Hybrid transmission and hybrid vehicle

Abstract

The utility model provides a hybrid power transmission and a hybrid vehicle, and belongs to the technical field of automobile transmissions. According to the hybrid power transmission, the Ravigneaux planet row is adopted, the on-off control function of the on-off control module is combined, the forward and reverse functions are achieved through the engine, a gear shifting mechanism and a transmission mechanism do not need to be additionally arranged for a reverse gear, the overall structure of the hybrid power transmission is simple and compact, and the number of parts is small. The function of the on-off control module is disassembled, the connection state of the first motor and the gear ring and the connection state of the first motor and the first sun gear are independently controlled, the overall structure of the on-off control module is simple, and the use cost is low. By reasonably arranging the first intermediate transmission mechanism and the second intermediate transmission mechanism, the torque output by the engine and the second motor to the differential mechanism is reasonably adjusted. The engine and the first motor are arranged on the same side of the Ravigneaux planet row, and the structure of the hybrid power transmission is more compact in the direction parallel to the crankshaft of the engine.

Description

Technical Field

[0001] This utility model belongs to the field of automotive transmission technology, specifically relating to a hybrid transmission and a hybrid vehicle. Background Technology

[0002] The Electronic Continuously Variable Transmission (E-CVT) is a widely used transmission in hybrid powertrain systems, offering the following advantages: First, by using planetary gear sets and an electric motor to achieve continuously variable transmission, it avoids the jerking sensation of traditional transmissions, resulting in a more comfortable driving experience. Second, the E-CVT automatically adjusts power output according to driving conditions, reducing energy loss and significantly improving fuel economy. Third, compared to traditional automatic transmissions, the E-CVT has a simpler mechanical structure, reducing complex gear sets and hydraulic systems, thus lowering failure rates and maintenance costs. Fourth, by optimizing power distribution, the E-CVT reduces emissions, meeting environmental protection requirements. Fifth, the E-CVT can quickly respond to driving demands, providing instant power output and improving acceleration performance. Sixth, due to the absence of gear meshing noise in traditional transmissions, the E-CVT operates with lower noise, enhancing driving comfort.

[0003] In existing electronic continuously variable transmissions (E-CVTs), the power output from the engine to the wheels is usually forward, enabling the vehicle to move forward. However, due to the power transmission characteristics of E-CVTs, the reverse function is often achieved through a drive motor. Using a drive motor to reverse has many inconveniences. Therefore, in order to achieve reverse without using a drive motor to provide power, an additional shifting mechanism and gear transmission mechanism need to be set between the engine and the differential to ensure that the power transmission direction can be changed. This results in a more complex overall structure of the transmission, a larger number of components inside the gearbox, difficulty in improving transmission efficiency, and is not conducive to the design requirements of lightweight and compactness. Utility Model Content

[0004] This utility model provides a hybrid transmission and a hybrid vehicle, aiming to solve the problem that existing electronic continuously variable transmissions that do not use a drive motor to achieve reverse gear function require additional components such as shifting mechanisms and gear transmission mechanisms for the engine, resulting in a complex transmission structure that is not conducive to the design requirements of lightweight and compactness.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0006] In a first aspect, embodiments of the present invention provide a hybrid power transmission, comprising:

[0007] Engine, first motor, second motor, on / off control module, Ravina planetary gear set and differential;

[0008] The engine is connected to the planet carrier in the Ravina planetary set;

[0009] The first motor is connected to the ring gear in the Ravina planetary set and / or the first sun gear in the Ravina planetary set via the on / off control module;

[0010] The second sun gear and the second motor in the Ravina planetary gear set are respectively connected to the differential drive.

