Hybrid transmission and vehicle

Abstract

The utility model provides a hybrid transmission and a vehicle. The hybrid transmission comprises a first input shaft connected with an engine output shaft, a second input shaft connected with a motor output shaft, a planet row, a transmission shaft and a transmission output shaft. Wherein the planet row comprises a sun gear, a planet carrier and a gear ring; the first input shaft and the second input shaft are respectively connected with one of the sun gear and the planet carrier; the transmission shaft is connected with the gear ring, and a synchronizer is arranged on the transmission shaft and used for locking the transmission shaft and the sun gear or the planet carrier. And a universal transmission joint is arranged on an output shaft of the transmission. According to the hybrid transmission, the transmission structure is simple and reliable, the stability of the hybrid transmission can be improved, and improvement of the NVH performance is facilitated; due to the fact that the transmission output shaft can be adjusted at any angle by arranging the universal transmission joint, assembling alignment of the transmission output shaft and the main speed reducer can be facilitated, and the assembling difficulty of the hybrid transmission and the main speed reducer is lowered.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicles, and in particular relates to a hybrid transmission 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] In order to facilitate the output of power by the drive motor, current hybrid transmissions usually integrate the drive motor with the transmission body. As a result, the route for transmitting the power of the drive motor and the engine to the drive shaft inside the transmission is very complicated, affecting the reliability and NVH performance of the transmission. In addition, compared with conventional transmissions, hybrid transmissions are heavier and larger in size because they integrate the drive motor. This makes it very difficult to connect and assemble the hybrid transmission with the main reducer of the front / rear axle, and a solution is urgently needed. Utility Model Content

[0004] The embodiment of the utility model provides a hybrid transmission, aiming to improve the reliability and NVH performance of the hybrid transmission and reduce the difficulty of assembling the hybrid transmission and the main reducer.

[0005] To achieve the above-mentioned purpose, the technical solution adopted by the utility model is: in the first aspect, a hybrid transmission is provided, including a first input shaft connected to the engine output shaft, a second input shaft connected to the motor output shaft, a planetary gear, a transmission shaft, and a transmission output shaft; wherein the planetary gear includes a sun gear, a planetary carrier and a ring gear; the first input shaft is connected to one of the sun gear and the planetary carrier, and the second input shaft is connected to the other of the sun gear and the planetary carrier; the transmission shaft is connected to the ring gear, and a synchronizer is provided on the transmission shaft, and the synchronizer is used to lock the transmission shaft with the sun gear or the planetary carrier; the transmission output shaft is transmission-connected to the transmission shaft and is provided with a universal joint.

[0006] In combination with the first aspect, in a possible implementation, a first connecting bridge is arranged around the periphery of the planetary gear, one end of the first connecting bridge is connected to the sun gear, and the other end is sleeved on the transmission shaft and rotationally connected to the transmission shaft; wherein the synchronizer includes a first combining gear and a second combining gear, the first combining gear is sleeved on the transmission shaft, and the second combining gear is connected to the first connecting bridge.

[0007] In some embodiments, the first connecting bridge is sleeved on one end of the transmission shaft and is provided with a first spline sleeve, and the second coupling gear is sleeved on the first spline sleeve.

[0008] Exemplarily, the first connecting bridge includes a first end plate and a second end plate respectively located on both sides of the planetary gear, and a surrounding plate connecting the first end plate and the second end plate; wherein the first end plate is rotationally connected to the drive shaft and rotationally connected to the transmission housing, and the second end plate is rotationally connected to the second input shaft and connected to the sun gear.

[0009] For example, the first connecting bridge is rotatably connected to the second connecting bridge, one end of the second connecting bridge is connected to the planet carrier, and the other end passes through the first connecting bridge and is rotatably mounted on the transmission shaft; wherein the second combining gear is connected to the second connecting bridge.

[0010] For example, a second spline sleeve is provided at one end of the second connecting bridge, and the second spline sleeve extends out of the first connecting bridge and is sleeved on the second coupling gear.

