阅读说明：本技术 混合动力混、并连变换式驱动组合结构 (Hybrid power mixing and parallel connection conversion type driving combination structure ) 是由 沈长江 熊金莲 于 2017-06-12 设计创作，主要内容包括：本发明公开了混合动力混、并连变换式驱动组合结构,涉及汽车自动变速器技术领域,包括输入轴、动力分流行星齿轮、第一电机减速行星齿轮、第一电机、第二电机,动力分流行星齿轮的太阳轮连接第二电机,动力分流行星齿轮的齿轮架连接到输出,第一电机通过第一电机减速行星齿轮连接到输出；输入轴的动力由动力分流行星齿轮的齿圈输入,可分两路传递,一路通过动力分流行星齿轮的齿轮架直接传递,另一路可通过动力分流行星齿轮的太阳轮传递给第二电机发电。应用该结构的变速器与发动机更易匹配,变速换档过程动力不中断,可实现混合动力驱动和制动能量回收,降低发动机暖车时间,提高发动机的寿命,发动机的选型范围广,车辆的燃油经济性更好。(The invention discloses a hybrid power mixing and parallel connection conversion type driving combination structure, which relates to the technical field of automobile automatic transmissions and comprises an input shaft, a power distribution planetary gear, a first motor reduction planetary gear, a first motor and a second motor, wherein a sun gear of the power distribution planetary gear is connected with the second motor, a gear carrier of the power distribution planetary gear is connected to an output, and the first motor is connected to the output through the first motor reduction planetary gear; the power of the input shaft is input by a gear ring of the power splitting planetary gear and can be transmitted in two paths, one path is directly transmitted through a gear carrier of the power splitting planetary gear, and the other path is transmitted to a second motor for power generation through a sun gear of the power splitting planetary gear. The transmission with the structure is easier to match with the engine, the power is not interrupted in the speed changing and gear shifting process, hybrid power driving and braking energy recovery can be realized, the engine warming time is reduced, the service life of the engine is prolonged, the model selection range of the engine is wide, and the fuel economy of the vehicle is better.)

1. The hybrid power mixing and parallel connection conversion type driving combination is characterized by comprising an input shaft (10), a power splitting planetary gear (30), a first motor reduction planetary gear (40), a first motor (50) and a second motor (60),

the sun gear of the power splitting planetary gear (30) is connected with a second motor (60), the planet carrier of the power splitting planetary gear (30) is connected to the output, and the first motor (50) is connected to the output through a first motor reduction planetary gear (40);

the power of the input shaft (10) is input by a gear ring of the power splitting planetary gear (30) and can be transmitted in two ways, one way is directly transmitted through a planet carrier of the power splitting planetary gear (30), the other way is transmitted to the second motor (60) through a sun gear of the power splitting planetary gear (30) to generate power, and the power generated by the second motor (60) can be used for driving the first motor (50).

2. The hybrid, parallel-connected variable-mode drive combination according to claim 1, further comprising a transmission shaft (20), wherein the input shaft (10) is used for driving the ring gear of the power splitting planetary gear (30) to rotate, and the sun gear of the power splitting planetary gear (30) is used for driving the transmission shaft (20) to rotate; the planet carrier of the power splitting planetary gear (30) is used for driving the planet carrier of the first motor reduction planetary gear (40) to synchronously rotate; the sun gear of the first motor reduction planetary gear (40) is fixedly connected with the rotor of the first motor (50), the transmission shaft (120) is connected with the rotor of the second motor (60), and the stator of the first motor (50) and the stator of the second motor (60) are fixedly connected with the gear ring of the first motor reduction planetary gear (40).

3. The hybrid mixing and parallel connection transformation type driving combination structure according to claim 2, further comprising a power splitting gear synchronous combination sleeve (21), wherein the power splitting gear synchronous combination sleeve (21) is used for realizing the disconnection or driving connection of the planet carrier of the power splitting planetary gear (30) and the transmission shaft (120), or is used for realizing the disconnection or driving connection of the planet carrier of the power splitting planetary gear (30) and the ring gear of the power splitting planetary gear (30), or is used for realizing the disconnection or driving connection of the ring gear carrier of the power splitting planetary gear (30) and the transmission shaft (120).

4. The hybrid, parallel-connected variable drive combination as recited in claim 2, further comprising a hollow shaft a (22) and a hollow shaft b (221); (not shown in this figure)

The transmission shaft (20), the hollow shaft a (22), the hollow shaft b (221), a sun gear of the power splitting planetary gear (30) and a sun gear of the first motor reduction planetary gear (40) are all arranged concentrically;

the sun gear of the power splitting planetary gear (30) is fixedly sleeved on the transmission shaft (20), and two ends of the hollow shaft a (22) are respectively and fixedly connected with the planet carrier of the power splitting planetary gear (30) and the planet carrier of the first motor reduction planetary gear (40);

the hollow shaft b (221) is rotatably sleeved on the transmission shaft (20), and a sun gear of the first motor reduction planetary gear (40) and a rotor of the first motor (50) are fixedly sleeved on the hollow shaft b (221).

Technical Field

The invention relates to the technical field of automobile automatic transmissions, in particular to a hybrid power hybrid and parallel connection conversion type driving combination structure.

Background

AT present, five kinds of transmissions of CVT, DSG, AT, AMT and hybrid-driven ECVT exist in the automatic transmission of the automobile.

ECVT: the transmission efficiency is low, the transmission torque is small, the theoretical speed ratio range is large, but the low-gear output torque is small, the speed change is smooth and flexible, no power interruption is caused during the speed change, the sudden change of the rotating speed of the engine is not required during the gear shifting, the torque is changed, and the gear shifting is continuous. The engine output torque curve is not critical. In the power transmission process, input power is divided into two paths through the planetary gear for transmission, one path of power is output through the gear ring of the planetary gear, the other path of power is transmitted to the No. 1 motor through the sun gear of the planetary gear, the No. 1 motor freely rotates to work in a power generation mode, kinetic energy is converted into electric energy, and then the electric energy is converted into the kinetic energy through the No. 2 motor to drive the vehicle to run together. In the process of energy conversion, the energy loss is large. During the starting and accelerating processes of the vehicle, electric energy drive or hybrid drive can be used. When the vehicle is braked or descends, the kinetic energy of the vehicle can be converted into electric energy through the motor, and the braking energy regeneration and speed slowing functions are realized.

CVT: the transmission efficiency is high, the speed change is smooth and flexible, no power interruption is caused during the speed change, the transmission torque is small, and the speed ratio range of the transmission is small. When the gear is shifted, the rotating speed of the engine is not required to be suddenly changed, the torque is not required to be changed, and the gear shifting is continuous. The requirement of an engine output torque curve is not strict, and the vehicle acceleration performance is good.