[0011] Using a drive motor to achieve reverse gear has the following drawbacks: When reversing, the motor needs to reverse, which may reduce energy conversion efficiency, especially with frequent direction changes, resulting in greater energy loss; frequent reversal increases the load on the motor and controller, potentially leading to overheating or accelerated wear, and also exacerbating mechanical wear of the transmission system, affecting its lifespan and increasing maintenance requirements; the motor reversal takes time, which may cause a response delay during reversing, affecting the driving experience; the motor requires additional energy when reversing, especially at low speeds or with frequent changes, leading to faster battery consumption and shortened driving range; achieving a smooth reversing function requires complex control algorithms, increasing the difficulty of system design and debugging; improper control during motor reversal may cause sudden acceleration or deceleration of the vehicle, increasing safety risks; the motor may generate more noise and vibration during reversing, affecting comfort. To avoid these problems, an additional shifting mechanism and gear transmission mechanism are set between the engine and the differential. The gear transmission mechanism includes at least three gears to ensure that the direction of the engine's output power can be changed, thereby achieving reverse gear. Therefore, this type of transmission has a large number of parts, a relatively complex transmission structure, affects the transmission efficiency of reverse gear, and also makes the overall transmission heavier and occupies more space.

[0012] To address the aforementioned problems, the solution presented in this application, compared to existing technologies, involves incorporating a Ravenna planetary gear set within the transmission. When the hybrid transmission is in forward gear and the engine is supplying power, the engine inputs power to the Ravenna planetary gear set via its connection to the planetary carrier. Through the mechanical coupling of the planetary gears within the Ravenna planetary gear set, power flows to the first sun gear and the second sun gear, respectively. The on / off control module controls the rotor of the first motor to connect with the first sun gear, which then transmits power to the first motor for power generation. The second sun gear transmits power to the differential, enabling the vehicle to move forward. Conversely, when the hybrid transmission is in reverse gear, the engine inputs power to the Ravenna planetary gear set via its connection to the planetary carrier. Through the mechanical coupling of the planetary gears within the Ravenna planetary gear set, power flows to the ring gear and the second sun gear, respectively. The on / off control module controls the rotor of the first motor to connect with the ring gear, which then transmits power to the first motor for power generation. The second sun gear transmits power to the differential, enabling the vehicle to reverse.

[0013] As can be seen, this application utilizes the transmission characteristics of the Ravina planetary gear set. By changing the transmission method inside the Ravina planetary gear set and combining it with the on / off control function of the on / off control module, the function of using the engine for forward and reverse driving can be realized. There is no need to set up an additional shifting mechanism and transmission mechanism for reverse gear, nor is there a need to use a second motor for reverse driving. The overall structure of the hybrid transmission is simple and compact, with fewer parts. It not only provides high transmission efficiency, but also optimizes the overall space occupancy and weight of the hybrid transmission.

[0014] In conjunction with the first aspect, in one possible implementation, the on / off control module includes a first on / off controller and a second on / off controller. The rotor of the first motor is connected to the gear ring via the first on / off controller, and the rotor of the first motor is also connected to the first sun gear via the second on / off controller. This embodiment decomposes the function of the on / off control module. The first on / off controller independently controls the connection state between the first motor and the gear ring, and the second on / off controller independently controls the connection state between the first motor and the first sun gear. This satisfies the aforementioned working modes of engine-supplied forward power, engine-supplied reverse power, and engine and first motor jointly supplying forward power. The overall structure of the on / off control module is relatively simple, the control strategy is also relatively simple, and the usage cost of the on / off control module is relatively low.

[0015] In some embodiments, both the first and second on / off controllers are clutches or synchronizers. Clutches enable smooth engagement and rapid, complete disengagement, ensuring smooth power transmission and providing overload protection. They are well-suited for on / off control between the first motor and the planetary gear set. Synchronizers use friction to bring the gears to mesh at the same speed, ensuring smooth engagement. This makes the on / off state switching process easier and faster, reducing operational effort and switching time. It also avoids inter-gear impact and noise during switching, thereby extending gear life and improving driving comfort.

[0016] In conjunction with the first aspect, in one possible implementation, in order to further optimize the transmission ratio and reasonably adjust the torque output from the engine to the differential, the hybrid transmission further includes a first intermediate transmission mechanism, through which the second sun gear is connected to the differential.

