Hybrid transmission assembly and vehicle

Abstract

The utility model provides a hybrid transmission assembly and a vehicle. The hybrid transmission assembly comprises a transmission shell, a motor shell, a rear end cover, a flywheel shell, an input shaft and an output shaft. The front end of the transmission shell is connected with the motor shell, and the rear end is connected with the rear end cover; the front end of the motor shell is connected with a flywheel shell which is used for being connected with an engine. The input shaft is rotationally connected to the flywheel shell and used for being connected with a flywheel. The output shaft is rotationally connected into the transmission shell and is in transmission connection with the input shaft, and one end of the output shaft forwards extends out of the transmission shell; two sets of suspension mounting holes are symmetrically distributed in the bottom of the rear end of the transmission shell in the axial direction of the input shaft. According to the hybrid transmission assembly, a flywheel shell, a motor shell, a transmission shell and a rear end cover are sequentially connected from front to back, and meanwhile an output shaft extends forwards to be connected with a front axle main speed reducer to form a longitudinal front drive installation layout mode; the suspension mounting holes which are symmetrically arranged can improve the suspension assembly flexibility and reduce the assembly and loading difficulty of the hybrid transmission assembly.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile transmissions, and in particular relates to a hybrid transmission assembly and a vehicle. Background Art

[0002] With the rapid development of new energy vehicles, more and more hybrid models are entering the market. The hybrid system has two power sources, the engine and the electric motor, so it is necessary to develop a transmission that can achieve coupled power output between the two power sources, namely a hybrid transmission. Usually, the hybrid transmission allows the engine to provide conventional power, and the electric motor can provide additional power or completely replace the engine output power according to actual working conditions.

[0003] At present, most common transmissions adopt transverse front-wheel drive or longitudinal rear-wheel drive. Since the hybrid transmission assembly needs to integrate the drive motor, the front space of the vehicle body is difficult to meet the requirements of its transverse front-wheel drive layout. Therefore, it is usually necessary to develop a longitudinal mounting structure for front-wheel drive hybrid models. Usually, the longitudinal mounting structure is equipped with a suspension mounting point at a specific angle on the transmission case. Due to the large volume of the hybrid transmission assembly, the suspension installation operation space is limited. Therefore, the specific single suspension installation angle causes great difficulties for the assembly process and needs to be overcome urgently. Utility Model Content

[0004] The embodiment of the utility model provides a hybrid transmission assembly, which aims to meet the requirement of installing the hybrid transmission assembly in a longitudinal front-wheel drive manner and improve the suspension assembly flexibility of the hybrid transmission assembly.

[0005] To achieve the above-mentioned purpose, the technical solution adopted by the utility model is: in the first aspect, a hybrid transmission assembly is provided, including a transmission case, a motor case, a rear end cover, a flywheel case, an input shaft, and an output shaft; the front end of the transmission case is connected to the motor case, and the rear end is connected to the rear end cover; the front end of the motor case is connected to the flywheel case, and the flywheel case is used to connect to the engine; the input shaft is rotatably connected to the flywheel case and is used to connect to the flywheel; the output shaft is rotatably connected in the transmission case and is transmission-connected to the input shaft, and one end of the output shaft extends forward from the transmission case; wherein, the rear end bottom of the transmission case is symmetrically distributed with two groups of suspension mounting holes along the axial direction of the input shaft.

[0006] In combination with the first aspect, in a possible implementation, the output shaft is located below the input shaft, and an oil filling port is provided on the transmission housing. The oil filling port is located above the output shaft and below the input shaft.

[0007] In some embodiments, an electronic lubrication pump, a low-voltage circuit connector, and an oil temperature sensor are disposed below the input shaft on the side of the motor housing facing the output shaft, wherein the low-voltage circuit connector is located above the electronic lubrication pump and the oil temperature sensor is located below the electronic lubrication pump.

[0008] Exemplarily, a clutch actuator pump is provided at the rear end bottom of the motor housing on the side of the electronic lubrication pump, and a clutch pressure sensor is provided on the upper side of the clutch actuator pump.

[0009] For example, a high-voltage wire junction box is provided at the top front end of the motor housing, and a motor cooling nozzle is provided at the top of the motor housing behind the high-voltage wire junction box; an oil cooler is provided at the bottom front end of the motor housing, and the oil cooler is provided with water inlet and outlet nozzles.

