A gearbox, hybrid vehicle, memory, processor and shifting method

Abstract

An embodiment of the present invention provides a transmission, a hybrid vehicle, a memory, a processor, and a shifting method. The transmission includes a housing, a planetary gear set, a first transmission assembly for drivingly connecting to a wheel assembly, a second transmission assembly for drivingly connecting the wheel assembly to a drive motor, a first synchronizer, and a second synchronizer. The planetary gear set includes a rotatable sun gear, a ring gear, and planetary gears, the planetary gears being drivenly connected to an engine. The first synchronizer is drivenly connected to the sun gear, and the second synchronizer is drivenly connected to the ring gear. The first synchronizer can selectively form a force transmission path with the ring gear or the housing, and the second synchronizer can selectively form a force transmission path with the first transmission assembly or the second transmission assembly. Both the first synchronizer and the second synchronizer include a disengaged state for interrupting the formed force transmission path. The transmission in this embodiment of the present invention eliminates a power interruption device and does not require a speed regulating device to adjust the synchronizer speed.

Description

Technical Field

[0001] The present invention belongs to the field of vehicle technology, and in particular relates to a gearbox, a hybrid vehicle, a memory, a processor, and a gear shifting method. Background Art

[0002] Parallel hybrid vehicles combine the advantages of traditional fuel-powered vehicles and emerging pure electric vehicles. They can achieve multiple driving modes such as engine direct drive, drive motor drive, and engine and drive motor parallel drive, thereby better meeting users' requirements in energy consumption, endurance, power and other aspects.

[0003] To achieve parallel operation of the engine and drive motor in parallel and improve engine efficiency in direct-drive mode, parallel hybrid vehicles are equipped with a transmission. By switching between different gears, the engine and drive motor can better coordinate to meet the vehicle's driving needs.

[0004] In related technologies, a power interruption device, typically a clutch, is installed between the engine and transmission. The transmission can only shift gears after the power interruption device interrupts the power transmission path between the engine and transmission. However, installing a power interruption device takes up space within the vehicle and increases the complexity of the overall structure, hindering cost reduction. Summary of the Invention

[0005] In view of this, embodiments of the present application aim to provide a clutch-free transmission, a hybrid vehicle, a memory, a processor, and a shifting method.

[0006] To achieve the above objectives, the technical solution of the embodiment of the present application is implemented as follows:

[0007] An embodiment of the present invention provides a gearbox for a hybrid vehicle, wherein the hybrid vehicle includes an engine, a drive motor, and a wheel assembly, and the gearbox includes:

[0008] case;

[0009] a planetary gear set, the planetary gear set comprising a rotatable sun gear, a ring gear, and planetary gears, the planetary gears being configured to be drivingly connected to the engine;

[0010] a first transmission assembly for drivingly connecting to the wheel assembly;

[0011] a second transmission assembly for achieving driving connection between the wheel assembly and the drive motor;

[0012] a first synchronizer and a second synchronizer, wherein the first synchronizer is drivingly connected to the sun gear, and the second synchronizer is drivingly connected to the ring gear;

[0013] The first synchronizer can selectively form a force transmission path with the ring gear or the housing, and the second synchronizer can selectively form a force transmission path with the first transmission assembly or the second transmission assembly to jointly form different direct drive gear states of the transmission;

[0014] The first synchronizer and the second synchronizer each include a disengaged state in which a formed force transmission path is interrupted.

[0015] In some embodiments, a transmission ratio of the first transmission assembly and a transmission ratio of the second transmission assembly are both greater than 1.

[0016] In some embodiments, a transmission ratio of the first transmission assembly is greater than a transmission ratio of the second transmission assembly.

[0017] In some embodiments, the gearbox includes a first rotating shaft and a second rotating shaft, one end of the first rotating shaft is coaxially fixed to the sun gear, one end of the second rotating shaft is coaxially fixed to the ring gear, the second rotating shaft is provided with an axially extending mounting hole, the first rotating shaft is passed through the mounting hole, the first rotating shaft is provided on the first rotating shaft and can move axially, the second synchronizer is provided on the second rotating shaft and can move axially, the first synchronizer can engage with an end of the second rotating shaft away from the ring gear to form a force transmission path with the ring gear.

[0018] In some embodiments, the first transmission assembly includes a first transmission gear, a second transmission gear, a third transmission gear and a first gear shaft, the second transmission gear and the third transmission gear are coaxially arranged on the first gear shaft, the first transmission gear can engage with the first synchronizer to achieve transmission, the first transmission gear and the second transmission gear are meshed for transmission, and the third transmission gear is used to be connected to the wheel assembly for driving.

[0019] In some embodiments, the second transmission assembly includes a fourth transmission gear, a fifth transmission gear, a sixth transmission gear and a second gear shaft, the fifth transmission gear and the sixth transmission gear are coaxially arranged on the second gear shaft, the fourth transmission gear can engage with the second synchronizer to form a force transmission path, the fourth transmission gear is meshed with the fifth transmission gear for transmission, and the sixth transmission gear is used to be connected to the wheel assembly and the drive motor.

[0020] An embodiment of the present invention further provides a hybrid vehicle, comprising:

[0021] engine;

[0022] Drive motor;

[0023] wheel assembly;

[0024] In any of the aforementioned embodiments, the gearbox, the engine is drivingly connected to the sun gear, the first transmission assembly is drivingly connected to the input end of the wheel assembly, the drive motor is drivingly connected to the second transmission assembly, and the second transmission assembly is drivingly connected to the input end of the wheel assembly.

[0025] An embodiment of the present invention further provides a shifting method, which is applied to the gearbox in any of the aforementioned embodiments. The shifting method includes:

[0026] In response to a direct drive gear state switching instruction, determining that the transmission is in a direct drive gear state;

[0027] determining, based on current positions of the first synchronizer and the second synchronizer and positions of the first synchronizer and the second synchronizer in a target direct drive gear state, that one of the first synchronizer and the second synchronizer is a synchronizer to be shifted that requires a force transmission path change;

[0028] controlling the synchronizer to be shifted to be in a disengaged state;

[0029] obtaining an input speed required by an input end of the wheel assembly;

[0030] Obtaining a total transmission ratio of a transmission path between an input end of the wheel assembly and the planetary gear in the target direct-drive gear state, and determining a target speed range of the engine in the target direct-drive gear state in combination with the input speed;

[0031] adjusting the output speed of the engine until the output speed is within the target speed range;

[0032] The synchronizer to be shifted is controlled to form a force transmission path corresponding to the target direct drive gear state.

[0033] In some embodiments, before controlling the synchronizer to be shifted to be in a disengaged state, the shifting method further includes:

[0034] Obtaining a required torque range of an input end of the wheel assembly;

[0035] The output torque of the engine is adjusted to zero, and the output torque of the drive motor is adjusted to be within the required torque range.

[0036] In some embodiments, before controlling the synchronizer to be shifted to form a force transmission path corresponding to the target direct drive gear state, the shifting method further includes:

[0037] The output torque of the engine is adjusted to zero.

[0038] In some embodiments, after controlling the synchronizer to be shifted to form a force transmission path corresponding to the target direct drive gear state, the shifting method further includes:

[0039] Obtaining a required torque range of an input end of the wheel assembly;

[0040] The output torque of the engine and the output torque of the drive motor are adjusted so that the torques transmitted to the input end of the wheel assembly by the two are within the required torque range.

