Transmission device, hybrid system and vehicle

Abstract

The present application provides a transmission device, a hybrid system and a vehicle. The transmission device includes: a connection assembly, a speed regulation assembly and a control assembly. The connection assembly includes an internal spline shaft and an external spline shaft. One of the internal spline shaft and the external spline shaft is connected to the output shaft of the engine, and the other of the internal spline shaft and the external spline shaft is connected to the input shaft of the drive motor. The external spline shaft has a mating position for mating with the internal spline shaft, and the external spline shaft has a separating position for separating from the internal spline shaft. The speed regulation assembly is connected to the connection assembly, and the control assembly is connected to the connection assembly. The control assembly is used to control the external spline shaft to be in the mating position and the separating position. Wherein, during the process that the control assembly controls the external spline shaft to move to the mating position, part of the connection assembly presses the speed regulation assembly to adjust the rotational speed difference between the internal spline shaft and the external spline shaft, so as to solve the problems of small clutch torque capacity and large occupied space in the existing hybrid system.

Description

Technical Field

[0001] The present application relates to the technical field of automotive transmissions, and more particularly, to a transmission device, a hybrid system, and a vehicle. Background Art

[0002] In the existing hybrid system during pure electric driving, the motor drives the vehicle, the clutch is disengaged, and the engine stalls with a zero rotational speed; when switching from the pure electric mode to the parallel drive mode, when the motor drives the vehicle, the clutch needs to be engaged for slip friction, drag the engine to the target speed and then disengage, and then ignite and start the engine to avoid the impact of engine startup knocking, torque fluctuation, and inertia on vehicle smoothness. After the engine starts smoothly, it is combined with the clutch to transmit torque. The conventional solution requires the clutch to have a slip friction function. The heat generated by the clutch slip friction is relatively large and a corresponding cooling and lubrication system needs to be matched. Moreover, the torque transmission completely depends on the clutch, and the torque capacity requirement is relatively high. Especially in V6 and V8 hybrid systems, when the engine torque reaches 800 N·m, it is difficult to ensure the clutch resources. Summary of the Invention

[0003] The main object of the present application is to provide a transmission device, a hybrid system, and a vehicle to solve the problems of small clutch torque capacity and large occupied space in the existing hybrid system.

[0004] To achieve the above object, according to one aspect of the present application, a transmission device is provided, including: a connection assembly, the connection assembly includes an internal spline shaft and an external spline shaft, one of the internal spline shaft and the external spline shaft is used to connect with the output shaft of the engine, the other of the internal spline shaft and the external spline shaft is used to connect with the input shaft of the drive motor, the internal spline shaft and the external spline shaft are coaxially arranged, the external spline shaft has a coupling position for coupling with the internal spline shaft, and the external spline shaft has a separation position for separating from the internal spline shaft; a speed regulation assembly, the speed regulation assembly is connected with the connection assembly; a control assembly, the control assembly is connected with the connection assembly, and the control assembly is used to control the external spline shaft to be in the coupling position and the separation position, wherein during the process that the control assembly controls the external spline shaft to move to the coupling position, part of the connection assembly presses the speed regulation assembly to adjust the rotational speed difference between the internal spline shaft and the external spline shaft.

[0005] Further, the speed regulation assembly includes: a flywheel, which is connected to the connection assembly, arranged circumferentially along the inner spline shaft, and coaxially arranged with the inner spline shaft. The inner spline shaft and the flywheel are used to connect to the engine; a clutch disc, which is connected to the connection assembly, arranged circumferentially along the outer spline shaft, coaxially connected to the flywheel. During the process of the control assembly controlling the outer spline shaft to move to the engaged position, the outer spline shaft drives the clutch disc to move towards the flywheel side, so that the clutch disc has a sliding friction position in contact with the flywheel, and the clutch disc has a disengaged position where it disengages from the sliding friction with the flywheel. When the inner spline shaft and the outer spline shaft are in the separated position, the clutch disc is in the disengaged position.

[0006] Further, the connection assembly includes: a housing, which includes a first housing and a second housing. The first housing is connected to the connection assembly, arranged on the side away from the inner spline shaft, the second housing is connected to the outer spline shaft, the clutch disc is connected to the second housing, and the second housing is arranged opposite to the first housing. The flywheel and the clutch disc are located in the accommodation space surrounded by the first housing and the second housing.

[0007] Further, the control assembly includes a controller, an armature, and an electromagnetic coil. One of the armature and the electromagnetic coil is connected to the first housing, and the other of the armature and the electromagnetic coil is connected to the second housing. Wherein, when the controller controls the electromagnetic coil to be in the energized state, the second housing drives the clutch disc to move to the sliding friction position until the speed difference is within the preset value range, and then controls the outer spline shaft to move to the engaged position.