[0010] In one possible implementation, a shift motor and a mold-changing motor are provided on the side of the transmission case away from the output shaft, a hub sensor is provided below the shift motor, a position sensor for detecting the position of the synchronizer is provided above the mold-changing motor, and a speed sensor is also provided on the transmission case for detecting the speeds of the input shaft and the output shaft, respectively.

[0011] In some embodiments, a plurality of bosses are distributed on the motor housing and the transmission housing, the bosses are used to connect the pipeline fixing bracket, and the side wall of each boss has a rotation-stopping rib.

[0012] In some embodiments, lifting ears are provided on the top and upper side of the motor housing and / or the transmission housing.

[0013] Exemplarily, the front end of the input shaft has a guide portion whose diameter gradually decreases from rear to front.

[0014] The beneficial effect of the hybrid transmission assembly provided by the utility model is that: compared with the prior art, in the hybrid transmission assembly of the utility model, the flywheel housing, the motor housing, the transmission housing, and the rear end cover are connected in sequence from front to rear to form a longitudinal structure, the front end of the input shaft extends into the flywheel housing to connect the flywheel, the rear end passes through the motor housing and is transmission-connected to the output shaft, and the end of the output shaft extends forward from the transmission housing to be used for connecting the front axle main reducer, thereby forming a longitudinal front-wheel drive installation layout; on the basis of the above, the rear end bottom of the transmission housing is symmetrically provided with suspension mounting holes along the axial direction of the input shaft, so that the transmission suspension can be flexibly installed regardless of the front and rear, thereby improving the flexibility of the suspension assembly, and thereby reducing the difficulty of the overall assembly of the hybrid transmission assembly on the vehicle.

[0015] In a second aspect, an embodiment of the utility model further provides a vehicle, comprising the above-mentioned hybrid transmission assembly.

[0016] The beneficial effect of the vehicle provided by the utility model is that: compared with the prior art, the vehicle of the utility model adopts the above-mentioned hybrid transmission assembly, the flywheel housing, the motor housing, the transmission housing, and the rear end cover are connected in sequence from front to rear to form a longitudinal structure, the front end of the input shaft extends into the flywheel housing to connect the flywheel, the rear end passes through the motor housing and is connected to the output shaft in transmission, and the end of the output shaft extends forward from the transmission housing can be used to connect the front axle main reducer, thereby forming a longitudinal front-wheel drive installation layout; on the basis of the above, the rear end bottom of the transmission housing is symmetrically provided with suspension mounting holes along the axial direction of the input shaft, so that the transmission suspension can be flexibly installed regardless of the front and rear, thereby improving the flexibility of the suspension assembly, and thereby reducing the difficulty of the overall assembly of the hybrid transmission assembly on the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A schematic diagram of the three-dimensional structure of a hybrid transmission assembly provided in an embodiment of the utility model Figure 1 ;

[0018] Figure 2 A schematic diagram of the three-dimensional structure of a hybrid transmission assembly provided in an embodiment of the utility model Figure 2 ;

[0019] Figure 3 A schematic diagram of the three-dimensional structure of a hybrid transmission assembly provided in an embodiment of the utility model Figure 3 ;

[0020] Figure 4 A schematic diagram of the three-dimensional structure of a hybrid transmission assembly provided in an embodiment of the utility model Figure 4 ;

[0021] Figure 5 This is a schematic diagram of the structure of the motor cooling nozzle and the boss in the utility model;

[0022] Figure 6 A schematic diagram of the three-dimensional structure of a hybrid transmission assembly provided in an embodiment of the utility model Figure 5 ;

[0023] Figure 7 A schematic diagram of the three-dimensional structure of a hybrid transmission assembly provided in an embodiment of the utility model Figure 6 ;

[0024] Figure 8 It is a schematic diagram of the structure of the input shaft in the embodiment of the utility model.

[0025] In the figure: 10, transmission case; 101, suspension mounting hole; 102, oil filling port; 103, shift motor; 104, mold change motor; 105, hub sensor; 106, position sensor; 107, speed sensor; 108, boss; 1081, anti-rotation rib; 109, lifting lug; 20, motor case; 201, electronic lubrication pump; 202, low-voltage circuit connector; 203, oil temperature sensor; 204, clutch actuator pump; 205, clutch pressure sensor; 206, high-voltage wire junction box; 207, motor cooling nozzle; 208, oil cooler; 2081, water inlet and outlet nozzle; 2082, water inlet and outlet mark; 30, rear end cover; 40, flywheel case; 50, input shaft; 501, guide part; 60, output shaft. DETAILED DESCRIPTION

[0026] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0027] It should be noted that when an element is referred to as being "disposed on" or "connected to" another element, it may be directly on the other element or indirectly on the other element. It should be understood that the terms "upper", "lower", "front", "rear", "top", "bottom", "inside", "outside", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. In the description of the present application, "multiple" and "several" mean two or more, unless otherwise clearly and specifically defined.