[0041] In some embodiments, obtaining the total transmission ratio of the transmission path between the input end of the wheel assembly and the planetary gear in the target direct drive gear state specifically includes:

[0042] determining a first transmission ratio between the planetary gear and the ring gear in the target direct drive gear state;

[0043] determining, in the target direct drive gear state, that one of the first transmission assembly and the second transmission assembly that forms a force transmission path with the second synchronizer is a working transmission assembly, and obtaining a second transmission ratio of the working transmission assembly;

[0044] The total transmission ratio is calculated according to the first transmission ratio and the second transmission ratio.

[0045] An embodiment of the present invention further provides a memory, wherein the memory includes a stored program, wherein when the program is running, the device where the memory is located is controlled to execute the shifting method in any of the aforementioned embodiments.

[0046] An embodiment of the present invention further provides a processor, which is used to run a program, wherein the shifting method in any of the aforementioned embodiments is executed when the program is run.

[0047] The gearbox in the embodiment of the present invention is provided with a planetary gear set and a first synchronizer and a second synchronizer adapted thereto. On the basis of realizing a pure electric drive mode in which the power of the drive motor is transmitted solely to the wheel assembly and a parallel drive mode in which the power of the engine and the drive motor is transmitted to the wheel assembly at the same time, the power interruption device in the related art is eliminated, so that the engine can always be in a drive connection state with the gearbox, thereby avoiding the problems of shaking, abnormal noise, and setbacks caused by power interruption during the gear shifting process in the related art, simplifying the structure of the gearbox and improving the user experience; at the same time, during the gear shifting process, the engine's own speed can be directly adjusted to make the first synchronizer and the second synchronizer meet the synchronous speed requirements, without the need for a speed regulating device such as a speed regulating motor in the related art to additionally adjust the speed of the synchronizer, thereby further simplifying the structure and control logic of the gearbox, reducing the workload of subsequent calibration and reducing costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 A schematic diagram of the connection between the engine, the drive motor, the gearbox and the wheel assembly in one embodiment of the present invention;

[0049] Figure 2 for Figure 1 FIG. 1 is a schematic diagram of a transmission relationship of an embodiment in a first direct drive gear state, wherein the thick solid line represents the components constituting the transmission path between the engine and the wheel assembly;

[0050] Figure 3 for Figure 1 FIG. 1 is a schematic diagram of a transmission relationship of an embodiment in a second direct drive gear state, wherein the thick solid line represents the components constituting the transmission path between the engine and the wheel assembly;

[0051] Figure 4 for Figure 1 FIG. 1 is a schematic diagram of a transmission relationship of the embodiment in the third direct drive gear state, wherein the thick solid line represents the components constituting the transmission path between the engine and the wheel assembly;

[0052] Figure 5 for Figure 1 FIG. 1 is a schematic diagram of a transmission relationship of the embodiment in the fourth direct drive gear state, wherein the thick solid line represents the components constituting the transmission path between the engine and the wheel assembly;

[0053] Figure 6 for Figure 1 FIG. 1 is a schematic diagram of the transmission relationship of the embodiment in the first transition gear state, wherein the thick solid line represents the components constituting the transmission path between the drive motor and the wheel assembly;

[0054] Figure 7 for Figure 1 Schematic diagram of the transmission relationship of the embodiment in the second transition gear state, wherein the thick solid line represents the components driven by the drive motor;

[0055] Figure 8 for Figure 1 Schematic diagram of the transmission relationship of the embodiment in the third transition gear state, wherein the thick solid line represents the components driven by the drive motor;

[0056] Figure 9 for Figure 1 Schematic diagram of the transmission relationship of the embodiment in the fourth transition gear state, wherein the thick solid line represents the components driven by the drive motor;

[0057] Figure 10 Schematic diagram of the steps of a gear shifting method in one embodiment of the present invention.

[0058] Description of Reference Numerals

[0059] Housing 10; planetary gear set 20; sun gear 21; ring gear 22; planetary gears 23; planetary carrier 24; first transmission assembly 30; first transmission gear 31; second transmission gear 32; third transmission gear 33; first gear shaft 34; second transmission assembly 40; fourth transmission gear 41; fifth transmission gear 42; sixth transmission gear 43; second gear shaft 44; first synchronizer 50; second synchronizer 60; first rotating shaft 70; second rotating shaft 80; engine 90; drive motor 91; wheel assembly 92; differential 921; wheel 922 DETAILED DESCRIPTION

[0060] It should be noted that, unless there is a conflict, the embodiments and technical features in the embodiments of this application can be combined with each other, and the detailed description in the specific implementation method should be understood as an explanation of the purpose of this application and should not be regarded as an improper restriction on this application.

[0061] In the related art, a dual-motor transmission structure is typically used to achieve continuous power output to the wheel assembly during gear shifting. One motor acts as a drive motor to assist in vehicle movement, while the other acts as a shift and speed control motor, regulating the speed of the gears involved in the transmission during gear shifting to facilitate gear shifting within the synchronizer. However, this structure requires two motors, which increases the overall structural dimensions, hindering vehicle interior layout, and also increases manufacturing costs.

[0062] An embodiment of the present invention is directed to a transmission for a hybrid vehicle, wherein the hybrid vehicle includes an engine 90, a drive motor 91, and a wheel assembly 92. The transmission can be used in conjunction with only a single motor to provide multiple gears to choose from, and no power interruption device such as a clutch is required during the gear shifting process.

[0063] Specifically, see Figures 1 to 9 The gearbox includes a housing 10 , a planetary gear set 20 , a first transmission assembly 30 , a second transmission assembly 40 , a first synchronizer 50 and a second synchronizer 60 .

[0064] Housing 10 provides a mounting location for other components within the gearbox. Furthermore, it forms a mounting cavity within which the other components are at least partially located, thereby providing some protection. Furthermore, lubricating oil can be filled into the mounting cavity to lubricate and dissipate heat for the components within housing 10, thereby improving transmission efficiency and extending service life.

[0065] The planetary gear set 20 includes a sun gear 21 , a ring gear 22 , and planetary gears 23 , all of which are rotatable. That is, the sun gear 21 , the ring gear 22 , and the planetary gears 23 are all rotatable relative to the housing 10 .

[0066] See Figure 1 The sun gear 21 and the planetary gears 23 are both located on the inner side of the ring gear 22. The sun gear 21 and the ring gear 22 are radially spaced apart. The planetary gears 23 are engaged with the sun gear 21 and the ring gear 22 at the same time, so that the three form a planetary gear 23 transmission.

[0067] The planetary gear 23 is configured to be drivingly connected to the engine 90 .

[0068] The specific implementation method of forming a drive connection between the planetary gear 23 and the engine 90 is not limited. The output shaft of the engine 90 can be directly connected to the planetary gear 23; or the planetary gears 23 can be connected through the planetary carrier 24, and the output shaft of the engine 90 is connected to the planetary carrier 24.

[0069] It can be understood that the rotation axis of the ring gear 22, the rotation axis of the sun gear 21, the epicyclic axis of the planetary gears 23 and the rotation axis of the output shaft of the engine 90 are all located on the same axis.

[0070] The first drive assembly is used to drive and connect with the wheel assembly 92, that is, a transmission path is formed between the first drive assembly and the wheel assembly 92, and after the input end of the first drive assembly receives power input, it can transmit power to the wheel assembly 92 through its output end.

