CN108591377A - Three clutch hybrid gearboxes - Google Patents

Abstract

The invention discloses a three-clutch hybrid transmission. The three-clutch hybrid transmission comprises: a driving gear with 5 gears, a driven gear with 5 gears, a main reduction gear, a synchronizer, a first clutch, a second Clutch, third clutch, engine, electric motor, parking mechanism, differential, input one shaft, input two shafts, output one shaft and output two shafts; said output one shaft and said output two shafts are located at one end close to the motor There is a bearing, the driven gears on the first output shaft and the second output shaft are alternately arranged, and the driving gear on the input shaft meshes with the driven gear on the output shaft in one-to-one correspondence; the main reduction gear It is arranged behind the bearing and is closer to the output shaft of the motor; the present invention has higher transmission efficiency, ultra-low energy consumption, low manufacturing cost, and takes into account strong hybrid and weak hybrid motor systems to meet the requirements of A-class to C-class complete vehicles.

Description

Three-clutch hybrid transmission

technical field

The invention relates to the technical field of automobile transmissions, in particular to a three-clutch hybrid transmission.

Background technique

A HEV is a vehicle that uses multiple energy sources, usually a conventional engine (ICE) using liquid fuel and an electric motor using electrical energy to propel the vehicle. Hybrid vehicles can operate in a variety of drive modes, but have limited battery capacity and rely primarily on engine combustion for power.

Most of the hybrid structures at this stage adopt the P2 hybrid mode, that is, the electric motor is placed on the input shaft of the transmission. The technical scheme is: the C1 clutch and the C2 clutch are respectively connected to the engine, the two input shafts are sleeved on the first input shaft, and the motor is connected to the fourth and sixth gears through the motor transmission shaft assembly. The hybrid power system can implement operating modes such as engine driving alone, motor driving 2/4/6/R gears alone, engine and motor driving 2/4/6/R gears simultaneously, and motor brake charging. The hybrid transmission system is mainly based on the current mature dual-clutch transmission technology and motor control technology. By changing gears, the drive motor and engine can work in the high-efficiency zone for a long time, which improves work efficiency, increases vehicle dynamics, and improves vehicle performance. Fuel economy, maintaining the driving pleasure of traditional vehicles, but the hybrid system has disadvantages such as high R&D and manufacturing costs, high technical difficulty, large mass and volume, inconvenient loading, and the inability of the electric motor to charge the battery when the engine is driving.

Contents of the invention

The technical problem to be solved by the present invention is to provide a three-clutch hybrid transmission, which can realize the operation of hybrid mode in all transmission gears, realize the function of allowing the electric motor to charge the battery when the engine is driven, and simplify the gear gear structure to save layout space .

The present invention solves its technical problem and adopts following technical scheme to realize:

A three-clutch hybrid transmission includes: a driving gear, a driven gear, a main reduction gear, a synchronizer, a first clutch, a second clutch, a third clutch, an engine, an electric motor, a parking mechanism, an input shaft and an output shaft; The driving gear includes: 1st gear driving gear, 2nd gear driving gear, 3rd gear driving gear, 4th gear driving gear and 5th gear driving gear, and the driven gear includes: 1st gear driven gear, 2nd gear driven gear, 3rd gear 1st gear driven gear, 4th gear driven gear and 5th gear driven gear; the synchronizer includes a first synchronizer, a second synchronizer and a third synchronizer; the input shaft includes an input first shaft and an input second shaft, The first input shaft includes driving gears with three gears, the second input shaft includes driving gears with two gears; the output shaft includes first output shaft and second output shaft, and the first output shaft includes The driven gears of two gears, the driven gears of three gears on the second output shaft, the driven gears of the first output shaft and the driven gears on the second output shaft are arranged alternately, the The driving gear on the input shaft meshes with the driven gear on the output shaft in one-to-one correspondence; the first output shaft and the second output shaft are respectively provided with a bearing on the side close to the motor, and the main reduction gear is set One end close to the motor behind the bearing; the synchronizer is used to connect the driven gear and the output shaft to realize power transmission; the first clutch is used to connect the motor and the engine, The second clutch is used for connecting the first input shaft and the electric motor, and the third clutch is used for connecting the second input shaft and the electric motor.