[0008] Further, the connection assembly includes: a plurality of elastic members, which are connected to the second housing, arranged circumferentially along the outer spline shaft, and the clutch disc is connected to the second housing through the plurality of elastic members. When the outer spline shaft is in the engaged position, the plurality of elastic members are in a compressed state. When the controller controls the electromagnetic coil to be powered off when the outer spline shaft is in the engaged position, the second housing drives the outer spline shaft to move to the separated position under the elastic force provided by the plurality of elastic members.

[0009] Further, the stroke of the clutch disc moving to the sliding friction position is less than the stroke of the inner spline shaft moving to the engaged position.

[0010] According to another aspect of the present application, a hybrid system is provided, including a transmission device, and the transmission device is the above-mentioned transmission device.

[0011] Further, the hybrid system includes: an engine; a starter, which is electrically connected to the engine and used to start the engine, and the engine is connected to the inner spline shaft of the transmission device; a drive motor, one end of which is connected to the outer spline shaft of the transmission device; a transmission, one end of which is connected to the other end of the drive motor, and the other end of the transmission is connected to the wheel shaft.

[0012] Furthermore, the hybrid system includes an all-electric driving mode and a parallel driving mode. In the all-electric driving mode, the driving motor provides driving force. In the parallel driving mode, the starter starts the engine, adjusts the engine speed to the target speed, controls the transmission device to perform a closing action, so that the external spline shaft drives the clutch disc to move towards the flywheel side until the clutch disc moves to the slip friction position in contact with the flywheel. When it is detected that the rotational speed difference is within the preset value range, the external spline shaft is controlled to move to the engaged position where it engages with the internal spline shaft, so that the engine and the driving motor jointly provide driving force.

[0013] According to another aspect of the present application, a vehicle is provided, including a hybrid system, and the hybrid system is the above-mentioned hybrid system.

[0014] Applying the technical solution of the present application, the transmission device includes a connection component, a speed regulation component, and a control component. The connection component includes an internal spline shaft and an external spline shaft. One of the internal spline shaft and the external spline shaft is connected to the output shaft of the engine, and the other of the internal spline shaft and the external spline shaft is connected to the input shaft of the driving motor. The external spline shaft has an engaged position where it engages with the internal spline shaft, and the external spline shaft has a disengaged position where it is separated from the internal spline shaft. The speed regulation component is connected to the connection component, and the control component is connected to the connection component. The control component is used to control the external spline shaft to be in the engaged position and the disengaged position. Among them, during the process of the control component controlling the external spline shaft to move to the engaged position, part of the connection component squeezes the speed regulation component to adjust the rotational speed difference between the internal spline shaft and the external spline shaft. By setting the connection component, the speed regulation component, and the control component, and setting the engagement of the internal spline shaft and the external spline shaft, the speed regulation component adjusts the rotational speed difference between the internal spline shaft and the external spline shaft, and the control component controls the external spline shaft to move to the engaged position to engage with the internal spline shaft, replacing the clutch with more friction plates in the prior art for power transmission, which can increase the torque capacity, enable the transmission device to meet higher torque requirements, reduce the volume of the clutch, and be more convenient for space design, solving the problems of small torque capacity and large occupied space of the clutch in the hybrid system in the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The specification drawings forming a part of the present application are used to provide a further understanding of the present application. The schematic embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation to the present application. In the drawings:

[0016] Figure 1 The structural schematic diagram of the first embodiment of the transmission device according to the present application is shown;

[0017] Figure 2 The structural schematic diagram of the second embodiment of the transmission device according to the present application is shown;

[0018] Figure 3 The structural schematic diagram of an embodiment of a hybrid system according to the present application is shown.

[0019] Among them, the above-mentioned drawings include the following reference numerals:

[0020] 10. Connection assembly; 11. Internal spline shaft; 12. External spline shaft;

[0021] 13. Housing; 131. First housing; 132. Second housing;

[0022] 14. Elastic member;

[0023] 20. Speed regulation assembly; 21. Flywheel; 22. Clutch disc;

[0024] 30. Control assembly; 31. Armature; 32. Electromagnetic coil;

[0025] 1. Starter; 2. Engine; 3. Transmission device; 4. Drive motor; 5. Transmission; 6. Electromechanical coupler. Detailed implementation manners

[0026] It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments may be combined with each other. The present application will be described in detail below with reference to the drawings and in combination with the embodiments.