A DSG: the transmission efficiency is high, the theoretical gear shifting time is short, the transmission torque is large, and the gear shifting impact is small. When the gear is shifted, the engine is required to change the rotating speed, the output torque of the engine is suspended or reduced, the output torque curve of the engine is required to be smooth, and the acceleration performance of the vehicle is good. In recent years, the phenomena of starting shake and gear shifting shake generally exist in the use of small-sized vehicles, and the impact on a transmission system is large mainly due to gear shifting time control and the friction coefficient of a clutch. The half-combination time of the clutch is prolonged to relieve the shaking phenomenon, but the increase of the gear shifting time causes the wear of the clutch to be aggravated, the temperature of the clutch to be increased, and the gear shifting pause and frustration feeling to be enhanced.

AT: the most widely used automatic transmissions at present: the transmission efficiency is low, and particularly, the transmission efficiency is improved through the locking torque converter at medium and high speed when the locking torque converter is used on a congested road. The transmission has short gear shifting time, large transmission torque, small gear shifting impact, complex structure and high production cost. The control oil way has high failure rate and higher requirement on lubrication of the transmission. When the gear is shifted, the engine is required to change the rotating speed, suspend or reduce the output torque of the engine, and the output torque curve of the engine is required to be smooth.

AMT: the transmission efficiency is high, the transmission torque is large, the gear shifting time is long, the rotating speed of the engine needs to be changed during gear shifting, and the output torque of the engine is suspended or reduced. The engine output torque curve is required to be gentle. By additionally arranging the TCU speed change control system on the basis of the manual transmission, the automatic gear shifting is realized, and the cost is low. The jerk is particularly strong during shifting, the ride comfort is poor, and the acceleration performance of the vehicle is poor.

The CVT, DSG, AT, and AMT transmissions do not realize the brake energy regeneration and the slow speed function, and in practical applications, these transmissions respectively have the following problems: the transmission is not sufficiently matched with the engine; the power interruption problem exists in the process of speed change and gear shift; hybrid power driving and braking energy recovery cannot be realized; the warming time of the engine is long, and the service life of the engine is short; the model selection range of the engine is small, and the fuel economy of the vehicle is poor.

Disclosure of Invention

The invention aims to overcome the defects of the prior art and provide a hybrid power mixing and parallel connection conversion type driving combination structure.

The purpose of the invention is realized by the following technical scheme:

the hybrid power mixing and parallel connection conversion type driving combination comprises an input shaft, a power distribution planetary gear, a first motor reduction planetary gear, a first motor and a second motor, wherein a sun gear of the power distribution planetary gear is connected with the second motor, a gear carrier of the power distribution planetary gear is connected to an output, and the first motor is connected to the output through the first motor reduction planetary gear; the power of the input shaft is input by the gear ring of the power splitting planetary gear and can be transmitted in two paths, one path is directly transmitted through the gear carrier of the power splitting planetary gear, the other path is transmitted to the second motor through the sun gear of the power splitting planetary gear to generate power, the power generated by the second motor 60 can be used for driving the first motor, and the first motor 50 is connected to the output through the first motor reduction planetary gear 40.

In specific implementation, the hybrid power mixing and parallel connection conversion type driving combination structure further comprises a transmission shaft, the input shaft is used for driving the gear ring of the power splitting planetary gear to rotate, and the sun gear of the power splitting planetary gear is used for driving the transmission shaft to rotate; the planet carrier of the power splitting planetary gear is used for driving the planet carrier of the first motor reduction planetary gear to synchronously rotate; the sun gear of the first motor reduction planetary gear is fixedly connected with the rotor of the first motor, the transmission shaft is connected with the rotor of the second motor, and the stator of the first motor and the stator of the second motor are fixedly connected with the gear ring of the first motor reduction planetary gear.

Further, still include the synchronous cover that combines of power reposition of redundant personnel gear, the synchronous cover that combines of power reposition of redundant personnel gear is used for realizing the disconnection or the drive connection of power reposition of redundant personnel planetary gear's planet carrier and transmission shaft, or be used for realizing the disconnection or the drive connection of power reposition of redundant personnel planetary gear's planet carrier and power reposition of redundant personnel planetary gear ring gear, or be used for realizing the disconnection or the drive connection of power reposition of redundant personnel planetary gear ring gear and transmission shaft.

Specifically, the device also comprises a hollow shaft a and a hollow shaft b; the transmission shaft, the hollow shaft a, the hollow shaft b, the sun gear of the power splitting planetary gear and the sun gear of the first motor reduction planetary gear are all arranged concentrically; the sun gear of the power split planetary gear is fixedly sleeved on the transmission shaft, and two ends of the hollow shaft a are respectively and fixedly connected with the planet carrier of the power split planetary gear and the planet carrier of the first motor reduction planetary gear; the hollow shaft b is rotatably sleeved on the transmission shaft, and a sun gear of the first motor reduction planetary gear and a rotor of the first motor are fixedly sleeved on the hollow shaft b.

The invention has the beneficial effects that:

the invention relates to an automatic transmission with a hybrid and parallel connection conversion type driving combination structure, belonging to a hybrid driving automatic transmission. When the speed ratio of the required gear is achieved, the corresponding gear is combined with the sleeve, and hybrid power is converted from parallel driving into parallel driving. The hybrid connection is used only in the starting and gear shifting processes, and the gear is adopted for direct transmission in the rest time, so that the transmission efficiency is high, and the transmission torque is large. The vehicle is provided with a power battery, and when large torque output is needed, the motor is involved in running to increase running power. When the vehicle is decelerated and braked, the motor converts kinetic energy into electric energy to realize energy recovery. When the vehicle runs on a long downhill, redundant electric quantity can be distributed by loading the electric heater, and the slow speed of the vehicle is realized.

1. The matching problem of the transmission and the engine is solved. In the prior art, when the AT, DSG and AMT transmissions shift gears, the information processed by an engine module and a transmission module is more, firstly, the output torque of the engine is reduced, the transmission is separated from the current gear, the rotating speed of the engine is synchronous with the rotating speed of the gear to be shifted into the transmission, and the torque output of the engine is recovered by combining the gear. The separation time and the combination time of each gear of the transmission are different, and the engine and the transmission module continuously correct gear shifting parameters along with the continuous change of the use temperature, oil products and time, so that the matching of the engine and the transmission case is very difficult. The automatic transmission with the hybrid and parallel connection conversion type driving combination structure is easy to match with an engine, a transmission controller only needs to send request frame signals (accelerator pedal depth, engine load, water temperature, fault indication and braking) to an engine control module through a CAN bus, and then monitors CAN bus data signals to meet the gear shifting requirement without requiring the engine to execute other operations.