Further, the 1st speed driving gear, the 3rd speed driving gear and the 5th speed driving gear are fixedly connected or structurally integrated with the first input shaft through splines/welding/integration.

Further, the 2nd-speed driving gear and the 4th-speed driving gear are fixedly connected or structurally integrated with the two input shafts by means of splines/welding/integration.

Further, the first-speed driven gear and the fourth-speed driven gear are sleeved on the first output shaft through needle bearings, and the first synchronizer is fixedly connected to the first output shaft through splines.

Further, the three-clutch hybrid transmission also includes a reverse gear and a fourth synchronizer; the 1st gear driven gear, the 4th gear driven gear and the reverse gear are sleeved on the On the first output shaft, the first synchronizer and the fourth synchronizer are fixedly connected to the first output shaft through splines.

Further, the 2nd speed driven gear, the 3rd speed driven gear and the 5th speed driven gear are sleeved on the two output shafts through needle bearings, the third synchronizer and the second The synchronizer is fixedly connected with the two output shafts through splines.

Further, the three-clutch hybrid transmission also includes a 6th-speed driven gear; the 2nd-speed driven gear, the 3rd-speed driven gear, the 5th-speed driven gear and the 6th-speed driven gear pass through Needle bearings are sleeved on the two output shafts, and the third synchronizer and the second synchronizer are fixedly connected to the two output shafts through splines.

Further, the three-clutch hybrid transmission also includes a differential; the parking mechanism is integrated in the differential or arranged on the first output shaft or the second output shaft.

Further, the three-clutch hybrid transmission also includes an idler gear and an idler shaft; the idler gear meshes with the ring gear on the differential, the idler shaft is connected with the idler gear, and the parking mechanism Fixedly connected with the idler shaft.

Further, the three-clutch hybrid transmission realizes the reverse gear function through the reverse rotation of the electric motor.

The technical effect achieved by adopting the above-mentioned technical scheme in the present invention is: the transmission scheme inside the transmission is optimized by adopting the 5-speed hybrid transmission, so that the power and economy of the hybrid transmission are better than the traditional hybrid 7-speed dual-clutch, And the structure is more compact, lighter weight, lower cost, higher transmission efficiency, so that the engine can run more accurately within the power range, achieve ultra-low energy consumption, lower manufacturing costs, and take into account both strong and weak hybrid motor systems Adapt to the loading requirements of A-class to C-class vehicles.

The above description is only an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention, it can be implemented according to the contents of the description, and in order to make the above and other purposes, features and advantages of the present invention more obvious and understandable , the following preferred embodiments will be described in detail in conjunction with the accompanying drawings.

Description of drawings

FIG. 1 is a schematic structural diagram of a three-clutch hybrid system according to a first embodiment of the present invention.

FIG. 2 is a schematic diagram of the power flow of the hybrid third-speed drive in FIG. 1 according to the first embodiment of the present invention.

Fig. 3 is a schematic diagram of the power flow of pure motor 3-speed driving or motor reverse reverse in Fig. 1 according to the first embodiment of the present invention.

Fig. 4 is a schematic diagram of the power flow of the engine in Fig. 1 to drive the vehicle at the third gear while driving the electric motor for charging according to the first embodiment of the present invention.

Fig. 5 is a schematic diagram of the power flow of the third gear of braking energy recovery in Fig. 1 according to the first embodiment of the present invention.

FIG. 6 is a schematic structural diagram of a three-clutch hybrid system according to a second embodiment of the present invention.

FIG. 7 is a schematic structural diagram of a three-clutch hybrid system according to a third embodiment of the present invention.

FIG. 8 is a schematic structural diagram of a three-clutch hybrid system according to a fourth embodiment of the present invention.

FIG. 9 is a schematic structural diagram of a three-clutch hybrid system according to a fifth embodiment of the present invention.

Fig. 10 is a schematic structural diagram of a three-clutch hybrid system according to the sixth embodiment of the present invention.

