Hybrid gearbox and vehicle

Abstract

The utility model discloses a hybrid power gearbox and vehicle, including engine drive part, motor drive part and gearshift mechanism, gearshift mechanism includes gearshift motor and gearshift hub, gearshift hub outer wall is provided with first molded line slot and second molded line slot, and the first molded line slot is connected with first gearshift fork that one end is sleeved on the periphery of drive shaft in clamping mode; a second gear shifting fork with one end arranged on the periphery of the output shaft in a sleeving mode is clamped in the second molded line groove. The gear shifting motor drives the gear shifting hub to axially rotate so as to adjust the positions of the two gear shifting forks in the axial direction of the gear shifting hub. The first gear shifting fork at least comprises three execution positions in the axial direction of the gear shifting hub so that three adjusting gears of the engine driving part can be achieved. The second gear shifting fork at least comprises two execution positions in the axial direction of the gear shifting hub, and two adjusting gears of the motor driving part are achieved. The single gear shifting hub is arranged in the hybrid gearbox to achieve gear adjustment, the integration degree is improved, and the production cost of the gearbox is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, and in particular to a hybrid gearbox and a vehicle. Background Art

[0002] As a vehicle that combines traditional fuel vehicles and electric vehicle technologies, hybrid vehicles have the advantages of low fuel consumption, less pollution, and the ability to recover energy. At the same time, they can use existing gas stations to maintain endurance and extend the life of the battery, thus gaining wide application. For hybrid vehicles, when the internal hybrid transmission enters the engine direct drive mode at high speed, the drive motor uses a permanent magnet synchronous motor, and the motor works under zero torque control, which will cause fuel loss. Setting a separate shift mechanism for the engine and motor to achieve independent gear switching of the engine and motor will increase the difficulty of the original hybrid transmission system layout, resulting in an increase in the production cost and control cost of the transmission.

[0003] Therefore, how to reduce the fuel loss during the operation of hybrid vehicles and reduce the production and control costs of gearboxes are technical problems that need to be urgently solved by technical personnel in this field. Utility Model Content

[0004] The utility model provides a hybrid transmission and a vehicle, so as to reduce the fuel consumption during the operation of the hybrid vehicle and reduce the production and control costs of the transmission.

[0005] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0006] In a first aspect, the utility model provides a hybrid transmission, including an engine drive unit, an electric motor drive unit and a shift mechanism, wherein the shift mechanism includes a shift motor and a shift hub connected in transmission, wherein a first-type wire groove and a second-type wire groove are arranged at intervals on an outer wall of the shift hub, wherein a first shift fork is clamped and arranged in the first-type wire groove, wherein one end of the first shift fork is sleeved on the outer periphery of a drive shaft of the engine drive unit; wherein a second shift fork is clamped and arranged in the second-type wire groove, wherein one end of the second shift fork is sleeved on the outer periphery of an output shaft of the electric motor drive unit; wherein the shift motor is used to drive the shift hub to rotate along its axial direction, and adjust the positions of the first shift fork and the second shift fork in the axial direction of the shift hub through the wire groove;

[0007] The first shift fork includes at least three execution positions in the axial direction of the shift hub, so as to have at least three working positions on the drive shaft and realize three adjustment gears; the second shift fork includes at least two execution positions in the axial direction of the shift hub, so as to have at least two working positions on the output shaft and realize two adjustment gears.

[0008] Optionally, in the above-mentioned hybrid transmission, the first type of wire groove includes regions A, B, and C that are sequentially bent and connected. When the first shift fork is inserted into region B, the engine drive unit is in the neutral state; when the first shift fork is inserted into region A, the engine drive unit is in the second gear state; when the first shift fork is inserted into region C, the engine drive unit is in the first gear state.

[0009] Optionally, in the above-mentioned hybrid transmission, a first gear portion and a second gear portion are spaced apart on the drive shaft, and engaging teeth are provided on one side of each of the first gear portion and the second gear portion that face each other.

