflection of the rear differential support position simulated on different structural parts. It has been found through computer simulation that the stiffness is low at the position where the first bearing pin 181 and the second bearing pin 182 are located. Therefore, by adding the first bearing pin 181 and the second bearing pin 182, the front housing 110 and the rear housing 140 are fixedly connected to increase the support in the load direction, which can effectively improve the overall support stiffness of the structural parts. Figure 6 As shown, by adding the first bearing pin 181 and the second bearing pin 182, the deformation at the differential support position 101 is significantly reduced. In the illustrated embodiment, the deformation is reduced by more than 20%.

[0072] For example, compared with the prior art, the gear system 200 of the present application can better expand the power transmission path, realize the coupling of the engine output power and the motor output power, and merge the mechanical gear main reduction driving gear and the electric gear main reduction driving gear into a single main reduction driven gear. At the same time, in order to provide the motor-assisted engine starting function, the gear system 200 of the present application adds a charging idler shaft and an idle charging gear pair between the mechanical input shaft and the electric input shaft.

[0073] Figure 7 yes Figure 1 The schematic diagram of the structure of the gear shaft system of the embodiment shown. Figure 7As shown, the gear system 200 may include several parallel shaft gears, bearings, etc. Rolling bearings may be used to provide support for the shaft system, and gears may be used to transmit power from an engine or a motor. The gear system 200 includes a mechanical gear part and an electric gear part. The mechanical gear input shaft assembly 201 is connected to the engine, and transmits the power flow of different gear ratios to the main reduction driven gear assembly 204 through the mechanical output shaft assembly 202, and finally to the half shaft. The electric gear input shaft assembly 206 is connected to the motor 205 in the gearbox. The power of the motor 205 is transmitted to the main reduction driven gear assembly 204 through the electric output shaft assembly 208, and finally to the half shaft. The power transmitted by the engine through the mechanical gear input shaft assembly 201 and the power transmitted by the motor 205 through the electric gear input shaft assembly 206 can be transmitted independently. That is, the gear system 200 of the present application can provide a separate engine drive mode and a pure electric drive mode. On the other hand, the power transmitted by the engine through the mechanical gear input shaft assembly 201 and the power transmitted by the motor 205 through the electric gear input shaft assembly 206 can also be coupled on the main reduction driven gear assembly 204, and then output to the half shaft. That is, the gear shaft system 200 of the present application can provide a hybrid mode or a hybrid power mode. In addition, the gear shaft system 200 also includes a charging idler shaft assembly 207. The charging idler shaft assembly 207 is used to connect the mechanical gear input shaft assembly 201 and the electric gear input shaft assembly 206, so that the power of the engine can charge the motor 205, and the motor 205 can also be used as a starter for the engine.

[0074] Figure 8 yes Figure 7 An exploded view of the mechanical input shaft assembly of the illustrated embodiment. Figure 8 As shown, in the mechanical input shaft assembly 201, the ball bearing 213 and the cylindrical roller bearing 202a support and position the mechanical input shaft 218, and the 1st gear driving gear 201a and the 2nd gear driving gear 205a are directly machined on the mechanical input shaft 218. The C gear driving gear 203a, the 5th gear driving gear 208a, the 4th gear driving gear 220, and the 3rd gear driving gear 226 are supported by needle bearings 204a, 209a, 211, and 219 and are loosely sleeved on the mechanical input shaft 218, so that the gears (C gear driving gear 203a, 5th gear driving gear 208a, 4th gear driving gear 220, and 3rd gear driving gear 226) can achieve different speed differences from the mechanical input shaft 218. When it is necessary to engage a certain gear, under the action of the 5 / C gear synchronizer or the 3 / 4 gear synchronizer, the speed of the gear is synchronized with the speed of the mechanical input shaft 218, wherein: the 5th gear synchronizer ring 206a, the 5 / C gear hub 224, and the C gear synchronizer ring 207a constitute the 5 / C gear synchronizer, and the 3rd gear synchronizer ring 221, the 3 / 4 gear hub 222, and the 4th gear synchronizer ring 223 constitute the 3 / 4 gear synchronizer.