Fig. 11 is a schematic structural diagram of a three-clutch hybrid system according to a seventh embodiment of the present invention.

Detailed ways

In order to further set forth the technical means and effects that the present invention takes to achieve the intended purpose of the invention, the embodiments of the present invention are described in detail below, examples of the embodiments are shown in the accompanying drawings, wherein the same or similar symbols throughout represent the same or similar elements or elements having the same or similar functions. Through the description of specific implementation methods, the technical means and effects of the present invention to achieve the intended purpose can be understood more deeply and specifically, but the attached drawings are only for reference and description, and are not used to explain the present invention limit.

FIG. 1 is a schematic diagram of the system structure of a three-clutch hybrid transmission according to the first embodiment of the present invention. The three-clutch hybrid transmission provided in this embodiment can be but not limited to be installed on a car. As shown in Figure 1, the three-clutch hybrid transmission includes: engine 1, first clutch 2, second clutch 3, electric motor 4, second-speed driving gear 5, output one-axis main reduction gear 6, parking mechanism 7, and fourth gear Driven gear 8, first synchronizer 9, first gear driven gear 10, first output shaft 11, fifth gear driving gear 12, first input shaft 13, first gear driving gear 14, third gear driving gear 15, second output shaft 16 , 5th gear driven gear 17, second synchronizer 18, 4th gear driving gear 19, 3rd gear driven gear 20, third synchronizer 21, 2nd gear driven gear 22, output two shaft main reduction gear 24, input two Shaft 25, third clutch 26.

As shown in Figure 1, this special hybrid transmission arranges three clutch modules at the input end of the transmission. Specifically, in this embodiment, the three-clutch module is integrated by the first clutch 2, the second clutch 3, the third clutch 26 and the electric motor 4, the first clutch 2 combines or interrupts the power transmission between the engine 1 and the electric motor 4, The second clutch 3 combines or interrupts the power transmission between the transmission input shaft 13 and the power source, and the third clutch 26 combines or interrupts the power transmission between the transmission input shaft 25 and the power source.

As shown in FIG. 1 , in this embodiment, the driving gears include 1st speed driving gear 14 , 2nd speed driving gear 5 , 3rd speed driving gear 15 , 4th speed driving gear 19 and 5th speed driving gear 12 .

Specifically, in this embodiment, the driven gears include the 1st speed driven gear 10 , the 2nd speed driven gear 22 , the 3rd speed driven gear 20 , the 4th speed driven gear 8 and the 5th speed driven gear 17 .

Specifically, in this embodiment, the synchronizers include a first synchronizer 9 , a second synchronizer 18 and a third synchronizer 21 .

Specifically, in this embodiment, the engine 1 and the electric motor 4 are used as the power source of the transmission system; the second input shaft 25 is sleeved on the first input shaft 13, and the first input shaft 13 and the second input shaft 25 pass through the second clutch 3/the second The third clutch 26 /first clutch 2 is connected with the engine 1 /electric motor 4 . Specifically, the second input shaft 25 is connected to the third clutch 26 , the first input shaft 13 is connected to the second clutch 3 , the second clutch 3 and the third clutch 26 are connected to the electric motor 4 , and the first clutch 2 is connected to the engine 1 and the electric motor 4 .

Specifically, in this embodiment, the second-speed driving gear 5 and the fourth-speed driving gear 19 are fixedly connected or structurally integrated with the two input shafts 25 through splines/welding/integration; the first-speed driving gear 14 and the third-speed driving gear The 15th and 5th speed driving gears 12 are fixedly connected or structurally integrated with the input first shaft 13 in a splined/welded/integrated manner.

Specifically, in this embodiment, the driving gears from left to right (from one end far away from the engine 1 to one end close to the engine 1) are: 5-speed driving gear 12 on the input shaft 13-1-speed driving gear 14-3 Gear driving gear 15; Then to the 4th gear driving gear 19-2 gear driving gear 5 on the input two shafts 25.