[0028] Please also read Figures 1 to 3 The hybrid transmission assembly provided by the utility model is now described. The hybrid transmission assembly includes a transmission housing 10, a motor housing 20, a rear end cover 30, a flywheel housing 40, an input shaft 50, and an output shaft 60; the front end of the transmission housing 10 is connected to the motor housing 20, and the rear end is connected to the rear end cover 30; the front end of the motor housing 20 is connected to the flywheel housing 40, and the flywheel housing 40 is used to connect the engine; the input shaft 50 is rotatably connected to the flywheel housing 40 and is used to connect the flywheel; the output shaft 60 is rotatably connected in the transmission housing 10 and is transmission-connected to the input shaft 50, and one end of the output shaft 60 extends forward from the transmission housing 10; wherein, the rear end bottom of the transmission housing 10 is symmetrically distributed with two groups of suspension mounting holes 101 along the axial direction of the input shaft 50.

[0029] It should be noted that, in this embodiment, the flywheel housing 40, the motor housing 20, the transmission housing 10, and the rear end cover 30 are connected in sequence from front to back, wherein the front and rear end surfaces of the motor housing 20 and the transmission housing 10 are formed with flange surfaces for convenient screw connection and fixation, the motor housing 20 and the transmission housing 10 are connected, the flywheel housing 40 and the rear end cover 30 respectively close the front end of the motor housing 20 and the rear end of the transmission housing 10, the front end of the flywheel housing 40 forms a flange surface for screw connection and fixation with the engine, and at the same time, a cavity capable of accommodating a flywheel is formed between the flywheel housing 40 and the rear end of the engine, the motor shaft is rotatably connected to the motor housing 20 and is a hollow shaft, and the input shaft 50 is rotatably connected to the motor housing 20 It is connected to the flywheel housing 40, with one end extending forward into the flywheel housing 40 to be connected to the flywheel, and the other end passes through the motor shaft and extends into the transmission housing 10 to be connected to the drive shaft arranged in the transmission housing 10, and forms a transmission connection with the output shaft 60 through the transmission parts on the drive shaft such as speed gears and synchronizers; it needs to be explained here that the transmission housing 10 is partially extended to form a transmission cavity structure that is small in front and large in the rear, so that the output shaft 60 can be installed on the extended part so that the output shaft 60 is on the side of the motor housing 20, thereby facilitating the connection with the front axle main reducer to output power; based on the above structure, a longitudinal front-wheel drive installation layout is formed.

[0030] As a component that supports the transmission to reduce vibration transmission, the suspension usually adopts pure rubber suspension or hydraulic suspension with good dynamic and static performance in the industry. Here, it is preferred to adopt traditional pure rubber suspension, which is a front-to-back symmetrical structure. Therefore, the suspension mounting holes 101 symmetrically distributed at the bottom of the rear end of the transmission case 10 are utilized. Therefore, the front and rear positions of the suspension can be interchanged at will. Compared with the current method of arranging the asymmetric suspension mounting holes 101, the suspension assembly method is more flexible, especially for the situation where the installation and operation space of a large hybrid transmission assembly is cramped, which can greatly reduce the difficulty of suspension assembly and facilitate the assembly and operation of the hybrid transmission assembly.

[0031] Compared with the prior art, the hybrid transmission assembly provided in this embodiment has a flywheel housing 40, a motor housing 20, a transmission housing 10, and a rear end cover 30 which are connected in sequence from front to rear to form a longitudinal structure. The front end of the input shaft 50 extends into the flywheel housing 40 to connect with the flywheel, and the rear end passes through the motor housing 20 and is transmission-connected with the output shaft 60. The end of the output shaft 60 extending forward from the transmission housing 10 can be used to connect to the front axle main reducer, thereby forming a longitudinal front-wheel drive installation layout. On the basis of the above, the rear end bottom of the transmission housing 10 is symmetrically provided with suspension mounting holes 101 along the axial direction of the input shaft 50, so that the transmission suspension can be flexibly installed regardless of the front and rear, thereby improving the flexibility of the suspension assembly, and thereby reducing the difficulty of the overall assembly of the hybrid transmission assembly on the vehicle.