[0075] Fig. 9 yes Figure 7 An exploded view of the mechanical output shaft assembly of the illustrated embodiment. Fig. 9 As shown, in the mechanical output shaft assembly 202, the mechanical output shaft 238 is supported by tapered roller bearings 227 and 239 at both ends. The 1st gear driven gear 229 and the 2nd gear driven gear 235 are loosely sleeved on the mechanical output shaft 238 under the support of the needle bearings 230 and 234. When a certain gear is required, the rotation speed of the gear is synchronized with the rotation speed of the mechanical output shaft 238 under the action of the 1 / 2 gear synchronizer. Among them: the 1st gear synchronizer ring 231, the 1 / 2 gear gear hub 232, and the 2nd gear synchronizer ring 233 form the 1 / 2 gear synchronizer. The 3rd gear driven gear 236, the 4th gear driven gear 242, and the 5th gear driven gear 241 cooperate with the external splines of the mechanical output shaft 238 through their own internal splines, and always ensure the same rotation speed with the shaft.

[0076] Fig.10 yes Figure 7 An exploded view of the electric input shaft assembly of the illustrated embodiment. Fig.10 As shown, in the electric input shaft assembly 206, the electric input shaft 249 is positioned and supported by ball bearings 247 and cylindrical roller bearings 248, and is supported by cylindrical rollers 243 in the middle to reduce the effects of shaft system deformation on gear durability and vibration noise. The H gear driving gear 250 is installed on the electric input shaft 249 through a spline, and the L gear driving gear 251 is directly processed on the electric input shaft 249.

[0077] Fig.11 yes Figure 7 An exploded view of the electric output shaft assembly of the illustrated embodiment. Fig.11 As shown, in the electric output shaft assembly 208, the electric output shaft 271 is supported and positioned by tapered roller bearings 265 and 269 at both ends. The L gear driven gear 263 and the H gear driven gear 260 are loosely sleeved on the electric output shaft 271 through the L gear needle bearing 267 and the H gear needle bearing 259 respectively. When it is necessary to engage a certain gear, the rotation speed of the gear is synchronized with the rotation speed of the electric output shaft 271 under the action of the L / H gear synchronizer. Among them: the L gear synchronizer ring 262, the L / H gear synchronizer gear hub 261 and the H gear synchronizer ring 268 constitute the L / H gear synchronizer. The parking gear 270 is connected to the electric output shaft 271 through a spline fit. When the parking gear 270 is locked, the electric output shaft 271 can realize the vehicle parking function.

[0078] Fig.12 yes Figure 7 An exploded view of the charging idler shaft assembly of the illustrated embodiment. Fig.12As shown, in the charging idler shaft assembly 207, both ends of the charging idler shaft 255 are supported and positioned by ball bearings 254 and 258, and the C-gear driven gear 256 and the charging idler 257 are connected to the charging idler shaft 255 in the form of a spline.

[0079] For example, the motor system 300 may include: a motor stator, a high-voltage connector, a motor rotor assembly, a rotary transformer stator and a rotary transformer rotor, etc. The motor cooling is mainly achieved by oil injection through the oil pipe, oil collection infiltration through the oil collecting tank and oil throwing of the motor rotor. The motor system of the present application has the following advantages: high structural integration, small space occupation, light weight, good cooling effect, high efficiency, etc.

[0080] Fig.13 yes Figure 1 The schematic diagram of the structure of the motor and the electric input shaft assembly of the embodiment shown. Fig.13 As shown, the motor stator winding 303 can be fixed on the motor stator core 302, the motor stator core 302 can be fixed on the motor bracket 301, and the motor bracket 301 can be bolted and fixed on the front housing 110. The motor rotor can include a motor rotor core 304, a motor dynamic balancing plate 308, a motor rotor bracket 305, a motor rotor bushing 306, a rotary rotor bushing 307 and a rotary rotor 309. The motor rotor core 304 can be fixed on the motor rotor bracket 305 through a keyway, the motor rotor bushing 306 can be made of aluminum alloy, the outer ring is connected to the motor rotor bushing 306 through a self-tapping spline, and the inner ring is fixed to the electric input shaft 313 through a spline. The motor rotor bracket 305 may include a motor rotor core support shaft 311 and a motor dynamic balancing plate 308, which are made of aluminum alloy. The integrated dynamic balancing plate structure of the present application can greatly reduce the weight of the motor, realize the effective transmission of the torque of the motor, and reduce the axial size of the motor.

[0081] For example, the clutch system 400 integrates a normally open clutch in order to shorten the shifting time compared to the prior art. When switching from pure electric mode to hybrid mode, the clutch operation steps can be reduced to achieve a quick response. When an abnormal fault occurs in the system, the clutch 410 is in an open state, thereby improving the safety of the entire system.