Specifically, in this embodiment, the first gear driven gear 10 is sleeved on the first output shaft 11 through a needle bearing; the second gear driven gear 22 is sleeved on the second output shaft 16 through a needle bearing; the third gear driven gear The 20th and 5th gear driven gears 17 are sleeved on the second output shaft 16 through needle roller bearings; the 4th gear driven gear 8 is sleeved on the first output shaft 11 through needle bearings.

Specifically, in this embodiment, the driven gears on the first output shaft 11 are from left to right: the first gear driven gear 10 to the fourth gear driven gear 8; the driven gears on the second output shaft 16 are from left to right The right is: 5th gear driven gear 17 to 3rd gear driven gear 20 to 2nd gear driven gear 22.

Specifically, in this embodiment, the first gear driving gear 14 is in constant mesh with the first gear driven gear 10; the second gear driving gear 5 is in constant mesh with the second gear driven gear 22; the third gear driving gear 15 is in constant mesh with the third gear driven gear 20 constant meshing; 4th gear driving gear 19 is constantly meshing with 4th gear driven gear 8; 5th gear driving gear 12 is constantly meshing with 5th gear driven gear 17.

Specifically, in this embodiment, the driven gears on the output shaft are arranged in a staggered manner and the driving gears on the output shaft mesh with the driven gears on the output shaft in one-to-one correspondence, which optimizes the transmission route and improves the power and shift mode. The smoothness of switching reduces the possibility of transmission failure.

Specifically, in this embodiment, the first synchronizer 9 is fixedly connected to the first output shaft 11 by a spline; the second synchronizer 18 is connected to the second output shaft 16 by a spline; the third synchronizer 21 is connected to the second output shaft 16 is fixedly connected by splines; specifically, the first synchronizer is installed between the 1st gear driven gear 10 and the 4th gear driven gear 8 to connect with the 1st gear driven gear/4th gear driven gear, and the second synchronizer is installed Between the 5th-speed driven gear 17 and the 3rd-speed driven gear 20, it is connected with the 3rd-speed driven gear/5th-speed driven gear, and the 2nd-speed driven gear is installed between the 2nd-speed driven gear and the 3rd-speed driven gear Connected to the 2nd speed driven gear.

Specifically, in this embodiment, the main reduction gear includes the output first-shaft main reduction gear 6 and the output two-shaft main reduction gear 24; the main reduction gear is placed behind the bearing 27 to help improve the output of the first shaft 11 and the output The stiffness of the two axes 16.

Specifically, in this embodiment, the three-clutch hybrid transmission further includes a differential 23, and the differential 23 is placed at the bearing hole of the transmission housing; the output-axis final reduction gear 6 and the output-axis 11 are of an integral structure, It is in constant mesh with the ring gear of differential 23 , and the output two-shaft final reduction gear 24 is integral with the output two shafts 16 , and is in constant mesh with the ring gear of differential 23 . The first output shaft and the second output shaft are respectively placed on the right side of the bearing 27 on the first output shaft or the second output shaft (the end near the motor side on the output shaft).

Specifically, in this embodiment, the ratchet wheel of the parking mechanism 7 is fixedly connected with the first output shaft 11 through a spline, and is installed between the fourth-speed driven gear 8 and the bearing 27, and the car realizes the parking function through the parking mechanism 7. .

Specifically, in one embodiment, the three-clutch hybrid transmission has five working modes: hybrid mode driving the vehicle, pure engine driving the vehicle, pure motor driving the vehicle, engine driving the vehicle while driving the electric motor for charging, and braking energy recovery.

Please refer to FIG. 2 . FIG. 2 is a schematic diagram of the power flow of the hybrid third-speed drive in FIG. 1 . As shown in Fig. 1 and Fig. 2, in this embodiment, the power transmission of the third gear when the three-clutch hybrid transmission is working is as follows:

Specifically, combined power drives the 1st gear transmission route: the first synchronizer 9 and the 1st gear driven gear 10 are engaged, the second clutch 3 is closed, the third clutch 26 is disconnected, and the torque of the engine 1 passes through the torque of the first clutch 2 and the torque of the electric motor 4 Together through the second clutch 3, it is transmitted to the first-speed driving gear 14 on the input first shaft 13, and then transmitted to the first-speed driven gear 10 through the first-speed driving gear 14. The engagement of the first-speed driven gear 10 and the first synchronizer 9 The torque is transmitted to the first synchronizer 9, and the torque is transmitted to the output one shaft 11 by the engagement of the first synchronizer 9 and the output one shaft 11, and then transmitted to the output one shaft main reduction gear 6 by the output one shaft 11, and then The power is transmitted to the differential 23 through the differential ring gear meshed with the output primary reduction gear 6 , and finally the power is output through the differential 23 .