[0071] The second transmission member is used to realize the driving connection between the wheel assembly 92 and the drive motor 91, that is, the second transmission member can form a transmission path between the wheel assembly 92 and the drive motor 91 to transmit the power output by the drive motor 91 to the wheel assembly 92, so as to realize the purpose of the drive motor 91 providing power to the wheel assembly 92.

[0072] The first synchronizer 50 is drivingly connected to the sun gear 21. That is, the first synchronizer 50 can rotate synchronously with the sun gear 21 so that power can be transmitted therebetween.

[0073] The second synchronizer 60 is drivingly connected to the ring gear 22. That is, the second synchronizer 60 can rotate synchronously with the ring gear 22 so that power can be transmitted therebetween.

[0074] The first synchronizer 50 can selectively form a power transmission path with the ring gear 22 or the housing 10 .

[0075] After the first synchronizer 50 and the ring gear 22 form a force transmission path, a transmission path can be formed between the sun gear 21 and the ring gear 22, so that the two can rotate synchronously; or, after the first synchronizer 50 and the housing 10 form a force transmission path, a force transmission path can be formed between the sun gear 21 and the housing 10, so that the sun gear 21 cannot rotate.

[0076] The second synchronizer 60 can selectively form a force transmission path with the first transmission assembly 30 or the second transmission assembly 40 .

[0077] A force transmission path is formed between the second synchronizer 60 and the first transmission assembly 30, so that a transmission path is formed between the ring gear 22 and the first transmission assembly 30, and then a transmission path is formed between the ring gear 22 and the wheel assembly 92, so that the speed and torque of the ring gear 22 can be transmitted to the wheel assembly 92; or, a force transmission path is formed between the second synchronizer 60 and the second transmission assembly 40, so that a transmission path is formed between the ring gear 22 and the wheel assembly 92, that is, the ring gear 22 and the drive motor 91 jointly transmit the speed and torque to the wheel assembly 92.

[0078] It should be noted that the first synchronizer 50 and the second synchronizer 60 are synchronizers used in the automotive technology field in the relevant technology. The structure, layout, transmission principle and control logic of the relevant components of the synchronizer have been disclosed in the relevant technology and will not be repeated here.

[0079] The first synchronizer 50 and the second synchronizer 60 each selectively form a force transmission path to jointly form different direct drive gear states of the transmission, as follows:

[0080] 1) First direct drive gear status: see Figure 2 The first synchronizer 50 forms a power transmission path with the ring gear 22, while the second synchronizer 60 forms a power transmission path with the first transmission assembly 30. The planetary gears 23 receive power from the engine 90 and form the driving element, serving as the input to the planetary gear set 20. The sun gear 21 and the ring gear 22 form the driven elements, rotating synchronously with each other and outputting power from the ring gear 22. This creates a transmission path with a transmission ratio of 1 for the planetary gear set 20. The second synchronizer 60, driven by the ring gear 22, rotates synchronously and forms a transmission path with the first transmission assembly 30, thereby achieving the purpose of the transmission transmitting power from the engine 90 to the wheel assembly 92.

[0081] 2) Second direct drive gear status: See Figure 1 and Figure 3The first synchronizer 50 and the housing 10 form a force transmission path to fix the sun gear 21, and the second synchronizer 60 forms a force transmission path with the first transmission assembly 30. The planetary gears 23 receive the power of the engine 90 to form the driving element as the input of the planetary gear set 20. The sun gear is fixed, and the ring gear 22 forms the driven element and rotates with the ring gear 22 as the output, so that the planetary gear set 20 forms a transmission path. The second synchronizer 60 rotates synchronously under the drive of the ring gear 22 and forms a transmission path with the first transmission assembly 30, thereby achieving the purpose of the transmission transmitting the power of the engine 90 to the wheel assembly 92.

[0082] 3) Third direct drive gear status: see Figure 1 and Figure 4 The first synchronizer 50 and the ring gear 22 form a power transmission path, while the second synchronizer 60 and the second transmission assembly 40 form a power transmission path. The planetary gears 23 receive power from the engine 90 and form the driving element, serving as the input to the planetary gear set 20. The sun gear 21 and the ring gear 22 form the driven elements, rotating synchronously with each other and outputting power from the ring gear 22. This creates a transmission path with a transmission ratio of 1 for the planetary gear set 20. The second synchronizer 60, driven by the ring gear 22, rotates synchronously and forms a transmission path with the second transmission assembly 40, thereby achieving the purpose of the transmission transmitting power from the engine 90 to the wheel assembly 92.

[0083] 4) Fourth direct drive gear status: see Figure 1 and Figure 5 The first synchronizer 50 and the housing 10 form a force transmission path to fix the sun gear 21, and the second synchronizer 60 forms a force transmission path with the first transmission assembly 30. The planetary gears 23 receive the power of the engine 90 to form the driving element as the input of the planetary gear set 20. The sun gear is fixed, and the ring gear 22 forms the driven element and rotates with the ring gear 22 as the output, so that the planetary gear set 20 forms a transmission path. The second synchronizer 60 rotates synchronously under the drive of the ring gear 22 and forms a transmission path with the second transmission assembly 40, thereby achieving the purpose of the transmission transmitting the power of the engine 90 to the wheel assembly 92.

[0084] In the first direct drive gear state and the second direct drive gear state, the drive motor 91 forms a transmission path with the wheel assembly 92 alone through the second drive assembly; in the third direct drive gear state and the fourth direct drive gear state, the drive motor 91 and the engine 90 form a transmission path with the wheel assembly 92 together through the second drive assembly.

[0085] It can be understood that, in each direct drive gear state, the kinetic energy of the wheel assembly 92 can also be transmitted to the drive motor 91 through the formed transmission path, so as to achieve energy recovery of the hybrid vehicle during braking.

[0086] The first synchronizer 50 and the second synchronizer 60 both have a disengaged state in which the force transmission path formed is interrupted. In the disengaged state, the first synchronizer 50 forms no force transmission path with the ring gear 22 or the housing 10. In the disengaged state, the second synchronizer 60 forms no force transmission path with the first transmission assembly 30 or the second transmission assembly 40.

[0087] One of the first synchronizer 50 and the second synchronizer 60 is in the disengaged state, so that the transmission is in different transition gear states, as follows:

[0088] 1) First transition gear state: see Figure 1 and Figure 6 The second synchronizer 60 and the first transmission assembly 30 form a power transmission path, and the first synchronizer 50 is in a disengaged state. The planetary gears 23 receive the power from the engine 90 and form the active element as the input of the planetary gear set 20. However, the ring gear 22 and the sun gear 21 are in a free-wheeling state, so the power from the engine 90 cannot be transmitted to the ring gear 22, and thus cannot be further transmitted to the wheel assembly 92. The wheel assembly 92 is driven only by the drive motor 91 through the second transmission assembly.

[0089] 2) Second transition gear state: see Figure 1 and Figure 7 The first synchronizer 50 forms a force transmission path with the housing 10, and the second synchronizer 60 is in a disengaged state. The planetary gears 23 receive power from the engine 90, forming the driving element that serves as the input to the planetary gear set 20. The sun gear 21 and the ring gear 22 form the driven elements that rotate synchronously, with the ring gear 22 serving as the output. This creates a transmission path with a gear ratio of 1 for the planetary gear set 20. However, neither the first transmission assembly 30 nor the second transmission assembly 40 forms a force transmission path with the second synchronizer 60, making it impossible to further transmit the power of the engine 90 to the wheel assembly 92. The wheel assembly 92 is driven solely by the drive motor 91 via the second transmission assembly.