[0017] In some embodiments, the first intermediate transmission mechanism includes a first gear, a second gear, and a first intermediate shaft. The first gear is coaxially connected to the second sun gear, the second gear is mounted on the first intermediate shaft and meshes with the first gear, and the first intermediate shaft is connected to the differential for transmission. The first intermediate transmission mechanism in this embodiment has a simple overall structure. By reasonably setting the transmission ratio of the first gear and the second gear, a reasonable transmission ratio adjustment can be achieved using fewer gears.

[0018] In conjunction with the first aspect, in one possible implementation, in order to further optimize the transmission ratio and reasonably adjust the torque output by the second motor to the differential, the hybrid transmission further includes a second intermediate transmission mechanism, through which the second motor is connected to the differential.

[0019] In some embodiments, the second intermediate transmission mechanism includes a second intermediate shaft connected to the output shaft of the second motor and also connected to the differential. The structure of the second intermediate transmission mechanism in this embodiment is relatively simple, effectively improving the overall structural compactness of the transmission.

[0020] In conjunction with the first aspect, in one possible implementation, both the engine and the first motor are located on the same side of the Ravina planetary gear set, in a direction parallel to the engine crankshaft, resulting in a more compact hybrid transmission structure.

[0021] In conjunction with the first aspect, in one possible implementation, the engine and the first motor are located on opposite sides of the Ravina planetary gear set, thereby shortening the length of the connecting shaft between the engine and the planetary carrier to reduce rotational inertia, enabling faster power transmission and improving vehicle acceleration and handling performance; the reduced weight of the connecting shaft helps to lower the overall vehicle weight, improve fuel efficiency and power performance; the shorter connecting shaft can optimize the engine compartment layout, freeing up more space for other components and facilitating the design of a more compact vehicle model; shortening the length of the connecting shaft can also reduce vibration and noise, improving ride comfort.

[0022] Secondly, this utility model embodiment also provides a hybrid vehicle, including the aforementioned hybrid transmission.

[0023] Compared with the prior art, the solution shown in this application embodiment, by adopting the above-mentioned hybrid transmission, eliminates the need for additional shifting and transmission mechanisms for reverse gear in the transmission, and also eliminates the need for a second motor for reversing. The overall structure of the hybrid transmission is simple and compact, with fewer parts. It not only provides higher transmission efficiency, but also optimizes the overall space utilization and weight of the hybrid transmission, thereby improving the power output efficiency of the vehicle. It is also more in line with the lightweight design of the vehicle, which helps to reduce driving energy consumption and has a positive effect on improving the driving experience. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the structure of a hybrid power transmission provided in an embodiment of the present invention;

[0025] Figure 2 A schematic diagram of the structure of a hybrid power transmission provided in another embodiment of this utility model;

[0026] Explanation of reference numerals in the attached figures:

[0027] 1. Engine; 2. First motor; 210. First connecting part; 220. Second connecting part; 3. Second motor; 4. On / off control module; 410. First on / off controller; 420. Second on / off controller; 5. Ravina planetary gear set; 510. Planet carrier; 520. Ring gear; 530. First sun gear; 540. Second sun gear; 550. First planet gear; 560. Second planet gear; 6. Differential; 7. First intermediate transmission mechanism; 710. First gear; 720. Second gear; 730. First intermediate shaft; 740. Third gear; 8. Second intermediate transmission mechanism; 810. Second intermediate shaft; 820. Fourth gear; 9. Half shaft. Detailed Implementation

[0028] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. The following description of at least one exemplary embodiment is actually illustrative only and is in no way intended to limit this application or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0029] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0030] It should be noted that, unless otherwise expressly defined, the use of terms such as "first," "second," or "third" in the claims, description, and drawings of this utility model is for distinguishing different objects, not for describing a specific order, and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Furthermore, "a plurality of" or "several" means two or more, unless otherwise expressly defined.