[0027] It should be noted that the terms used herein are only for describing specific implementation manners and are not intended to limit the exemplary implementation manners according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0028] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and do not necessarily need to describe a specific order or sequence. It should be understood that such terms can be interchanged under appropriate circumstances so that the implementation manners of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units does not necessarily need to be limited to those clearly listed steps or units, but may include other steps or units that are not clearly listed or are inherent to these process, method, product, or device.

[0029] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many different forms and should not be construed as being limited only to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of the present application is thorough and complete, and the concept of these exemplary embodiments is fully conveyed to those of ordinary skill in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and thus their description will be omitted.

[0030] Combined with Figures 1 to 3 , in a specific embodiment of the present application, a transmission device is provided.

[0031] Specifically, the transmission device includes a connection assembly 10, a speed regulation assembly 20, and a control assembly 30. The connection assembly 10 includes an internal spline shaft 11 and an external spline shaft 12. One of the internal spline shaft 11 and the external spline shaft 12 is used to connect with the output shaft of the engine, and the other of the internal spline shaft 11 and the external spline shaft 12 is used to connect with the input shaft of the drive motor. The internal spline shaft 11 and the external spline shaft 12 are coaxially arranged. The external spline shaft 12 has a combined position where it engages with the internal spline shaft 11, and the external spline shaft 12 has a separated position where it separates from the internal spline shaft 11. The speed regulation assembly 20 is connected to the connection assembly 10, and the control assembly 30 is connected to the connection assembly 10. The control assembly 30 is used to control the external spline shaft 12 to be in the combined position and the separated position. Wherein, during the process that the control assembly 30 controls the external spline shaft 12 to move to the combined position, a part of the connection assembly 10 squeezes the speed regulation assembly 20 to adjust the rotational speed difference between the internal spline shaft 11 and the external spline shaft 12.

[0032] Combined with Figure 1 As shown, in this embodiment, by setting the connection assembly 10, the speed regulation assembly 20, and the control assembly 30, and setting the internal spline shaft 11 and the external spline shaft 12 to engage, and the speed regulation assembly 20 to adjust the rotational speed difference between the internal spline shaft 11 and the external spline shaft 12, the control assembly 30 controls the external spline shaft 12 to move to the combined position to engage with the internal spline shaft 11, replacing the clutch with more friction plates in the prior art for power transmission, which can improve the torque capacity, enable the transmission device to meet higher torque requirements, reduce the volume of the clutch, and be more convenient for spatial design. Further, the internal spline shaft 11 and the external spline shaft 12 can be directly combined at a small rotational speed difference. Commonly, the internal spline shaft 11 and the external spline shaft 12 are directly combined when the rotational speed difference is 50 rpm, without NVH problems such as impact and abnormal noise, and the structure is simple and the cost is low.

[0033] Further, the speed regulation assembly 20 includes a flywheel 21 and a clutch disc 22. The flywheel 21 is connected to the connection assembly 10. The flywheel 21 is arranged circumferentially along the inner spline shaft 11 and is coaxially arranged with the inner spline shaft 11. The inner spline shaft 11 and the flywheel 21 are used to be connected to the engine. The clutch disc 22 is connected to the connection assembly 10. The clutch disc 22 is arranged circumferentially along the outer spline shaft 12 and is coaxially connected to the flywheel 21. During the process that the control assembly 30 controls the outer spline shaft 12 to move to the engaged position, the outer spline shaft 12 drives the clutch disc 22 to move towards the flywheel 21 side, so that the clutch disc 22 has a skidding position in contact with the flywheel 21, and the clutch disc 22 has a disengaged position where it disengages from skidding with the flywheel 21. When the inner spline shaft 11 and the outer spline shaft 12 are in the separated position, the clutch disc 22 is in the disengaged position.

[0034] Engage Figure 2 As shown in the above embodiment, due to the characteristics of the fuel engine, the speed regulation of the engine has poor accuracy and cannot meet the condition of the small speed difference engagement between the inner spline shaft 11 and the outer spline shaft 12. Therefore, the flywheel 21 and the clutch disc 22 are used for transitional speed regulation. During the process that the control assembly 30 controls the outer spline shaft 12 to move to the engaged position, the outer spline shaft 12 drives the clutch disc 22 to move towards the flywheel 21 side to the skidding position, and the clutch disc 22 skids with the flywheel 21 to adjust the speed difference between the inner spline shaft 11 and the outer spline shaft 12 to an appropriate range, which is convenient for the engagement of the inner spline shaft 11 and the outer spline shaft 12. Engage Figure 1 As shown, the clutch disc 22 has a disengaged position where it disengages from skidding with the flywheel 21. When the inner spline shaft 11 and the outer spline shaft 12 are in the separated position, the clutch disc 22 is in the disengaged position. Such a setting can realize the speed regulation work before the engagement of the inner spline shaft 11 and the outer spline shaft 12 by using only a few friction plates, which enhances the reliability of the transmission device.