[0090] 3) The third transition gear state: see Figure 1 and Figure 8 The second synchronizer 60 and the second transmission assembly 40 form a power transmission path, and the first synchronizer 50 is in a disengaged state. The planetary gears 23 receive the power from the engine 90 and form the active element as the input of the planetary gear set 20. However, the ring gear 22 and the sun gear 21 are in a free-wheeling state, so that the power of the engine 90 cannot be transmitted to the ring gear 22, and thus cannot be further transmitted to the wheel assembly 92. The wheel assembly 92 is driven only by the drive motor 91 through the second transmission assembly.

[0091] 4) Fourth transition gear state: see Figure 1 and Figure 9 The first synchronizer 50 and the ring gear 22 form a force transmission path, and the second synchronizer 60 is in a disengaged state. The planetary gears 23 receive power from the engine 90 and form the driving element, serving as the input to the planetary gear set 20. The sun gear 21 and the ring gear 22 form the driven elements and rotate synchronously, with the ring gear 22 serving as the output. This creates a transmission path with a gear ratio of 1 for the planetary gear set 20. However, neither the first transmission assembly 30 nor the second transmission assembly 40 forms a force transmission path with the second synchronizer 60, making it impossible to further transmit the power of the engine 90 to the wheel assembly 92. The wheel assembly 92 is driven solely by the drive motor 91 via the second transmission assembly.

[0092] It is understandable that the first synchronizer 50 and the second synchronizer 60 interrupt the existing force transmission path and are in a separated state, or form a new force transmission path from the separated state, both of which require the speeds of the first synchronizer 50 and the second synchronizer 60 to meet their respective synchronization speed requirements.

[0093] When the transmission is in the transition gear state, no transmission path is formed between the engine 90 and the wheel assembly 92, and changes in the engine 90 speed do not affect the drive motor 91 and the wheel assembly 92. Therefore, in these four states, the engine 90 indirectly adjusts the speed of the ring gear 22 and the sun gear 21 in the planetary gear set 20, so that the speeds of the first synchronizer 50 and the second synchronizer 60 meet the synchronous speed requirements, thereby forming a new power transmission path and switching to a new direct drive gear state.

[0094] Understandably, see Figure 1 When the first synchronizer 50 and the second synchronizer 60 are both in the disengaged state, the wheel assembly 92 can still be driven by the drive motor 91 through the second transmission assembly.

[0095] The gearbox in the embodiment of the present invention is provided with a planetary gear set 20 and a first synchronizer 50 and a second synchronizer 60 adapted thereto. On the basis of realizing a pure electric drive mode in which the power of the drive motor 91 is transmitted solely to the wheel assembly 92 and a parallel drive mode in which the power of the engine 90 and the drive motor 91 is transmitted to the wheel assembly 92 at the same time, the power interruption device in the related art is eliminated, so that the engine 90 can always be in a drive connection state with the gearbox, thereby avoiding the problems of shaking, abnormal noise, and setbacks caused by power interruption during the gear shifting process in the related art, simplifying the structure of the gearbox and improving the user experience; at the same time, during the gear shifting process, the engine 90 itself can be directly used to adjust its own speed so that the first synchronizer 50 and the second synchronizer 60 meet the synchronous speed requirements, without the need for a speed regulating device such as a speed regulating motor in the related art to additionally adjust the speed of the synchronizer, thereby further simplifying the structure and control logic of the gearbox, reducing the workload of subsequent calibration and reducing costs.

[0096] It is understandable that the specific number of planetary gears 23 is not limited, and can be one or more.

[0097] In the embodiment where there are multiple planetary gears 23 , the multiple planetary gears 23 are arranged at equal intervals about the central axis of their rotation, so that each planetary gear 23 is subjected to uniform force and transmits force smoothly.

[0098] The specific types of the first synchronizer 50 and the second synchronizer 60 are not limited, for example, a normal pressure synchronizer, an inertia synchronizer, etc.

[0099] It can be understood that when the hybrid vehicle is in driving state, the output speed range of the engine 90 is greater than the speed of the wheel 922 in the wheel assembly 92. Therefore, a gearbox is required to make the output speed of the engine 90 adapt to the required speed of the wheel assembly 92, thereby expanding the range of variation of the torque and speed of the wheel 922.

[0100] Specifically, the transmission ratio of the first transmission assembly 30 and the transmission ratio of the second transmission assembly 40 are both greater than 1, so that a speed reduction transmission is formed in each direct drive gear state, which is beneficial to improving the traction of the hybrid vehicle when driving at low speeds, and reducing the speed of the engine 90 when driving at high speeds, thereby reducing energy consumption.

[0101] It can be understood that the transmission ratio of the first transmission assembly is different from the transmission ratio of the second transmission assembly 40, so that in each direct drive gear state, the total transmission ratio of the transmission path from the input end of the wheel assembly 92 to the planetary gear 23 is different, so as to adapt to meet the broader requirements of the wheel assembly 92 drive when the power, torque and speed range output by the engine 90 are limited.

[0102] It is understood that in the second direct drive gear state and the fourth direct drive gear state, the transmission path formed by the planetary gear set 20 is an up-speed transmission. That is, in these two gear states, the transmission ratio of the planetary gear set 20 is less than 1.

[0103] In some embodiments, the transmission ratio of the first transmission assembly 30 is greater than the transmission ratio of the first transmission assembly 30, so that from the first direct drive gear state to the fourth direct drive gear state, the total transmission ratio of the transmission path between the input end of the wheel assembly 92 and the planetary gear 23 is gradually reduced, so as to better meet the needs of hybrid vehicles under different working conditions and improve the applicability of the gearbox.

[0104] The first synchronizer 50 and the sun gear 21 are connected in a driving manner in any manner, and can be connected directly or indirectly through other components. The second synchronizer 60 and the ring gear 22 are connected in a driving manner in any manner, and can be connected directly or indirectly through other components.

[0105] For example, see Figure 1 The gearbox includes a first rotating shaft 70 and a second rotating shaft 80. The first rotating shaft 70 is coaxially fixed to the sun gear 21 so that the first rotating shaft 70 can rotate synchronously with the sun gear 21. The second rotating shaft 80 is coaxially fixed to the ring gear 22 so that the second rotating shaft 80 can rotate synchronously with the ring gear 22. The second rotating shaft 80 is provided with an axially penetrating mounting hole. The first rotating shaft 70 is passed through the mounting hole, thereby saving the installation space of the first rotating shaft 70 and the second rotating shaft 80 and improving the compactness of the gearbox. At the same time, the mutual constraint between the first rotating shaft 70 and the second rotating shaft 80 limits the position of the two. ; The first synchronizer 50 is provided on the first rotating shaft 70 and can be moved axially, so that the first synchronizer 50 has a first synchronization position on the first rotating shaft 70 in which a force transmission path is formed with the ring gear 22, a second synchronization position in which a force transmission path is formed with the housing 10, and a first separation position in a separation state. The second synchronizer 60 is provided on the second rotating shaft 80 and can be moved axially, so that the second synchronizer 60 has a third synchronization position on the second rotating shaft 80 in which a force transmission path is formed with the first transmission assembly 30, a fourth synchronization position in which a force transmission path is formed with the second transmission assembly 40, and a second separation position in a separation state.

[0106] The specific manner in which the first synchronizer 50 and the ring gear 22 form a force transmission path is not limited. Force transmission can be achieved by direct connection or by indirect connection through other components.