2. The problem of power interruption in the process of speed change and gear shift is solved. In the prior art, when the AT, DSG and AMT transmissions shift gears, the output torque of an engine needs to be reduced, the transmission separates the current gear, the rotating speed of the engine is synchronous with the rotating speed of the gear to be shifted into the transmission, and the gear shifting process is completed by combining the gears. The shifting process requires interruption of the power output of the engine, reducing the acceleration performance of the vehicle. Because the control parameters are more and the parameters are changed continuously, the gear shifting impact or the oil empty phenomenon can happen occasionally, and the impact on a transmission system is large. When the automatic transmission with the hybrid and parallel connection conversion type driving combination structure is used for gear shifting, the power transmission of an engine is not cut off, the acceleration performance of a vehicle is good, and the vehicle does not have pause and frustration in running. The transmission is soft in gear shifting, has no impact on a transmission system, and effectively prolongs the service life.

3. Hybrid power driving and braking energy recovery are realized. The vehicle is additionally provided with a power battery, so that hybrid power driving and braking energy recovery can be realized. When the vehicle runs down a slope or brakes, the kinetic energy of the vehicle body can be converted into electric energy through the motor of the transmission and stored in the battery to realize energy recovery, and the redundant electric energy is converted into heat through the electric heater to be dissipated, so that the function of the retarder is realized.

4. The warm-up time of the engine is shortened, and the service life of the engine is prolonged. The motor in the automatic transmission with the hybrid and parallel connection conversion type driving combination structure has a power generation function, the engine does not need to be provided with a generator, an electric heater is arranged behind a cooling water outlet of the engine and in front of a thermostat, and the vehicle is warmed as soon as possible by using electric heating energy after the engine is cold started.

5. The model selection range of the engine is expanded, the fuel economy of the vehicle is improved, and the emission is reduced. The automatic transmission adopting the hybrid-parallel connection conversion type driving combination structure can enable the engine to work in an economic working condition as much as possible, and can select the engine with a poor torque curve and good economical efficiency, and the vehicle has good fuel economy and low emission.

In general, the automatic transmission adopting the hybrid power mixing and parallel connection conversion type driving combination structure can ensure that an engine can work in an economic working condition as much as possible, can realize the recovery of braking energy, and effectively reduces the fuel consumption rate and the emission of the whole vehicle. The power is not cut off when the speed changer shifts gears, the torque is flexible and has no impact when the gears are shifted, and the service life of the traveling mechanism is effectively prolonged. The intelligent retarder has the advantages that the service life of a brake friction element is effectively prolonged, and the braking performance is more reliable. The torque of the ramp motor is assisted, so that the vehicle is effectively prevented from sliding. The control of the vehicle becomes simple and comfortable, and the driving safety is improved.

Drawings

FIG. 1 is a schematic diagram of a transmission configuration of a sixteen speed non-cutting power shift automatic transmission employing a hybrid, parallel connection shift type drive combination of the present invention;

FIG. 2 is a schematic diagram of a transmission structure of a transverse transmission using a hybrid-parallel conversion type driving combination structure.

In the figure, 10-input shaft, 11-double-intermediate shaft A driving gear, 12-double-intermediate shaft A driven gear, 13-double-intermediate shaft A, 14-first/ninth gear driving gear, 15-third/eleventh gear driving gear, 16-fifth/thirteenth gear driving gear, 17-seventh/fifteenth gear driving gear, 20-transmission shaft, 21-power split gear synchronous combination sleeve, 22-hollow shaft a, 221-hollow shaft B, 23-double-intermediate shaft B driving gear, 24-double-intermediate shaft B driven gear, 25-double-intermediate shaft B, 26-second/fourth/tenth/twelfth gear driving gear, 27-second/fourth/twelfth gear driven gear, 28-six/eight/fourteen/sixteen gear driving gear, 29-six/eight/fourteen/sixteen-gear driven gear, 30-power split planetary gear, 34-one/nine-gear driven gear, 35-three/eleven-gear driven gear, 36-five/thirteen-gear driven gear, 37-seven/fifteen-gear driven gear, 40-first motor reduction planetary gear, 41-first gear driving gear, 42-first gear driven gear, 43-third gear driving gear, 44-third gear driven gear, 45-second/fourth gear driving gear, 46-second/fourth gear driven gear, 47-main reduction driving gear, 48-main reduction driven gear, 49-differential, 50-first motor, 51-input shaft locking sleeve, 60-second motor, 70-second motor reduction planetary gear, 71-reverse driving gear, 72-reverse intermediate gear, 73-reverse driven gear, 80-auxiliary box planetary gear, 81-P gear, 82-high and low gear combination sleeve, 90-double shaft, 91-gear combination sleeve A, 92-gear combination sleeve B, 93-gear combination sleeve C, 94-first gear combination sleeve, 95-nine gear combination sleeve, 96-output flange and 97-gear combination sleeve D.

Detailed Description

The technical solutions of the present invention are further described in detail below with reference to the accompanying drawings, but the scope of the present invention is not limited to the following.

As shown in fig. 1 and 2, the hybrid-parallel conversion type driving combination is a hybrid driving combination composed of an input shaft 10, a power splitting planetary gear 30, a power splitting gear synchronous coupling sleeve 21, a first motor reduction planetary gear 40, a first motor 50, a second motor 60 and a second motor reduction planetary gear 70.

The power of the input shaft 10 is input by the ring gear of the power splitting planetary gear 30 and output by the carrier of the power splitting planetary gear 30, the sun gear of the power splitting planetary gear 30 is connected with the second motor 60 after being accelerated by the planetary gear, and the first motor 50 is connected with the output after being decelerated by the first motor deceleration planetary gear 40.

When the hybrid power mixing and parallel connection conversion type driving combination structure is used, the power of the input shaft 10 is transmitted in two paths, one path is directly transmitted through a gear carrier of the power splitting planetary gear 30, the other path is transmitted to the second motor 60 through a sun gear of the power splitting planetary gear 30 to generate power, and the electric energy is converted into kinetic energy through the first motor 50 to be output, so that the hybrid connection driving is formed. When the second motor 60 is braked, the input power is output after being decelerated by the power splitting planetary gear 30.

With reference to fig. 1 and 2, the hybrid-parallel connection conversion type driving combination structure has the following specific structure: comprises an input shaft 10, a transmission shaft 20, a power splitting planetary gear 30, a first motor reduction planetary gear 40, a first motor 50 and a second motor 60; the input shaft 10 is used for driving the gear ring of the power splitting planetary gear 30 to rotate, and the sun gear of the power splitting planetary gear 30 is used for driving the transmission shaft 20 to rotate; the planet carrier of the power splitting planetary gear 30 is used for driving the planet carrier of the first motor reduction planetary gear 40 to synchronously rotate; the sun gear of the first motor reduction planetary gear 40 is fixedly connected with the rotor of the first motor 50, the transmission shaft 120 is connected with the rotor of the second motor 60, and the stator of the first motor 50 and the stator of the second motor 60 are both fixedly connected with the gear ring of the first motor reduction planetary gear 40.