[0010] The engaging portion on the first shift fork is sleeved on the outer periphery of the drive shaft and is axially located between the first gear portion and the second gear portion on the drive shaft. When the first shift fork is inserted into region A, the engaging portion meshes with the engaging teeth of the first gear portion; when the first shift fork is inserted into region B, the engaging portion is separated from the first gear portion and the second gear portion; when the first shift fork is inserted into region C, the engaging portion meshes with the engaging teeth of the second gear portion.

[0011] Optionally, in the above-mentioned hybrid transmission, the second type of wire groove includes regions D and E that are bent and connected. A third gear portion is provided on the output shaft. When the second shift fork is inserted into region D, it is separated from the third gear portion, and when the second shift fork is inserted into region E, it meshes with the engaging teeth on one side of the third gear portion.

[0012] Optionally, in the above-mentioned hybrid transmission, the groove length of region D is less than the groove lengths of region A and region E.

[0013] When the second shift fork is inserted into region D, the first shift fork can only be inserted into region A; when the second shift fork is inserted into region E, the first shift fork can be inserted into region A, region B, or region C.

[0014] Optionally, in the above-mentioned hybrid transmission, when the first shift fork is inserted into region A and the second shift fork is inserted into region D, the hybrid transmission is in the operating state of direct engine drive and motor disengagement.

[0015] Optionally, in the above-mentioned hybrid transmission, the engaging portion is a synchronizer sleeve or a synchronizer.

[0016] Optionally, in the above-mentioned hybrid transmission, the engine drive unit is drivingly connected to a second-gear transmission. The second-gear transmission receives the torque of the drive shaft and meshes with the first gear portion and the second gear portion respectively.

[0017] Optionally, in the above-mentioned hybrid transmission, a gear is fixedly provided on the outer periphery of the power shaft extended by the shift motor, and driven teeth are provided on the outer wall of the shift hub. The shift motor drives the shift hub to rotate clockwise or counterclockwise through a plurality of gears that mesh with the driven teeth.

[0018] In a second aspect, the present utility model provides a vehicle, which includes the hybrid transmission provided in any one of the above embodiments.

[0019] As can be seen from the above technical solutions, the hybrid transmission provided by the present utility model is provided with a single set of shifting mechanisms to achieve gear shifting of the engine drive unit and the motor drive unit through a single shifting motor and a shifting hub. This reduces the number of components in the hybrid transmission, that is, there is no need to set up two sets of shifting mechanisms for the engine drive unit and the motor drive unit, thereby improving the integration and light weight of the hybrid transmission. Specifically, in the shifting mechanism, the shifting hub is provided with a first groove line and a second groove line spaced apart on the outer wall for the first shifting fork and the second shifting fork to be respectively inserted and run. The first groove line and the second groove line with a folded line structure can provide several working positions for the first shifting fork and the second shifting fork along the axial direction of the shifting hub, thereby driving the two shifting forks to change positions, so as to achieve gear shifting on the engine drive unit and the motor drive unit. On this basis, by designing the setting positions of the first groove line and the second groove line and the length of the folded line area, the pure electric mode drive, the series mode drive, the parallel mode drive and the engine direct drive motion modes of the hybrid transmission can be realized while synchronously shifting gears, and when the engine is in direct drive, the neutral mode of the motor drive unit can be corresponding to realize the disengagement operation of the motor drive unit, which not only realizes the weight reduction and cost reduction of the hybrid transmission, but also can reduce the vehicle fuel consumption in the engine direct drive mode and improve the economy of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some examples or embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained according to the provided drawings, and the present utility model can also be applied to other similar scenarios according to the provided drawings. Unless obvious from the language context or otherwise stated, the same reference numerals in the drawings represent the same structure or operation.