[0107] For example, see Figure 2 and Figure 4 The first synchronizer 50 can engage with one end of the second rotating shaft 80 away from the ring gear 22 to form a force transmission path with the ring gear 22, and the second synchronizer 60 is located between the ring gear 22 and the first synchronizer 50 to better utilize space.

[0108] In some embodiments, a first synchronizer hub is provided at one end of the second rotating shaft 80 away from the ring gear 22 . The first synchronizer hub can engage with the first synchronizer 50 to form a force transmission path between the second rotating shaft 80 and the first synchronizer 50 .

[0109] A second synchronizer hub is provided on the housing 10 , and the second synchronizer hub can be engaged with the first synchronizer 50 so that the housing 10 can inhibit the rotation of the first synchronizer 50 , thereby fixing the sun gear 21 .

[0110] It can be understood that the first shaft 70 and the second shaft 80 are both located on the same side of the planetary gear set 20 along its rotation axis and on the side away from the planet carrier 24 so that the rotation of the planet carrier 24 will not interfere with the rotation of the first shaft 70 and the second shaft 80.

[0111] The specific structure of the first transmission assembly 30 is not limited.

[0112] For example, see Figure 1 The first transmission assembly 30 includes a first transmission gear 31, a second transmission gear 32, a third transmission gear 33 and a first gear shaft 34. The second transmission gear 32 and the third transmission gear 33 are coaxially arranged on the first gear shaft 34. The first transmission gear 31 can engage with the second synchronizer 60 to achieve transmission. The first transmission gear 31 and the second transmission gear 32 are meshed for transmission. The third transmission gear 33 is used to be connected to the wheel assembly 92 for driving.

[0113] After the second synchronizer 60 is combined with the first transmission gear 31, the two realize synchronous rotation. The second transmission gear 32 realizes rotation by meshing with the first transmission gear 31. The third transmission gear 33 realizes synchronous rotation with the second transmission gear 32 through the first gear shaft 34, thereby forming a force transmission path of the second synchronizer 60 → first transmission gear 31 → second transmission gear 32 → third transmission gear 33, so that the second synchronizer 60 can transmit power to the wheel assembly 92 through the first transmission assembly 30.

[0114] In some embodiments, see Figure 1 The second rotating shaft 80 is passed through the first transmission gear 31, and the second rotating shaft 80 can rotate relative to the first transmission gear 31, so that the second rotating shaft 80 provides an installation position for the first transmission gear 31 while avoiding interference between the rotation of the second rotating shaft 80 and the first transmission gear 31.

[0115] The first transmission gear 31 is provided with a third synchronizing gear hub for engaging with the second synchronizer 60 . The third synchronizing gear hub can engage with the second synchronizer 60 so that a force transmission path is formed between the first transmission gear 31 and the second synchronizer 60 .

[0116] It can be understood that the first transmission gear 31 , the second transmission gear 32 and the third transmission gear 33 have different numbers of teeth, so that the first transmission assembly 30 forms a transmission path with a transmission ratio that is not 1.

[0117] The specific structure of the second transmission assembly 40 is not limited.

[0118] For example, see Figure 1The second transmission assembly 40 includes a fourth transmission gear 41, a fifth transmission gear 42, a sixth transmission gear 43 and a second gear shaft 44. The fifth transmission gear 42 and the sixth transmission gear 43 are coaxially arranged on the second gear shaft 44. The fourth transmission gear 41 can engage with the second synchronizer 60 to form a force transmission path. The fourth transmission gear 41 and the fifth transmission gear 42 are meshed for transmission. The sixth transmission gear 43 is used to be connected to the wheel assembly 92 and the drive motor 91 for driving.

[0119] On the one hand, the fifth transmission gear 42 and the sixth transmission gear 43 rotate synchronously, and the drive motor 91 drives the wheel assembly 92 through the drive connection with the sixth transmission gear 43. At the same time, by adjusting the ratio of the number of teeth of the fifth transmission gear 42 and the sixth transmission gear 43, the speed of the drive motor 91 is adjusted to meet the needs of the wheel assembly 92; on the other hand, the second synchronizer 60 can form a force transmission path with the fourth transmission gear 41, thereby forming a force transmission path of the second synchronizer 60→fourth transmission gear 41→fifth transmission gear 42→sixth transmission gear 43, so that the second synchronizer 60 can transmit power to the wheel assembly 92 through the second transmission assembly 40.

[0120] The fourth transmission gear 41 is provided with a fourth synchronizing gear hub for engaging with the second synchronizer 60 . The fourth synchronizing gear hub can engage with the second synchronizer 60 so that a force transmission path is formed between the fourth transmission gear 41 and the second synchronizer 60 .

[0121] It can be understood that the fourth transmission gear 41 , the fifth transmission gear 42 and the sixth transmission gear 43 have different numbers of teeth, so that the second transmission assembly 40 forms a transmission path with a transmission ratio that is not 1.

[0122] The embodiment of the present invention further provides a hybrid vehicle, see Figure 1 The hybrid vehicle includes an engine 90, a drive motor 91, a wheel assembly 92 and a gearbox as described in any of the above embodiments.

[0123] The engine 90 is driven and connected to the sun gear 21 , the first transmission assembly 30 is driven and connected to the input end of the wheel assembly 92 , the drive motor 91 is driven and connected to the second transmission assembly 40 , and the second transmission assembly 40 is driven and connected to the input end of the wheel assembly 92 .

[0124] When the transmission is in any direct drive gear state, the hybrid vehicle is in a parallel drive mode of the engine 90 and the drive motor 91 , that is, the engine 90 and the drive motor 91 simultaneously provide power to the wheel assembly 92 through the transmission.

[0125] When at least one of the first synchronizer 50 and the second synchronizer 60 in the transmission is in a disengaged state, the hybrid vehicle is in a pure electric drive mode, that is, only the drive motor 91 provides power to the wheel assembly 92 through the transmission, and the engine 90 can stop working or adjust the speed without affecting the operation of the wheel assembly 92.

[0126] In some embodiments, the wheel assembly 92 includes a differential 921 and multiple pairs of wheels 922. The differential 921 is provided with a driven gear. The first transmission assembly 30 and the second transmission assembly 40 are both drivingly connected to the driven gear, so that the driven gear forms the input end of the wheel assembly 92. Wheels 922 are provided on opposite sides of the differential 921. The first transmission assembly 30 and / or the second transmission assembly 40 transmit power to the driven gear, which is then transmitted to the wheels 922 through the differential 921, thereby driving the hybrid vehicle.

[0127] In some embodiments, the hybrid vehicle further includes a power battery, which is electrically connected to the drive motor 91. On the one hand, the power battery can provide the drive motor 91 with the electrical energy required for operation; on the other hand, when the hybrid vehicle is in a braking state, the wheel assembly 92 can cause the drive motor 91 to rotate to charge the power battery, thereby achieving the purpose of energy recovery and reducing the energy consumption of the hybrid vehicle.

[0128] In some embodiments, the hybrid vehicle further includes an ECU (Electronic Control Unit), which is electrically connected to the engine 90, the drive motor 91, the first synchronizer 50 and the second synchronizer 60, respectively, to control the speed and torque output state of the engine 90 and the drive motor 91, as well as the position changes of the first synchronizer 50 and the second synchronizer 60.