Further, on the basis of the above structure, the hybrid-parallel connection conversion type driving combination structure further includes a power splitting gear synchronous combination sleeve 21, and the power splitting gear synchronous combination sleeve 21 is used for realizing disconnection or driving connection between the planet carrier of the power splitting planetary gear 30 and the transmission shaft 120.

When the power dividing gear synchronous combination sleeve 21 is disconnected, the hybrid driving process is carried out. When the power split gear synchronous coupling sleeve 21 is engaged, the input power is directly output through the power split planetary gear 30. When the power split gear synchronous combination sleeve 21 is combined or the second motor 60 is braked, the first motor 50 and the gear carrier of the power split planetary gear 30 are connected in parallel to output, and parallel hybrid drive is formed.

In a similar way, the power split gear synchronous combination sleeve 21 can also be used for realizing disconnection or driving connection between the planet carrier of the power split planetary gear 30 and the gear ring of the power split planetary gear 30, and can also be used for realizing disconnection or driving connection between the gear ring carrier of the power split planetary gear 30 and the transmission shaft 120, so as to realize switching between mixed connection driving and parallel connection driving.

In a specific arrangement, as shown in fig. 1 and fig. 2, the hybrid parallel-connection conversion type driving combination structure further comprises a hollow shaft a22 and a hollow shaft b 221; the transmission shaft 20, the hollow shaft a22, the hollow shaft b221, the sun gear of the power splitting planetary gear 30 and the sun gear of the first motor reduction planetary gear 40 are all arranged concentrically; the sun gear of the power splitting planetary gear 30 is fixedly sleeved on the transmission shaft 20, and two ends of the hollow shaft a22 are respectively and fixedly connected with the planet carrier of the power splitting planetary gear 30 and the planet carrier of the first motor reduction planetary gear 40; the hollow shaft b221 is rotatably sleeved on the transmission shaft 20, and the sun gear of the first motor reduction planetary gear 40 and the rotor of the first motor 50 are both fixedly sleeved on the hollow shaft b 221.

The embodiment of the concrete application of the hybrid power mixing and parallel connection conversion type driving combined structure comprises the following steps:

example 1:

when the hybrid-parallel conversion type driving combination structure is used for a sixteen-speed non-cutoff power-shifting automatic transmission, as shown in fig. 1, the hybrid-parallel conversion type driving combination structure comprises a double-intermediate shaft A13, a double-intermediate shaft A driving gear, a double-intermediate shaft A driven gear 12, a power split planetary gear 30, a power split gear synchronous coupling sleeve 21, a double-intermediate shaft B25, a double-intermediate shaft B driving gear 23, a double-intermediate shaft B driven gear 24, a first motor 50, a first motor reduction planetary gear 40, a second motor 60, a second motor reduction planetary gear 70, a six/eight/fourteen/sixteen driving gear 28, a six/eight/fourteen/sixteen driven gear 29, a two/four/ten/twelve driving gear 26, a two/four/ten/twelve driven gear 27, and a gear coupling sleeve A91 (for coupling 2, ten/twelve-speed driven gear 27), and a gear coupling sleeve A91 (for coupling), 4. A 10, 12-gear position or combination 6, 8. 14, 16-gear position), a reverse drive gear 71, a reverse driven gear 73, a reverse intermediate gear 72, a seventy/fifteen-gear drive gear 17, a seventy/fifteen-gear driven gear 37, a gear coupling sleeve B92 (for coupling the R1, R2, R3, R4 gear positions or coupling the 7, 15 gear positions), a fifty/thirteen-gear drive gear 16, a fifty/thirteen-gear driven gear 36, a three/eleven-gear drive gear 15, a three/eleven-gear driven gear 35, a gear coupling sleeve C93 (for coupling the 3, 11 gear positions or coupling the 5, 13 gear positions), a one/nine-gear drive gear 14, a one/nine-gear driven gear 34, a nine-gear coupling sleeve 95, a one-gear coupling sleeve 94, a P-gear 81, a sub-box planetary gear 80, a high-low gear coupling sleeve 82, and a two-shaft 90.

The power of the input shaft is transmitted in two paths: one path of power is transmitted to the second shaft 90 through the middle shaft and the corresponding gear through the corresponding gear combination sleeve; the other path of power is transmitted to the other path of intermediate shaft through a hybrid and parallel connection conversion type driving combination structure formed by the power splitting planetary gear 30, the first motor 50, the second motor 60 and the like, then transmitted to the secondary shaft 90 through the corresponding gear and the gear combination sleeve, and then output through the secondary box.

In specific implementation, fig. 1 is a schematic diagram of a transmission structure of a sixteen-speed non-cut-off power shift automatic transmission applying a hybrid-parallel conversion type driving combination structure of the invention. The transmission has 7 gears, which are respectively: p gear, R gear, N gear, D gear, middle position of manual mode, addition of manual mode and subtraction of manual mode. In addition, three working modes of economy, power and mud are set.

P gear: as shown in fig. 1, all the gear engaging sleeves are in a neutral position, a P-gear 81 is locked by a P-gear hook (not shown in the figure), and a P-gear electromagnetic air valve is additionally arranged on the pneumatic control circuit. The air pressure of the air-off parking brake pushes the P gear hook to release the P gear through a one-way valve. After the parking air pressure is released, the P gear air pressure is not released due to the one-way valve, the P gear is not combined, the transmission controller drives the P gear electromagnetic air valve to release the P gear air pressure after detecting that the output shaft has no rotating speed signal, and the P gear is combined.

N gear: as shown in figure 1: all gear combination sleeves are in the empty position

The R gear comprises four gears of R1, R2, R3 and R4, and the power transmission is as follows:

r1: as shown in figure 1: the high-low gear coupling sleeve 82 is coupled to a low gear position, the gear coupling sleeve B92 is coupled to R1, R2, R3 and R4 gear positions, the second motor 60 is electromagnetically braked, and input torque is reduced through the power splitting planetary gear 30, then passes through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the two/four/ten/twelve-gear driving gear 26, the two/four/ten/twelve-gear driven gear 27, the gear coupling sleeve A91 and the auxiliary box planetary gear 80 for speed reduction and output.

R2: as shown in figure 1: the high-low gear combination sleeve 82 is combined with a low gear position, the gear combination sleeve B92 is combined with R1, R2, R3 and R4 gear positions, and combined with the power split gear synchronous combination sleeve 21, the input torque is directly transmitted to a gear carrier passing through the power split planetary gear 30, and then passes through a double-intermediate-shaft B driving gear 23, a double-intermediate-shaft B driven gear 24, a double-intermediate-shaft B25, a two/four/ten/twelve-gear driving gear 26, a two/four/ten/twelve-gear driven gear 27, a gear combination sleeve A91 and an auxiliary box planetary gear 80 for speed reduction output.