[0035] In another embodiment of the present application, only 1 to 2 skidding plates are provided between the clutch disc 22 and the flywheel 21, and the skidding time is short, the required coolant flow rate is small, less than 1 LPH, and the same design as the shaft gear lubrication can be adopted.

[0036] Further, the connection assembly 10 includes a housing 13. The housing 13 includes a first housing 131 and a second housing 132. The first housing 131 is connected to the connection assembly 10. The first housing 131 is arranged on the side away from the inner spline shaft 11. The second housing 132 is connected to the outer spline shaft 12. The clutch disc 22 is connected to the second housing 132. The second housing 132 is arranged opposite to the first housing 131. The flywheel 21 and the clutch disc 22 are located in the accommodation space surrounded by the first housing 131 and the second housing 132.

[0037] Engage Figure 1As shown, in the above embodiment, the accommodation space formed by the first housing 131 and the second housing 132 can protect the internal spline shaft 11, the external spline shaft 12, the flywheel 21 and the clutch disc 22, enhancing the practicability of the transmission device.

[0038] Further, the control assembly 30 includes a controller, an armature 31 and an electromagnetic coil 32. One of the armature 31 and the electromagnetic coil 32 is connected to the first housing 131, and the other of the armature 31 and the electromagnetic coil 32 is connected to the second housing 132. Wherein, when the controller controls the electromagnetic coil 32 to be in the energized state, the second housing 132 drives the clutch disc 22 to move to the slip grinding position until the rotational speed difference is within the preset value range, and then controls the external spline shaft 12 to move to the engaged position.

[0039] Engagement Figure 2 As shown, in the above embodiment, the armature 31 and the electromagnetic coil 32 are connected to the connection assembly 10. By controlling the electromagnetic coil 32 to be in the energized state by the controller, the second housing 132 drives the clutch disc 22 to move to the slip grinding position until the rotational speed difference is within the preset value range, and then controls the external spline shaft 12 to move to the engaged position. This setting realizes the control of the engagement of the transmission device by the armature 31 and the electromagnetic coil 32, improving the practicability of the transmission device.

[0040] Further, the connection assembly 10 includes a plurality of elastic members 14. The plurality of elastic members 14 are connected to the second housing 132 and are arranged circumferentially along the external spline shaft 12. The clutch disc 22 is connected to the second housing 132 through the plurality of elastic members 14. When the external spline shaft 12 is in the engaged position, the plurality of elastic members 14 are in a compressed state. When the controller controls the electromagnetic coil 32 to be powered off when the external spline shaft 12 is in the engaged position, the second housing 132 drives the external spline shaft 12 to move to the disengaged position under the elastic force provided by the plurality of elastic members 14.

[0041] Engagement Figure 1 As shown, in the above embodiment, when the controller controls the electromagnetic coil 32 to be in the energized state and the external spline shaft 12 is in the engaged position, the plurality of elastic members 14 are in a compressed state. When the controller controls the electromagnetic coil 32 to be powered off when the external spline shaft 12 is in the engaged position, the second housing 132 drives the external spline shaft 12 to move to the disengaged position under the elastic force provided by the plurality of elastic members 14. It realizes the control of the engagement of the transmission device by the armature 31, the electromagnetic coil 32 and the plurality of elastic members 14, improving the practicability of the transmission device.

[0042] Further, the stroke of the clutch disc 22 moving to the slip grinding position is less than the stroke of the internal spline shaft 11 moving to the engaged position. Engagement Figure 1 And Figure 2As shown, in this embodiment, the stroke of the clutch disc 22 moving to the slip grinding position is less than the stroke of the internal spline shaft 11 moving to the engagement position, which can ensure that when the controller controls the electromagnetic coil 32 to be in the energized state, the second housing 132 drives the clutch disc 22 to move to the slip grinding position first until the rotational speed difference is within the preset value range, and then controls the second housing 132 to drive the external spline shaft 12 to move to the engagement position, realizing the control of the engagement of the transmission device through the armature 31 and the electromagnetic coil 32, and improving the reliability of the transmission device.

[0043] It should be noted that in the prior art, the clutch has a slip grinding function. Due to the large heat generation during the slip grinding of the clutch, a corresponding cooling and lubrication system needs to be matched, and the torque transmission completely depends on the clutch, which requires a relatively high torque capacity for the clutch. Especially in the V6 and V8 hybrid systems, when the engine torque reaches 800 N·m, it is difficult to ensure the clutch resources. And the prior art relies on the motor to drive the engine to start, and part of the power of the motor is diverted by the engine start, which will affect the vehicle smoothness under some special working conditions.