[0082] Fig.14 yes Figure 1 The schematic diagram of the structure of the clutch of the embodiment shown. Fig.14As shown, the clutch 410 is a normally open dry clutch, which is located between the engine and the drive unit and is a key component for the power connection between the engine and the drive unit. In one embodiment, the clutch can be arranged between the engine and the mechanical input shaft. The clutch 410 may include: a connecting plate 401, a ball bearing 402, a friction plate 403, a spring 404, a diaphragm spring 405, a clutch cover 406, etc. Depending on the driving mode, the clutch 410 may have the following functions: 1) In the pure electric driving mode, the clutch 410 can disconnect the connection between the single-motor hybrid transmission and the engine; 2) When the motor assists in starting the engine, the clutch 410 starts the engine through semi-engaged sliding; 3) In the hybrid driving mode, the clutch 410 completely transmits the engine power to the drive unit.

[0083] In one embodiment, the engine may be an on-vehicle internal combustion engine, including but not limited to a gasoline engine, a diesel engine, and the like.

[0084] For example, the parking system 500 has the function of preventing the wheels from rotating when the vehicle stops, so as to realize the parking function. The electric output shaft of the gearbox can be used as a locking shaft, and the parking actuator can include a parking gear, a parking pawl, a guide, a shift leaf spring, a toothed plate, a shift shaft, an actuator rod, a pawl shaft, and a reset torsion spring.

[0085] Fig.15 yes Figure 1 The schematic diagram of the structure of the parking mechanism assembly of the embodiment shown. Fig.15 As shown, the locking shaft of the parking system 500 may be the electric output shaft 271 of the hybrid transmission assembly 10. In one embodiment, the parking system 500 may include: a parking gear 501, a parking pawl 502, a guide 503, a shift plate spring 504, a toothed plate 505, a shift shaft 506, an actuator 507, a pawl shaft 508, and a reset torsion spring 509. The parking gear 501 may be connected to the electric output shaft 271 through a spline interference fit. The parking pawl 502 may be mounted on the front housing 110 through a pawl shaft 508 and may rotate freely around the pawl shaft 508. One end of the reset torsion spring 509 is connected to the front housing 110, and the other end is connected to the parking pawl 502. The guide 503 may be mounted on the front housing 110 through a locating pin. The shift plate spring 504 may be mounted on the front housing 110 and form a dynamic elastic connection with the toothed plate 505. The toothed plate 505 can be fixedly connected to the shift shaft 506 through an elastic pin. The shift shaft 506 can be mounted on the front housing 110 and can rotate freely. One end of the actuator rod 507 is hingedly connected to the toothed plate 506 and can rotate freely. The other end of the actuator rod 507 is a conical structure, which can contact the guide 503 and the parking gear 502 at the same time.

[0086] The parking system 500 works as follows: when the parking gear (P gear) is engaged, the power from the outside drives the shift shaft 506 to rotate, driving the toothed plate 505 to rotate synchronously, and converting it into a linear motion of the actuator rod 507 in the guide 503. The actuator rod 507 presses the parking pawl 502 to rotate around the pawl shaft 508, so that the parking pawl 502 engages with the parking gear 501 to achieve the purpose of locking. When the parking gear is disengaged, the shift shaft 506 rotates in the opposite direction, driving the toothed plate 505 to rotate synchronously, and converting it into a linear motion of the actuator rod 507 in the guide 503, so that the actuator rod 507 stops pressing the parking pawl 502, and the parking pawl 502 is disengaged in the opposite direction under the action of the return torsion spring 509, so as to achieve the purpose of unlocking.

[0087] During the process of engaging the parking gear, the parking gear 501 and the parking pawl 502 may be in a tooth-to-tooth structure or a tooth-to-tooth structure; when the parking gear is in a tooth-to-tooth structure, the pawl 502 can directly lock the parking gear 501; and when the parking gear is in a tooth-to-tooth structure, the shift shaft 506 completes the execution action, driving the toothed plate 505 to enter the parking gear position, and the cone sleeve part and the rod part of the actuator rod 507 can slide relative to each other, and the rod acts on the cone sleeve through the spring thrust, which is then transmitted to the parking pawl 502. When the vehicle moves and causes the parking gear 501 to rotate, it changes to a tooth-to-tooth structure, and the spring thrust of the rod pushes the pawl into the tooth position.