[0021] Figure 1 is a schematic structural diagram of the hybrid transmission provided by the embodiment of the present utility model;

[0022] Figure 2 is Figure 1 a side view of

[0023] Figure 3 a top view schematic diagram when the engine drive unit is in the second gear;

[0024] Figure 4 a top view schematic diagram when the engine drive unit is in the neutral gear;

[0025] Figure 5 It is a top view schematic diagram when the engine drive unit is in the first gear;

[0026] Figure 6 It is a top view schematic diagram when the motor drive unit is in neutral;

[0027] Figure 7 It is a top view schematic diagram when the motor drive unit is in the starting gear;

[0028] Figure 8 It is an axonometric view of the shift hub;

[0029] Figure 9 It is a schematic diagram of the working state of the shift fork when the shift hub is in the circumferentially expanded state;

[0030] Figure 10 It is a schematic diagram of the working principle of the hybrid transmission.

[0031] Among them, 10 - engine drive unit; 110 - drive shaft; 120 - first gear unit; 130 - second gear unit; 140 - engaging teeth; 20 - motor drive unit; 210 - output shaft; 220 - third gear unit; 30 - shift mechanism; 310 - shift motor; 320 - shift hub; 3210 - first type wire groove; 3220 - second type wire groove; 330 - first shift fork; 3310 - engaging part; 340 - second shift fork; 40 - second gear transmission. Specific embodiments

[0032] The DHT system, namely the Dedicated Hybrid Transmission, is a highly integrated hybrid drive technology. It combines the advantages of the engine and the motor and realizes more efficient energy utilization and power output through different working modes. Through a multi-gear transmission, it can make the engine work efficiently within a wider speed range. However, when the vehicle is cruising at high speed and the engine directly drives the vehicle without the motor participating in the work, since the drive motor uses a permanent magnet synchronous motor, the motor works under zero torque control at this time. The resulting loss corresponds to a power loss in the range of 500w - 1000w at a vehicle speed of 90 - 120 kph, which is equivalent to a fuel loss of 0.4L - 0.6L / 100km under WLTC (World Light Vehicle Test Cycle), which is contrary to the purpose of using the hybrid transmission.

[0033] In order to make the technical personnel in this field better understand the present invention, the embodiments of the present invention are described below with reference to the accompanying drawings. In addition, the embodiments shown below do not limit the contents of the utility model described in the claims. In addition, the entire contents of the structures represented by the following embodiments are not limited to those necessary for the solutions of the utility model described in the claims.

[0034] See also Figure 1 and Figure 2 The hybrid transmission provided by the embodiment of the utility model mainly includes an engine drive unit 10, an electric motor drive unit 20 and a shift mechanism 30. The engine drive unit 10 is driven by an internal combustion engine, and the output power of the internal combustion engine can be adjusted by an electronic control unit to adapt to different driving conditions. The electric motor drive unit 20 is composed of at least one permanent magnet synchronous motor for torque output. The electric motor can be powered by a battery pack or charged by a regenerative braking system.

[0035] The shift mechanism 30 mainly includes a shift motor 310 and a shift hub 320 which are connected in a transmission manner, wherein the shift motor 310 is used to provide power output, and may be a stepper motor or a servo motor, and is used to accurately control the rotation of the shift hub 320. The shift hub 320 is designed as a cylindrical structural member, and the outer wall of the shift hub 320 is grooved, specifically, a first type of wire groove 3210 and a second type of wire groove 3220 are arranged at intervals, and the first type of wire groove 3210 and the second type of wire groove 3220 extend toward the axial direction of the shift hub 320 based on the outer wall surface of the shift hub 320.

[0036] At the same time, the hybrid transmission also includes a first shift fork 330 and a second shift fork 340, wherein the cam point of the first shift fork 330 is clamped inside the first type wire groove 3210 to work in the first type wire groove 3210, and the first type wire groove 3210 is configured as a broken line structure so that when the shift motor 310 drives the shift hub 320 to rotate along its axial direction, the cam point of the first shift fork 330 can change its position in the axial direction of the shift hub 320. On this basis, the other end of the first shift fork 330 is sleeved on the outer periphery of the drive shaft 110 of the engine drive unit 10, and the engine drive shaft 110 is parallel to or non-right angled with the axis of the shift hub 320, so that when the cam point of the first shift fork 330 changes position along the axial direction of the shift hub 320 inside the first profile groove 3210, the part of the first shift fork 330 sleeved on the drive shaft 110 changes position relative to the drive shaft 110, thereby adjusting the gear position of the drive shaft 110.