[0044] In another embodiment of the present application, a hybrid system is further provided, and the hybrid system includes the transmission device in the above embodiment.

[0045] Furthermore, the hybrid system includes a starter 1, an engine 2, a transmission device 3, a drive motor 4, and a transmission 5. The engine 2 is electrically connected to the starter 1, and the starter 1 is used to start the engine 2. The engine 2 is connected to the internal spline shaft 11 of the transmission device 3. One end of the drive motor 4 is connected to the external spline shaft 12 of the transmission device 3, and one end of the transmission 5 is connected to the other end of the drive motor 4. The other end of the transmission 5 is connected to the wheel shaft.

[0046] Combined Figure 3 As shown, in the above embodiment, a parallel hybrid power system is formed. The drive motor 4 is arranged between the transmission device 3 and the transmission 5, and the hybrid is realized by inserting the transmission device 3 and the drive motor 4 between the engine 2 and the transmission 5. It is a parallel hybrid power system. As shown, the electromechanical coupler 6 includes the drive motor 4 and the transmission 5.

[0047] Combined Figures 1 to 2 As shown, in another embodiment of the present application, the engine 2 is rigidly connected to the internal spline shaft 11 of the transmission device 3, and one end of the drive motor 4 is rigidly connected to the external spline shaft 12 of the transmission device 3. When the transmission device 3 is in the non-torque transmission state, the power transmission can be disconnected, and the internal spline shaft 11 and the external spline shaft 12 are in the separated position. At this time, the ends of the internal spline shaft 11 and the external spline shaft 12 are supported by bearings to each other and will not form a "cantilever beam" structure.

[0048] Further, the hybrid system includes an all-electric driving mode and a parallel driving mode. In the all-electric driving mode, the driving motor 4 provides driving force. In the parallel driving mode, the starter 1 starts the engine 2, adjusts the engine speed to the target speed, controls the transmission 3 to perform a closing action, so that the external spline shaft 12 drives the clutch disc 22 to move toward the flywheel 21 until the clutch disc 22 moves to the slip friction position in contact with the flywheel 21. When it is detected that the speed difference is within the preset range, the external spline shaft 12 is controlled to move to the engaged position where it engages with the internal spline shaft 11, so that the engine 2 and the driving motor 4 jointly provide driving force.

[0049] Engage Figure 3 As shown, in the above embodiment, in the all-electric driving mode, the driving motor 4 provides driving force to drive the vehicle. At this time, the internal spline shaft 11 and the external spline shaft 12 are in the separated position, the transmission 3 disconnects the power connection, the engine 2 stalls and the speed is zero, and the connection between the driving motor 4 and the engine 2 can also be cut off during kinetic energy recovery. Moreover, since there can be a transmission ratio between the driving motor 4 and the shaft, a too large torque is not required, the cost of the hybrid system can be reduced, and the volume of the driving motor 4 can be reduced, so its fuel economy is also strong.

[0050] In the parallel driving mode, the starter 1 starts the engine 2, adjusts the engine speed to the target speed, controls the transmission 3 to perform a closing action, so that the external spline shaft 12 drives the clutch disc 22 to move toward the flywheel 21 until the clutch disc 22 moves to the slip friction position in contact with the flywheel 21. When it is detected that the speed difference is within the preset range, the external spline shaft 12 is controlled to move to the engaged position where it engages with the internal spline shaft 11, so that the engine 2 and the driving motor 4 jointly provide driving force. Compared with the hybrid systems in the prior art, this hybrid system starts the engine 2 by the starter 1, and there is no power splitting loss in the power of the driving motor 4.

[0051] In another embodiment of the present application, a vehicle is further provided, including the hybrid system in the above embodiment.

[0052] The hybrid system includes a starter 1, an engine 2, a transmission 3, a driving motor 4 and a transmission 5. The engine 2 is electrically connected to the starter 1, and the starter 1 is used to start the engine 2. The engine 2 is connected to the internal spline shaft 11 of the transmission 3. One end of the driving motor 4 is connected to the external spline shaft 12 of the transmission 3. One end of the transmission 5 is connected to the other end of the driving motor 4, and the other end of the transmission 5 is connected to the wheel shaft.

[0053] Engage Figure 3As shown, in the above embodiment, a parallel hybrid system is formed. The drive motor 4 is disposed between the transmission device 3 and the transmission 5. The hybrid drive is achieved by inserting the transmission device 3 and the drive motor 4 between the engine 2 and the transmission 5. It is a parallel hybrid system. As shown in the figure, the electromechanical coupler 6 includes the drive motor 4 and the transmission 5.