[0129] In some embodiments, the hybrid vehicle further includes a control motor and at least two shift forks, where the control motor is electrically connected to the shift forks to control the shift forks to adjust the position of the first synchronizer 50 or the position of the second synchronizer 60 .

[0130] An embodiment of the present invention further provides a shifting method, which is applied to the gearbox described in any of the aforementioned embodiments to achieve switching between different direct drive gear states of the gearbox.

[0131] See Figure 10 , the shifting method includes:

[0132] S1: In response to a direct drive gear state switching instruction, determining that the transmission is in a direct drive gear state.

[0133] The driver of the hybrid vehicle or the ECU determines, based on factors such as the current driving conditions of the hybrid vehicle, the output status of the engine 90's speed and torque, and the output status of the drive motor 91's speed and torque, that the output speed of the engine 90 is currently or will soon be unable to meet the working conditions of the hybrid vehicle, and that the direct drive gear state needs to be switched, and issues a direct drive gear state switching instruction at this moment.

[0134] It is determined that the transmission is in the direct drive gear state, that is, both the first synchronizer 50 and the second synchronizer 60 form a power transmission path.

[0135] It should be noted that the specific methods, calibration strategies, and detection devices involved in determining whether a direct-drive gear state switch is required have already been maturely applied in related technologies and will not be elaborated on here.

[0136] S2: According to the current positions of the first synchronizer 50 and the second synchronizer 60 and the positions of the first synchronizer 50 and the second synchronizer 60 in the target direct drive gear state, determine that one of the first synchronizer 50 and the second synchronizer 60 is the synchronizer to be shifted that needs to change the force transmission path.

[0137] For example, if the current gearbox is in the first direct drive gear state, and the target direct drive gear state is the second direct drive gear state, then the first synchronizer 50 is the synchronizer to be shifted and the force transmission path needs to be changed; for example, if the current gearbox is in the second direct drive gear state, and the target direct drive gear state is the fourth direct drive gear state, then the second synchronizer 60 is the synchronizer to be shifted and the force transmission path needs to be changed.

[0138] S3: Control the synchronizer to be shifted to be in the disengaged state.

[0139] After the gear-shift synchronizer is in the disengaged state, the transmission is in the transition gear state. In other words, at this time, only the drive motor 91 transmits power to the wheel assembly 92 through the second transmission assembly 40, and the engine 90 can freely adjust the speed.

[0140] It is understood that when the synchronizer to be shifted is in the disengaged state, the speed of the input end of the wheel assembly 92 may remain unchanged compared to before the disengagement, or may change compared to before the disengagement under the drive of the drive motor 91. The speed is adjusted according to the operating requirements of the hybrid vehicle.

[0141] S4: Obtain the input rotation speed required by the input end of the wheel assembly 92.

[0142] There is no limit to the specific method for obtaining the input speed of the input end of the wheel assembly 92. For example, a speed sensor is provided at the input end of the wheel assembly 92 to directly measure the input speed of the input end; for another example, a speed sensor is provided on the output end of the drive motor 91 to measure the speed of the output end of the drive motor 91, and the speed is directly converted through the transmission ratio between the output end of the drive motor 91 and the output end of the second transmission member and the speed of the output end of the drive motor 91.

[0143] S5: Obtain the total transmission ratio of the transmission path between the input end of the wheel assembly 92 and the planetary gear 23 in the target direct drive gear state, and determine the target speed range of the engine 90 in the target direct drive gear state in combination with the input speed.

[0144] Specifically, the total transmission ratio of the transmission path between the input end of the wheel assembly 92 and the planetary gear 23 is i 总 ; Input speed is N 输入 ; The target speed of the engine 90 is N S . Then the following expressions exist for the three:

[0145] N S ·i 总 =N 输入 (1)

[0146] It is understood that there may be a certain allowable speed error n between the actual speed output by the engine 90 and the target speed of the engine 90. Therefore, in combination with the allowable speed error n, expression (1) can be transformed into the following expression:

[0147] ∣N S ·i 总 -N 输入 ∣<n (2)

[0148] Therefore, the target speed of the engine 90 only needs to be within a certain speed range, that is, the target speed range.

[0149] S6: Adjust the output speed of the engine 90 until the output speed is within the target speed range.

[0150] The output speed of the engine 90 can be increased or decreased by adjustment.

[0151] S7: Control the synchronizer to be shifted to form a force transmission path corresponding to the target direct drive gear state.

[0152] For example, if the target direct-drive gear state is the second direct-drive gear state, and the first synchronizer 50 is the synchronizer to be shifted that needs to change the force transmission path, then the first synchronizer 50 is controlled to move to form a force transmission path with the ring gear 22; for example, if the target direct-drive gear state is the fourth direct-drive gear state, and the second synchronizer 60 is the synchronizer to be shifted that needs to change the force transmission path, then the second synchronizer 60 is controlled to move to form a force transmission path with the second transmission assembly 40.

[0153] The shifting method provided in the embodiment of the present invention achieves the purpose of ensuring that the operation of the engine 90 and the operation of the drive motor 91 do not interfere with each other during the switching of the direct-drive gear state. The drive motor 91 continuously provides power to the wheel assembly 92 during the switching of the direct-drive gear state, thereby ensuring the normal driving of the hybrid vehicle and improving the user experience. At the same time, by directly adjusting the change in the output speed of the engine 90, the output speed of the engine 90 can be matched with the target speed required for switching the direct-drive gear state, and the control method is simple and efficient.

[0154] The first synchronizer 50 and the second synchronizer 60 allow a certain speed difference to complete the synchronous engagement and form a force transmission path.

[0155] In some embodiments, after obtaining the total transmission ratio of the transmission path between the input end of the wheel assembly 92 and the planetary gear 23 in the target direct drive gear state, the shifting method further includes:

[0156] Get the speed difference n that can be allowed for the synchronizer to be shifted 同 .

[0157] The speed difference allowed for the first synchronizer 50 and the second synchronizer 60 to be synchronously engaged can be the same or different, depending on the specific models and operating conditions of the two synchronizers, such as 100 rpm (revolutions per minute), 150 rpm, 200 rpm, etc.

[0158] It can be understood that, in different direct drive gear states, the allowable speed error n includes the speed difference allowed by the shift synchronizer, that is:

[0159] ∣N S ·i 总 -N 输入 ∣<n 同

[0160] For example, the speed difference allowed for the synchronizer to be shifted to synchronize is 150 rpm, and equation (2) can be converted to:

[0161] ∣N S ·i 总 -N 输入∣<150

[0162] The engine 90 and the drive motor 91 change their respective rotational speeds by changing the torque.

[0163] In the process of adjusting the speed of the engine 90, the torque of the engine 90 can be transmitted to the synchronizer to be shifted through the transmission path, thereby forming a torque difference between the synchronizer to be shifted and its corresponding part to be engaged, so that the synchronizer to be shifted is impacted during the process of engaging to form the force transmission path.

[0164] In some embodiments, before controlling the synchronizer to be shifted to be in the disengaged state, the shifting method further includes:

[0165] Obtaining a required torque range of an input end of the wheel assembly 92;

[0166] The output torque of the engine 90 is adjusted to zero, and the output torque of the drive motor 91 is adjusted to be within the required torque range.

[0167] The required torque range of the input end of the wheel assembly 92 is, that is, the torque range required to be input to the input section of the wheel assembly 92 to meet the current driving condition of the hybrid vehicle.

[0168] In the direct drive gear state, the sum of the torques transmitted by the engine 90 and the drive motor 91 to the input end of the wheel assembly 92 through the gearbox is within the required torque range of the input end of the wheel assembly 92.