Specifically, the 2nd gear transmission line of the hybrid drive: the third synchronizer 21 and the 2nd gear driven gear 22 are engaged, the third clutch 26 is closed, the second clutch 3 is disconnected, the torque of the engine 1 is transmitted through the first clutch 2 and the torque of the electric motor 4 Together through the third clutch 26, it is transmitted to the second-speed driving gear 5 on the input second shaft 25, and then transmitted to the second-speed driven gear 22 through the second-speed driving gear 5. The engagement of the second-speed driven gear 22 and the third synchronizer 21 The torque is transmitted to the third synchronizer 21, and the torque is transmitted to the output two shaft 16 by the joint spline between the third synchronizer 21 and the output two shaft 16, and then transmitted to the output two shaft main reduction gear 24 by the output two shaft 16 , and then transmitted to the differential 23 through the differential ring gear meshed with the output two-shaft main reduction gear 24, and finally the power is output through the differential 23.

Specifically, the 3rd gear transmission line of the hybrid drive: the second synchronizer 18 and the 3rd gear driven gear 20 are engaged, the second clutch 3 is closed, the third clutch 26 is disconnected, the torque of the engine 1 is transmitted through the first clutch 2 and the torque of the electric motor 4 Together through the second clutch 3, it is transmitted to the third-speed driving gear 15 on the input first shaft 13, and then transmitted to the third-speed driven gear 20 through the third-speed driving gear 15, and the engagement of the third-speed driven gear 20 and the second synchronizer 18 The torque is transmitted to the second synchronizer 18, and the torque is transmitted to the output two shaft 16 by the joint spline between the second synchronizer 18 and the output two shaft 16, and then transmitted to the output two shaft main reduction gear 24 by the output two shaft 16 , and then transmitted to the differential 23 through the differential ring gear meshed with the output two-shaft main reduction gear 24, and finally the power is output through the differential 23.

Specifically, the 4th gear transmission route of the hybrid drive: the first synchronizer 9 and the 4th gear driven gear 8 are engaged, the third clutch 26 is closed, the second clutch 3 is disconnected, the torque of the engine 1 is transmitted through the first clutch 2 and the torque of the electric motor 4 Together through the third clutch 26, it is transmitted to the 4th gear driving gear 19 on the input shaft 25, and then to the 4th gear driven gear 8 via the 4th gear driving gear 19, and the engagement of the 4th gear driven gear 8 with the first synchronizer 9 The torque is transmitted to the first synchronizer 9, and the torque is transmitted to the output one shaft 11 by the engagement of the first synchronizer 9 and the output one shaft 11, and then transmitted to the output one shaft main reduction gear 6 by the output one shaft 11, and then The power is transmitted to the differential 23 through the differential ring gear meshed with the output primary reduction gear 6 , and finally the power is output through the differential 23 .

Specifically, the 5th gear transmission line of the hybrid drive: the second synchronizer 18 and the 5th gear driven gear 17 are engaged, the second clutch 3 is closed, the third clutch 26 is disconnected, the torque of the engine 1 is transmitted through the first clutch 2 and the torque of the electric motor 4 Together through the second clutch 3 to the 5th gear driving gear 12 on the input shaft 13, through the 5th gear driving gear 12 to the 5th gear driven gear 17, the engagement of the 5th gear driven gear 17 with the second synchronizer 18 The torque is transmitted to the second synchronizer 18, and the torque is transmitted to the output two shaft 16 by the joint spline between the second synchronizer 18 and the output two shaft 16, and then transmitted to the output two shaft main reduction gear 24 by the output two shaft 16 , and then transmitted to the differential 23 through the differential ring gear meshed with the output two-shaft main reduction gear 24, and finally the power is output through the differential 23.