[0031] It should be noted that, unless otherwise expressly defined, in the claims, description and drawings of this utility model, the use of terms such as "center", "lateral", "longitudinal", "horizontal", "vertical", "top", "bottom", "inner", "outer", "upper", "lower", "front", "rear", "left", "right", "clockwise", "counterclockwise", "high", "low" to indicate orientation or positional relationship is based on the orientation and positional relationship shown in the drawings, and is only for the convenience of describing this utility model and simplifying the description, and is not intended to indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the specific protection scope of this utility model.

[0032] It should also be noted that, unless otherwise explicitly specified and limited, terms such as "installation," "connection," "linking," "fixing," and "setting" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0033] Furthermore, in the claims, description and the above drawings of this utility model, the terms "comprising", "having", and variations thereof are used to mean "including but not limited to".

[0034] Please refer to the following: Figure 1 and Figure 2The hybrid power transmission provided by this utility model will now be described. The hybrid power transmission includes an engine 1, a first motor 2, a second motor 3, an on / off control module 4, a Ravina planetary gear set 5, and a differential 6. The engine 1 is connected to the planet carrier 510 in the Ravina planetary gear set 5. The first motor 2 is connected to the ring gear 520 and / or the first sun gear 530 in the Ravina planetary gear set 5 via the on / off control module 4. The second sun gear 540 and the second motor 3 in the Ravina planetary gear set 5 are respectively connected to the differential 6 for transmission.

[0035] Using a drive motor to achieve reverse gear has the following drawbacks: When reversing, the motor needs to reverse, which may reduce energy conversion efficiency, especially with frequent direction changes, resulting in greater energy loss; frequent reversal increases the load on the motor and controller, potentially leading to overheating or accelerated wear, and also exacerbating mechanical wear of the transmission system, affecting its lifespan and increasing maintenance requirements; the motor reversal takes time, which may cause a response delay during reversing, affecting the driving experience; the motor requires additional energy when reversing, especially at low speeds or with frequent changes, leading to faster battery consumption and shortened driving range; achieving a smooth reversing function requires complex control algorithms, increasing the difficulty of system design and debugging; improper control during motor reversal may cause sudden acceleration or deceleration of the vehicle, increasing safety risks; the motor may generate more noise and vibration during reversing, affecting comfort. To avoid these problems, an additional shifting mechanism and gear transmission mechanism are set between the engine and the differential. The gear transmission mechanism includes at least three gears to ensure that the direction of the engine's output power can be changed, thereby achieving reverse gear. Therefore, this type of transmission has a large number of parts, a relatively complex transmission structure, affects the transmission efficiency of reverse gear, and also makes the overall transmission heavier and occupies more space.

[0036] To address the aforementioned issues, the hybrid transmission provided in this embodiment incorporates a Ravenna planetary gear set 5. The Ravenna planetary gear set 5 is a composite planetary gear structure, composed of a single-planetary gear set and a double-planetary gear set. The Ravenna planetary gear set 5 has a relatively simple and compact structure, fewer components, and high transmission efficiency. Furthermore, it can provide a wide range of transmission ratios to adapt to different driving needs, exhibiting high flexibility and adaptability. The hybrid transmission of this embodiment can achieve the following transmission modes:

[0037] 1) If the hybrid transmission is in forward gear, when the engine 1 supplies power, the engine 1 inputs power to the Ravina planetary gear set 5 through the connection with the planetary carrier 510. Through the mechanical coupling of each planetary gear inside the Ravina planetary gear set 5, the power flows to the first sun gear 530 and the second sun gear 540 respectively. The on / off control module 4 controls the rotor of the first motor 2 to connect with the first sun gear 530. The first sun gear 530 transmits power to the first motor 2 to generate electricity. The second sun gear 540 transmits power to the differential 6 to enable the vehicle to move forward.