[0037] It should be noted that, considering the gear requirements of the commonly used engine drive unit 10, in the above embodiment, the cam point of the first shift fork 330 includes at least three different execution positions in the axial direction of the shift hub 320, that is, the first wire groove 3210 includes at least three broken line structures for the cam point of the first shift fork 330 to be inserted and work. Furthermore, the part of the first shift fork 330 sleeved on the drive shaft 110 has at least three working positions corresponding to the three broken line structures of the first wire groove 3210 relative to the drive shaft 110, so as to meet the at least three gear adjustment requirements of the engine drive unit 10 in this embodiment.

[0038] For the motor drive unit 20 and the second shift fork 340, on the basis of the above embodiment, the cam point of the second shift fork 340 is clamped inside the second wire groove 3220 to work inside the second wire groove 3220. The second wire groove 3220 is arranged as a broken line structure so that during the rotation of the shift hub 320, the cam point of the second shift fork 340 can change its position in the axial direction of the shift hub 320. At the same time, the second shift fork 340 is similar in structure to the first shift fork 330, and the other end of it is sleeved on the outer circumference of the output shaft 210 of the motor drive unit 20. And according to the practicality and transmission effectiveness of vehicle design, it is preferably that the axis of the output shaft 210 is parallel to the axis of the drive shaft 110. On this basis, when the cam point of the second shift fork 340 generates a position change along the axial direction of the shift hub 320 inside the second wire groove 3220, it can drive the part of the second shift fork 340 sleeved on the drive shaft 110 to generate a position change relative to the drive shaft 110, so as to adjust the gear of the output shaft 210. Similarly, in this embodiment, according to the actual use requirements of the motor drive unit 20, the cam point of the second shift fork 340 includes at least two different execution positions in the axial direction of the shift hub 320, that is, the second wire groove 3220 includes at least two broken line structures for the cam point of the second shift fork 340 to be inserted and work. Furthermore, the part of the second shift fork 340 sleeved on the output shaft 210 has at least two working positions relative to the output shaft 210, so as to meet the at least two gear adjustment requirements of the motor drive unit 20.

[0039] Based on the above embodiments, a single shift mechanism 30 can achieve at least three gear adjustments for the engine drive unit 10 and at least two gear adjustments for the motor drive unit 20. The gear adjustment is achieved by setting the positions of the groove-shaped lines. During the rotation of the shift hub 320, the shift fork is driven to achieve gear shifting. According to the actual operating requirements, the opening positions of the first groove-shaped line 3210 and the second groove-shaped line 3220 on the shift hub 320 and the lengths of the broken lines can be designed. For example, when the cam point of the first shift fork 330 is at the high-speed operating gear of the first groove-shaped line 3210, the cam point of the second shift fork 340 is correspondingly at the neutral position of the second groove-shaped line 3220, so that the vehicle adopts the engine direct drive operation mode when running at high speed, and the motor is in the neutral disengaged state, reducing the fuel loss caused by the zero torque of the motor when the engine directly drives the vehicle and improving the economy of the whole vehicle.

[0040] The hybrid transmission provided by the embodiment of the present invention is provided with a single set of shift mechanism 30 to achieve gear adjustment for the engine drive unit 10 and the motor drive unit 20 through a single shift motor 310 and a shift hub 320. It reduces the number of components in the hybrid transmission, that is, two sets of shift mechanisms 30 do not need to be provided for the engine drive unit 10 and the motor drive unit 20, and improves the integration and lightweight of the hybrid transmission. Specifically, the shift hub 320 in the shift mechanism 30 is provided with a first groove-shaped line 3210 and a second groove-shaped line 3220 at intervals on the outer wall for the first shift fork 330 and the second shift fork 340 to be respectively inserted and run. The first groove-shaped line 3210 and the second groove-shaped line 3220 with a broken line structure can provide several working positions for the first shift fork 330 and the second shift fork 340 along the axial direction of the shift hub 320, and then drive the two shift forks to change positions to achieve gear adjustment on the engine drive unit 10 and the motor drive unit 20. On this basis, by designing the setting positions of the first groove-shaped line 3210 and the second groove-shaped line 3220 and the length of the broken line area, the pure electric mode drive, series mode drive, parallel mode drive and engine direct drive motion modes of the hybrid transmission can be realized while synchronously shifting gears, and when the engine is in direct drive, the neutral mode of the motor drive unit 20 can be corresponding to realize the disengaged operation of the motor drive unit 20, which not only realizes the weight reduction and cost reduction of the hybrid transmission, but also can reduce the fuel consumption of the whole vehicle in the engine direct drive mode and improve the economy of the vehicle.