[0011] In a possible implementation, a second connecting bridge is arranged around the periphery of the planetary gear, one end of the second connecting bridge is connected to the planetary carrier, and the other end is rotationally connected to the transmission shaft and connected to the synchronizer; wherein the synchronizer is used to lock the transmission shaft and the second connecting bridge.

[0012] In some embodiments, a terminal output gear is provided on the transmission shaft; the universal joint includes a fixed end, a movable end, and a universal joint; the fixed end is integrated with the terminal output gear, the movable end is integrated with one end of the transmission output shaft, and the fixed end and the movable end are connected via a universal joint.

[0013] For example, the first input shaft is connected to the planet carrier, and the second input shaft is arranged around the first input shaft and connected to the sun gear.

[0014] The hybrid transmission provided by the utility model has the beneficial effect that, compared with the prior art, in the hybrid transmission of the utility model, if the second input shaft is connected to the sun gear, the synchronizer is used to lock the sun gear and the transmission shaft; if the second input shaft is connected to the planetary carrier, the synchronizer is used to lock the planetary carrier and the transmission shaft. Therefore, when the power of the engine output shaft is continuously transmitted to the sun gear or the planetary carrier through the first input shaft, it can be transmitted to the ring gear through the planetary gear to reach the transmission shaft, and finally the power is transmitted from the transmission output shaft to the main reducer, thereby ensuring the continuity of the engine power output, and the power of the motor output shaft is transmitted to the planetary carrier or the sun gear through the second input shaft, and then reaches the transmission shaft through the synchronizer, and finally the power is transmitted from the transmission output shaft to the main reducer. At this time, power can be transmitted between the second input shaft and the transmission shaft only when the synchronizer is locked, thereby realizing that the power output mode can be controlled by a single synchronizer, the structure is simple and reliable, not only can the stability be improved, but also the NVH performance can be improved; in addition, the transmission output shaft can be angle-adjusted by arranging a universal joint, thereby facilitating the assembly alignment of the transmission output shaft and the main reducer and reducing the difficulty of assembly.

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

[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, if the second input shaft is connected to the sun gear, the synchronizer is used to lock the sun gear and the transmission shaft, if the second input shaft is connected to the planetary carrier, the synchronizer is used to lock the planetary carrier and the transmission shaft, thereby, when the power of the engine output shaft is continuously transmitted to the sun gear or the planetary carrier through the first input shaft, it can be transmitted to the ring gear through the planetary gear to reach the transmission shaft, and finally the power is transmitted from the transmission output shaft to the main reducer, thereby ensuring the continuity of the engine power output, and the power of the motor output shaft is transmitted to the planetary carrier or the sun gear through the second input shaft, and then reaches the transmission shaft through the synchronizer, and finally the power is transmitted from the transmission output shaft to the main reducer, at this time, only when the synchronizer is locked, can the power be transmitted between the second input shaft and the transmission shaft, thereby realizing that the power output mode can be controlled by a single synchronizer, the structure is simple and reliable, not only can the stability be improved, but also it is conducive to the improvement of NVH performance; in addition, the transmission output shaft can be angle-adjusted by arranging a universal joint, thereby facilitating the assembly alignment of the transmission output shaft and the main reducer and reducing the difficulty of assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A schematic diagram of the structure of a hybrid transmission provided by an embodiment of the utility model;

[0018] Figure 2 This is a schematic diagram of the locking structure of the planetary gear and the synchronizer in the embodiment of the utility model;

[0019] Figure 3 A schematic structural diagram of a hybrid transmission provided by another embodiment of the utility model;

[0020] Figure 4 This is a schematic diagram of the locking structure of the planetary gear and the synchronizer in another embodiment of the utility model;

[0021] Figure 5 This is a schematic diagram of the structure of the transmission output shaft used in the embodiment of the utility model.