[0088] When the vehicle is not completely stationary and the parking gear is engaged, when the vehicle speed is higher than the critical speed, the parking gear 501 and the parking pawl 502 will engage with each other during the gear engagement process, and the parking pawl 502 will be continuously ejected to prevent the locking condition from occurring. When the vehicle speed is higher than the critical speed, the parking gear 501 and the parking pawl 502 can be smoothly engaged to achieve locking.

[0089] For example, compared with the prior art, the gear selection and shifting execution system 600 is more compact. The 1 / 2 gear shift fork, 3 / 4 gear shift fork, and 5 / C gear shift fork are single-axis series structures, which saves layout space; the electric gear shift fork is cast in one piece to improve space utilization; the reverse gear shift fork adopts a lever design, and achieves the effect of saving effort through the lever ratio.

[0090] Fig.16 yes Figure 1 The schematic diagram of the structure of the gear selection and shifting execution system assembly of the embodiment shown in FIG. Fig.16As shown, the gear selection and shifting execution system 600 may include: a shift cover assembly 601, a reverse gear shift fork 602, a 1 / 2 gear shift block 603, a 1 / 2 gear shift fork 604, an electric gear shift fork 605, a 3 / 4 gear shift fork 606, a 5 / C gear shift fork 607 and a clutch mechanical actuator 608. Among them, the 1 / 2 gear shift fork 604, the 3 / 4 gear shift fork 606 and the 5 / C gear shift fork 607 may be a single-axis series structure. The electric gear shift fork 605 may be integrally cast, and the reverse gear shift fork 602 may be designed with a lever so as to achieve a labor-saving effect through the lever ratio.

[0091] Fig.17 yes Figure 1 A front view of the reverse gear shift actuator of the illustrated embodiment, and Fig.18 yes Fig.17 The rear view of the reverse gear shift actuator is shown in FIG. Fig.17 , Fig.18 As shown, the reverse gear shift execution system may include: a reverse gear fork shaft 613, a fixing pin 612, a return spring 611, a bearing plate 610, a reverse gear fork 602, a rotating pin 614 and a shift head 615. The shift fork shaft 613 and the reverse gear fork 602 are connected together by a rotating pin 614, and both can rotate freely. The shift head 615 is fixed to the reverse gear fork 602, and the reverse gear fork 602 can rotate around the fixing pin 612. One end of the return spring 611 is fixed to the reverse gear fork 602, and the other end is fixed to the bearing plate 610. The bearing plate 610 is fixed to the housing by bolts. When the vehicle needs to shift into reverse gear, the shift head 617 is rotated to push the shift fork shaft 613, thereby driving the reverse gear shift fork 602 to rotate around the fixed pin 612 through the rotating pin 614, and then the reverse gear shift fork 602 drives the shift head 615 to push the reverse gear idler wheel 609 to move axially to achieve reverse gear. When the reverse gear needs to be disengaged, the shift head 617 is rotated in the opposite direction to push the shift fork shaft 613, thereby driving the reverse gear shift fork 602 to rotate around the fixed pin 612 through the rotating pin 614, and then the reverse gear shift fork 602 drives the shift head 615 to push the reverse gear idler wheel 609 to move axially to achieve reverse gear. In the above process, the return spring 611 may provide a return force. When the reverse gear is not needed, the return spring 611 can provide a holding force to ensure that the vehicle does not accidentally shift into reverse gear. The reverse gear shift execution system adopts a lever design. The fixed pin 612 can be used as a rotation fulcrum to achieve a labor-saving effect through the lever ratio.

[0092] For example, compared with the prior art, the hydraulic system 700 can provide more flexible control of mechanical gears, electric gears and clutches. The hydraulic system 700 may include three parts, namely, an electric gear shift hydraulic control system, a mechanical gear shift hydraulic control system, and a clutch engagement and disengagement automatic control hydraulic system. The above three systems may share an oil pump and an oil filter.