R3: as shown in figure 1: the high-low gear combination sleeve 82 is combined with a high-gear position, the gear combination sleeve B92 is combined with R1, R2, R3 and R4 gear positions, the second motor 60 is electromagnetically braked, the input torque is reduced through the power splitting planetary gear 30, and then the input torque passes through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the two/four/ten/twelve-gear driving gear 26, the two/four/ten/twelve-gear driven gear 27, the gear combination sleeve A91 and the auxiliary box planetary gear 80 to be directly output.

R4: as shown in figure 1: the high-low gear combination sleeve 82 is combined with a low gear position, the gear combination sleeve B92 is combined with R1, R2, R3 and R4 gear positions, and combined with the power split gear synchronous combination sleeve 21, the input torque is directly transmitted to a gear carrier passing through the power split planetary gear 30, and then directly output through a double-intermediate-shaft B driving gear 23, a double-intermediate-shaft B driven gear 24, a double-intermediate-shaft B25, a two/four/ten/twelve-gear driving gear 26, a two/four/ten/twelve-gear driven gear 27, a gear combination sleeve A91 and an auxiliary box planetary gear 80.

The D gear comprises sixteen gears, and the power transmission is as follows:

1, gear 1: as shown in figure 1: the high-low gear coupling sleeve 82 is coupled to the low gear position, the gear coupling sleeve A91 is coupled to the 2, 4, 10, 12 gear position, and the first gear coupling sleeve 94 is coupled. Both the first motor 50 and the second motor 60 are free to rotate. The torque of the input shaft 10 is output in a speed reduction manner through a double-intermediate-shaft A driving gear 11, a double-intermediate-shaft A driven gear 12, a double-intermediate-shaft A13, a first/ninth gear driving gear 14, a first/ninth gear driven gear 34, a first gear coupling sleeve 94 and an auxiliary box planetary gear 80.

2, gear: as shown in figure 1: the high-low gear combination sleeve 82 is combined with a low gear position, the gear combination sleeve A91 is combined with 2, 4, 10 and 12 gear positions, the second motor 60 is electromagnetically braked, and input torque is decelerated through the power splitting planetary gear 30 and then decelerated through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the two/four/ten/twelve-gear driving gear 26, the two/four/ten/twelve-gear driven gear 27, the gear combination sleeve A91 and the auxiliary box planetary gear 80.

3, gear 3: as shown in figure 1: the top and low gear engaging sleeves 82, a gear engaging sleeve A91, and a gear engaging sleeve C93 are coupled to the 2, 4, 10, and 12 gear positions, respectively. Both the first motor 50 and the second motor 60 are free to rotate. The torque of the input shaft is output in a speed reduction mode through a double-intermediate-shaft A driving gear 11, a double-intermediate-shaft A driven gear 12, a double-intermediate-shaft A13, a three/11-gear driving gear 15, a three/11-gear driven gear 35, a gear combination sleeve C93 and an auxiliary box planetary gear 80.

4, gear 4: as shown in figure 1: the high-low gear combination sleeve 82 is combined with a low gear position, the gear combination sleeve A91 is combined with 2, 4, 10 and 12 gear positions, and combined with the power dividing gear synchronous combination sleeve 21, input torque is directly output through the power dividing planetary gear 30, and then passes through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the two/four/ten/twelve-gear driving gear 26, the two/four/ten/twelve-gear driven gear 27, the gear combination sleeve A91 and the auxiliary box planetary gear 80 for speed reduction and output.

5, gear: as shown in figure 1: the top and low range coupling sleeves 82 are coupled in the low range position, the gear coupling sleeve a91 is coupled in the 2, 4, 10, 12 or 6, 8, 14, 16 range position, and the gear coupling sleeve C93 is coupled in the 5, 13 range position. Both the first motor 50 and the second motor 60 are free to rotate. The torque of the input shaft is output in a speed reduction mode through a double-intermediate-shaft A driving gear 11, a double-intermediate-shaft A driven gear 12, a double-intermediate-shaft A13, a five/thirteen-gear driving gear 16, a five/thirteen-gear driven gear 36, a gear combination sleeve C93 and an auxiliary box planetary gear 80.

6, gear 6: as shown in figure 1: the high-low gear combination sleeve 82 is combined with a low gear position, the gear combination sleeve A91 is combined with 6, 8, 14 and 16 gear positions, the second motor 60 is electromagnetically braked, and input torque passes through the power splitting planetary gear 30, then passes through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the two/four/ten/twelve-gear driving gear 26, the two/four/ten/twelve-gear driven gear 27, the gear combination sleeve A91 and the auxiliary box planetary gear 80 for speed reduction and output.

7, gear: as shown in figure 1: the top and low gear coupling sleeves 82 and B92 are coupled to the low gear position, the gear coupling sleeve a91 and B92 are coupled to the 6, 8, 14 and 16 gear positions, and the 7 and 15 gear positions, respectively. Both the first motor 50 and the second motor 60 are free to rotate. The torque of the input shaft is output in a speed reduction mode through a double-intermediate-shaft A driving gear 11, a double-intermediate-shaft A driven gear 12, a double-intermediate-shaft A13, a seven/fifteen-gear driving gear 17, a seven/fifteen-gear driven gear 37, a gear combination sleeve B92 and an auxiliary box planetary gear 80.

And 8, gear: as shown in figure 1: the high-low gear combination sleeve 82 is combined with a low gear position, the gear combination sleeve A91 is combined with 6, 8, 14 and 16 gear positions, the power split gear synchronous combination sleeve 21 is combined, input torque is directly output through the power split planetary gear 30, and then passes through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the six/eight/fourteen/sixteen gear driving gear 28, the six/eight/fourteen/sixteen gear driven gear 29, the gear combination sleeve A91 and the auxiliary box planetary gear 80 to reduce speed and output.

9, gear: as shown in figure 1: the high and low range coupling sleeves 82 are coupled in the high or low range positions, the range coupling sleeve a91 is coupled in the 2, 4, 10, 12 range position, and the nine range coupling sleeve 95 is coupled. Both the first motor 50 and the second motor 60 are free to rotate. The torque of the input shaft is directly output through a double-intermediate-shaft A driving gear 11, a double-intermediate-shaft A driven gear 12, a double-intermediate-shaft A13, a first/ninth gear driving gear 14, a first/ninth gear driven gear 34, a ninth gear coupling sleeve 95 and an auxiliary box planetary gear 80.