In one embodiment, the difference between the pure engine-driven transmission line and the hybrid drive is that the electric motor does not provide power output, so the transmission line of the pure engine 1st gear drive will not be described too much, please refer to the transmission line of the hybrid drive .

Please refer to FIG. 3 . FIG. 3 is a schematic diagram of the power flow of pure electric motor 3-speed driving or motor reverse reverse in FIG. 1 . As shown in Figure 1 and Figure 3, the transmission route of pure motor 3-speed drive or motor reverse reverse is similar to the transmission route of hybrid drive. The difference is that engine 1 does not provide power output; so pure motor 3-speed drive or motor reverse The reversing transmission line will not be described too much, please refer to the transmission line of hybrid drive.

Please refer to FIG. 4 . FIG. 4 is a schematic power flow diagram of the engine in FIG. 1 driving the vehicle at the third gear while driving the electric motor for charging. As shown in Fig. 1 and Fig. 4, in this embodiment, the transmission route when the engine is driven by the third gear and the vehicle is charged to the electric motor is as follows:

Specifically, the second synchronizer 18 and the third gear driven gear 20 are engaged, the second clutch 3 is closed, and the third clutch 26 is disconnected; the torque of the engine 1 enters the rotor of the electric motor 4 through the first clutch 2 and is converted into electric energy and then stored in the In the motor, the other part is transmitted to the third-speed driving gear 15 on the input first shaft 13 through the second clutch 3, and then transmitted to the third-speed driven gear 20 through the third-speed driving gear 15, and the third-speed driven gear 20 is synchronized with the second gear. The engagement of the device 18 transmits the torque to the second synchronizer 18, the torque is transmitted to the output two shaft 16 by the engagement of the second synchronizer 18 and the output two shaft 16, and then the torque is transmitted to the output two shaft main reducer by the output two shaft 16 The gear 24 is then transmitted to the differential 23 through the differential ring gear meshed with the output two-shaft main reduction gear 24 , and finally the power is output through the differential 23 .

As shown in Fig. 2 and Fig. 4, in this embodiment, the difference between the transmission line of the engine-driven vehicle and the transmission scheme of the hybrid drive vehicle is that the electric motor converts electric energy into kinetic energy output, While the engine drives the car and charges the electric motor at the same time, the electric motor converts kinetic energy into electrical energy for storage.

Please refer to FIG. 5 . FIG. 5 is a schematic diagram of the power flow in the third gear of braking energy recovery in FIG. 1 . As shown in Figure 1, Figure 3, and Figure 5, in this embodiment, the braking energy recovery route is opposite to the transmission route driven by a pure motor:

Specifically, the second synchronizer 18 and the third-speed driven gear 20 are engaged, the second clutch 3 is closed, and the third clutch 26 is disconnected; the kinetic energy torque at the wheel end is transmitted to the differential 23 through the differential ring gear, and is transmitted by the differential The transmission 23 transmits the torque to the output two-shaft main reduction gear 24 through the differential and the constant mesh part of the output two-shaft main reduction gear 24, and then the torque is transmitted to the second synchronizer by the output two-shaft 16, and the second synchronizer The engagement of 18 and the 3rd gear driven gear 20 transmits the torque to the 3rd gear driven gear 20, and then from the 3rd gear driven gear 20 to the 3rd gear driving gear 15, and then transmits the torque to the second clutch 3 through the input shaft 13, Through the second clutch 3, it is transmitted to the electric motor 4, and the electric motor 4 converts the torque into electrical energy storage through conversion.

It should be noted that the transmission routes of the other gears are roughly similar to those of the 3rd gear, so without further description, you can refer to the transmission route of the 3rd gear with braking energy recovery and the transmission route of pure electric motor drive.

