An integrated transmission assembly and power switching method thereof

Abstract

This invention discloses an integrated transmission assembly that connects to and drives a vehicle differential. The transmission assembly includes a transmission, a motor, a motor controller, a mode switching mechanism, and a cooling system. The transmission assembly is also connected to an engine. The transmission includes a motor transmission mechanism, a mode transmission mechanism, a gear transmission mechanism, and a transmission shaft. The motor transmission mechanism is connected to the motor and transmits the motor's drive to the differential via the mode transmission mechanism or sequentially via the mode transmission mechanism and the gear transmission mechanism. The engine transmits its drive to the differential via the gear transmission mechanism. The motor is connected to the engine via the mode transmission mechanism and the transmission shaft. This invention combines the engine, motor, and hybrid power drive to achieve multiple operating modes and switching, solving the power interruption problem during AMT transmission shifting, realizing brake energy recovery, fully utilizing motor efficiency, and featuring an integrated design for the motor controller and motor cooling oil circuit, resulting in a compact structure.

Description

Technical Field

[0001] This invention belongs to the field of hybrid electric vehicle technology, specifically an integrated transmission assembly and its power switching method. Background Technology

[0002] Hybrid electric vehicles (HEVs) are widely used due to their excellent fuel economy and low emissions. To achieve a more compact vehicle structure, superior performance, greater reliability, easier control, and lower costs, HEV systems have evolved from discrete structures towards modular and integrated designs for the engine, motor, and transmission – i.e., integrated hybrid powertrain systems. Adopting modular design principles for the integrated design and comprehensive management and control of the power coupling system, thereby achieving overall vehicle design and modular design, represents the future development direction for power coupling systems. Since manual transmissions (AMTs) can improve overall efficiency by more than 8% compared to automatic transmissions (AMTs), AMTs are a better choice from an efficiency perspective. Furthermore, AMTs can continue to utilize some existing manual transmission technologies, resulting in lower production investment, faster returns, and lower costs.

[0003] For existing AMT integrated electromechanical coupling transmissions, there are hybrid transmissions on the market that can achieve P2 or P3, but some problems still exist: Due to structural design limitations, the mode transmission mechanism of existing technologies is a single-gear structure, the transmission ratio range of the motor is narrow, it is not suitable for power compensation and assist under all working conditions, and it affects the output torque of the motor drive; or it requires matching a larger power motor, resulting in high cost and large layout space; the motor and transmission input are coaxial, the speed ratio adjustment range is small, and it cannot adapt to the matching requirements of various vehicle models; the motor and controller are installed separately, occupying a lot of space and making it inconvenient for vehicle layout and installation; and the cooling oil circuit is scattered and complicated, etc. Summary of the Invention

[0004] To address the aforementioned problems in existing technologies, this invention provides an integrated gearbox assembly and its power switching method, combining engine drive, pure electric drive, and hybrid drive; it realizes multiple working modes and their switching between each other; it solves the problems of power interruption during AMT gearbox shifting, insufficient engine power under heavy load, and insufficient output torque of pure electric drive; it realizes brake energy recovery, hybrid and idle speed power generation; the motor controller, motor and cooling oil circuit are integrated into the design, and the overall structure of the device is compact and easy to install.

[0005] An integrated transmission assembly is disclosed, which connects to and drives a vehicle differential. The transmission assembly includes a transmission, a motor, a motor controller, a mode switching mechanism, and a cooling device. The transmission assembly is also connected to an engine. The transmission includes a motor transmission mechanism, a mode transmission mechanism, a gear transmission mechanism, and a transmission shaft. The motor transmission mechanism is connected to the motor and transmits the motor's drive to the differential via the mode transmission mechanism or sequentially via the mode transmission mechanism and the gear transmission mechanism. The engine transmits drive to the differential via the gear transmission mechanism. The motor is connected to the engine via the mode transmission mechanism and the transmission shaft.

[0006] The transmission shafts include a parallel-spaced gearbox input shaft and a gearbox output shaft. The gear transmission mechanism and the mode transmission mechanism are both mounted on the gearbox input shaft and the gearbox output shaft, coupling the gearbox input shaft and the gearbox output shaft. The engine can be connected to or disconnected from the gearbox input shaft, and the differential connects to the gearbox output shaft.

[0007] The mode transmission mechanism includes a transmission gear, a P2 gear fixed sleeve, an output shaft fixed sleeve, a P3 low-gear gear, a P3 high-gear gear, and a switching component. The P2 gear fixed sleeve is configured to move together with the transmission input shaft; the transmission gear is configured not to move together with the transmission input shaft; the output shaft fixed sleeve is configured to move together with the transmission output shaft; and the P3 low-gear and P3 high-gear gears are configured not to move together with the transmission output shaft. Both the P3 low-gear and P3 high-gear gears are connected to the transmission gear. The switching component can switch between connecting the P2 gear fixed sleeve and the transmission gear to a configuration where the transmission gear and transmission input shaft move together; or connecting the output shaft fixed sleeve and the P3 high-gear to a configuration where the P3 high-gear and transmission output shaft move together; or connecting the output shaft fixed sleeve and the P3 low-gear to a configuration where the P3 low-gear and transmission output shaft move together.

[0008] The P2 gear fixed sleeve and transmission gear are spaced outside the gearbox input shaft, while the output shaft fixed sleeve, P3 high gear, and P3 low gear are spaced outside the gearbox output shaft and arranged sequentially along the gearbox output shaft.

[0009] The transmission gear includes an integrally connected neutral gear sleeve, a second connecting gear, and a first gear arranged sequentially along the direction away from the fixed gear sleeve of P2 gear. The second connecting gear is connected to the motor transmission mechanism and is also connected to the P3 high gear. The first gear is connected to the P3 low gear.

[0010] The motor transmission mechanism, the second connecting gear, and the P3 high-gear gear mesh in sequence, while the first gear meshes with the P3 low-gear gear.

[0011] The outer diameter of the second connecting gear is greater than that of the first gear, and the outer diameter of the P3 high-gear gear is smaller than that of the P3 low-gear gear.

[0012] The switching component includes an input shaft movable gear sleeve, which is simultaneously fitted onto the outside of the P2 gear fixed gear sleeve and the neutral gear sleeve, and all three rotate together, or is fitted onto the outside of either the P2 gear fixed gear sleeve or the neutral gear sleeve.