[0041] To further optimize the above technical solution, refer to Figure 1 、 Figure 8 and Figure 9, in some embodiments of the present utility model, the first wire groove 3210 includes an A area, a B area, and a C area that are sequentially bent and connected. Here, the sequential bending means that the A area and the C area are located at both ends, while the B area is located in the middle and connects the A area and the C area. It should be noted that, in order to facilitate the smooth switching of the cam point on the first shift fork 330 from the A area to the C area and from the C area to the A area, preferably, while the A area, the B area, and the C area are arranged perpendicular to the axis of the shift hub 320, the bending structure between two adjacent areas is a broken line groove at an angle to the axis of the shift hub 320, rather than a right-angle transformation structure. At the same time, according to the shifting convenience of the engine drive unit 10, in this embodiment, when the first shift fork 330 is stuck in the B area, the engine drive unit 10 is in the neutral state. At this time, according to the operating state of the motor drive unit 20, a driving mode of pure electric mode drive can be realized; when the first shift fork 330 is stuck in the A area, the engine drive unit 10 is in the second gear state, and when the first shift fork 330 is stuck in the C area, the engine drive unit 10 is in the first gear state. It should be noted that the first gear state and the second gear state are states in which the engine drive unit 10 outputs different torques. And according to the usage habit, preferably, the output torque in the second gear state is greater than the output torque in the first gear state to perform gear shifting according to the running speed requirement of the vehicle.

[0042] Specifically for the gear shifting of the engine drive unit 10, on the basis of the above embodiments, the drive shaft 110 is provided with a first gear portion 120 and a second gear portion 130 at intervals in its axial direction. At the same time, engaging teeth 140 are provided on opposite sides of the first gear portion 120 and the second gear portion 130 for the first shift fork 330 to engage and connect. Correspondingly, the engaging portion 3310 on the first shift fork 330 is sleeved on the outer periphery of the drive shaft 110 and is located between the first gear portion 120 and the second gear portion 130. The movement of the engaging portion 3310 in the axial direction of the drive shaft 110 is realized based on the change in the position of the cam point of the first shift fork 330 in the first wire groove 3210. Specifically, as Figure 3 and Figure 9 shown, when the first shift fork 330 is stuck in the A area, the engaging portion 3310 of the first shift fork 330 engages with the engaging teeth 140 of the first gear portion 120, and the engine drive unit 10 transmits torque through the first gear portion 120 to be in the second gear operating state; as Figure 4 and Figure 9 shown, when the first shift fork 330 is stuck in the B area, the engaging portion 3310 is located between the engaging teeth 140 of the first gear portion 120 and the second gear portion 130 and is separated from the engaging teeth 140 on both sides. At this time, both the first gear portion 120 and the second gear portion 130 are in an idling state, and the engine drive unit 10 is in the neutral gear; as Figure 5 and Figure 9As shown, when the first shift fork 330 engages with the C area, the engaging portion 3310 meshes with the engaging teeth 140 of the second gear portion 130, and the engine drive portion 10 transmits torque through the second gear portion 130 to be in the first gear operation state. It should be noted that the sizes and tooth numbers of the first gear portion 120 and the second gear portion 130 are designed according to the running speed requirements of the vehicle in the second gear state, and their meshing states are switched by adjusting the position of the first shift fork 330, so as to realize the adjustment of three gears of the engine drive portion 10.