[0032] For details, see Figure 2In this embodiment, the output shaft 60 is located below the input shaft 50 , and the transmission housing 10 is provided with an oil filling port 102 , which is located above the output shaft 60 and below the input shaft 50 . Arranging the output shaft 60 at the lower side of the input shaft 50 can leave more space on the top of the transmission case 10 for arranging components such as controllers, lines, and pipelines. At the same time, the lower side of the transmission case 10 is closer to the height of the front axle main reducer, which is more conducive to the front and rear horizontal docking of the output shaft 60 and the front axle main reducer, which is not only conducive to the alignment assembly of the output shaft 60 and the front axle main reducer, but also makes the linear power transmission more stable, which is conducive to improving the NVH performance between the output shaft 60 and the front axle main reducer; in addition, the lubricating oil injected into the transmission case 10 is usually suitable for contact with the transmission parts such as the speed gear, and the rotation of the speed gear is used to bring up the lubricating oil to form a splash lubrication effect. Therefore, the oil filling port 102 is set in height between the output shaft 60 and the input shaft 50. On the one hand, it can meet the oil filling height requirement, and on the other hand, it can make full use of the relatively sufficient space where the output shaft 60 extends out of the transmission case 10, so as to facilitate the filling of lubricating oil into the transmission case 10 from the oil filling port 102.

[0033] For some possible implementations, see Figure 2 An electronic lubrication pump 201, a low-voltage circuit connector 202, and an oil temperature sensor 203 are provided on the side of the motor housing 20 facing the output shaft 60 below the input shaft 50, wherein the low-voltage circuit connector 202 is located above the electronic lubrication pump 201, and the oil temperature sensor 203 is located below the electronic lubrication pump 201.

[0034] By arranging an electronic lubrication pump 201 at a position close to the bottom of the motor housing 20, the electronic lubrication pump 201 can be extended into the transmission housing 10 and at least partially immersed below the liquid surface of the lubricating oil, thereby being able to circulate and spray and suck the lubricating oil to ensure the lubrication of the transmission parts in the transmission housing 10; the low-voltage circuit connector 202 can specifically be a 12-pin connector used by the motor to connect the control circuit. Arranging it above the electronic lubrication pump 201 can avoid contact with the lubricating oil and affect the transmission stability of the electrical signal; at the same time, an oil temperature sensor 203 is arranged below the electronic lubrication pump 201, that is, at the bottom of the motor housing 20. The sensing end of the oil temperature sensor 203 can penetrate into the bottom of the inner cavity of the transmission housing 10 along the axial direction of the input shaft 50 to detect the oil temperature of the lubricating oil, thereby avoiding the sensing end of the oil temperature sensor 203 from contacting the splashing high-temperature lubricating oil and affecting the accuracy of the oil temperature detection.

[0035] Optionally, combined Figure 2 and Figure 4It is understood that in this embodiment, a clutch actuator pump 204 is provided at the rear end bottom of the motor housing 20 on the side of the electronic lubrication pump 201, and a clutch pressure sensor 205 is provided on the upper side of the clutch actuator pump 204. The clutch actuator pump 204 is provided at the rear end of the motor housing 20 and can act on the clutch at the connection position between the motor housing 20 and the transmission housing 10. By providing the clutch pressure sensor 205, the hydraulic oil pressure value of the clutch actuator pump 204 can be detected in real time, thereby ensuring that the working state of the clutch is stable and controllable.

[0036] For some possible implementations, see Figures 3 to 5 A high-voltage wire junction box 206 is provided at the top of the front end of the motor housing 20, and a motor cooling nozzle 207 is provided at the top of the motor housing 20 at the rear side of the high-voltage wire junction box 206; an oil cooler 208 is provided at the bottom of the front end of the motor housing 20, and an inlet and outlet water nozzle 2081 is provided on the oil cooler 208.