[0013] The switching assembly also includes an output shaft movable gear sleeve, an overrunning clutch, a P3 high-gear gear sleeve, and a P3 low-gear gear sleeve. The outer ring of the overrunning clutch and the P3 low-gear gear are configured to move together. The inner ring of the overrunning clutch and the P3 low-gear gear sleeve are configured to move together. The P3 high-gear gear sleeve and the P3 high-gear gear are configured to move together. The P3 low-gear gear sleeve is fitted outside the transmission output shaft and the two do not move together. The output shaft movable gear sleeve is fitted outside the output shaft fixed gear sleeve and the two rotate together, or it is fitted outside the output shaft fixed gear sleeve and the P3 low-gear gear sleeve and all three rotate together, or it is fitted outside the output shaft fixed gear sleeve, the P3 low-gear gear sleeve, and the P3 high-gear gear sleeve and all four rotate together.

[0014] The output shaft fixed gear sleeve, P3 low gear sleeve, P3 high gear sleeve, P3 high gear, overrunning clutch and P3 low gear are arranged in sequence along the output shaft of the gearbox.

[0015] The switching assembly also includes a linkage rod, with its two ends movably connected to the input shaft movable sleeve and the output shaft movable sleeve, respectively, which drives the input shaft movable sleeve and the output shaft movable sleeve to move simultaneously along the gearbox input shaft or gearbox output shaft.

[0016] The gearbox assembly also includes a mode switching mechanism, which includes an actuator and a synchronizer fork connected in sequence. The actuator drives the synchronizer fork to move the input shaft movable sleeve, the output shaft movable sleeve, and the linkage rod.

[0017] Both the input shaft movable gear sleeve and the output shaft movable gear sleeve have circumferential connecting grooves on their outer sides. Each of the two connecting grooves has a collar that is fitted onto the connecting groove but does not fit the bottom of the connecting groove. The two ends of the linkage rod are connected to the two collars respectively.

[0018] The input shaft movable sleeve and the output shaft movable sleeve move along the direction from the P2 fixed sleeve to the first gear to the mode transmission mechanism in sequence: P2 engaged, mode neutral, P3 low gear, or P3 high gear.

[0019] P2 gear engagement state: The input shaft movable gear sleeve is simultaneously engaged with the P2 gear fixed gear sleeve and the neutral gear sleeve, and the output shaft movable gear sleeve is only engaged with the output shaft fixed gear sleeve;

[0020] Neutral mode: The input shaft movable sleeve is disengaged from the P2 gear fixed sleeve, and the input shaft movable sleeve is only engaged with the neutral gear sleeve. At the same time, the output shaft movable sleeve is only engaged with the output shaft fixed sleeve.

[0021] P3 Low Gear State: The input shaft movable gear sleeve is disengaged from the P2 gear fixed gear sleeve, the input shaft movable gear sleeve is only fitted with the neutral gear sleeve, and the output shaft movable gear sleeve is simultaneously fitted with the output shaft fixed gear sleeve and the P3 low gear sleeve.

[0022] In P3 high gear mode: the input shaft movable gear sleeve is disengaged from the P2 gear fixed gear sleeve, the input shaft movable gear sleeve is only fitted with the neutral gear sleeve, and the output shaft movable gear sleeve is simultaneously fitted with the output shaft fixed gear sleeve, the P3 low gear sleeve and the P3 high gear sleeve.

[0023] The gearbox assembly includes a motor controller (MCU), which is electrically connected to the motor and located above the motor. The heat sink of the motor controller (MCU) is integrated with the gearbox housing.

[0024] The cooling device includes an oil cooler, an oil tank, an oil pump, and a cooling oil circuit that connects the above structure to the motor controller MCU and the motor, with cooling oil flowing in the cooling oil circuit.

[0025] The heat dissipation base plate cavity of the motor controller MCU is provided with a U-shaped groove, the U-shaped groove is provided with an oil inlet and a central overflow hole, and the central overflow hole is connected to the cavity where the motor is located.

[0026] The top and bottom of the chamber where the motor is located are respectively provided with a motor oil inlet and a motor oil outlet. The motor oil inlet is connected to the overflow hole in the middle, and the motor oil outlet is connected to the oil storage tank.

[0027] The oil reservoir is integrated with the gearbox housing, located at the bottom of the gearbox housing close to the motor. The oil reservoir has an oil inlet and a replenishment port. Inside the oil reservoir, at the oil inlet, there are three staggered ribs, and the bottom of the oil reservoir has cooling fins. The oil pump is fixed externally to the oil reservoir near the oil inlet.

[0028] The gear transmission mechanism includes multiple gears, and the gears can be switched between each other.

[0029] The gear transmission mechanism includes input first gear, input second gear, input third gear, input fourth gear, and input reverse gear that are spaced and rotated together with the transmission input shaft, and output first gear, output second gear, output third gear, output fourth gear, and output reverse gear that are spaced and rotated together with the transmission output shaft. The input first gear, input second gear, input third gear, input fourth gear, and input reverse gear mesh with the output first gear, output second gear, output third gear, output fourth gear, and output reverse gear, respectively, forming five gears: first gear, second gear, third gear, fourth gear, and reverse gear. The transmission input shaft and transmission output shaft can be switched to transmit drive through first gear, second gear, third gear, fourth gear, and reverse gear. The gear transmission mechanism also includes a neutral gear. When the gear transmission mechanism is in neutral, the transmission input shaft and transmission output shaft cannot transmit drive through the five gears.

[0030] The gearbox also includes a shifting mechanism that connects to and drives the gear transmission mechanism to switch between five gears.

[0031] The transmission assembly includes multiple operating modes: engine operating mode, electric motor operating mode, and hybrid power assist mode; wherein, the electric motor operating mode includes P2 electric motor operating mode and P3 electric motor operating mode, and the hybrid power assist mode includes P2 hybrid power assist mode and P3 hybrid power assist mode.

[0032] When the engine is in operating mode, the mode transmission mechanism is in neutral, the engine is connected to the gearbox input shaft, the motor is not working, and the engine transmits drive to the differential through the gearbox input shaft, gear transmission mechanism and gearbox output shaft.

[0033] When the P2 motor is in working mode, the mode transmission mechanism is in P2 gear position, the engine is disengaged from the gearbox input shaft, and the motor transmits drive to the differential through the P2 gear fixed gear sleeve, gearbox input shaft, gear transmission mechanism and gearbox output shaft.

[0034] When the P3 motor is in working mode, the mode transmission mechanism is in P3 low gear or P3 high gear. The engine is disconnected from the gearbox input shaft, and the motor transmits drive to the differential through the P3 low gear / P3 high gear and the gearbox output shaft.