[0093] like Fig.19 As shown, the hydraulic system 700 may include: an electric shift actuator 701, a mechanical shift actuator 702, a clutch engagement and separation automatic control actuator 703 and a control module, and may also include a corresponding electronic pump, an oil pot, an accumulator and an oil pipe for supplying oil. The electronic pump can extract the oil in the oil pot and provide it to the accumulator. Through the control of the solenoid valve, the oil in the accumulator can be provided as the working oil of the above three shift actuators 701, 702 and 703. Specifically, the shift and clutch selection is performed as follows: the mechanical shift actuator 702 pushes the mechanical gear 1 / 2 gear fork 604, the 3 / 4 gear fork 606, the 5 / C gear fork 607 and the reverse gear fork 602 to move, and shifts gears, a total of 7 gears. Specifically, the shift and selection can be performed by the gear selection piston pushing the shift head up and down to perform the gear selection action, the gear selection reset can be achieved by the coil spring, and the shift can be controlled by the piston to reciprocate the linear motion of the shift head, thereby driving the shift fork to engage the gear. The electric shift actuator 701 can be a piston push rod mechanism, and two solenoid valves control high-pressure oil to push the electric shift fork 605 to achieve the switching between the electric low speed gear and the electric high speed gear, with a total of 2 gears. The clutch engagement and disengagement automatic control actuator 703 can push the clutch mechanical actuator 608, which is also a piston mechanism. The solenoid valve controls the accumulator oil to achieve the movement of the push rod, thereby achieving the engagement and disengagement of the clutch 410. Specifically, the gear shift can be a controller receiving a gear switching command from the vehicle, first cutting off the clutch 410 through the clutch engagement and disengagement automatic control actuator 703, and then executing the corresponding electric gear, mechanical gear or charging gear engagement action through the electric shift actuator 701 or the mechanical shift actuator 702.

[0094] For example, compared with the prior art, the cooling and lubrication system 800 can achieve more accurate cooling and lubrication of components such as motors, gears, and bearings. The cooling and lubrication system 800 may include a forced lubrication system and a secondary splash lubrication system. The forced lubrication system of the present application can cool components such as motors on demand. Components such as oil collecting plates, front oil guide grooves, and rear oil guide grooves can effectively collect lubricating liquid or lubricating oil splashed from gears, and transport the lubricating liquid or lubricating oil to components such as gears and bearings for lubrication.

[0095] Fig. 20 yes Figure 1 The structural diagram of the forced lubrication system of the embodiment shown is as follows. Fig. 20As shown, the forced lubrication system may include: an electronic pump 801, an oil collecting tank 802 and a motor cooling oil pipe 803, etc. The electronic pump 801 may be arranged inside the gearbox and used as a power source to provide a circulation of cooling medium for the entire cooling and lubrication system. The oil collecting tank 802 may be arranged at the rear shell area, and may collect the cooling oil sprayed from the motor cooling oil pipe 803 to achieve cooling of the bottom of the motor, and control the oil collection height by controlling the gap between the oil collecting tank 802 and the rear bearing plate. The motor cooling oil pipe 803 may be designed with a small hole solution, for example, it may have a hole with a diameter of 2-3 mm. By reasonably designing the outer diameter of the hole, the amount of cooling oil allocated to each area can meet the cooling needs of the area.

[0096] Fig.21 yes Figure 1 The schematic diagram of the structure of the secondary splash lubrication system of the embodiment shown. Fig.21 As shown, the secondary splash lubrication system may include: an oil collecting plate 805, a front oil guide groove 806 and a rear oil guide groove 807. The oil collecting plate 805 may be fixed to the motor bearing plate by bolts. Under high-speed conditions, the oil collecting plate 805 may collect the oil stirred up by the main reduction gear and guide it to the electric gear located at a high position, and the front oil guide groove 806 may collect the oil stirred up by the second gear constant meshing gear and deliver it to the front bearing of the mechanical input shaft and the rear bearing of the mechanical input shaft respectively. The rear oil guide groove 807 may collect the cooling oil of the motor and the stirred oil of the main reduction gear, and deliver it to the front bearing of the electric output shaft.

[0097] The present application also relates to a vehicle, which includes the hybrid power transmission assembly 100 described above. The hybrid power transmission assembly and the vehicle according to the present application have the advantages of close matching and reasonable structure.

[0098] This specification discloses the present application with reference to the accompanying drawings, and also enables those skilled in the art to implement the present application, including making and using any device or system, selecting suitable materials, and using any combined method. The scope of the present application is defined by the technical solution for protection, and includes other examples that occur to those skilled in the art. As long as such other examples include structural elements that are not different from the literal language of the technical solution for protection, or such other examples include equivalent structural elements that are not substantially different from the literal language of the technical solution for protection, such other examples should be deemed to be within the scope of protection determined by the technical solution for protection of the present application.