[0022] In the figure: 1. engine output shaft; 2. first input shaft; 3. motor output shaft; 4. second input shaft; 5. planetary gear; 501. sun gear; 502. planetary carrier; 503. ring gear; 6. transmission shaft; 61. terminal output gear; 7. transmission output shaft; 701. fixed half shaft; 702. movable half shaft; 8. synchronizer; 801. first combined gear; 802. second combined gear; 9. universal joint; 901. fixed end; 902. movable end; 903. universal joint; 10. first connecting bridge; 101. first end plate; 102. second end plate; 103. enclosure; 104. first spline sleeve; 11. second connecting bridge; 111. second spline sleeve. DETAILED DESCRIPTION

[0023] 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.

[0024] 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 orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "top", "bottom", "inside", "outside", etc. is based on the orientation or positional relationship shown in the accompanying drawings, which is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying 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. The terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present application, the meanings of "multiple" and "several" are two or more, unless otherwise clearly and specifically defined.

[0025] Please also read Figures 1 to 5The hybrid transmission provided by the utility model is now described. The hybrid transmission comprises a first input shaft 2 connected to an engine output shaft 1, a second input shaft 4 connected to a motor output shaft 3, a planetary gear 5, a transmission shaft 6, and a transmission output shaft 7; wherein the planetary gear 5 comprises a sun gear 501, a planetary carrier 502, and a ring gear 503; the first input shaft 2 is connected to one of the sun gear 501 and the planetary carrier 502, and the second input shaft 4 is connected to the other of the sun gear 501 and the planetary carrier 502; the transmission shaft 6 is connected to the ring gear 503, and a synchronizer 8 is provided on the transmission shaft 6, and the synchronizer 8 is used to lock the transmission shaft 6 with the sun gear 501 or the planetary carrier 502; the transmission output shaft 7 is transmission-connected to the transmission shaft 6 and is provided with a universal joint 9.

[0026] It should be noted that, in the present embodiment, a clutch is provided between the engine output shaft 1 and the first input shaft 2. On this basis, considering that the drive motor is usually integrated with the hybrid transmission, the drive motor is closer to the planetary gearbox 5 than the engine. To facilitate the layout and improve the compactness of the structure, the second input shaft 4 may adopt a hollow shaft, whereby the first input shaft 2 passes through the hollow shaft and is connected to the planetary carrier 502, and the sun gear 501 is directly mounted on the second input shaft 4; of course, if the engine and the drive motor adopt other layouts, the first input shaft 2 may be connected to the sun gear 501, and the second input shaft 4 may be connected to the planetary carrier 502, thereby also forming two independent and mutually coupled power output routes; in the present embodiment, the former layout is preferably adopted, that is, the first input shaft 2 is connected to the planetary carrier 502, and the second input shaft 4 is connected to the sun gear 501.

[0027] On the basis of the above, the hybrid transmission provided in this embodiment can realize the following three power output modes:

[0028] First, engine direct drive: at this time, the clutch is closed and the synchronizer 8 is disconnected, and the power of the engine output shaft 1 is transmitted to the planetary carrier 502 through the first input shaft 2 to drive the planetary gear to move, thereby driving the ring gear 503 meshing with the planetary gear to output power to the transmission shaft 6, and finally transmitting the power to the transmission output shaft 7 through the transmission shaft 6; here, since the synchronizer 8 is disconnected, the power transmission route between the transmission shaft 6 and the sun gear 501 is interrupted, and at the same time, the planetary gear can also drive the sun gear 501 to rotate in the opposite direction, so it can also drive the drive motor to rotate in the opposite direction to generate electricity, that is, the drive motor outputs power when it rotates forward, and generates electricity when it is passively reversed. Of course, if power generation is not needed, the drive motor can also idle at this time, thereby ensuring that the power of the transmission output shaft 7 is sufficient.

[0029] Second, the hybrid power drive of the engine and the drive motor: at this time, the clutch is closed, the synchronizer 8 locks the transmission shaft 6 and the sun gear 501, and the power of the engine output shaft 1 is transmitted to the planetary carrier 502 through the first input shaft 2 to drive the planetary gear to move, thereby driving the ring gear 503 meshing with the planetary gear to output power to the transmission shaft 6, and finally transmit the power to the transmission output shaft 7 through the transmission shaft 6; at the same time, the power of the motor output shaft 3 is transmitted to the sun gear 501 through the second input shaft 4 to output power to the transmission shaft 6, and finally transmit the power to the transmission output shaft 7 through the transmission shaft 6; thereby, the power of the engine and the drive motor are coupled to achieve hybrid power output, which is suitable for working conditions with higher torque requirements.