[0035] In P2 hybrid power assist mode, the mode transmission mechanism is in P2 gear engagement state, the engine is connected to the transmission input shaft, and the engine transmits drive to the differential through the transmission input shaft, gear transmission mechanism and transmission output shaft. At the same time, the motor transmits drive to the differential through the P2 gear fixed sleeve, transmission input shaft, gear transmission mechanism and transmission output shaft.

[0036] In P3 hybrid assist mode, the mode transmission mechanism is in P3 low gear or P3 high gear state. The engine is connected to the transmission input shaft. The engine transmits drive to the differential through the transmission input shaft, gear transmission mechanism and transmission output shaft. At the same time, the motor transmits drive to the differential through P3 low gear or P3 high gear and transmission output shaft.

[0037] The operating modes also include motor-start engine mode, regenerative braking mode, and power generation mode;

[0038] When the motor starts the engine mode, the mode transmission mechanism is in P2 gear and the gear transmission mechanism is in neutral. The engine is connected to the gearbox input shaft, and the motor transmits drive to the engine through the P2 gear fixed sleeve and the gearbox input shaft.

[0039] In regenerative braking mode, the mode transmission mechanism is in P3 low gear or P3 high gear, and the differential shaft transmits drive to the motor through P3 low gear or P3 high gear.

[0040] In power generation mode, the mode transmission mechanism is in P2 gear, the engine is connected to the gearbox input shaft, and the engine transmits drive to the motor through the gearbox input shaft and the P2 gear fixed sleeve.

[0041] The power generation modes include hybrid power generation mode and parking idle power generation mode. In hybrid power generation mode, the engine generates electricity for the motor while driving the vehicle. The engine transmits the drive to the differential through the gearbox input shaft and gear transmission mechanism, and at the same time, the engine transmits the drive to the motor through the gearbox input shaft and P2 gear fixed gear sleeve. In parking idle power generation mode, the engine only generates electricity for the motor.

[0042] The working mode also includes a power compensation working mode. In the power compensation working mode, the mode transmission mechanism is in P3 low gear or P3 high gear state. The engine is connected to the gearbox input shaft, the gear transmission mechanism is switched, and at the same time the motor drives the differential through the P3 low gear and the gearbox output shaft, or through the P3 high gear and the gearbox output shaft.

[0043] The transmission assembly also includes a transmission control system, which includes a signal input operation module and a signal processing module. The signal input operation module receives various parameter data of the vehicle and sends the data to the signal processing module. The signal processing module controls the engine and / or motor and / or mode transmission mechanism and / or gear transmission mechanism according to the received data.

[0044] A power switching method for a transmission assembly, wherein the power switching method is used in the aforementioned integrated transmission assembly, and for a vehicle to be started and operated, an operating mode is automatically selected by the transmission control system or manually selected. When manually selected, one of the following modes is selected: engine operating mode, P2 motor operating mode, P3 motor operating mode, P2 hybrid power assist mode, and P3 hybrid power assist mode.

[0045] The power generation mode is activated when the transmission control system detects that the state of charge of the configured battery pack is less than the set value: the hybrid power generation mode is activated when the car is in motion.

[0046] When engine drive is present and the transmission control system determines that the gear transmission mechanism needs to switch, the power compensation working mode is activated, and the original working mode is restored after the gear shift is completed.

[0047] Compared with the prior art, the beneficial effects of the present invention are:

[0048] 1) The combination of engine drive, pure electric drive and hybrid drive makes full use of the efficiency of the engine and motor, minimizes fuel consumption, improves fuel economy and reduces emissions.

[0049] 2) The design of four speed shifters combined with four mode transmission mechanisms enables multiple working modes and their switching, and the switching is effective and continuous, with compact and stable switching components.

[0050] 3) The P3 motor realizes two states: P3 low gear and P3 high gear. It can meet the driving needs and switching needs of the car more broadly by using a smaller power motor.

[0051] 4) The power compensation mode solves the power interruption problem during the shifting process of the AMT transmission and improves driving comfort;

[0052] 5) The integrated design of the motor controller, motor and cooling oil circuit makes the oil circuit simple, safe and reliable, and optimizes the layout of each structure, making the overall structure of the device compact and easy to install. Attached Figure Description

[0053] Figure 1 This is a schematic diagram of a structure according to an embodiment of the present invention;

[0054] Figure 2 This is a schematic diagram of a gearbox structure according to an embodiment of the present invention;

[0055] Figure 3 This is a schematic diagram of the transmission principle of a gearbox according to an embodiment of the present invention - P2 gear engagement state;

[0056] Figure 4 This is a schematic diagram of the transmission principle of a gearbox according to an embodiment of the present invention - neutral mode.

[0057] Figure 5 This is a schematic diagram of the transmission principle of a gearbox according to an embodiment of the present invention - P3 low gear state;

[0058] Figure 6 This is a schematic diagram of the transmission principle of a gearbox according to an embodiment of the present invention - P3 high gear state;

[0059] Figure 7 This is a schematic diagram of a gear shifting mechanism according to an embodiment of the present invention;

[0060] Figure 8 This is a schematic diagram of a motor structure according to an embodiment of the present invention;

[0061] Figure 9 This is a schematic diagram of a mode switching mechanism according to an embodiment of the present invention;

[0062] Figure 10 This is a schematic diagram of the actuator according to an embodiment of the present invention;

[0063] Figure 11 This is a schematic diagram of the cooling oil circuit of a cooling device according to an embodiment of the present invention;

[0064] Figure 12 This is a schematic diagram of an oil storage tank and an oil pump according to an embodiment of the present invention;

[0065] Figure 13 This is a schematic diagram of the U-shaped groove structure of the heat dissipation base plate of the motor controller according to an embodiment of the present invention;

[0066] Figure 14 This is a schematic diagram of the structure of the motor chamber and oil tank according to an embodiment of the present invention;

[0067] Figure 15 for Figure 14 Schematic diagram of AA section;

[0068] Figure 16 for Figure 14 A schematic diagram of the BB cross section. Detailed Implementation

[0069] The integrated gearbox assembly and its power switching method provided by the present invention will be further described in detail and completely below with reference to embodiments. The embodiments described below are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0070] An integrated transmission assembly, such as Figure 1As shown, the assembly includes a gearbox 1, a motor 2, a motor controller MCU 3, a mode switching mechanism 4, and a cooling oil circuit 5, all installed in the same housing. The gearbox assembly is also connected to an engine 6.