[0054] Combined with Figures 1 to 2 As shown, in another embodiment of the present application, the engine 2 is rigidly connected to the internal spline shaft 11 of the transmission device 3, and one end of the drive motor 4 is rigidly connected to the external spline shaft 12 of the transmission device 3. The transmission device 3 can disconnect the power transmission in the non-torque transmission state, and the internal spline shaft 11 and the external spline shaft 12 are in a separated position. At this time, the ends of the internal spline shaft 11 and the external spline shaft 12 are supported by bearings to each other and do not form a "cantilever beam" structure.

[0055] Further, the hybrid system includes an all-electric driving mode and a parallel driving mode. In the all-electric driving mode, the driving force is provided by the drive motor 4. In the parallel driving mode, the starter 1 is used to start the engine 2, adjust the engine speed to the target speed, control the transmission device 3 to perform a closing action, so that the external spline shaft 12 drives the clutch disc 22 to move toward the flywheel 21 until the clutch disc 22 moves to the slip friction position in contact with the flywheel 21. When the rotational speed difference is detected within the preset value range, the external spline shaft 12 is controlled to move to the combined position combined with the internal spline shaft 11, so that the engine 2 and the drive motor 4 jointly provide the driving force.

[0056] Combined with Figure 3 As shown, in the above embodiment, in the all-electric driving mode, the vehicle is driven by the driving force provided by the drive motor 4. At this time, the internal spline shaft 11 and the external spline shaft 12 are in a separated position, the transmission device 3 disconnects the power connection, and the engine 2 stalls with a speed of zero. The connection between the drive motor 4 and the engine 2 can also be cut off during kinetic energy recovery. And because there can be a transmission ratio between the drive motor 4 and the shaft, a too large torque is not required, the cost of the hybrid system can be reduced, and the volume of the drive motor 4 can be reduced, so its fuel economy is also relatively strong.

[0057] In the parallel drive mode, the engine 2 is started by the starter 1, the speed of the engine 2 is adjusted to the target speed, and the transmission 3 is controlled to perform a closing action, so that the external spline shaft 12 drives the clutch disc 22 to move toward the flywheel 21 until the clutch disc 22 moves to the slip grinding position in contact with the flywheel 21. When it is detected that the speed difference is within the preset value range, the external spline shaft 12 is controlled to move to the engaged position where it engages with the internal spline shaft 11, so that the engine 2 and the drive motor 4 jointly provide driving force. Compared with the hybrid system in the prior art, in this hybrid system, the engine 2 is started by the starter 1, and there is no power split loss in the power of the drive motor 4, and the vehicle ride comfort is good.

[0058] In another embodiment of the present application, the hybrid system includes an engine 2, a transmission 3, a drive motor 4, and a transmission 5. The drive motor 4 is connected to the engine 2, the engine 2 is connected to the internal spline shaft 11 of the transmission 3, and the transmission 5 is connected to the external spline shaft 12 of the transmission 3. The auxiliary system located at the input end of the engine 2 includes a motor, an electric turbocharger, an integrated generator / starter, a high-voltage generator, etc. The drive motor 4 and the engine 2 are connected by a belt. The drive motor 4 integrates the function of the starter. Together with a relatively large battery, it can drive the mechanical compressor of the air conditioner to operate when the engine stops at a traffic light, thus playing a certain role in fuel saving.

[0059] From the above description, it can be seen that the above embodiments of the present application achieve the following technical effects:

[0060] By setting the connection component 10, the speed regulation component 20, and the control component 30, and setting the internal spline shaft 11 and the external spline shaft 12 to engage, the speed regulation component 20 adjusts the speed difference between the internal spline shaft 11 and the external spline shaft 12, and the control component 30 controls the external spline shaft 12 to move to the engaged position to engage with the internal spline shaft 11, replacing the clutch with more friction plates in the prior art for power transmission, which can increase the torque capacity, enable the transmission to meet higher torque requirements, reduce the volume of the clutch, and be more convenient for space design.

[0061] During the process that the control component 30 controls the external spline shaft 12 to move to the engaged position, the external spline shaft 12 drives the clutch disc 22 to move toward the flywheel 21 to the slip grinding position, and the clutch disc 22 slips with the flywheel 21 to adjust the speed difference between the internal spline shaft 11 and the external spline shaft 12 to an appropriate range, facilitating the engagement of the internal spline shaft 11 and the external spline shaft 12.

[0062] The clutch disc 22 has a disengaged position where it stops slipping against the flywheel 21. When the internal spline shaft 11 and the external spline shaft 12 are in the separated position, the clutch disc 22 is in the disengaged position. Such a setting enables the speed regulation before the engagement of the internal spline shaft 11 and the external spline shaft 12 with only a small number of friction plates, enhancing the reliability of the transmission device.