Please refer to FIG. 6 . FIG. 6 is a schematic structural diagram of a three-clutch hybrid system according to a second embodiment of the present invention. As shown in Figure 6, the difference between the three-clutch hybrid transmission provided by this embodiment and the three-clutch hybrid transmission provided by the first embodiment is that the three-clutch hybrid transmission provided by this embodiment also includes a reverse gear 32 and a first Four synchronizers 31, the reverse gear 32 and the fourth synchronizer 31 are installed on the output shaft 11, between the 4th gear driven gear 8 and the bearing 27; and the fourth synchronizer 31 is engaged or disconnected from the reverse gear 32 On, the reverse gear 32 is in constant mesh with the 2nd speed driven gear 22.

It should be noted that in this embodiment, the parking mechanism 7 is integrated on the differential 23 , and the parking mechanism 7 is connected with the differential 23 through the idler 34 and the idler shaft 35 .

In this embodiment, a mechanical reverse gear is added, so the owner can choose the reverse mode independently, and when one of the reverse modes fails, another mode can be selected, which enhances the safety and reliability of the vehicle.

Please refer to FIG. 7 . FIG. 7 is a schematic structural diagram of a three-clutch hybrid system according to a third embodiment of the present invention. As shown in Figure 7, the difference between the three-clutch hybrid transmission provided in this embodiment and the three-clutch hybrid transmission in the second embodiment provided in Figure 6 is that the installation position of the parking mechanism 7 is changed and the The three-clutch hybrid transmission also includes an idler 34 and an idler shaft 35 . In this embodiment, the idler gear 34 is connected with the ring gear of the differential 23 , and the idler shaft 35 connects the parking mechanism 7 and the idler gear 34 together.

Please refer to FIG. 8 . FIG. 8 is a schematic structural diagram of a three-clutch hybrid system according to a third embodiment of the present invention. As shown in Figure 8, the difference between the three-clutch hybrid transmission provided in this embodiment and the three-clutch hybrid transmission in the third embodiment provided in Figure 7 is that the three-clutch hybrid transmission provided in this embodiment also includes a 6-speed slave Driven gear 33 . The 6th speed driven gear 33 is arranged on the output two shaft 16 and meshes with the 4th speed driving gear 19 . The 6th speed driven gear 33 can be engaged with the third synchronizer 21 .

Please refer to FIG. 9 . FIG. 9 is a schematic structural diagram of a three-clutch hybrid system according to a third embodiment of the present invention. As shown in Figure 9, the difference between the three-clutch hybrid transmission provided in this embodiment and the three-clutch hybrid transmission in the fourth embodiment provided in Figure 8 is that the idler 34 and the idler shaft 35 are removed, and the parking mechanism 7 Installed on the first output shaft 11 and located at the front end of the first speed driven gear 10 .

Please refer to FIG. 10 , which is a schematic structural diagram of a three-clutch hybrid system according to a third embodiment of the present invention. As shown in Fig. 10, the difference between the three-clutch hybrid transmission provided in this embodiment and the three-clutch hybrid transmission in the first embodiment provided in Fig. Driven gear 33 . The 6th speed driven gear 33 is arranged on the output two shaft 16 and meshes with the 4th speed driving gear 19 . The 6th speed driven gear 33 can be engaged with the third synchronizer 21 .

Please refer to FIG. 11 . FIG. 11 is a schematic structural diagram of a three-clutch hybrid system according to a third embodiment of the present invention. As shown in FIG. 11, the difference between the three-clutch hybrid transmission provided in this embodiment and the three-clutch hybrid transmission in the first embodiment provided in FIG. The front end of the gear driven gear 10, and a reverse gear 32 and a fourth synchronizer 31 are added at the position of the original parking mechanism 7.

It can be seen from the above embodiments that the parking mechanism 7 can be arranged on the first output shaft 11, the second output shaft 16, the first input shaft 13, the differential 23, and the second input shaft 25, and the installation position of the above-mentioned structure is also variable. .

The preferred embodiment of the present invention has been described in detail above in conjunction with the accompanying drawings, but the present invention is not limited to the specific details in the above-mentioned embodiment. The above-mentioned embodiment is exemplary and cannot be construed as a limitation of the present invention. In the technical conception of the present invention Within the scope, various simple modifications can be made to the technical solution of the present invention, and these simple modifications all belong to the protection scope of the present invention.