[0071] like Figures 3-6 As shown, the gearbox 1 includes a shifting mechanism 1.6, a motor transmission mechanism, a mode transmission mechanism, a gear position transmission mechanism, and a gearbox input shaft 1.3, a gearbox output shaft 1.4, and a differential shaft 1.5 arranged in parallel at intervals. Preferably, the gearbox 1 is an AMT gearbox, the shifting mechanism 1.6 is an AMT shifting mechanism, the gear position transmission mechanism is mounted on the gearbox input shaft 1.3 and the gearbox output shaft 1.4, the mode transmission mechanism is mounted on the gearbox input shaft 1.3 and the gearbox output shaft 1.4, and the gearbox input shaft 1.3 and the gearbox output shaft 1.4 are connected through the mode transmission mechanism and the gear position transmission mechanism. The engine 6 can be connected to or disconnected from the gearbox input shaft 1.3. When connected to the gearbox input shaft 1.3, both move together. Preferably, the engine 6 is connected to the gearbox input shaft 1.3 through a clutch 7. The differential is connected to the gearbox output shaft 1.4 and both move together. The motor 2 sequentially connects to and drives the motor transmission mechanism, the mode transmission mechanism, and the gear position transmission mechanism, causing the gearbox input shaft 1.3 and / or the gearbox output shaft 1.4 to rotate. The motor 2 is a permanent magnet synchronous motor. The shifting mechanism 1.6 connects to the gear transmission mechanism and drives the gear transmission mechanism to shift gears. The differential shaft 1.5 is sleeved with a differential gear.

[0072] The gear transmission mechanism is used to switch the output power of the transmission to different gears. The mechanism includes input first gear, input second gear, input third gear, input fourth gear, and input reverse gear that are spaced and rotated together with the transmission input shaft 1.3; and output first gear, output second gear, output third gear, output fourth gear, and output reverse gear that are spaced and rotated together with the transmission output shaft. The input first gear, input second gear, input third gear, input fourth gear, and input reverse gear mesh with the output first gear, output second gear, output third gear, output fourth gear, and output reverse gear, respectively, forming five gears: first gear i1, second gear i2, third gear i3, fourth gear i4, and reverse gear id. The transmission input shaft 1.3 and transmission output shaft 1.4 can be switched and driven by transmitting power through first gear i1, second gear i2, third gear i3, fourth gear i4, and reverse gear id. The gear transmission mechanism also includes a neutral position. When the gear transmission mechanism is in neutral, the transmission input shaft 1.3 and the transmission output shaft 1.4 cannot be driven by any of the five gears. Different gears have different transmission ratios. Among first gear (i1) to fourth gear (i4), first gear (i1) has the lowest transmission ratio and the strongest power, and is generally used when going uphill. Fourth gear (i4) has the weakest power performance but the highest transmission ratio, making it fuel-efficient and suitable for fast driving on flat roads. The performance of the different gears in the gear transmission mechanism is well-known to those skilled in the art and will not be described in detail here.

[0073] like Figure 7 As shown, the shift mechanism 1.6 connects to the gear transmission mechanism and is used to switch between different gears, allowing the input power of the transmission to be transmitted and output through different gears. The shift mechanism 1.6 includes a gear selection motor 1.6.1, a gear selection sensor 1.6.2, a shift sensor 1.6.3, a shift motor 1.6.4, a shift paddle 1.6.5, and a shift guide shaft 1.6.6. After receiving a command from the transmission control system, the gear selection motor 1.6.1 or the shift motor 1.6.4 drives the shift guide shaft 1.6.6 to rotate or move, which in turn drives the shift paddle 1.6.5 on the shift guide shaft 1.6.6 to perform a gear shifting operation. The gear selection sensor 1.6.2 or the shift sensor 1.6.3 feeds back the gear position information to the transmission control system.

[0074] The mode transmission mechanism is used to transmit and switch different power drive modes. The mechanism includes a transmission gear, a P2 gear fixed sleeve 121, an output shaft fixed sleeve 123, a P3 low-gear gear Z12, a P3 high-gear gear Z22, and a switching assembly. The P2 gear fixed sleeve 121 is fitted onto the outside of the transmission input shaft 1.3 and moves with it. The transmission gear is fitted onto the outside of the transmission input shaft 1.3 but does not move with it; that is, the transmission gear and the transmission input shaft 1.3 move independently of each other. The output shaft fixed sleeve 123 is fitted onto the outside of the transmission output shaft 1.4 and moves with it. The P3 low-gear gear Z12 and the P3 high-gear gear Z22 are fitted onto the outside of the transmission output shaft 1.4, and all three move independently; that is, the P3 low-gear gear Z12, the P3 high-gear gear Z22, and the transmission output shaft 1.4 move independently of each other. Both the P3 low-gear gear Z12 and the P3 high-gear gear Z22 are connected to the transmission gear. The switching component can be configured to connect the P2 gear fixing sleeve 121 to the transmission gear, causing the transmission gear and the gearbox input shaft 1.3 to move together; or connect the output shaft fixing sleeve 123 to the P3 high gear Z22, causing the P3 high gear Z22 and the gearbox output shaft 1.4 to move together; or connect the output shaft fixing sleeve 123 to the P3 low gear Z12, causing the P3 low gear Z12 and the gearbox output shaft 1.4 to move together.

[0075] The transmission gears include an integrally connected neutral gear sleeve 126, a second connecting gear Z21, and a first gear Z11, arranged sequentially along the direction away from the P2 fixed gear sleeve 121. The second connecting gear Z21 is connected to the motor transmission mechanism and also to the P3 high-gear gear Z22. The first gear Z11 is connected to the P3 low-gear gear Z12. Specifically, the motor transmission mechanism, the second connecting gear Z21, and the P3 high-gear gear Z22 mesh sequentially, and the first gear Z11 meshes with the P3 low-gear gear Z12. The outer diameter of the second connecting gear Z21 is larger than that of the first gear Z11, and the outer diameter of the P3 high-gear gear Z22 is smaller than that of the P3 low-gear gear Z12. The neutral gear sleeve 126 and the P2 fixed gear sleeve 121 have the same outer diameter and number of teeth. Therefore, the speed ratio transmitted by motor 2 through the second connecting gear Z21 and the high-gear P3 Z22 is different from the speed ratio transmitted through the first gear Z11 and the low-gear P3 Z12. Furthermore, for the same motor 2 power, the speed of the high-gear P3 Z22 is greater than the speed of the low-gear P3 Z12. The output shaft fixing sleeve 123, the high-gear P3 Z22, and the low-gear P3 Z12 are arranged sequentially along the gearbox output shaft 1.4.