[0038] 2) If the hybrid transmission is in reverse gear, the engine 1 inputs power to the Ravina planetary gear set 5 through the connection with the planetary carrier 510. Through the mechanical coupling of each planetary gear inside the Ravina planetary gear set 5, the power flows to the ring gear 520 and the second sun gear 540 respectively. The on / off control module 4 controls the rotor of the first motor 2 to connect with the ring gear 520. The ring gear 520 transmits power to the first motor 2 to generate electricity. The second sun gear 540 transmits power to the differential 6 to achieve reversing.

[0039] 3) If hybrid power is required, engine 1 inputs power through planetary carrier 510. On / off control module 4 controls the rotor of first motor 2 to connect simultaneously with first sun gear 530 and ring gear 520. In Ravina planetary gear set 5, ring gear 520, planetary carrier 510, first sun gear 530, second sun gear 540 and each planet gear are relatively fixed (i.e., no transmission occurs inside the entire Ravina planetary gear set 5), so that first motor 2 inputs power through ring gear 520 and first sun gear 530. At this time, the transmission ratio of Ravina planetary gear set 5 is 1:1. The power output by engine 1 and first motor 2 flows out from second sun gear 540 and is finally transmitted to differential 6 to realize the forward movement of the vehicle. The parallel connection of engine 1 and first motor 2 provides stronger power.

[0040] 4) If pure electric power is required, the on / off control module 4 controls the rotor of the first motor 2 to disconnect from the first sun gear 530 and the ring gear 520 at the same time. The engine 1 does not work, and the second motor 3 transmits power to the differential 6 to enable the vehicle to move forward.

[0041] Compared with the prior art, the hybrid transmission in this embodiment utilizes the transmission characteristics of the Ravina planetary gear set 5. By changing the transmission mode inside the Ravina planetary gear set 5 and combining the on / off control function of the on / off control module 4, it can realize the functions of using the engine 1 to drive forward, reverse, hybrid drive forward, and pure electric drive forward, meeting the basic usage scenarios of hybrid vehicles. Moreover, there is no need to set up an additional shifting mechanism and transmission mechanism for reverse gear, nor is there a need to use the second motor 3 for reversing. The overall structure of the hybrid transmission is simple and compact, with fewer parts. It not only provides high transmission efficiency, but also optimizes the overall space occupancy and weight of the hybrid transmission.

[0042] In some specific embodiments of the Ravina planetary gear set 5, the Ravina planetary gear set 5 further includes a first planetary gear 550 and a second planetary gear 560, which are respectively connected to the planet carrier 510. Wherein, the first sun gear 530 is a large sun gear and the second sun gear 540 is a small sun gear, then the first planetary gear 550 is a long planetary gear and the second planetary gear 560 is a short planetary gear. The first planetary gear 550 meshes with the first sun gear 530, and the second planetary gear 560 is located between the first planetary gear 550 and the second sun gear 540, and meshes with both the second sun gear 540 and the first planetary gear 550. Figure 1 As shown.

[0043] In other specific embodiments of the Ravina planetary gear set 5, the Ravina planetary gear set 5 further includes a first planetary gear 550 and a second planetary gear 560, which are respectively connected to the planet carrier 510. Wherein, the first sun gear 530 is a small sun gear and the second sun gear 540 is a large sun gear, then the first planetary gear 550 is a short planetary gear and the second planetary gear 560 is a long planetary gear. The second planetary gear 560 meshes with the second sun gear 540. The first planetary gear 550 is located between the second planetary gear 560 and the first sun gear 530, and meshes with both the first sun gear 530 and the second planetary gear 560. Figure 2 As shown.

[0044] In some embodiments, see Figure 1 and Figure 2The on / off control module 4 includes a first on / off controller 410 and a second on / off controller 420. The rotor of the first motor 2 is connected to the gear ring 520 through the first on / off controller 410, and the rotor of the first motor 2 is also connected to the first sun gear 530 through the second on / off controller 420. In this embodiment, the function of the on / off control module 4 is broken down. The first on / off controller 410 independently controls the connection state between the first motor 2 and the gear ring 520, and the second on / off controller 420 independently controls the connection state between the first motor 2 and the first sun gear 530. This satisfies the aforementioned working modes of the engine 1 supplying power for forward movement, the engine 1 supplying power for reverse movement, and the engine 1 and the first motor 2 jointly supplying power for forward movement. The overall structure of the on / off control module 4 is relatively simple, the control strategy is also relatively simple, and the usage cost of the on / off control module 4 is relatively low.