[0030] Third, direct drive by the drive motor: at this time, the clutch is disconnected, the synchronizer 8 locks the transmission shaft 6 and the sun gear 501, and the engine output shaft 1 no longer transmits power to the first input shaft 2, but the drive motor transmits power to the second input shaft 4, so that the sun gear 501 drives the transmission shaft 6 through the synchronizer 8 to transmit power to the transmission output shaft 7. This situation is usually suitable for low-speed vehicle operation conditions.

[0031] It should be understood that, normally, power transmission is achieved between the hybrid transmission and the main reducer by plugging and fitting an external spline shaft and an internal spline hole. Therefore, the alignment needs to be adjusted repeatedly when assembling the hybrid transmission and the main reducer. Here, a universal joint 9 is provided on the transmission output shaft 7 so that the transmission output shaft 7 can be swung to any angle, thereby facilitating the plugging of the transmission output shaft 7 (external spline) with the internal spline hole on the main reducer. During the assembly process, there is no need to twist and adjust the alignment angle of the hybrid transmission and the main reducer as a whole, thereby greatly reducing the difficulty of assembly.

[0032] Compared with the prior art, the hybrid transmission provided in this embodiment has a synchronizer 8 for locking the sun gear 501 and the transmission shaft 6 if the second input shaft 4 is connected to the sun gear 501, and a synchronizer 8 for locking the planetary carrier 502 and the transmission shaft 6 if the second input shaft 4 is connected to the planetary carrier 502. Thus, when the power of the engine output shaft 1 is continuously transmitted to the sun gear 501 or the planetary carrier 502 through the first input shaft 2, it can be transmitted to the ring gear 503 through the planetary gear to reach the transmission shaft 6, and finally the power is transmitted to the final reducer by the transmission output shaft 7, thereby ensuring the continuity of the engine power output, and the power of the motor output shaft 3 is continuously transmitted to the sun gear 501 or the planetary carrier 502 through the first input shaft 2. The force is transmitted to the planetary carrier 502 or the sun gear 501 through the second input shaft 4, and then reaches the drive shaft 6 through the synchronizer 8, and finally transmits power to the main reducer through the transmission output shaft 7. At this time, power can be transmitted between the second input shaft 4 and the drive shaft 6 only when the synchronizer 8 is locked, thereby realizing the control of the power output mode through a single synchronizer 8. The structure is simple and reliable, which not only improves the stability, but also helps to improve the NVH performance. In addition, the transmission output shaft 7 can be angle-adjusted by setting a universal joint 9, which facilitates the assembly and alignment of the transmission output shaft 7 and the main reducer and reduces the difficulty of assembly.

[0033] See also Figure 1 and Figure 2 In some possible implementations, a first connecting bridge 10 is arranged around the periphery of the planetary gear 5, one end of the first connecting bridge 10 is connected to the sun gear 501, and the other end is sleeved on the transmission shaft 6 and rotatably connected to the transmission shaft 6; wherein the synchronizer 8 includes a first combining gear 801 and a second combining gear 802, the first combining gear 801 is sleeved on the transmission shaft 6, and the second combining gear 802 is connected to the first connecting bridge 10.

[0034] The first connecting bridge 10 provided here is equivalent to a connecting retaining frame between the sun gear 501 and the second input shaft 4. Specifically, the side of the sun gear 501 facing away from the transmission shaft 6 can be fixed to the first connecting bridge 10, and the first connecting bridge 10 crosses the planetary row 5 and is mounted on the transmission shaft 6 on the other side of the sun gear 501, thereby providing connection support for the sun gear 501 and ensuring the connection stability of the sun gear 501. A bearing can be provided between the first connecting bridge 10 and the transmission shaft 6, a bearing can also be provided between the first connecting bridge 10 and the ring gear 503, and a bearing can also be provided between the first connecting bridge 10 and the second input shaft 4, thereby improving the stability of the overall structure and simplifying the transmission housing structure.