[0076] The switching assembly includes an input shaft movable sleeve 4.5, an output shaft movable sleeve 122, a linkage rod 127, an overrunning clutch 8, a P3 high-gear sleeve 124, and a P3 low-gear sleeve 125. The outer ring of the overrunning clutch 8 moves together with the P3 low-gear gear Z12, the inner ring of the overrunning clutch 8 moves together with the P3 low-gear sleeve 125, and the P3 high-gear sleeve 124 and the P3 high-gear gear Z22 move together. The P3 low-gear sleeve 125 is fitted onto the outside of the transmission output shaft 1.4, but the two do not move together. The output shaft fixed sleeve 123, the P3 low-gear sleeve 125, the P3 high-gear sleeve 124, and the P3 high-gear gear Z22 are arranged sequentially along the transmission output shaft 1.4. The output shaft fixed gear sleeve 123, P3 low-gear gear sleeve 125, and P3 high-gear gear sleeve 124 have the same outer diameter and number of teeth. The input shaft movable gear sleeve 4.5 is sleeved outside the P2 gear fixed gear sleeve 121 and / or the neutral gear sleeve 126, and the input shaft movable gear sleeve 4.5 and its sleeved connecting part rotate together. The output shaft movable gear sleeve 122 is sleeved outside the output shaft fixed gear sleeve 123 and / or the P3 low-gear gear sleeve 125, or simultaneously sleeved outside the output shaft fixed gear sleeve 123, P3 low-gear gear sleeve 125, and P3 high-gear gear sleeve 124, and the output shaft movable gear sleeve 122 and its sleeved connecting part rotate together. Preferably, the input shaft movable gear sleeve 4.5 meshes with its sleeved part, and the output shaft movable gear sleeve 122 meshes with its sleeved part. The linkage 127 is connected at both ends to the input shaft movable gear sleeve 4.5 and the output shaft movable gear sleeve 122, respectively, driving the input shaft movable gear sleeve 4.5 and the output shaft movable gear sleeve 122 to move simultaneously along the gearbox input shaft 1.3 or the gearbox output shaft 1.4. Furthermore, it moves along the direction from the P2 gear fixed gear sleeve 121 to the first gear Z11, sequentially to the mode transmission mechanism in either the P2 gear engaged state, the mode neutral state, the P3 low gear state, or the P3 high gear state.

[0077] P2 gear engagement status: such as Figure 3 As shown, the input shaft movable sleeve 4.5 simultaneously engages with both the P2 gear fixed sleeve 121 and the neutral gear sleeve 126, while the output shaft movable sleeve 122 only engages with the output shaft fixed sleeve 123. At this time, the neutral sleeve 126, the input shaft movable sleeve 4.5, the P2 gear fixed sleeve 121, and the gearbox input shaft 1.3 move together; the P3 high-gear Z22 and P3 low-gear Z12 move independently of the output shaft fixed sleeve 123. In other words, drive can be transmitted between the motor 2 and the gearbox input shaft 1.3.

[0078] Mode in idle state: such as Figure 4As shown, the input shaft movable sleeve 4.5 disengages from the P2 gear fixed sleeve 121, and the input shaft movable sleeve 4.5 only engages with the neutral gear sleeve 126. Simultaneously, the output shaft movable sleeve 122 only engages with the output shaft fixed sleeve 123. At this time, the neutral gear sleeve 126 and the P2 gear fixed sleeve 121 move independently of each other, and the P3 high-gear Z22 and P3 low-gear Z12 also move independently of the output shaft fixed sleeve 123. No drive transmission is possible between the motor 2 and the gearbox input shaft 1.3 or gearbox output shaft 1.4.

[0079] P3 low gear mode: such as Figure 5 As shown, the input shaft movable sleeve 4.5 disengages from the P2 gear fixed sleeve 121, and the input shaft movable sleeve 4.5 only engages with the neutral gear sleeve 126. Simultaneously, the output shaft movable sleeve 122 engages with both the output shaft fixed sleeve 123 and the P3 low gear sleeve 125. At this time, the neutral gear sleeve 126 and the P2 gear fixed sleeve 121 move independently, the P3 low gear sleeve 125 and the output shaft fixed sleeve 123 move together, and the P3 high gear gear Z22 and the output shaft fixed sleeve 123 move independently. At this time, no drive can be transmitted between the motor 2 and the gearbox input shaft 1.3. The drive of the motor 2 can be transmitted to the gearbox output shaft 1.4 through the P3 low gear gear Z12, the outer ring of the overrunning clutch 8, the inner ring of the overrunning clutch 8, the P3 low gear sleeve 125, the output shaft movable sleeve 122, and the output shaft fixed sleeve 123.

[0080] P3 high gear mode: such as Figure 6 As shown, the input shaft movable sleeve 4.5 disengages from the P2 gear fixed sleeve 121, and the input shaft movable sleeve 4.5 only engages with the neutral gear sleeve 126. Simultaneously, the output shaft movable sleeve 122 engages with the output shaft fixed sleeve 123, the P3 low gear sleeve 125, and the P3 high gear sleeve 124. At this time, the neutral gear sleeve 126 and the P2 gear fixed sleeve 121 move independently, while the output shaft fixed sleeve 123, the P3 low gear sleeve 125, and the P3 high gear sleeve 124 move together. At this time, no drive can be transmitted between the motor 2 and the gearbox input shaft 1.3. The drive of the motor 2 can be transmitted to the gearbox output shaft 1.4 through the P3 high gear gear Z22, the P3 high gear sleeve 124, the output shaft movable sleeve 122, and the output shaft fixed sleeve 123. It should be noted that the P3 low gear sleeve 125 and the P3 high gear sleeve 124 rotate together, that is, the speed of the inner ring of the overrunning clutch 8 is equal to the speed of the P3 high gear Z22. Because the speed of the P3 high gear Z22 is greater than the speed of the P3 low gear Z12 under the same power, that is, the speed of the inner ring of the overrunning clutch 8 is greater than the speed of the outer ring of the overrunning clutch 8. At this time, the P3 low gear sleeve 125 and the P3 low gear Z12 are spinning freely.