[0037] The high-voltage wire junction box 206 is arranged at the top of the front end of the motor housing 20, which can facilitate the wiring of the motor. At the same time, the oil cooler 208 and the high-voltage wire junction box 206 are placed on the upper and lower sides of the front end of the motor housing 20, so as to facilitate the layout of the high-voltage line and the layout of the inlet and outlet water pipes of the oil cooler 208; at the same time, the motor cooling nozzle 207 is arranged on the rear side of the high-voltage wire junction box 206 to avoid the interference between the cooling water pipe and the high-voltage line and affect the pipeline layout, and it is also convenient for the motor cooling nozzle 207 to be connected to the pipe.

[0038] It should be noted that if Figure 3 and Figure 5 As shown, the motor housing 20 is provided with water inlet and outlet markings 2082 on the sides of the motor cooling nozzle 207 and the water inlet and outlet nozzle 2081. By providing the water inlet and outlet markings 2082, it is possible to prevent the water inlet and outlet nozzles 2081 of the oil cooler 208 and the motor cooling nozzle 207 from being installed incorrectly, especially during later disassembly and maintenance, it is possible to prevent the water inlet and outlet nozzles from being installed in reverse, resulting in a transmission operation failure.

[0039] For some examples, see Figure 6 and Figure 7 A shift motor 103 and a die-changing motor 104 are provided on the side of the transmission case 10 away from the output shaft 60. A hub sensor 105 is provided below the shift motor 103 of the transmission case 10. A position sensor 106 for detecting the position of the synchronizer is provided above the die-changing motor 104 of the transmission case 10. The transmission case 10 is also provided with a speed sensor 107 for detecting the speeds of the input shaft 50 and the output shaft 60 respectively.

[0040] The shift motor 103 and the die-changing motor 104 are both arranged on the opposite side of the output shaft 60, thereby reserving sufficient space for the connection between the output shaft 60 and the front axle main reducer; specifically, the shift motor 103 is arranged close to the rear end of the transmission case 10, and the die-changing motor 104 is close to the front end of the transmission case 10, thereby ensuring that the die-changing motor 104 can be close to the transmission and the motor at the same time to perform the die-changing operation; the hub sensor 105 is close to the shift motor 103 for detecting the vehicle speed to provide a basis for shifting the shift motor 103, and the two speed sensors 107 respectively detect the speeds of the input shaft 50 and the output shaft 60, thereby obtaining the transmission ratio of the transmission, and comparing and calculating based on the transmission ratio and the vehicle speed detected by the hub sensor 105, thereby optimizing the shift timing and logic and improving the smoothness of the shift.

[0041] In some embodiments, such as Figure 5 As shown, a plurality of bosses 108 are distributed on the motor housing 20 and the transmission housing 10, and the bosses 108 are used to connect the pipeline fixing bracket, and the side wall of each boss 108 has a rotation-stopping rib 1081. The bosses 108 are provided for screwing and fixing the fixing bracket, and the fixing bracket may be provided with a hole matching the structure of the boss 108, and the hole wall is correspondingly provided with a rotation-stopping groove, and the rotational freedom of the fixing bracket is constrained by the engagement of the rotation-stopping rib 1081 and the rotation-stopping groove, thereby improving the fixing stability of the pipeline and the wiring harness.

[0042] It is important to understand that, see Figure 2 and Figure 4 In this embodiment, the top and upper side of the motor housing 20 and / or the transmission housing 10 are provided with lifting ears 109. Since the surfaces of the motor housing 20 and the transmission housing 10 are irregular, it is impossible to use electromagnets for adsorption and lifting. Therefore, the lifting ears 109 are provided to facilitate the motor housing 20 and the transmission housing 10 to be lifted separately during assembly. At the same time, the lifting ears 109 can also be used to perform the overall lifting operation on the vehicle after the hybrid transmission assembly is assembled.

[0043] As a modified implementation of the input shaft 50, see Figure 8 The front end of the input shaft 50 has a guide portion 501 whose diameter gradually decreases from the rear to the front. The peripheral wall of the guide portion 501 can be a curved surface or a conical surface. The guide portion 501 can be provided to facilitate the assembly of the flywheel onto the input shaft 50. At the same time, the guide portion 501 can be used for pre-alignment when connecting to the engine, thereby reducing the difficulty of connecting and aligning the hybrid transmission assembly with the engine during the assembly process of the hybrid transmission assembly.

[0044] Based on the same inventive concept, combined Figures 1 to 8 It is understood that an embodiment of the present application also provides a vehicle, including the above-mentioned hybrid transmission assembly.