10 gear: as shown in figure 1: the high-low gear combination sleeve 82 is combined with a high gear position, the gear combination sleeve A91 is combined with 2, 4, 10 and 12 gear positions, the second motor 60 is electromagnetically braked, and input torque is reduced through the power splitting planetary gear 30, and then directly output through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the two/four/ten/twelve-gear driving gear 26, the two/four/ten/twelve-gear driven gear 27, the gear combination sleeve A91 and the auxiliary box planetary gear 80.

11, gear: as shown in figure 1: the top and low range coupling sleeves 82 are coupled to the top range position, the gear coupling sleeve a91 is coupled to the 2, 4, 10, 12 range position, and the gear coupling sleeve C93 is coupled to the 3, 11 range position. Both the first motor 50 and the second motor 60 are free to rotate. The torque of the input shaft is directly output through a double-intermediate-shaft A driving gear 11, a double-intermediate-shaft A driven gear 12, a double-intermediate-shaft A13, a three/11-gear driving gear 15, a three/11-gear driven gear 35, a gear combination sleeve C93 and an auxiliary box planetary gear 80.

12, gear: as shown in figure 1: the high-low gear combination sleeve 82 is combined with a high gear position, the gear combination sleeve A91 is combined with 2, 4, 10 and 12 gear positions, the power split gear synchronous combination sleeve 21 is combined, input torque is directly output through the power split planetary gear 30, and then directly output through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the two/four/ten/twelve-gear driving gear 26, the two/four/ten/twelve-gear driven gear 27, the gear combination sleeve A91 and the auxiliary box planetary gear 80.

13 gear: as shown in figure 1: the top and low range coupling sleeves 82 are coupled to the top range position, the gear coupling sleeve a91 is coupled to the 2, 4, 10, 12 or 6, 8, 14, 16 range position, and the gear coupling sleeve C93 is coupled to the 5, 13 range position. Both the first motor 50 and the second motor 60 are free to rotate. The torque of the input shaft is directly output through a double-intermediate-shaft A driving gear 11, a double-intermediate-shaft A driven gear 12, a double-intermediate-shaft A13, a five/thirteen-gear driving gear 16, a five/thirteen-gear driven gear 36, a gear combination sleeve C93 and an auxiliary box planetary gear 80.

14 gear: as shown in figure 1: the high-low gear combination sleeve 82 is combined with a high gear position, the gear combination sleeve A91 is combined with 6, 8, 14 and 16 gear positions, the second motor 60 is electromagnetically braked, and input torque is reduced through the power splitting planetary gear 30, and then directly output through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the two/four/ten/twelve-gear driving gear 26, the two/four/ten/twelve-gear driven gear 27, the gear combination sleeve A91 and the auxiliary box planetary gear 80.

15, gear: as shown in figure 1: the top and low range coupling sleeves 82 are coupled to the top range position, the gear coupling sleeve a91 is coupled to the 6, 8, 14, 16 range position, and the gear coupling sleeve B92 is coupled to the 7, 15 range position. Both the first motor 50 and the second motor 60 are free to rotate. The torque of the input shaft is directly output through a double-intermediate-shaft A driving gear 11, a double-intermediate-shaft A driven gear 12, a double-intermediate-shaft A13, a seven/fifteen-gear driving gear 17, a seven/fifteen-gear driven gear 37, a gear combination sleeve B92 and an auxiliary box planetary gear 80.

16 gear: as shown in figure 1: the high-low gear combination sleeve 82 is combined with a high gear position, the gear combination sleeve A91 is combined with 6, 8, 14 and 16 gear positions, the power split gear synchronous combination sleeve 21 is combined, input torque is directly output through the power split planetary gear 30, and then directly output through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the six/eight/fourteen/sixteen gear driving gear 28, the six/eight/fourteen/sixteen gear driven gear 29, the gear combination sleeve A91 and the auxiliary box planetary gear 80.

The economy and power modes of the transmission are used on the general road. The economical mode has low shift speed, and the work of the transmission is biased to save energy. In the power mode, the gear shifting speed is high, and the operation of the transmission is biased to the acceleration performance of the vehicle. The transmission is in a muddy mode, the odd-gear combination sleeve and the power split planetary gear synchronous combination sleeve are forbidden to be combined, the transmission works in a hybrid power driving mode, and the vehicle acceleration performance is fully improved.

The working mode of the retarder is as follows: the working modes of the retarder are divided into two types: manual mode and braking mode

Manual mode: the retarder switch is turned on, retarding power is adjusted to corresponding gears, the first motor and the second motor both generate electricity, electric energy preferentially satisfies battery charging, and redundant electric energy is converted into heat energy through the electric heater and is distributed out. When the power generated by the motor is larger, the engine exhaust brake is started to jointly brake and slow.

Braking mode: the generated power of the motor is controlled by detecting the pressure of the control air channels 1 and 2 output by the brake master cylinder, and the other two air channel control pressures are output to control the back pressure of the brake relay valve driving piston, so that the pressure of the brake shoe is reduced. When the braking torque is large, the engine exhaust brake is started to perform braking together.

Starting: as shown in figure 1: the high and low range coupling sleeve 82 is coupled in the low range position and the range coupling sleeve a91 is coupled in the 2, 4, 10, 12 range position. The torque input shaft 10 of the engine is transmitted to the gear ring of the power split planetary gear 30, the torque transmission is divided into two paths, one path is transmitted to the double-intermediate-shaft B driving gear 23 through the planet carrier of the power split planetary gear 30, the other path is transmitted to the second motor 60 through the sun gear of the power split planetary gear 30 to generate electricity, the electric energy is converted into kinetic energy through the first motor 50, and the kinetic energy is reduced through the first motor reduction planetary gear 40 to drive the double-intermediate-shaft B driving gear 23. The two paths of synthetic torque are subjected to speed reduction output through a double-intermediate-shaft B driving gear 23, a double-intermediate-shaft B driven gear 24, a double-intermediate-shaft B25, a two/four/ten/twelve-gear driving gear 26, a two/four/ten/twelve-gear driven gear 27, a gear combination sleeve A91 and an auxiliary box planetary gear 80. The start is realized by controlling the second motor 60 to gradually increase the generated torque and the first motor 50 to gradually increase the output torque. After starting, a specific gear is undetermined, vehicle acceleration is calculated according to a load signal of an engine, an accelerator pedal position and running currents of the first motor 50 and the second motor 60, a gear and a gear are determined, if the gear is higher than 2, the second motor 60 reversely rotates to convert a driving motor, and the first motor 50 is converted into a power generation state. And the highest combined gear is 5 gears after starting. The reverse gear starting process is the same as the forward gear starting process, and the difference is that when the reverse gear is started, the gear combination sleeve A91 is in the middle, and the gear combination sleeve B92 is combined with the gear positions of R1, R2, R3 and R4

1-gear and 2-gear upshift process: the power generation torque of the second motor 60 and the driving power of the first motor 50 are increased, so that the first gear combination sleeve 94 does not transmit torque, the first gear combination sleeve 94 is disengaged, the power generation torque of the second motor 60 is continuously increased, the second motor 60 stops rotating, current brake is applied, and 2-gear output is realized.