[0081] like Figure 9 and Figure 10As shown, the mode switching mechanism 4 includes an actuator 4.3, a synchronizer fork 4.4, and an input shaft movable gear sleeve 4.5 connected in sequence. The actuator 4.3 transmits drive through the synchronizer fork 4.4, driving the input shaft movable gear sleeve 4.5, the output shaft movable gear sleeve 122, and the linkage rod 127 to move. The actuator 4.3 includes an actuator motor 4.3.1, an actuator sensor 4.3.2, a main body 4.3.3, and a shift head 4.3.4. The actuator motor 4.3.1, the actuator sensor 4.3.2, and the shift head 4.3.4 are mounted on the main body 4.3.3, and the shift head 4.3.4 is connected to the synchronizer fork 4.4. After receiving a command from the controller, the actuator motor 4.3.1 drives the shift head 4.3.4 to rotate, thereby driving the synchronizer fork 4.4 to achieve the shifting operation. Both the input shaft movable sleeve 4.5 and the output shaft movable sleeve 122 have circumferential connecting grooves on their outer surfaces. Each connecting groove has a collar fitted onto it but not touching the bottom. The two ends of the linkage rod 127 are connected to the two collars respectively. The actuator 4.3 connects to and drives the synchronizer fork 4.4, which in turn moves the linkage rod 127. The mode switching mechanism 4 is used to switch between different mode transmission modes, allowing the transmission power to be transmitted through P2 (engaged), P3 (low gear), or P3 (high gear). In P2, the transmission can start the engine 6 and enable pure electric drive. In P3 (low gear) or P3 (high gear), it can perform energy recovery, AMT shift power compensation, and power assist functions. By rationally utilizing the transmission's gear transmission mechanism and mode transmission mechanism, the performance of the motor 2 is effectively utilized, adapting to different driving conditions and meeting the overall vehicle operating requirements.

[0082] The motor transmission mechanism includes a motor shaft 1.1, a motor gear 4.1, an intermediate shaft 1.2, and an idler wheel 4.2. The motor shaft 1.1 is connected to a motor 2 and a motor gear 4.1 at both ends. The idler wheel 4.2 is sleeved on the outside of the intermediate shaft 1.2 and the two move together. The motor gear 4.1, the idler wheel 4.2, and the second connecting gear Z21 mesh in sequence.

[0083] The central shaft of motor 2 is designed to be parallel to the input shaft 1.3 and output shaft 1.4 of gearbox 1, facilitating gear ratio matching for different vehicle models and adjusting the motor's external dimensions. This also effectively reduces the axial dimension of the gearbox assembly, making it more suitable for the vehicle's installation space. The housing of motor 2 is integrated with the housing of gearbox 1, and both the housing and the gearbox contain chambers, such as... Figure 8As shown, the chamber houses the motor stator 2.1, motor rotor 2.2, and motor shaft 1.1. After assembly with the front cover 2.3 and rear cover 2.4, it forms a complete motor. The integrated design of the motor 2 housing and the gearbox housing results in a compact structure, reduced volume, and improved rigidity of the gearbox. Functionally, the motor 2 can be either an electric motor or a generator. When the motor 2 is an electric motor, it drives the vehicle; when it is a generator, it charges the battery.

[0084] Based on the above structure, the operating modes include engine operating mode, electric motor operating mode, hybrid power assist mode, electric motor start-engine mode, regenerative braking mode, power generation mode, and power compensation mode. Specifically, in engine operating mode, the vehicle is driven solely by engine 6, and the mode transmission mechanism is in neutral. In electric motor operating mode, the vehicle is driven solely by electric motor 2, including P2 electric motor operating mode and P3 electric motor operating mode. In P2 electric motor operating mode, the mode transmission mechanism is in P2 gear engagement mode, and in P3 electric motor operating mode, the mode transmission mechanism is in either P3 low gear or P3 high gear mode. In hybrid power assist mode, the vehicle is driven by both engine 6 and electric motor 2, including P2 hybrid power assist mode and P3 hybrid power assist mode, with P2 hybrid power assist mode being preferred. In P2 hybrid power assist mode, the mode transmission mechanism is in P2 gear engagement mode. In the P3 hybrid assist mode, the mode transmission mechanism is in either P3 low or P3 high gear. In the motor-start engine mode, motor 2 starts engine 6, and the mode transmission mechanism is in P2 gear. In the regenerative braking mode, the kinetic energy of the differential is converted into electrical energy to recover energy from the differential, and the mode transmission mechanism is in either P3 low or P3 high gear. In the power generation mode, the mode transmission mechanism is in P2 gear, including hybrid power generation mode and parking idle power generation mode. In hybrid power generation mode, engine 6 generates electricity for motor 2 while simultaneously driving the vehicle. In parking idle power generation mode, engine 6 only generates electricity for motor 2. It should be noted that the power compensation working mode exists during the gear shifting process. Specifically, when gear shifting occurs while engine 6 is driving, the vehicle's gear transmission mechanism maintains or switches the mode transmission mechanism to P3 low or P3 high gear, ensuring the vehicle is driven by motor 2. This overcomes the power interruption problem during gear shifting, reduces shift shock, and improves ride comfort.

[0085] The drive transmission paths for each mode are as follows:

[0086] 1) The drive transmission path of the engine working mode is: engine 6 — gearbox input shaft 1.3 — first gear i1 or second gear i2 or third gear i3 or fourth gear i4 or reverse gear id — gearbox output shaft 1.4 — differential shaft 1.5.

[0087] When the engine is in working mode, clutch 7 is closed, engine 6 is connected to gearbox input shaft 1.3, motor 2 is not working, and engine 6 transmits drive to the differential through gearbox input shaft 1.3, gear transmission mechanism and gearbox output shaft 1.4.

[0088] 2) The drive transmission path of the P2 motor working mode is as follows: Motor 2 — Motor shaft 1.1 — Motor gear 4.1 — Idler gear 4.2 — First transmission gear Z21 — Input shaft movable gear sleeve 4.5 — P2 gear fixed gear sleeve 121 — First gear i1 or second gear i2 or third gear i3 or fourth gear i4 or reverse gear id — Gearbox output shaft 1.4 — Differential shaft 1.5.

[0089] When the P2 motor is in working mode, the clutch 7 is in the open state, the engine 6 is disengaged from the gearbox input shaft 1.3, and the motor 2 transmits drive to the differential through the P2 gear fixed sleeve 121, the gearbox input shaft 1.3, the gear transmission mechanism and the gearbox output shaft 1.4.