[0035] Based on the above structure, the second combining gear 802 is mounted on the first connecting bridge 10 and can mesh with the first combining gear 801 to form a lock between the transmission shaft 6 and the sun gear 501. The structure is simple and compact. The sun gear 501 is directly locked by the synchronizer 8 to reduce the transmission size chain, thereby improving the NVH performance of the hybrid transmission.

[0036] In some embodiments, see Figure 2 The first connecting bridge 10 is sleeved on one end of the transmission shaft 6 and is provided with a first spline sleeve 104 , and the second combining gear 802 is sleeved on the first spline sleeve 104 .

[0037] The first spline sleeve 104 can specifically be an external spline sleeve integrally formed on the first connecting bridge 10, and the inner hole of the first spline sleeve 104 is used to rotate with the transmission shaft 6, and the external spline of the first spline sleeve 104 is used to connect with the second combining gear 802, thereby ensuring that the torque on the first spline sleeve 104 can be transmitted to the second combining gear 802 without loss, and then transmitted to the first combining gear 801 and reach the transmission shaft 6. The connection structure is compact and reliable, and the power transmission is stable and efficient.

[0038] As a specific structural mode of the first connecting bridge 10, please refer to Figure 2 The first connecting bridge 10 includes a first end plate 101 and a second end plate 102 respectively located on both sides of the planetary gear 5, and a surrounding plate 103 connecting the first end plate 101 and the second end plate 102; wherein the first end plate 101 is rotatably connected to the transmission shaft 6 and is rotatably connected to the transmission housing, and the second end plate 102 is rotatably connected to the second input shaft 4 and is connected to the sun gear 501.

[0039] The first end plate 101 and the second end plate 102 are respectively arranged perpendicular to the second input shaft 4, and the enclosure 103 surrounds the outer periphery of the two and connects the two to each other, thereby forming an internal space for accommodating the planetary gear 5. Here, the first end plate 101, the second end plate 102 and the enclosure 103 can all be hollow plates to reduce their own weight as much as possible while meeting the strength requirements.

[0040] As a variant implementation, see Figure 3 and Figure 4 The first connecting bridge 10 is rotatably connected with the second connecting bridge 11 , one end of the second connecting bridge 11 is connected to the planet carrier 502 , and the other end passes through the first connecting bridge 10 and is rotatably mounted on the transmission shaft 6 ; the second combining gear 802 is connected to the second connecting bridge 11 .

[0041] Since it is difficult to directly connect the second combining gear 802 with the planetary carrier 502, a second connecting bridge 11 is provided to transitionally connect the second combining gear 802 with the planetary carrier 502; specifically, since the sun gear 501 and the planetary gear are externally meshed and rotate in opposite directions, the second connecting bridge 11 and the first connecting bridge 10 need to have relative rotational freedom, so one end of the second connecting bridge 11 is extended between the first connecting bridge 10 (specifically the first spline sleeve 104) and the transmission shaft 6 to form a rotational fit with both of them respectively, and at the same time, the second connecting bridge 11 is passed through the end of the first connecting bridge 10 and the second combining gear 802 is installed on it, so that the transmission shaft 6 and the planetary carrier 502 are locked after the first combining gear 801 and the second combining gear 802 are meshed, and the locking state is stable and reliable, and the layout is compact.

[0042] Specifically, Figure 4 As shown, a second spline sleeve 111 is provided at one end of the second connecting bridge 11 that is rotatably connected to the transmission shaft 6. The second spline sleeve 111 extends between the first connecting bridge 10 and the transmission shaft 6 and is fitted onto the second coupling gear 802. Here, the second spline sleeve 111 may be an external spline sleeve integrally formed at the end of the second connecting bridge 11. A rotational fit is formed between the inner hole of the second spline sleeve 111 and the transmission shaft 6. The second coupling gear 802 is fitted onto the external splines of the second spline sleeve 111, thereby ensuring that the torque of the second spline sleeve 111 can be transmitted to the second coupling gear 802 without loss, thereby improving the stability and efficiency of power transmission.