[0169] The output torque of the engine 90 is reduced and the output torque of the drive motor 91 is adjusted. That is, the change in the output torque of the drive motor 91 is used to compensate for the reduction in the output torque of the engine 90, so that the sum of the torques transmitted by the two to the input end of the wheel assembly 92 through the gearbox is always within the required torque range of the input end of the wheel assembly 92, so as to meet the driving needs of the hybrid vehicle, reduce the driving risks caused by sudden power changes, and improve user experience.

[0170] After the output torque of the engine 90 drops to zero, only the drive motor 91 outputs torque through the gearbox to the wheel assembly 92. In this case, the torque acting on the synchronizer to be shifted is very small or even zero, which facilitates the disengagement of the synchronizer to be shifted from the engaged component to enter the disengaged state, reducing the impact.

[0171] In some embodiments, before controlling the synchronizer to be shifted to form a force transmission path corresponding to the target direct drive gear state, the shifting method further includes:

[0172] The output torque of the engine 90 is adjusted to zero.

[0173] When the output speed of engine 90 meets the target speed range, the synchronizer to be shifted meets the conditions for engagement to form the force transmission path corresponding to the target direct-drive gear state. In this case, the output torque of engine 90 is zero, and the torque acting on the synchronizer to be shifted is very small or even zero. This facilitates the engagement of the synchronizer to be shifted to form a new force transmission path, reduces the impact during the engagement process, and reduces the likelihood of jerking, vibration, and abnormal noise during the engagement process, thereby protecting the synchronizer to be shifted and extending its service life.

[0174] In some embodiments, after controlling the synchronizer to be shifted to form a force transmission path corresponding to the target direct drive gear state, the shifting method further includes:

[0175] Obtaining a required torque range of an input end of the wheel assembly 92;

[0176] The output torque of the engine 90 and the output torque of the drive motor 91 are adjusted so that the torques transmitted to the input end of the wheel assembly 92 by both are within the required torque range.

[0177] After the shift synchronizer establishes a force transmission path corresponding to the target direct-drive gear state, the torque output by the engine 90 can be transmitted to the wheel assembly 92 through the transmission. Therefore, by adjusting the output torque of the engine 90 and the output torque of the drive motor 91 to meet the driving requirements of the hybrid vehicle, the hybrid vehicle enters the parallel drive mode.

[0178] In some embodiments, obtaining the total transmission ratio of the transmission path between the input end of the wheel assembly 92 and the planetary gear 23 in the target direct drive gear state specifically includes:

[0179] S51 : Determine a first transmission ratio between the planetary gear 23 and the ring gear 22 in the target direct drive gear state.

[0180] See Figure 2 and Figure 4 In the first direct drive gear state and the third direct drive gear state, the planetary gear 23 is the driving element, and the sun gear 21 and the ring gear 22 are the driven elements, and are connected as a whole under the action of the first synchronizer 50. Therefore, when the target direct drive gear state is the first direct drive gear state or the third direct drive gear state, the first transmission ratio between the planetary gear 23 and the ring gear 22 is 1.

[0181] The number of teeth of the sun gear 21 is Z s , the speed is n s , the number of teeth of the ring gear 22 is Z r , the speed is n r , the planetary gear 23 revolution speed is n H , let K = Z r / Z s, the speed relationship of the planetary gear set 20 satisfies the following equation:

[0182] n s +K·n r -(1+K)·n H =0 (3)

[0183] See Figure 3 and Figure 5 In the second and fourth direct-drive gears, planetary gears 23 are the driving element, sun gear 21 is fixed, and ring gear 22 is the driven element. Therefore, according to equation (3), the first transmission ratio between planetary gears 23 and ring gear 22 is (1+K) / K.

[0184] S52 : Determine that in the target direct drive gear state, one of the first transmission assembly 30 and the second transmission assembly 40 that forms a force transmission path with the second synchronizer 60 is a working transmission assembly, and obtain a second transmission ratio of the working transmission assembly.

[0185] See Figure 2 and Figure 3 In the first direct drive gear state and the second direct drive gear state, the first transmission assembly 30 is a work transmission assembly.

[0186] See Figure 4 and Figure 5 In the third direct drive gear state and the fourth direct drive gear state, the second transmission assembly 40 is a work transmission assembly.

[0187] S53: Calculate the total transmission ratio according to the first transmission ratio and the second transmission ratio.

[0188] The total transmission ratio is obtained by the product of the first transmission ratio and the second transmission ratio.

[0189] The process of switching from the first direct drive gear to the second direct drive gear in one embodiment is specifically listed as follows:

[0190] S101: In response to a direct drive gear state switching instruction, determining that the transmission is in a first direct drive gear state;

[0191] S102: According to the first direct drive gear state, the first synchronizer 50 and the ring gear 22 form a force transmission path, and the second synchronizer 60 and the first transmission assembly 30 form a force transmission path; in the second direct drive gear state, the first synchronizer 50 and the housing 10 form a force transmission path, and the second synchronizer 60 and the first transmission assembly 30 form a force transmission path, determining that the first synchronizer 50 is the synchronizer to be shifted;

[0192] S103: Obtaining a required torque range of the input end of the wheel assembly 92;

[0193] S104: reducing the output torque of the engine 90 to zero, and adjusting the output torque of the drive motor 91 to within the required torque range;

[0194] S105: Control the first synchronizer 50 to be in a disengaged state, so that the transmission is in a first transition gear state;

[0195] S106: Obtain the input speed N required by the input end of the wheel assembly 92 输入 ;

[0196] S107: Determine that the first transmission ratio between the planetary gear 23 and the ring gear 22 is (1+K) / K in the second direct drive gear state;

[0197] S108: Determine that the first transmission assembly 30 is the working transmission assembly in the second direct drive gear state, and obtain its transmission ratio i1;

[0198] S109: Obtaining the rotational speed difference n allowed for the first synchronizer 50 to perform synchronous engagement 同 ;

[0199] S110: Determine that the target speed range of the engine 90 in the second direct drive gear position satisfies the following relationship:

[0200] ∣N S (1+K) / K i1 - N 输入 ∣<n 同 (4)

[0201] S111: adjusting the output speed of the engine 90 until the output speed satisfies the relationship in equation (4);

[0202] S112: reducing the output torque of the engine 90 to zero;

[0203] S113: Obtaining a required torque range of the input end of the wheel assembly 92;

[0204] S114: Regulate the output torque of the engine 90 and the output torque of the drive motor 91 so that the torques transmitted by the two to the input end of the wheel assembly 92 are within the required torque range.

[0205] It should be noted that during some direct drive gear state switching processes, the positions of the first synchronizer 50 and the second synchronizer 60 are changed. Therefore, steps S1 to S7 need to be performed multiple times until the final desired direct drive gear state is switched.

[0206] For example, when it is necessary to switch from the second direct-drive gear state to the third direct-drive gear state, since the positions of the first synchronizer 50 and the second synchronizer 60 are changed in the third direct-drive gear state compared to the second direct-drive gear state, the shift control method according to the embodiment of the present invention can be executed twice. That is, the second direct-drive gear state is first switched to another transitional direct-drive gear state, with the transitional direct-drive gear state as the target gear. After the first shift control method according to the embodiment of the present invention is completed, the second shift control method according to the embodiment of the present invention is executed to switch from the transitional direct-drive gear state to the third direct-drive gear state.