[0090] 3) The drive transmission path of the P3 motor working mode is as follows: motor 2 — motor shaft 1.1 — motor gear 4.1 — idler gear 4.2 — first transmission gear Z21 — first transmission gear Z21 and second transmission gear Z11 — third transmission gear Z12 or fourth transmission gear Z22 — overrunning clutch 8 — gearbox output shaft 1.4 — differential shaft 1.5.

[0091] When the P3 motor is in working mode, the clutch 7 can be in the closed state, the gear transmission mechanism is in the neutral state, and the motor 2 transmits the drive to the differential through the P3 low gear Z12 and the gearbox output shaft 1.4, or through the P3 high gear Z22 and the gearbox output shaft 1.4.

[0092] 4) The drive transmission path of P2 hybrid power assist mode is: engine 6 — gearbox input shaft 1.3 — first gear i1 or second gear i2 or third gear i3 or fourth gear i4 or reverse gear id — gearbox output shaft 1.4 — differential shaft 1.5;

[0093] Motor 2—Motor Shaft 1.1—Motor Gear 4.1—Idler Gear 4.2—First Transmission Gear Z21—Input Shaft Movable Gear Sleeve 4.5—P2 Gear Fixed Gear Sleeve 121—First Gear i1 or Second Gear i2 or Third Gear i3 or Fourth Gear i4 or Reverse Gear id—Transmission Output Shaft 1.4—Differential Shaft 1.5.

[0094] In P2 hybrid power assist mode, engine 6 transmits drive to the differential through transmission input shaft 1.3, gear transmission mechanism and transmission output shaft 1.4, and motor 2 transmits drive to the differential through P2 gear fixed sleeve 121, transmission input shaft 1.3, gear transmission mechanism and transmission output shaft 1.4.

[0095] 5) The drive transmission path of P3 hybrid power assist mode is: engine 6 — gearbox input shaft 1.3 — first gear i1 or second gear i2 or third gear i3 or fourth gear i4 or reverse gear id — gearbox output shaft 1.4 — differential shaft 1.5;

[0096] Motor 2—Motor shaft 1.1—Motor gear 4.1—Idler gear 4.2—First transmission gear Z21 and second transmission gear Z11—Third transmission gear Z12 and fourth transmission gear Z22—Overrunning clutch 8—Gearbox output shaft 1.4—Differential shaft 1.5.

[0097] In P3 hybrid assist mode, engine 6 transmits drive to the differential through transmission input shaft 1.3, gear transmission mechanism and transmission output shaft 1.4, and motor 2 transmits drive to the differential through P3 low gear Z12 and transmission output shaft 1.4, or through P3 high gear Z22 and transmission output shaft 1.4.

[0098] 6) The drive transmission path for the motor-start engine mode is as follows: Motor 2 — Motor shaft 1.1 — Motor gear 4.1 — Idler gear 4.2 — First transmission gear Z21 — Input shaft movable gear sleeve 4.5 — P2 gear fixed gear sleeve 121 — Gearbox input shaft 1.3 — Engine 6.

[0099] In the motor-driven engine start mode, the gear transmission mechanism is in neutral, clutch 7 is closed, engine 6 is connected to the gearbox input shaft 1.3, and motor 2 transmits drive to engine 6 through the P2 gear fixed sleeve 121 and gearbox input shaft 1.3. The motor-driven engine start mode is used to start engine 6.

[0100] 7) The drive transmission path of the braking energy recovery mode is: differential shaft 1.5 — gearbox output shaft 1.4 — overrunning clutch 8 — third transmission gear Z12 or fourth transmission gear Z22 — first transmission gear Z21 and second transmission gear Z11 — idler gear 4.2 — motor gear 4.1 — motor shaft 1.1 — motor 2.

[0101] In regenerative braking mode, the differential shaft 1.5 transmits drive to motor 2 via either P3 low gear or P3 high gear. This mode converts the differential's kinetic energy into electrical energy to recover the differential's energy.

[0102] 8) The drive transmission path in the hybrid power generation mode is: engine 6 — gearbox input shaft 1.3 — first gear i1 or second gear i2 or third gear i3 or fourth gear i4 or reverse gear id — gearbox output shaft 1.4 — differential shaft 1.5;

[0103] Engine 6—Gearbox input shaft 1.3—First transmission gear Z21—Idler gear 4.2—Motor gear 4.1—Motor shaft 1.1—Motor 2.

[0104] In hybrid power generation mode, clutch 7 is closed, and engine 6 is connected to the transmission input shaft 1.3. Engine 6 transmits drive to the differential through the transmission input shaft 1.3 and the gear transmission mechanism. At the same time, engine 6 transmits drive to motor 2 through the transmission input shaft 1.3 and the P2 gear fixed sleeve 121, thus realizing the power generation function.

[0105] 9) The drive transmission path of the parking idle speed power generation mode is: engine 6—transmission input shaft 1.3—first transmission gear Z21—idler gear 4.2—motor gear 4.1—motor shaft 1.1—motor 2.

[0106] In the parking idle power generation mode, clutch 7 is closed, and engine 6 is connected to the transmission input shaft 1.3. Engine 6 transmits drive to motor 2 through transmission input shaft 1.3 and P2 gear fixed sleeve 121 to realize the power generation function.

[0107] 10) The drive transmission path in the power compensation working mode is as follows: motor 2 — motor shaft 1.1 — motor gear 4.1 — idler gear 4.2 — first transmission gear Z21 — first transmission gear Z21 and second transmission gear Z11 — third transmission gear Z12 or fourth transmission gear Z22 — overrunning clutch 8 — gearbox output shaft 1.4 — differential shaft 1.5.

[0108] In the power compensation working mode, clutch 7 is in the closed state, engine 6 is connected to the gearbox input shaft 1.3, and the gear transmission mechanism switches gears; motor 2 transmits drive to the differential through P3 low gear Z12 and gearbox output shaft 1.4, or through P3 high gear Z22 and gearbox output shaft 1.4.

[0109] Based on the above modes, the transmission assembly also includes a transmission control system. The transmission control system includes a signal input operation module and a signal processing module. The signal input operation module receives various parameter data from the vehicle and sends the data to the signal processing module. The signal processing module controls the engine 6 and / or the motor 2 and / or the mode transmission mechanism and / or the gear transmission mechanism and / or the clutch based on the received data to achieve different operating modes and switch operating modes according to driving conditions. The various parameters of the vehicle include accelerator pedal signal, brake pedal signal, transmission input shaft speed, vehicle speed signal, engine speed, gear signal, mode transmission mechanism status signal, and clutch signal.