[0045] In some specific embodiments, to achieve the on / off control function of the first on / off controller 410 and the second on / off controller 420, the first on / off controller 410 is a clutch or synchronizer, and the second on / off controller 420 is also a clutch or synchronizer. Specific design schemes include, but are not limited to: both the first on / off controller 410 and the second on / off controller 420 are clutches; both the first on / off controller 410 and the second on / off controller 420 are synchronizers; the first on / off controller 410 is a clutch and the second on / off controller 420 is a synchronizer; or the first on / off controller 410 is a synchronizer and the second on / off controller 420 is a clutch.

[0046] Taking the use of a clutch as an example, the clutch can achieve smooth engagement and rapid and complete disengagement, ensuring the smoothness of power transmission. It also has an overload protection function, which can automatically slip in case of overload to protect the transmission system from damage. Furthermore, the clutch in this embodiment can be of mechanical, hydraulic, electromagnetic, or other types, suitable for different application scenarios, and can better adapt to the on / off control between the first motor 2 and the planetary gear set.

[0047] Taking synchronizers as an example, synchronizers use friction to bring the gears to mesh at the same speed, thus ensuring smooth engagement. This makes the switching process between on and off states easier and faster, reducing operational effort and switching time. It also avoids inter-gear impact and noise during switching, thereby extending gear life and improving driving comfort. Synchronizers come in three types: constant pressure, inertial, and inertial amplification. The appropriate type can be selected based on actual usage requirements; no single limitation is made here.

[0048] Optional, see Figure 1 and Figure 2In order to facilitate connection with the first on / off controller 410 and the second on / off controller 420, the rotor of the first motor 2 extends a first connecting part 210 and a second connecting part 220 along its own axial direction. The first connecting part 210 and the second connecting part 220 are coaxially arranged. The first connecting part 210 is connected to the first on / off controller 410, and the second connecting part 220 is connected to the second on / off controller 420.

[0049] In some embodiments, see Figure 1 and Figure 2 To further optimize the transmission ratio and rationally adjust the torque output from engine 1 to differential 6, the hybrid transmission also includes a first intermediate transmission mechanism 7. The second sun gear 540 is connected to the differential 6 via the first intermediate transmission mechanism 7. In this embodiment, the first intermediate transmission mechanism 7 may be implemented in ways including, but not limited to, gear transmission mechanisms, belt transmission mechanisms, etc.

[0050] In some specific embodiments, see Figure 1 and Figure 2 The first intermediate transmission mechanism 7 includes a first gear 710, a second gear 720, and a first intermediate shaft 730. The first gear 710 is coaxially connected to the second sun gear 540. The second gear 720 is mounted on the first intermediate shaft 730 and meshes with the first gear 710. The first intermediate shaft 730 is connected to the differential 6. The first intermediate transmission mechanism 7 in this embodiment has a simple overall structure. By reasonably setting the transmission ratio of the first gear 710 and the second gear 720, a reasonable transmission ratio adjustment can be achieved with fewer gears.

[0051] For more details, see Figure 1 and Figure 2 A third gear 740 is coaxially connected to the first intermediate shaft 730. The output end of the differential 6 is connected to the half-shaft 9. The third gear 740 meshes with the power output gear of the differential 6. Based on this, the transmission ratio of the first gear 710 and the second gear 720 is close to 1. By adjusting the transmission ratio of the second gear 720 and the third gear 740, the speed at the input end of the differential 6 can be reasonably adjusted. In addition, this arrangement can also shorten the size of the hybrid transmission in the first direction perpendicular to the first intermediate shaft 730, making its structure more compact.