[0043] As another variation, see Figure 3 A second connecting bridge 11 is arranged around the periphery of the planetary gear 5, one end of the second connecting bridge 11 is connected to the planetary carrier 502, and the other end is rotationally connected to the transmission shaft 6 and connected to the synchronizer 8; wherein the synchronizer 8 is used to lock the transmission shaft 6 and the second connecting bridge 11.

[0044] Here, the sun gear 501 is directly mounted on the second input shaft 4 which is directly connected to the motor output shaft 3, and the planetary carrier 502 is connected to the synchronizer 8 (specifically, connected to the second combining gear 802) through the second connecting bridge 11, so that when the synchronizer 801 is locked (that is, the first combining gear 801 and the second combining gear 802 are meshed), the transmission shaft 6 and the planetary carrier 502 are locked to transmit the motor power; such a setting can structurally omit the first connecting bridge 10, which is not only conducive to improving the compactness of the structure and reducing costs, but also can simplify the power transmission path, thereby improving the NVH performance of the hybrid transmission.

[0045] For some possible implementations, see Figure 5The transmission shaft 6 is provided with an end output gear 61; the universal joint 9 includes a fixed end 901, a movable end 902, and a universal connector 903; the fixed end 901 is integrated with the end output gear 61, the movable end 902 is integrated with one end of the transmission output shaft 7, and the fixed end 901 and the movable end 902 are connected via a universal connector 903.

[0046] It should be understood that the terminal output gear 61 here refers to the gear that finally outputs the torque after the hybrid transmission changes the transmission ratio through the transmission shaft 6 (usually two or more parallel shafts), and the universal joint 9 here can be understood as an integrated ball universal joint or an integrated cross-axis universal joint, the fixed end 901 of which is integrated with the terminal output gear 61, and the movable end 902 is integrated with the transmission output shaft 7, and then the movable end 902 is connected to the fixed end 901 through a universal joint 903 with a cross-axis structure or a ball structure to transmit power, so that the angle of the transmission output shaft 7 can be flexibly adjusted, which facilitates the assembly of the transmission output shaft 7 and the final reducer.

[0047] For example, see Figure 1 or Figure 3 In this embodiment, the first input shaft 2 is connected to the planet carrier 502, and the second input shaft 4 is arranged around the first input shaft 2 and connected to the sun gear 501. The second input shaft 4 can be a hollow shaft, and the first input shaft 2 is connected to the planet carrier 502 after passing through the second input shaft 4, and the second input shaft 4 is directly sleeved with the sun gear 501, thereby realizing the integrated arrangement of the drive motor and the hybrid transmission housing, thereby improving the compactness of the structure and facilitating the installation layout of the whole vehicle.

[0048] Based on the same inventive concept, Figures 1 to 5 It is understood that an embodiment of the present application also provides a vehicle including the above-mentioned hybrid transmission.

[0049] Compared with the prior art, the vehicle provided by the utility model adopts the above hybrid transmission. If the second input shaft 4 is connected to the sun gear 501, the synchronizer 8 is used to lock the sun gear 501 and the transmission shaft 6. If the second input shaft 4 is connected to the planetary carrier 502, the synchronizer 8 is used to lock the planetary carrier 502 and the transmission shaft 6. Therefore, when the power of the engine output shaft 1 is continuously transmitted to the sun gear 501 or the planetary carrier 502 through the first input shaft 2, it can be transmitted to the ring gear 503 through the planetary gear to reach the transmission shaft 6, and finally the power is transmitted to the main reducer by the transmission output shaft 7, thereby ensuring the continuity of the engine power output, and the motor output The power of shaft 3 is transmitted to planetary carrier 502 or sun gear 501 through second input shaft 4, and then reaches transmission shaft 6 through synchronizer 8, and finally transmitted to main reducer by transmission output shaft 7. At this time, power can be transmitted between second input shaft 4 and transmission shaft 6 only when synchronizer 8 is locked, so that power output mode can be controlled by single synchronizer 8, and the structure is simple and reliable, which can not only improve stability but also contribute to the improvement of NVH performance. In addition, the transmission output shaft 7 can be angle-adjusted by setting universal joint 9, so as to facilitate the assembly alignment of transmission output shaft 7 and main reducer and reduce the difficulty of assembly.