2-gear 3-gear up-shift process: the first motor 50 is converted into power generation operation, the second motor 60 is converted into a driving motor in a reverse rotation mode, the rotating speed is gradually increased, when the output rotating speed is synchronous with the 3-gear rotating speed, the gear combination sleeve C93 is combined, the second motor 60 is driven to rotate freely, and 3-gear output is achieved.

3-gear up-shift and 4-gear flow: the driving torque of the second motor 60 is increased, so that the gear coupling sleeve C93 does not transmit torque, the gear coupling sleeve C93 is disengaged, the rotating speed of the second motor 60 is gradually increased, and when the output rotating speed is synchronous with the 4 th gear, the power dividing gear synchronous coupling sleeve 21 is engaged, and the 4 th gear is output.

4-gear 5-gear up-shift process: and increasing the driving torque of the second motor 60 to ensure that the power dividing gear synchronous combination sleeve 21 does not transmit torque, disengaging the power dividing gear synchronous combination sleeve 21, gradually increasing the rotating speed of the second motor 60, and engaging the gear combination sleeve C93 and outputting 5 gears when the output rotating speed is synchronous with 5 gears.

5-gear 6-gear up-shift process: the gear combination sleeve A91 is combined in the 6, 8, 14 and 16 gear positions, the power generation torque of the second motor 60 and the driving power of the first motor 50 are increased, the gear combination sleeve C93 does not transmit torque, the gear combination sleeve C93 is disengaged, the power generation torque of the second motor 60 is increased, the second motor 60 stops rotating, the current brake is applied, and the 6 gear output is realized.

6-gear and 7-gear upshifting flow: the first motor 50 is changed into a generator state, the second motor 60 is changed into a driving motor in a reverse rotation mode, the rotating speed is gradually increased, when the output rotating speed is synchronous with the 7-gear rotating speed, the gear combination sleeve B92 is combined, the second motor 60 is driven, rotates freely, and outputs in the 7-gear mode.

7-gear and 8-gear upshifting flow: the driving torque of the second motor 60 is increased, so that the gear coupling sleeve B92 does not transmit torque, the gear coupling sleeve B92 is disengaged, the rotating speed of the second motor 60 is gradually increased, and when the output rotating speed is synchronous with the 8 th gear, the power dividing gear synchronous coupling sleeve 21 is engaged, and the 8 th gear is output.

8-gear and 9-gear upshifting flow: and increasing the driving torque of the second motor 60 to ensure that the power split gear synchronous combination sleeve 21 does not transmit torque, withdrawing the power split gear synchronous combination sleeve 21 from combination, gradually increasing the rotating speed of the second motor 60, and combining the nine-gear combination sleeve 95 and outputting 9 gears when the output rotating speed is synchronous with 9 gears.

9-gear 10-gear up-shift process: the flow is the same as 1-gear-up and 2-gear, and the difference is that the high-gear and low-gear combined sleeve 82 is in a high-gear position and is directly output.

10-gear and 11-gear upshifting flow: the flow is the same as 2-gear-up and 3-gear, and the difference is that the high-gear and low-gear combined sleeve 82 is in a high-gear position and is directly output.

11-gear and 12-gear upshifting flow: the flow is the same as 3-gear and 4-gear, and the difference is that the high-gear and low-gear combined sleeve 82 is in a high-gear position and is directly output.

12-gear and 13-gear upshifting flow: the flow is the same as 4-gear 5-gear, and the difference is that the high-gear and low-gear combined sleeve 82 is in a high-gear position and is directly output.

13-gear and 14-gear upshifting process: the flow is the same as 5-gear 6-gear, and the difference is that the high-gear and low-gear combined sleeve 82 is in a high-gear position and is directly output.

14-gear up-shift 15-gear flow: the flow is the same as 6-gear-up and 7-gear, and the difference is that the high-gear and low-gear combined sleeve 82 vehicle is in a high-gear position and is directly output.

15-gear 16-gear upshift process: the flow is the same as that of the 7-gear-up and 8-gear-down vehicle, and the difference is that the high-gear and low-gear combined sleeve 82 vehicle is in a high-gear position and is directly output.

16-gear and 15-gear reduction process: and increasing the driving torque of the second motor 60 to enable the power dividing gear synchronous combination sleeve 21 not to transmit the torque, enabling the power dividing gear synchronous combination sleeve 21 to be disengaged, gradually reducing the torque of the second motor 60 to enable the rotating speed of the second motor to be reduced, and when the output rotating speed is synchronous with the 15 th gear, combining the gear combination sleeve B92 and outputting the 15 th gear.

Step 15 and step 14: the driving torque of the second motor 60 is increased, so that the gear coupling sleeve B92 does not transmit torque, the gear coupling sleeve B92 is disengaged, the rotating speed of the second motor 60 is gradually reduced, and when the second motor 60 stops rotating, braking current is applied to the second motor 60, and 14-gear output is realized.

Step 14, gear shifting down and step 13: the braking current of the second motor 60 is detected, the power generation speed of the second motor 60 is controlled to gradually rise, and when the speed ratio of 13 is reached, the gear combination sleeve C93 is combined, and 13 is output.

13-gear and 12-gear reduction process: the gear combination sleeve A91 is combined at the 2, 4, 10 and 12 gear positions, the power generation torque of the second motor 60 and the driving power of the first motor 50 are increased, the gear combination sleeve C93 does not transmit torque, the gear combination sleeve C93 is disengaged, the rotating speed of the second motor 60 is gradually reduced, and when the 12 gear ratio is reached, the power splitting gear synchronous combination sleeve 21 is combined, and 12 gear output is realized.

12-gear and 11-gear reduction process: and increasing the driving torque of the second motor 60 to enable the power dividing gear synchronous combination sleeve 21 not to transmit torque, disengaging the power dividing gear synchronous combination sleeve 21, gradually reducing the rotating speed of the second motor 60, and combining the gear combination sleeve C93 and outputting 11 gears when the output rotating speed is synchronous with 11 gears.

Step 11 and step 10: the driving torque of the second motor 60 is increased, so that the gear coupling sleeve C93 does not transmit torque, the gear coupling sleeve C93 is disengaged, the rotating speed of the second motor 60 is gradually reduced, and when the second motor 60 stops rotating, braking current is applied to the second motor 60, and 10-gear output is realized.

10-gear and 9-gear reduction process: the braking current of the second motor 60 is discharged, the power generation speed of the second motor 60 is controlled to gradually rise, and when the speed ratio of 9 gears is reached, the nine-gear combination sleeve 95 is combined, and 9 gears are output.