[0052] In some embodiments, see Figure 1 and Figure 2 To further optimize the transmission ratio and rationally adjust the torque output from the second motor 3 to the differential 6, the hybrid transmission also includes a second intermediate transmission mechanism 8. The second motor 3 is connected to the differential 6 via the second intermediate transmission mechanism 8. In this embodiment, the second intermediate transmission mechanism 8 may be implemented in ways including, but not limited to, gear transmission mechanisms, belt transmission mechanisms, etc.

[0053] In some specific embodiments, see Figure 1 and Figure 2 The second intermediate transmission mechanism 8 includes a second intermediate shaft 810, which is connected to the output shaft of the second motor 3 and also to the differential 6. Specifically, a fourth gear 820 is coaxially connected to the second intermediate shaft 810, and the fourth gear 820 meshes with the power output gear of the differential 6. By reasonably setting the transmission ratio between the fourth gear 820 and the input end of the differential 6, the speed of the input end of the differential 6 can be reasonably adjusted. The structure of the second intermediate transmission mechanism 8 is relatively simple, which can effectively improve the overall structural compactness of the transmission.

[0054] In some implementations of the spatial layout, see Figure 1 and Figure 2 Both engine 1 and the first electric motor 2 are located on the same side of the Ravina planetary set 5, in a direction parallel to the crankshaft of engine 1 (i.e., Figure 1 (Second direction in the process), the hybrid transmission has a more compact structure. In this embodiment, the first motor 2 is a hollow motor of the existing type, and the crankshaft of the engine 1 can pass through the hollow part of the first motor 2. The inner rotor of the first motor 2 is connected to the first on / off controller 410 and the second on / off controller 420.

[0055] In other embodiments of spatial layout, see Figure 1 and Figure 2 The engine 1 and the first motor 2 are located on opposite sides of the Ravina planetary gear set 5, thus shortening the length of the connecting shaft between the engine 1 and the planetary carrier 510. Shortening the connecting shaft has the following advantages: it reduces rotational inertia, allowing for faster power transmission and improving vehicle acceleration and handling; it reduces the weight of the connecting shaft, helping to lower the overall vehicle weight and improve fuel efficiency and power performance; a shorter connecting shaft optimizes the engine compartment layout, freeing up more space for other components and facilitating the design of a more compact vehicle; and it also reduces vibration and noise, improving ride comfort. In this embodiment, the first motor 2 can be a conventional hollow motor or other conventional types of first motor 2, as long as it meets the connection requirements of the Ravina planetary gear set 5, which will not be described in detail here.

[0056] In some embodiments, a torsional damper is also provided at the output end of the engine 1. The torsional damper is typically installed between the output end of the engine 1 and the planetary carrier 510. When the engine 1 is operating, the torsional torque is transmitted to the planetary carrier 510 via several damper springs in the torsional damper. Due to the buffering effect of the damper springs, the impact on the transmission system is greatly reduced. The torsional vibration in the transmission system causes the planetary carrier 510 to oscillate back and forth relative to the engine 1. The elastic damping of the damper springs sandwiched between them dissipates the energy of the torsional vibration, causing the torsional vibration to decay rapidly and reducing the alternating stress on the transmission system. Specifically, the torsional damper can reduce the torsional stiffness of the connection between the engine crankshaft 1 and the planetary carrier 510, thereby reducing the natural frequency of torsional vibration in the transmission system; it can increase the torsional damping of the transmission system, suppress the amplitude of torsional resonance, and attenuate transient torsional vibration caused by impact; it can control the torsional vibration of the internal shaft system of the hybrid transmission at idle speed, eliminating transmission idle noise and torsional vibration and noise from the final drive and transmission; it can mitigate the torsional impact load on the transmission system under unstable operating conditions, improving the smoothness of transmission. Overall, the torsional damper provides a guarantee for the smooth operation of the transmission system.

[0057] In this embodiment, the torsional damper can be implemented in ways including but not limited to: rubber torsional damper, silicone oil torsional damper, and silicone oil-rubber torsional damper.