[0063] The internal spline shaft 11 and the external spline shaft 12 can be directly engaged at a small rotational speed difference. Commonly, the internal spline shaft 11 and the external spline shaft 12 are directly engaged at a rotational speed difference of 50 rpm, without NVH problems such as impact noise, with a simple structure and low cost.

[0064] Only 1 to 2 slip friction plates are provided between the clutch disc 22 and the flywheel 21, and the slip friction time is short, requiring a small coolant flow rate of less than 1 LPH, which can have the same design as the lubrication of the shaft gear.

[0065] The armature 31 and the electromagnetic coil 32 are connected to the connection assembly 10. By controlling the electromagnetic coil 32 to be in the energized state, the second housing 132 drives the clutch disc 22 to move to the slip friction position until the rotational speed difference is within the preset value range, and then controls the external spline shaft 12 to move to the engaged position. Such a setting realizes the control of the engagement of the transmission device through the armature 31 and the electromagnetic coil 32, improving the practicality of the transmission device.

[0066] When the external spline shaft 12 is in the engaged position and the controller controls the electromagnetic coil 32 to be de-energized, the second housing 132 drives the external spline shaft 12 to move to the separated position under the elastic force provided by the plurality of elastic members 14. It realizes the control of the engagement of the transmission device through the armature 31, the electromagnetic coil 32 and the plurality of elastic members 14, improving the practicality of the transmission device.

[0067] In the pure electric driving mode of the hybrid system, the driving motor 4 provides the driving force to drive the vehicle. At this time, the internal spline shaft 11 and the external spline shaft 12 are in the separated position, the transmission device 3 disconnects the power connection, and the engine 2 shuts down with a zero rotational speed. The connection between the driving motor 4 and the engine 2 can also be cut off during kinetic energy recovery. Moreover, since there can be a transmission ratio between the driving motor 4 and the shaft, a large torque is not required, which can reduce the cost of the hybrid system and the volume of the driving motor 4, so its fuel economy is also strong.

[0068] In the parallel drive mode of the hybrid system, the engine 2 is started by the starter 1, the speed of the engine 2 is adjusted to the target speed, and the transmission 3 is controlled to perform a closing action, so that the external spline shaft 12 drives the clutch disc 22 to move toward the flywheel 21 until the clutch disc 22 moves to the slip friction position in contact with the flywheel 21. When it is detected that the speed difference is within the preset value range, the external spline shaft 12 is controlled to move to the engaged position where it engages with the internal spline shaft 11, so that the engine 2 and the drive motor 4 jointly provide driving force. Compared with the hybrid systems in the prior art, in this hybrid system, the engine 2 is started by the starter 1, and there is no power splitting loss in the drive motor 4.

[0069] For ease of description, spatial relative terms such as "above", "on top of", "on the upper surface", "above-mentioned", etc. may be used herein to describe the spatial positional relationship of one device or feature to other devices or features as shown in the figures. It should be understood that the spatial relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is inverted, the device described as "above" or "on top of" other devices or structures will then be positioned "below" or "beneath" the other devices or structures. Thus, the exemplary term "above" can include both the orientations of "above" and "below". The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the corresponding explanations will be made for the spatial relative descriptions used herein.

[0070] In addition to the above, it should also be noted that the "one embodiment", "another embodiment", "embodiment", etc. mentioned in this specification refer to the specific features, structures or characteristics described in connection with that embodiment being included in at least one embodiment generally described in this application. The same expression appearing in multiple places in the specification does not necessarily refer to the same embodiment. Further, when describing a specific feature, structure or characteristic in connection with any one embodiment, it is intended that the implementation of such feature, structure or characteristic in combination with other embodiments also falls within the scope of this application.

[0071] In the above embodiments, the descriptions of the various embodiments each have their own emphases. For the parts not detailed in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

[0072] The above are only the preferred embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included within the protection scope of the present application.