The 9-gear and 8-gear reduction process: the high-low gear combination sleeve 82 is combined in a high gear position, the gear combination sleeve A91 is combined in 6, 8, 14 and 16 gear positions, the driving torque of the second motor 60 is increased, the nine-gear combination sleeve 95 does not transmit torque, the nine-gear combination sleeve 95 is disengaged, the rotating speed of the second motor 60 is gradually reduced, and when the 8-gear speed ratio is reached, the power split gear synchronous combination sleeve 21 is combined, and 8-gear output is realized.

8-gear and 7-gear reduction process: the process is the same as 16 steps down 15 except that the high and low range coupling sleeve 82 is coupled to the low range position to decelerate the output.

7-gear 6-gear reduction process: the process is the same as 16 steps down 15 except that the high and low range coupling sleeve 82 is coupled to the low range position to decelerate the output.

6-gear and 5-gear reduction process: the process is the same as 16 steps down 15 except that the high and low range coupling sleeve 82 is coupled to the low range position to decelerate the output.

5-gear and 4-gear reduction process: the process is the same as 16 steps down 15 except that the high and low range coupling sleeve 82 is coupled to the low range position to decelerate the output.

4-gear and 3-gear reduction process: the process is the same as 16 steps down 15 except that the high and low range coupling sleeve 82 is coupled to the low range position to decelerate the output.

3-gear and 2-gear reduction process: the process is the same as 16 steps down 15 except that the high and low range coupling sleeve 82 is coupled to the low range position to decelerate the output.

A 2-gear and 1-gear reduction process: the process is the same as 16 steps down 15 except that first gear coupling sleeve 94 is engaged, high and low gear coupling sleeve 82 is engaged in the low gear position, and the output is decelerated.

The transmission supports step-over gear shifting in the ranges of 1-5, 5-9, 9-13 and 13-16, and any gear can be switched in the range.

Example 2:

fig. 2 shows a transverse transmission with a hybrid-parallel conversion type driving combination structure, which is simplified according to fig. 1. The transverse transmission comprises an input shaft 10, a gear combination sleeve D97, a first-gear driving gear 41, a first-gear driven gear 42, a third-gear driving gear 43, a third-gear driven gear 44, a second-fourth-gear driving gear 45, a second-fourth-gear driven gear 46, a main reduction driving gear 47, a main reduction driven gear 48, a power splitting planetary gear 30, a power splitting gear synchronous combination sleeve 21, a first motor reduction planetary gear 40, a first motor 50, a second motor 60, a second motor reduction planetary gear 70, a differential 49, a second shaft 90, an input shaft locking sleeve 51 and a P-gear 81.

In the transverse transmission, an input shaft 10, a power splitting planetary gear 30, a power splitting gear synchronous combination sleeve 21, a first motor 50, a second motor 60 and a second/fourth gear driving gear 45 as output form a hybrid, parallel and conversion type driving combination structure of the invention. The power of the input shaft 10 is input by the ring gear of the power splitting planetary gear 30 and output by the carrier of the power splitting planetary gear 30, the sun gear of the power splitting planetary gear 30 is connected with the second motor 60 after being accelerated by the planetary gear, and the first motor 50 is connected with the output after being decelerated by the first motor deceleration planetary gear 40. The carrier and the sun gear of the power split planetary gear 30 are connected with the power split gear synchronous coupling sleeve 21.

When the power split gear synchronous combination sleeve 21 is disconnected, the power of the input shaft 10 is transmitted in two paths, one path is directly transmitted through a planetary gear carrier of the power split planetary gear 30, the other path is transmitted to the second motor 60 through a sun gear of the power split planetary gear 30 to generate power, and the electric energy is converted into kinetic energy through the first motor 50 to be output, so that the hybrid driving is formed. When the second motor 60 is braked, the input power is output after being decelerated by the power splitting planetary gear 30. When the power split gear synchronous coupling sleeve 21 is engaged, the input power is directly output through the power split planetary gear 30. When the power splitting gear synchronous combination sleeve 21 is combined or the second motor 60 brakes, the first motor 50 and the power splitting planetary gear 30 are connected in parallel to output, and parallel hybrid drive is formed.

When the transverse transmission is used, the power of the input shaft 10 is transmitted in two paths, and one path of power is transmitted to the secondary shaft 90 through the combination of the first-gear driving gear and the second-gear driving gear (or the third-gear driving gear and the third-gear driven gear) through the combination of the gear combination sleeve D97. The other path of power is transmitted to the two shafts 90 through a hybrid power mixing and parallel connection conversion type driving combination formed by the power splitting planetary gear 30, the motor and the like. Then transmitted to the main speed reduction via the two shafts 90 and then output by the differential 49. After the input shaft locking sleeve 51 is combined, the first motor 50 and the second motor 60 are driven in parallel, and the requirements of low-speed forward and reverse are met.

Example 3:

as shown in FIG. 1, on the basis of embodiment 1, the auxiliary box is eliminated, and the high-low gear combination sleeve can form an eight-speed transmission. Or an eight speed transmission that changes dual countershafts to a single countershaft version. When the transmission device is used, the power of the input shaft is transmitted in two paths, one path of power is transmitted through the intermediate shaft and the corresponding gear, and the two-shaft output is transmitted through the gear combination sleeve; the other path of power is transmitted to the other path of intermediate shaft through a hybrid power mixing and parallel connection conversion type driving combination formed by the split planetary gear and the motor, and then transmitted to the two shafts for output through the corresponding gear gears and the gear combination sleeve.

Example 4:

as shown in fig. 1, in addition to embodiment 1, the first-gear coupling sleeve and the auxiliary box are eliminated, and the high-low gear coupling sleeve can form a seven-speed transmission. Or on the basis of this, a seven-speed transmission in the form of a single countershaft is changed from a double countershaft. When the transmission device is used, the power of the input shaft is transmitted in two paths, one path of power is transmitted through the intermediate shaft and the corresponding gear, and the two-shaft output is transmitted through the gear combination sleeve; the other path of power is transmitted to the other path of intermediate shaft through a hybrid power mixing and parallel connection conversion type driving combination formed by the split-flow planetary gear and the motor, and then is transmitted to the two shafts for output through the corresponding gears and the gear combination sleeve.

The foregoing is illustrative of the preferred embodiment of the present invention, it is to be understood that the invention is not limited to the form disclosed herein, but is intended to be capable of use in various other combinations, modifications, and environments and is capable of changes within the scope of the inventive concept as expressed herein, commensurate with the above teachings or the skill or knowledge of the relevant art (e.g., the above embodiments of the power split gear synchronizer clutch 21 is replaced with a wet clutch or the like to effect disconnection or driving connection of the carrier of the power split planetary gear 30 to the driveshaft 120). And that modifications and variations may be effected by those skilled in the art without departing from the spirit and scope of the invention as defined by the appended claims.