Claims (10)

1. A three-clutch hybrid transmission, characterized in that it comprises: a driving gear, a driven gear, a main reduction gear, a synchronizer, a first clutch, a second clutch, a third clutch, an engine, an electric motor, a parking mechanism, input shaft and output shaft; The driving gears include: 1st gear driving gear, 2nd gear driving gear, 3rd gear driving gear, 4th gear driving gear and 5th gear driving gear, and the driven gears include: 1st gear driven gear, 2nd gear driven gear, 3rd gear driven gear, 4th gear driven gear and 5th gear driven gear; The synchronizer includes a first synchronizer, a second synchronizer and a third synchronizer; The input shaft includes a first input shaft and a second input shaft, the first input shaft includes a driving gear with three gears, and the second input shaft includes a driving gear with two gears; The output shaft includes a first output shaft and a second output shaft, the first output shaft includes driven gears with two gears, the second output shaft includes driven gears with three gears, and the first output shaft The driven gears on the two output shafts are alternately arranged with the driven gears on the two output shafts, and the driving gears on the input shaft mesh with the driven gears on the output shaft in one-to-one correspondence; The first output shaft and the second output shaft are respectively provided with a bearing on the side close to the motor, and the main reduction gear is arranged behind the bearing and close to one end of the motor; The synchronizer is used to connect the driven gear and the output shaft to realize power transmission; The first clutch is used to connect the motor and the engine, the second clutch is used to connect the first input shaft to the motor, and the third clutch is used to connect the second input shaft to the electric motor. 2. The three-clutch hybrid transmission as claimed in claim 1, characterized in that, said 1st gear driving gear, said 3rd gear driving gear and said 5th gear driving gear are splined/welded/integrated with said gear The above-mentioned input shaft is fixedly connected or structurally integrated. 3. The three-clutch hybrid transmission according to claim 1, characterized in that, the 2nd-speed driving gear and the 4th-speed driving gear are fixedly connected to the two input shafts in a splined/welded/integrated manner or One structure. 4. The three-clutch hybrid transmission according to claim 1, wherein the first gear driven gear and the fourth gear driven gear are sleeved on the first output shaft through needle bearings, and the first gear is A synchronizer is fixedly connected with the output shaft through a spline. 5. The three-clutch hybrid transmission as claimed in claim 1, characterized in that, the three-clutch hybrid transmission also includes a reverse gear and a fourth synchronizer; the 1st gear driven gear, the 4th gear slave The driving gear and the reverse gear are sleeved on the first output shaft through needle bearings, and the first synchronizer and the fourth synchronizer are fixedly connected with the first output shaft through splines. 6. The three-clutch hybrid transmission according to claim 1, characterized in that, the driven gear of the 2nd gear, the driven gear of the 3rd gear and the driven gear of the 5th gear are sleeved on the On the two output shafts, the third synchronizer and the second synchronizer are fixedly connected to the two output shafts through splines. 7. The three-clutch hybrid transmission as claimed in claim 1, wherein the three-clutch hybrid transmission also includes a 6-speed driven gear; the 2-speed driven gear, the 3-speed driven gear, The fifth-speed driven gear and the sixth-speed driven gear are sleeved on the two output shafts through needle bearings, and the third synchronizer and the second synchronizer are splined to the two output shafts Fixed connection. 8. The three-clutch hybrid transmission as claimed in claim 1, characterized in that, the three-clutch hybrid transmission further comprises a differential; the parking mechanism is integrated in the differential or arranged on the output on one shaft or the output on two shafts. 9. The three-clutch hybrid transmission as claimed in claim 8, characterized in that, the three-clutch hybrid transmission also includes an idler and an idler shaft; the idler is meshed with the ring gear on the differential, The idler shaft is connected to the idler shaft, and the parking mechanism is fixedly connected to the idler shaft. 10. The three-clutch hybrid transmission according to claim 1, characterized in that, the three-clutch hybrid transmission realizes the reverse gear function through the reverse rotation of the electric motor.