Claims

1. A transmission device, characterized in that: include: A connection assembly (10), the connection assembly (10) comprising an inner spline shaft (11) and an outer spline shaft (12), one of the inner spline shaft (11) and the outer spline shaft (12) being connected to an output shaft of an engine, the other of the inner spline shaft (11) and the outer spline shaft (12) being connected to an input shaft of a drive motor, the inner spline shaft (11) and the outer spline shaft (12) being coaxially arranged, the outer spline shaft (12) having a combined position for combining with the inner spline shaft (11), and the outer spline shaft (12) having a separated position for separating from the inner spline shaft (11); The speed regulating assembly (20) comprises: a flywheel (21), the flywheel (21) being connected to the connection assembly (10), the flywheel (21) being arranged along the circumference of the internal spline shaft (11), and the flywheel (21) being arranged coaxially with the internal spline shaft (11), and the internal spline shaft (11) and the flywheel (21) being used to be connected to the engine; A clutch disc (22), the clutch disc (22) being connected to the connection assembly (10), the clutch disc (22) being arranged along the circumference of the external spline shaft (12), the clutch disc (22) being coaxially connected to the flywheel (21), the clutch disc (22) having a sliding friction position in contact with the flywheel (21), and the clutch disc (22) having a disengagement position in which the sliding friction with the flywheel (21) is released; a control component (30), the control component (30) being connected to the connection component (10), the control component (30) being used to control the external spline shaft (12) to be located at the engaging position and the disengaging position; In the process of the control component (30) controlling the outer spline shaft (12) to move to the engagement position, the outer spline shaft (12) drives the clutch plate (22) to move toward the flywheel (21) to the sliding position, the clutch plate (22) and the flywheel (21) slide and grind, and the speed difference between the inner spline shaft (11) and the outer spline shaft (12) is adjusted to a suitable range, so as to facilitate the engagement of the inner spline shaft (11) and the outer spline shaft (12). When the inner spline shaft (11) and the outer spline shaft (12) are in the separation position, the clutch plate (22) is in the disengagement position.

2. The transmission device according to claim 1, characterized in that: The connection assembly (10) comprises: A housing (13), the housing (13) comprising a first housing (131) and a second housing (132), the first housing (131) being connected to the connecting assembly (10), the first housing (131) being arranged on a side away from the inner spline shaft (11), the second housing (132) being connected to the outer spline shaft (12), the clutch disc (22) being connected to the second housing (132), the second housing (132) being arranged opposite to the first housing (131), and the flywheel (21) and the clutch disc (22) being located in a receiving space enclosed by the first housing (131) and the second housing (132).

3. The transmission device according to claim 2, characterized in that: The control component (30) comprises a controller, an armature (31) and an electromagnetic coil (32), wherein one of the armature (31) and the electromagnetic coil (32) is connected to the first housing (131), and the other of the armature (31) and the electromagnetic coil (32) is connected to the second housing (132), wherein when the controller controls the electromagnetic coil (32) to be in an energized state, the second housing (132) drives the clutch plate (22) to move to the sliding position until the speed difference is within a preset value range, thereby controlling the external spline shaft (12) to move to the engagement position.

4. The transmission device according to claim 3, characterized in that: The connection assembly (10) comprises: A plurality of elastic members (14), wherein the plurality of elastic members (14) are connected to the second housing (132), and the plurality of elastic members (14) are arranged along the circumference of the external spline shaft (12). The clutch plate (22) is connected to the second housing (132) through the plurality of elastic members (14). When the external spline shaft (12) is located at the engaged position, the plurality of elastic members (14) are in a compressed state. When the external spline shaft (12) is located at the engaged position, when the controller controls the electromagnetic coil (32) to be powered off, the second housing (132) drives the external spline shaft (12) to move to the separated position under the elastic force provided by the plurality of elastic members (14).

5. The transmission device according to claim 1, characterized in that: The travel of the clutch disc (22) moving to the sliding position is smaller than the travel of the internal spline shaft (11) moving to the engagement position.

6. A hybrid system, comprising a transmission device, characterized in that: The transmission device is the transmission device according to any one of claims 1 to 5.

7. The hybrid system according to claim 6, characterized in that: include: Engine (2); A starter (1), the engine (2) being electrically connected to the starter (1), the starter (1) being used to start the engine (2), the engine (2) being connected to an internal spline shaft (11) of a transmission device (3); A drive motor (4), one end of the drive motor (4) being connected to an external spline shaft (12) of the transmission device (3); A transmission (5), one end of the transmission (5) is connected to the other end of the drive motor (4), and the other end of the transmission (5) is connected to the wheel axle.

8. The hybrid system according to claim 7, characterized in that: include: Pure electric driving mode and parallel driving mode, In the pure electric driving mode, the driving force is provided by the driving motor (4); In the parallel drive mode, the engine (2) is started by the starter (1), the speed of the engine (2) is adjusted to a target speed, and the transmission device (3) is controlled to perform a closing action, so that the outer spline shaft (12) drives the clutch plate (22) to move toward the flywheel (21) until the clutch plate (22) moves to a sliding position in contact with the flywheel (21), and when it is detected that the speed difference is within a preset value range, the outer spline shaft (12) is controlled to move to a combined position with the inner spline shaft (11), so that the engine (2) and the drive motor (4) jointly provide driving force.

9. A vehicle, comprising a hybrid system, characterized in that: The hybrid system is the hybrid system according to any one of claims 6 to 8.

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