Claims

1. A hybrid power transmission assembly, characterized in that: include: a structural member system including a front housing, a rear housing and a motor bracket, and configured to provide a support structure for the entire hybrid transmission assembly; A gear shaft system, comprising an electric input shaft, an electric output shaft, a mechanical input shaft and a mechanical output shaft, each shaft being configured to be fixed to the front housing and the rear housing of the structural member system by bearings and being rotatable relative to the front housing and the rear housing, wherein the electric input shaft and the electric output shaft are used to transmit the torque of the motor and / or recover braking energy, and the mechanical input shaft and the mechanical output shaft are used to transmit the torque of the engine, wherein the mechanical input shaft is connected to the engine, and transmits the power flow of different gear ratios to the main reduction driven gear assembly through the mechanical output shaft, and finally to the half shaft; and the electric input shaft is connected to the motor, and transmits the power flow to the main reduction driven gear assembly through the electric output shaft, and finally to the half shaft; The motor system includes a motor subassembly and a resolver subassembly; The parking system includes a ratchet pawl and a gear-engaging actuator to realize the parking gear and the non-parking gear; A hydraulic system, which includes a hydraulic control unit and an electronic oil pump subassembly; a gear selection and shifting execution system, which includes a plurality of shift forks and shift fork shafts and is configured to be driven by the hydraulic system; A cooling lubrication system, which includes a forced lubrication system and a secondary splash lubrication system; and A clutch system, comprising a flywheel, a clutch cover and a pressure plate, wherein the clutch system is configured to realize power input and disconnection of the engine through the compression and free state of the friction material; Among them, the gear shaft system also includes a charging idler shaft, and the C gear driven gear and the charging idler are connected to the charging idler shaft in the form of a spline; the charging idler shaft is used to connect the mechanical input shaft and the electric input shaft, so that the power of the engine can charge the motor, and the motor can also be used as a starter for the engine.

2. The hybrid transmission assembly according to claim 1, characterized in that: The mechanical input shaft comprises a 1st gear driving gear and a 2nd gear driving gear directly machined on the mechanical input shaft, and a C gear driving gear, a 5th gear driving gear, a 4th gear driving gear, and a 3rd gear driving gear are loosely sleeved on the mechanical input shaft under the support of a needle bearing; and The 1st gear driven gear and the 2nd gear driven gear are loosely sleeved on the mechanical output shaft under the support of needle bearings, and the 3rd gear driven gear, the 4th gear driven gear and the 5th gear driven gear cooperate with the external splines on the mechanical output shaft through their own internal splines.

3. The hybrid transmission assembly according to claim 1, characterized in that: The H gear driving gear is mounted on the electric input shaft through a spline, and the L gear driving gear is directly machined on the electric input shaft; and The L gear driven gear and the H gear driven gear are loosely sleeved on the electric output shaft through needle bearings.

4. The hybrid transmission assembly according to claim 1, characterized in that: At least one load-bearing pin is provided at the rear differential support position of the front housing and the rear housing, so as to fix the load-bearing areas of the front housing and the rear housing and improve the overall support stiffness of the structural component system.

5. The hybrid transmission assembly according to claim 1, characterized in that: The motor system comprises a motor rotor core, the motor rotor core is fixed on a motor rotor bracket through keyway cooperation, and the motor rotor bracket comprises a motor rotor core support shaft and a motor dynamic balancing plate.

6. The hybrid transmission assembly according to claim 1, characterized in that: The locking shaft of the parking system is the electric output shaft.

7. The hybrid transmission assembly according to claim 1, characterized in that: The gear selection and shifting execution system includes: a reverse gear fork, a 1 / 2 gear shift block, a 1 / 2 gear shift fork, an electric gear shift fork, a 3 / 4 gear shift fork and a 5 / C gear shift fork; wherein, the 1 / 2 gear shift fork, the 3 / 4 gear shift fork and the 5 / C gear shift fork are constructed as a single-axis series structure; the electric gear shift fork is constructed as an integral casting, and the reverse gear shift fork is constructed as a lever design.

8. The hybrid transmission assembly according to claim 1, characterized in that: The gear selection and shift execution system includes an electric gear shift hydraulic control system, a mechanical gear shift hydraulic control system, and a clutch engagement and separation automatic control hydraulic system, and each system shares a single oil pump and oil filter.

9. A vehicle, characterized in that: Comprising a hybrid transmission assembly according to any one of claims 1-8.

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