[0050] 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, characterized in that: The invention comprises a first input shaft (2) connected to an engine output shaft (1), a second input shaft (4) connected to a motor output shaft (3), a planetary gear (5), a transmission shaft (6), and a transmission output shaft (7); wherein the planetary gear (5) comprises a sun gear (501), a planetary carrier (502), and a ring gear (503); the first input shaft (2) is connected to one of the sun gear (501) and the planetary carrier (502), and the second input shaft (4) is connected to the other of the sun gear (501) and the planetary carrier (502); the transmission shaft (6) is connected to the ring gear (503), and a synchronizer (8) is provided on the transmission shaft (6), and the synchronizer (8) is used to lock the transmission shaft (6) with the sun gear (501) or the planetary carrier (502); the transmission output shaft (7) is transmission-connected to the transmission shaft (6) and is provided with a universal joint (9).

2. The hybrid transmission according to claim 1, characterized in that: A first connecting bridge (10) is arranged around the periphery of the planetary gear (5), one end of the first connecting bridge (10) is connected to the sun gear (501), and the other end is sleeved on the transmission shaft (6) and rotationally connected to the transmission shaft (6); wherein the synchronizer (8) comprises a first combining gear (801) and a second combining gear (802), the first combining gear (801) is sleeved on the transmission shaft (6), and the second combining gear (802) is connected to the first connecting bridge (10).

3. The hybrid transmission according to claim 2, characterized in that: The first connecting bridge (10) is sleeved on one end of the transmission shaft (6) and is provided with a first spline sleeve (104), and the second combining gear (802) is sleeved on the first spline sleeve (104).

4. The hybrid transmission according to claim 2, characterized in that: The first connecting bridge (10) comprises a first end plate (101) and a second end plate (102) respectively located on both sides of the planetary gear (5), and a surrounding plate (103) connecting the first end plate (101) and the second end plate (102); wherein the first end plate (101) is rotationally connected to the transmission shaft (6) and rotationally connected to the transmission housing, and the second end plate (102) is rotationally connected to the second input shaft (4) and connected to the sun gear (501).

5. The hybrid transmission according to claim 2, characterized in that: A second connecting bridge (11) is rotatably connected inside the first connecting bridge (10); one end of the second connecting bridge (11) is connected to the planetary carrier (502), and the other end passes through the first connecting bridge (10) and is rotatably mounted on the transmission shaft (6); wherein the second combining gear (802) is connected to the second connecting bridge (11).

6. The hybrid transmission according to claim 5, characterized in that: A second spline sleeve (111) is provided at one end of the second connecting bridge (11), and the second spline sleeve (111) extends out of the first connecting bridge (10) and is sleeved on the second combining gear (802).

7. The hybrid transmission according to claim 1, characterized in that: A second connecting bridge (11) is arranged around the periphery of the planetary gear (5), one end of the second connecting bridge (11) is connected to the planetary carrier (502), and the other end is rotationally connected to the transmission shaft (6) and connected to the synchronizer (8); wherein the synchronizer (8) is used to lock the transmission shaft (6) and the second connecting bridge (11).

8. The hybrid transmission according to claim 1, characterized in that: The transmission shaft (6) is provided with a terminal output gear (61); the universal joint (9) comprises a fixed end (901), a movable end (902), and a universal connector (903); the fixed end (901) is integrated with the terminal output gear (61), the movable end (902) is integrated with one end of the transmission output shaft (7), and the fixed end (901) and the movable end (902) are connected via the universal connector (903).

9. The hybrid transmission according to any one of claims 1 to 8, characterized in that: The first input shaft (2) is connected to the planet carrier (502), and the second input shaft (4) is arranged around the first input shaft (2) and connected to the sun gear (501).

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

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