[0043] For the motor drive portion 20, specifically, as Figure 8 and Figure 9 shown, the second type wire groove 3220 includes a D area and an E area that are bent and connected, so as to enable the second shift fork 340 to switch at least two positions in the axial direction of the shift hub 320, and a third gear portion 220 is provided on the output shaft 210 corresponding to the second shift fork 340; as Figure 6 shown and Figure 9 shown, when the second shift fork 340 engages with the D area, the engaging portion at one end of the second shift fork 340 is separated from the third gear portion 220. At this time, the output shaft 210 idles, and the motor drive portion 20 is in the neutral state and does not drive, and the vehicle is only directly driven by the engine drive portion 10 of the hybrid transmission. And as Figure 7 and Figure 9 shown, when the second shift fork 340 engages with the E area, the engaging portion at one end of the second shift fork 340 meshes with the engaging teeth 140 on one side of the third gear portion 220, the third gear portion 220 transmits torque, the motor drive portion 20 is in the starting state, and can cooperate with the three gears of the engine drive portion 10 to drive the vehicle.

[0044] The above embodiments provide the basis for adjusting at least three gears of the engine drive portion 10 and the basis for adjusting two gears of the motor drive portion 20. Designers can realize the corresponding relationship between the gears through the position adjustment design of the wire groove. In a specific embodiment of the present invention, in order to meet the common gear adjustment requirements of the engine drive portion 10 and the motor drive portion 20, in some embodiments of the present invention, the groove body length of the D area is less than the groove body lengths of the A area and the E area. At the same time, since both the D area and the A area are located at the end positions of the two type wire grooves, when the first shift fork 330 engages with the A area, compared with the A area groove body with a longer groove body length in the D area, it can enable the second shift fork 340 to switch within the range of the D area and the E area, that is, when the engine drive portion 10 is in the second gear state, the motor drive portion 20 can switch between the neutral gear and the starting gear.

[0045] Since the groove body in area E has a relatively long length and the groove body in area D is shorter than that in area A, when the shift hub 320 rotates to switch the second shift fork 340 from area D to area E, the first shift fork 330 remains stuck in area A. As the shift hub 320 continues to rotate in this direction, the second shift fork 340 will always be in area E, while the first shift fork 330 will sequentially switch from area A to area B and then to area C. That is, when the motor drive unit 20 is in the start gear, it can correspond to the first gear, second gear, and neutral states of the engine drive unit 10.

[0046] In the above embodiment, the design of the first type wire groove 3210 and the second type wire groove 3220, combined with the actions of the first shift fork 330 and the second shift fork 340, enables the motor drive unit 20 to start, and the engine drive unit 10 to switch between the first gear, second gear, and neutral gear, thereby enabling the engine drive unit 10 and the motor drive unit 20 to achieve drive modes such as direct motor drive, parallel drive of the motor and the engine in the first gear, and parallel drive of the motor and the engine in the second gear, so as to meet the driving requirements of the vehicle. When the vehicle is running at high speed, that is, when the engine drive unit 10 is in the second gear running state, the motor drive unit 20 can be switched to the neutral state through the action of the second shift fork 340, that is, the operating state where the first shift fork 330 is stuck in area A and the second shift fork 340 is stuck in area D, to achieve the disconnection of the motor drive unit 20, and adopt the direct engine drive mode, avoiding the fuel loss generated by the motor drive unit 20 during the high-speed operation of the hybrid vehicle and improving the economic efficiency of vehicle operation. Specifically, as Figure 9 and Figure 10 shown, in Figure 8 , the S1 operating state is the operating state where the first shift fork 330 is stuck in area A and the second shift fork 340 is stuck in area D. At this time, the hybrid transmission is in the second gear direct drive of the engine drive unit 10 and the neutral disconnection of the motor drive unit 20; the S2 operating state is the operating state where the first shift fork 330 is stuck in area A and the second shift fork 340 is stuck in area E. At this time, the hybrid transmission is in the parallel drive state of the second gear of the engine drive unit 10 and the start gear of the motor drive unit 20; as shown in the S3 operating state, the operating state where the first shift fork 330 is stuck in area B and the second shift fork 340 is stuck in area E. At this time, the hybrid transmission is in the neutral state of the engine drive unit 10 and the series direct drive of the motor drive unit 20; finally, as shown in the S4 operating state, the operating state where the first shift fork 330 is stuck in area C and the second shift fork 340 is stuck in area E. At this time, the hybrid transmission is in the parallel drive state of the first gear of the engine drive unit 10 and the start gear of the motor drive unit 20. The four operating conditions cooperate to meet the driving requirements of the vehicle.