[0045] Compared with the prior art, the vehicle provided by the present embodiment adopts the above-mentioned hybrid transmission assembly, in which the flywheel housing 40, the motor housing 20, the transmission housing 10 and the rear end cover 30 are connected in sequence from front to rear to form a longitudinal structure, the front end of the input shaft 50 extends into the flywheel housing 40 to connect with the flywheel, and the rear end passes through the motor housing 20 and is transmission-connected with the output shaft 60, and the end of the output shaft 60 extending forward from the transmission housing 10 can be used to connect to the front axle main reducer, thereby forming a longitudinal front-wheel drive installation layout; on the basis of the above, the rear end bottom of the transmission housing 10 is symmetrically provided with suspension mounting holes 101 along the axial direction of the input shaft 50, so that the transmission suspension can be flexibly installed regardless of the front and rear, thereby improving the flexibility of the suspension assembly, and thereby reducing the difficulty of the overall assembly of the hybrid transmission assembly on the vehicle.

[0046] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A hybrid transmission assembly, characterized in that: The invention comprises a transmission case (10), a motor case (20), a rear end cover (30), a flywheel case (40), an input shaft (50), and an output shaft (60); the front end of the transmission case (10) is connected to the motor case (20), and the rear end is connected to the rear end cover (30); the front end of the motor case (20) is connected to the flywheel case (40), and the flywheel case (40) is used to connect to an engine; the input shaft (50) is rotatably connected to the flywheel case (40) and is used to connect to a flywheel; the output shaft (60) is rotatably connected to the transmission case (10) and is transmission-connected to the input shaft (50), and one end of the output shaft (60) protrudes forward from the transmission case (10); wherein the rear end bottom of the transmission case (10) is symmetrically distributed with two groups of suspension mounting holes (101) along the axial direction of the input shaft (50).

2. The hybrid transmission assembly according to claim 1, characterized in that: The output shaft (60) is located below the input shaft (50), and the transmission housing (10) is provided with an oil filling port (102). The oil filling port (102) is located above the output shaft (60) and below the input shaft (50).

3. The hybrid transmission assembly according to claim 1, characterized in that: An electronic lubrication pump (201), a low-voltage circuit connector (202), and an oil temperature sensor (203) are arranged below the input shaft (50) on the side of the motor housing (20) facing the output shaft (60), wherein the low-voltage circuit connector (202) is located above the electronic lubrication pump (201), and the oil temperature sensor (203) is located below the electronic lubrication pump (201).

4. The hybrid transmission assembly according to claim 3, characterized in that: A clutch actuating pump (204) is provided at the rear end bottom of the motor housing (20) on the side of the electronic lubrication pump (201), and a clutch pressure sensor (205) is provided on the upper side of the clutch actuating pump (204).

5. The hybrid transmission assembly according to claim 1, characterized in that: A high-voltage wire junction box (206) is provided at the top of the front end of the motor housing (20), and a motor heat dissipation nozzle (207) is provided at the top of the motor housing (20) and at the rear side of the high-voltage wire junction box (206); an oil cooler (208) is provided at the bottom of the front end of the motor housing (20), and a water inlet and outlet nozzle (2081) is provided on the oil cooler (208).

6. The hybrid transmission assembly according to claim 1, characterized in that: A gear shift motor (103) and a mold change motor (104) are provided on a side of the transmission case (10) away from the output shaft (60); a hub sensor (105) is provided on the transmission case (10) below the gear shift motor (103); a position sensor (106) for detecting the position of a synchronizer is provided on the transmission case (10) above the mold change motor (104); and a speed sensor (107) for detecting the speed of the input shaft (50) and the output shaft (60) is also provided on the transmission case (10).

7. The hybrid transmission assembly according to claim 1, characterized in that: A plurality of bosses (108) are distributed on the motor housing (20) and the transmission housing (10), the bosses (108) are used to connect a pipeline fixing bracket, and the side wall of each boss (108) has a rotation-stopping rib (1081).

8. The hybrid transmission assembly according to claim 1, characterized in that: The top and upper side of the motor housing (20) and / or the transmission housing (10) are provided with lifting ears (109).

9. The hybrid transmission assembly according to any one of claims 1 to 8, characterized in that: The front end of the input shaft (50) has a guide portion (501) whose diameter gradually decreases from rear to front.

10. A vehicle, characterized in that Comprising a hybrid transmission assembly as described in any one of claims 1-9.

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