[0207] It is understandable that the selected transition direct drive gear state should be considered in conjunction with the driving conditions of the hybrid vehicle.

[0208] For example, when it is necessary to switch from the second direct-drive gear state to the third direct-drive gear state, the second direct-drive gear state is first switched to the fourth direct-drive gear state according to the shift control method in the embodiment of the present invention, and then the fourth direct-drive gear state is switched to the third direct-drive gear state according to the shift control method in the embodiment of the present invention. In other words, the fourth direct-drive gear state is a transitional direct-drive gear state. In this way, when the total transmission ratio of the transmission path between the input end of the wheel assembly 92 and the planetary gear 23 decreases step by step from the first direct-drive gear state to the fourth direct-drive gear state, the output speed of the engine 90 can be reduced, thereby reducing the fuel consumption and noise of the engine 90 and improving the user's driving experience.

[0209] An embodiment of the present invention further provides a memory, which includes a stored program, wherein when the stored program is run, the device where the memory is located is controlled to execute the shifting method in any of the aforementioned embodiments.

[0210] The specific type of the memory is not limited, for example, various media that can store program codes, such as a mobile storage device, a read-only memory (ROM), a magnetic disk, or an optical disk.

[0211] An embodiment of the present invention further provides a processor, which is used to run a program, wherein the shifting method in any of the aforementioned embodiments is executed when the program is run.

[0212] The specific type of the processor is not limited, such as ECU.

[0213] In some embodiments, a hybrid vehicle includes the memory in the aforementioned embodiment and the processor in the aforementioned embodiment.

[0214] The various embodiments / implementations provided in this application can be combined with each other without causing any contradiction.

[0215] The foregoing description is merely a preferred embodiment of the present application and is not intended to limit the present application. Persons skilled in the art will readily appreciate that various modifications and variations are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

Claims

1. A gearbox for a hybrid vehicle, the hybrid vehicle comprising an engine, a drive motor and a wheel assembly, characterized in that: The gearbox comprises: case; a planetary gear set, the planetary gear set comprising a rotatable sun gear, a ring gear, and planetary gears, the planetary gears being configured to be drivingly connected to the engine; a first transmission assembly for drivingly connecting to the wheel assembly; a second transmission assembly for achieving driving connection between the wheel assembly and the drive motor; a first synchronizer and a second synchronizer, wherein the first synchronizer is drivingly connected to the sun gear, and the second synchronizer is drivingly connected to the ring gear; The first synchronizer forms a force transmission path with the ring gear or the housing, and the second synchronizer forms a force transmission path with the first transmission assembly or the second transmission assembly, so as to jointly form different direct drive gear states of the transmission; The first synchronizer and the second synchronizer both include a disengaged state that interrupts the formed force transmission path; a first rotating shaft and a second rotating shaft, wherein one end of the first rotating shaft is coaxially fixed to the sun gear, one end of the second rotating shaft is coaxially fixed to the ring gear, the second rotating shaft is provided with an axially extending mounting through-hole, the first rotating shaft is passed through the mounting through-hole, the first synchronizer is provided on the first rotating shaft and is movable in the axial direction, the second synchronizer is provided on the second rotating shaft and is movable in the axial direction, the first synchronizer is capable of engaging with an end of the second rotating shaft away from the ring gear to form a force transmission path with the ring gear; The first transmission assembly includes a first transmission gear, a second transmission gear, a third transmission gear and a first gear shaft. The second transmission gear and the third transmission gear are coaxially arranged on the first gear shaft. The first transmission gear can engage with the first synchronizer to achieve transmission. The first transmission gear and the second transmission gear are meshed for transmission. The third transmission gear is used for driving connection with the wheel assembly. The second transmission assembly includes a fourth transmission gear, a fifth transmission gear, a sixth transmission gear and a second gear shaft. The fifth transmission gear and the sixth transmission gear are coaxially arranged on the second gear shaft. The fourth transmission gear can engage with the second synchronizer to form a force transmission path. The fourth transmission gear is meshed with the fifth transmission gear for transmission. The sixth transmission gear is used to be connected to the wheel assembly and the drive motor.

2. The gearbox according to claim 1, characterized in that The transmission ratio of the first transmission assembly and the transmission ratio of the second transmission assembly are both greater than 1.

3. The gearbox according to claim 1, characterized in that The transmission ratio of the first transmission assembly is greater than the transmission ratio of the second transmission assembly.

4. A hybrid vehicle, characterized in that: The hybrid vehicle comprises: engine; Drive motor; wheel assembly; The gearbox of any one of claims 1-3, the engine is drivingly connected to the sun gear, the first transmission assembly is drivingly connected to the input end of the wheel assembly, the drive motor is drivingly connected to the second transmission assembly, and the second transmission assembly is drivingly connected to the input end of the wheel assembly.

5. A shifting method, applied to the gearbox according to any one of claims 1 to 3, characterized in that: The shifting method comprises: In response to a direct drive gear state switching instruction, determining that the transmission is in a direct drive gear state; determining, based on current positions of the first synchronizer and the second synchronizer and positions of the first synchronizer and the second synchronizer in a target direct drive gear state, that one of the first synchronizer and the second synchronizer is a synchronizer to be shifted that requires a force transmission path change; controlling the synchronizer to be shifted to be in a disengaged state; obtaining an input speed required by an input end of the wheel assembly; Obtaining a total transmission ratio of a transmission path between an input end of the wheel assembly and the planetary gear in the target direct-drive gear state, and determining a target speed range of the engine in the target direct-drive gear state in combination with the input speed; adjusting the output speed of the engine until the output speed is within the target speed range; The synchronizer to be shifted is controlled to form a force transmission path corresponding to the target direct drive gear state.

6. The shifting method according to claim 5, characterized in that: Before controlling the synchronizer to be shifted to be in a disengaged state, the shifting method further includes: Obtaining a required torque range of an input end of the wheel assembly; The output torque of the engine is adjusted to zero, and the output torque of the drive motor is adjusted to be within the required torque range.

7. The shifting method according to claim 5, characterized in that: Before controlling the synchronizer to be shifted to form a force transmission path corresponding to the target direct drive gear state, the shifting method further includes: The output torque of the engine is adjusted to zero.

8. The shifting method according to claim 5, characterized in that: After controlling the synchronizer to be shifted to form a force transmission path corresponding to the target direct drive gear state, the shifting method further includes: Obtaining a required torque range of an input end of the wheel assembly; The output torque of the engine and the output torque of the drive motor are adjusted so that the torques transmitted to the input end of the wheel assembly by the two are within the required torque range.

9. The shifting method according to claim 5, characterized in that: The obtaining of the total transmission ratio of the transmission path between the input end of the wheel assembly and the planetary gear in the target direct drive gear state specifically includes: determining a first transmission ratio between the planetary gear and the ring gear in the target direct drive gear state; determining, in the target direct drive gear state, that one of the first transmission assembly and the second transmission assembly that forms a force transmission path with the second synchronizer is a working transmission assembly, and obtaining a second transmission ratio of the working transmission assembly; The total transmission ratio is calculated according to the first transmission ratio and the second transmission ratio.

10. A memory, characterized in that: The memory includes a stored program, wherein when the program is executed, the device where the memory is located is controlled to execute the shifting method according to any one of claims 5 to 9 .

11. A processor, characterized in that: The processor is configured to run a program, wherein the shifting method according to any one of claims 5 to 9 is executed when the program is run.

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