[0047] In addition, it should be noted that the coupling portion 3310 set at one end of the first shift fork 330 and the second shift fork 340 can be a synchronous sleeve or a synchronizer. The synchronous sleeve and the synchronizer are both commonly used coupling components in the shifting process. They can smoothly mesh the gears that need to be meshed after reaching a consistent speed, and the meshing effect of the shift fork on the shaft can realize the shifting action of the engine drive unit 10 and the motor drive unit 20.

[0048] Furthermore, in some embodiments of the present invention, the engine drive unit 10 is also transmission-connected to a first-gear or second-gear transmission, and for the convenience of adjustment, the engine drive unit 10 is preferably transmission-connected to a second-gear transmission 40, and the torque of the drive shaft 110 is transmitted to the central axis of the second-gear transmission 40, while the second-gear transmission 40 is respectively meshed with the first gear portion 120 and the second gear portion 130 through two gear structures, so as to output torque through the shaft when the first shift fork 330 is combined with the first gear portion 120 or the second gear portion 130.

[0049] In addition, the gear shift mechanism 30 is specifically configured as follows: the gear shift motor 310 is provided with a power shaft extending therefrom, and a gear is fixedly provided on the outer periphery of the power shaft. Correspondingly, the outer wall of the gear shift hub 320 is provided with driven teeth, and the driven teeth are arranged in a circle in the circumferential direction of the gear shift hub 320, or are only arranged in the range required for the rotation and shifting of the first type wire groove 3210 and the second type wire groove 3220. At the same time, the gear shift motor 310 is meshed with the driven teeth through a plurality of gears, and the gears of the multi-stage structure can meet the transmission ratio requirements and maintain transmission stability. At the same time, the gear shift motor 310 drives the gear shift hub 320 to rotate clockwise or counterclockwise, so that the gear position of the engine drive unit 10 and the electric motor drive unit 20 can be adjusted from two directions.

[0050] In addition, it should be noted that in order to achieve the purpose of motor disengagement under high-speed operating conditions of the vehicle, the motor drive unit 20 can also adopt an electromagnetic solution for disengagement. Correspondingly, the gearbox driven by the engine drive unit 10 can adopt a three-position electromagnetic synchronizer. The above solution requires three sets of control circuits to drive the electromagnetic coil to achieve switching of various modes. The cost is increased but the space occupancy and weight cost will be reduced. It can decouple the two sets of coupling forks on the shift mechanism 30 to improve the flexibility of shifting.

[0051] Furthermore, some embodiments of the present utility model also disclose a vehicle, which is provided with a hybrid transmission provided by any of the above embodiments, and since the above hybrid transmission has the above effects, the above vehicle also has corresponding effects, which will not be elaborated herein.

[0052] It should be noted that for ease of description, only parts related to the relevant utility model are shown in the drawings. Without conflict, the embodiments and features in the embodiments of the present utility model can be combined with each other.

[0053] Hereinafter, the terms "first", "second", and "third" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first", "second", and "third" may explicitly or implicitly include one or more of such features.

[0054] The above description is only the preferred embodiment of the present utility model and an explanation of the applied technical principle, and is not used to limit the present utility model. For those skilled in the art, the present utility model can have various modifications and changes. The scope of the utility model involved in the present utility model is not limited to the technical solution formed by the specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the above inventive concept. For example, a technical solution formed by mutually replacing the above features with (but not limited to) technical features having similar functions disclosed in the present utility model.