[0058] In some embodiments, a parking gear is also provided on the shaft of the second motor 3. The parking gear corresponds to the parking brake device. When the vehicle is in motion, the differential 6 can drive the fourth gear 820 to rotate via the second intermediate shaft 810, which in turn drives the shaft of the second motor 3 to rotate. By providing a parking gear on the shaft of the second motor 3, when the parking brake device is activated, the parking gear locks, locking both the shaft of the second motor 3 and the fourth gear 820, thereby locking the second intermediate shaft 810 and achieving effective braking. The parking gear arrangement is simple and provides good braking performance.

[0059] Based on the same inventive concept, embodiments of this application also provide a hybrid vehicle, including the aforementioned hybrid transmission.

[0060] Compared with the prior art, the hybrid vehicle provided in this embodiment, by adopting the above-mentioned hybrid transmission, does not require an additional shifting mechanism and transmission mechanism for reverse gear in the transmission, nor does it require the use of the second motor 3 for reversing. The overall structure of the hybrid transmission is simple and compact, with fewer parts. It not only provides high transmission efficiency, but also optimizes the overall space occupancy and weight of the hybrid transmission, thereby improving the power output efficiency of the whole vehicle. It is also more in line with the lightweight design of the whole vehicle, which helps to reduce driving energy consumption and has a positive effect on improving the driving experience.

[0061] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A hybrid transmission characterized by, The hybrid transmission comprises an engine (1), a first motor (2), a second motor (3), an on-off control module (4), a Ravigneaux planetary gear set (5) and a differential (6). The engine (1) is connected with a planet carrier (510) in the Ravigneaux planetary gear set (5). The first motor (2) is connected with a ring gear (520) in the Ravigneaux planetary gear set (5) and / or a first sun gear (530) in the Ravigneaux planetary gear set (5) through the on-off control module (4). A second sun gear (540) in the Ravigneaux planetary gear set (5) and the second motor (3) are respectively drivingly connected with the differential (6). The on-off control module (4) comprises a first on-off controller (410) and a second on-off controller (420), a rotor of the first motor (2) is connected with the ring gear (520) through the first on-off controller (410), and the rotor of the first motor (2) is also connected with the first sun gear (530) through the second on-off controller (420).

2. The hybrid transmission of claim 1, wherein, The first on-off controller (410) and the second on-off controller (420) are both clutches or synchronizers.

3. The hybrid transmission of claim 2, wherein, The hybrid transmission further comprises a first intermediate transmission mechanism (7), the second sun gear (540) is drivingly connected with the differential (6) through the first intermediate transmission mechanism (7).

4. The hybrid transmission of claim 1, wherein, The first intermediate transmission mechanism (7) comprises a first gear (710), a second gear (720) and a first intermediate shaft (730), the first gear (710) is coaxially connected with the second sun gear (540), the second gear (720) is arranged on the first intermediate shaft (730) and is in mesh with the first gear (710), and the first intermediate shaft (730) is drivingly connected with the differential (6).

5. The hybrid transmission of claim 4, wherein, The hybrid transmission further comprises a second intermediate transmission mechanism (8), the second motor (3) is drivingly connected with the differential (6) through the second intermediate transmission mechanism (8).

6. The hybrid transmission of claim 1, wherein, The second intermediate transmission mechanism (8) comprises a second intermediate shaft (810), the second intermediate shaft (810) is connected with an output shaft of the second motor (3) and is drivingly connected with the differential (6).

7. The hybrid transmission of claim 6, wherein, The engine (1) and the first motor (2) are located on the same side of the Ravigneaux planetary gear set (5).

8. The hybrid transmission of claim 1, wherein, The engine (1) and the first motor (2) are respectively located on opposite sides of the Ravigneaux planetary gear set (5).

9. The hybrid transmission of claim 1, wherein, The hybrid transmission as claimed in any one of claims 1-9.

10. A hybrid vehicle characterized by comprising: ​

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