Claims

1. A hybrid transmission, characterized in that: The invention comprises an engine driving unit, an electric motor driving unit and a shifting mechanism, wherein the shifting mechanism comprises a shifting motor and a shifting hub which are connected in a transmission manner, wherein a first type wire groove and a second type wire groove are arranged at intervals on the outer wall of the shifting hub, wherein a first shifting fork is clamped and arranged in the first type wire groove, wherein one end of the first shifting fork is sleeved on the outer periphery of the driving shaft of the engine driving unit; wherein a second shifting fork is clamped and arranged in the second type wire groove, wherein one end of the second shifting fork is sleeved on the outer periphery of the output shaft of the electric motor driving unit; wherein the shifting motor is used to drive the shifting hub to rotate along its axial direction, and adjust the positions of the first shifting fork and the second shifting fork in the axial direction of the shifting hub through the wire groove; The first shift fork includes at least three execution positions in the axial direction of the shift hub, so as to have at least three working positions on the drive shaft and realize three adjustment gears; the second shift fork includes at least two execution positions in the axial direction of the shift hub, so as to have at least two working positions on the output shaft and realize two adjustment gears.

2. The hybrid transmission according to claim 1, characterized in that: The first type of wire groove includes an A zone, a B zone and a C zone which are bent and connected in sequence. When the first shift fork is inserted into the B zone, the engine drive unit is in a neutral state; when the first shift fork is inserted into the A zone, the engine drive unit is in a second gear state; when the first shift fork is inserted into the C zone, the engine drive unit is in a first gear state.

3. The hybrid transmission according to claim 2, characterized in that: The driving shaft is provided with a first gear portion and a second gear portion at intervals, and the first gear portion and the second gear portion are provided with coupling teeth on opposite sides thereof; The coupling portion on the first shift fork is sleeved on the outer circumference of the drive shaft and is located between the first gear portion and the second gear portion in the axial direction of the drive shaft. When the first shift fork is inserted into the A zone, the coupling portion is meshed with the coupling teeth of the first gear portion; when the first shift fork is inserted into the B zone, the coupling portion is separated from the first gear portion and the second gear portion; when the first shift fork is inserted into the C zone, the coupling portion is meshed with the coupling teeth of the second gear portion.

4. The hybrid transmission according to claim 2, characterized in that: The second-type wire groove includes a D area and an E area that are bent and connected. A third gear portion is provided on the output shaft. When the second shift fork is inserted into the D area, it is separated from the third gear portion, and when the second shift fork is inserted into the E area, it meshes with the coupling teeth on one side of the third gear portion.

5. The hybrid transmission according to claim 4, characterized in that: The length of the slot in the D zone is shorter than the length of the slots in the A zone and the E zone; When the second shift fork is engaged in the D zone, the first shift fork can only be engaged in the A zone; when the second shift fork is engaged in the E zone, the first shift fork can be engaged in the A zone, the B zone or the C zone.

6. The hybrid transmission according to claim 5, characterized in that: When the first shift fork is engaged in the A zone and the second shift fork is engaged in the D zone, the hybrid transmission is in a working state where the engine is directly driven and the motor is disengaged.

7. The hybrid transmission according to claim 3, characterized in that: The joint portion is a synchronous sleeve or a synchronizer.

8. The hybrid transmission according to claim 3, characterized in that: The engine driving unit is drivingly connected to a two-speed transmission, which receives the torque of the driving shaft and meshes with the first gear unit and the second gear unit respectively.

9. The hybrid transmission according to claim 1, characterized in that: A gear is fixedly arranged on the outer periphery of the power shaft extending from the shift motor, and a driven tooth is arranged on the outer wall of the shift hub. The shift motor meshes with the driven tooth through a plurality of gears and drives the shift hub to rotate clockwise or counterclockwise.

10. A vehicle, characterized in that: Comprising the hybrid transmission according to any one of claims 1 to 9.

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