[0110] In the power generation mode, the power generation mode is automatically activated when the state of charge of the battery pack configured in the transmission assembly is less than a set value. In other words, when the vehicle transmission control system is activated, the parking idle power generation mode is activated when the vehicle is stationary, and the hybrid power generation mode is activated when the vehicle is in motion.

[0111] For vehicles that are about to start and run, the following modes can be selected automatically by the transmission control system or manually: engine working mode, P2 motor working mode, P3 motor working mode, P2 hybrid assist mode and P3 hybrid assist mode.

[0112] When engine 6 is engaged and the transmission control system determines that gear shifting is required, the power compensation mode is activated. After the shift is completed, the original mode is restored. As can be seen, the operating modes in which engine 6 is engaged include engine operating mode, P2 hybrid assist mode, P3 hybrid assist mode, and hybrid power generation mode. In these operating modes, engine 6 transmits power to the differential.

[0113] The motor controller MCU3 is located above the motor 2. The heat dissipation base plate of the motor controller MCU3 is integrated with the housing of the gearbox 1.

[0114] Cooling device 5, for example Figure 11 and Figure 12 As shown, the system includes an oil cooler 5.1, an oil tank 5.4, an oil pump 5.5, and a cooling oil circuit connecting the aforementioned structure and the components being cooled. Cooling oil flows through the cooling oil circuit, passing over the aforementioned structure and components. The cooling oil in the oil tank 5.4 is pressurized by the oil pump 5.5 and driven to the oil cooler 5.1 for cooling. The low-temperature cooling oil then flows sequentially through the motor controller MCU3 and the motor 2, cooling them and absorbing their heat before returning to the oil tank 5.4, thus completing the cycle.

[0115] like Figure 13 As shown, the heat dissipation base cavity of the motor controller MCU3 is provided with a U-shaped groove 5.2.2. Cooling oil flows through the U-shaped groove 5.2.2 and fully contacts the heat dissipation base plate, thereby carrying away the heat generated by the power components of the motor controller MCU3. The U-shaped groove 5.2.2 is provided with an oil inlet 5.2.1 and a central overflow hole 5.2.3. The central overflow hole 5.2.3 is connected to the chamber where the motor 2 is located.

[0116] like Figure 14-16As shown, the chamber containing motor 2 is connected to the oil reservoir 5.4. The top and bottom of the chamber containing motor 2 are respectively equipped with an oil inlet 5.3.1 and an oil outlet 5.3.2. The oil inlet 5.3.1 is connected to the overflow hole 5.2.3 in the middle, and the oil outlet 5.3.2 is connected to the oil reservoir 5.4. The oil reservoir 5.4 is equipped with an oil inlet 5.3.4 and an oil replenishment port 5.3.6, and the oil inlet 5.3.4 is connected to the oil outlet 5.3.2. Inside the oil reservoir 5.4, at the oil inlet 5.3.4, there are three staggered ribs to isolate the hot oil that has just entered the reservoir. The bottom of the oil reservoir 5.4 has heat sinks 5.3.5, which, after air cooling, lower the temperature of the cooling oil and effectively protect the lifespan of the oil pump 5.5.

[0117] Cooling oil flows from the oil inlet 5.2.1 of the heat sink base plate of the motor controller MCU3 into the groove 5.2.2. After the groove 5.2.2 is filled with cooling oil, it flows out of the groove 5.2.2 through the overflow hole 5.2.3 in the middle. The cooling oil then enters the chamber where the motor 2 is located through the motor oil inlet 5.3.1, directly contacting the motor rotor 2.2 and coil of the motor 2. In other words, when the cooling oil flows down from the top of the motor 2 and splashes onto the motor rotor 2.2 and coil of the motor 2, it carries away the heat on the motor rotor 2.2 and coil. Then, the cooling oil flows back into the oil tank 5.4 from the motor oil outlet 5.3.2 at the bottom of the chamber where the motor 2 is located.

[0118] The oil pump 5.5 uses a DC 12V circulating pump, and the oil pressure and flow rate are controllable. The oil cooler 5.1 is installed at the front of the vehicle and can be cooled by natural air or forced fan. It can quickly remove the heat from the hot coolant and provide cooled oil.

[0119] The heat sink of the motor controller MCU3 is integrated with the gearbox 1 and positioned above the motor 2. This design facilitates the arrangement of the cooling device 5, makes the entire gearbox assembly more compact, and shortens the wiring harness connecting the motor controller MCU3 and the motor 2. Cooling is achieved using cooling oil, providing a wide cooling temperature range of -40°C to 185°C, ensuring effective system cooling, preventing vapor lock and cavitation, and significantly reducing the size of the motor controller MCU3 and the motor 2. The oil circuit is entirely integrated into the gearbox housing, resulting in simple integration, minimal overall space occupation, and easy installation.

[0120] Finally, it is necessary to state that the above embodiments are only used to further illustrate the technical solution of the present invention in detail, and should not be construed as limiting the scope of protection of the present invention. Any non-essential improvements and adjustments made by those skilled in the art based on the above content of the present invention shall fall within the scope of protection of the present invention.

Claims

1. An integrated transmission assembly, said transmission assembly being connected to and driving a vehicle differential, characterized in that, The gearbox assembly includes a gearbox (1), a motor (2), a motor controller (3), a mode switching mechanism (4), and a cooling device (5). The gearbox assembly is also connected to an engine (6). The gearbox (1) includes a motor transmission mechanism, a mode transmission mechanism, a gear transmission mechanism, and a transmission shaft. The motor transmission mechanism is connected to the motor (2). The motor transmission mechanism transmits the drive of the motor (2) to the differential through the mode transmission mechanism or sequentially through the mode transmission mechanism and the gear transmission mechanism. The engine (6) transmits the drive to the differential through the gear transmission mechanism. The motor (2) is connected to the engine (6) through the mode transmission mechanism and the transmission shaft. The motor controller (3) is electrically connected to the motor (2). The motor controller (3) is located above the motor (2). The heat dissipation base plate of the motor controller (3) is integrated with the housing of the gearbox (1). The heat dissipation base plate of the motor controller (3) is located above the motor (2). The transmission shaft includes a gearbox input shaft (1.3) and a gearbox output shaft (1.4) arranged in parallel intervals. The gear transmission mechanism and the mode transmission mechanism are both installed on the gearbox input shaft (1.3) and the gearbox output shaft (1.4) to couple the gearbox input shaft (1.3) and the gearbox output shaft (1.4). The engine (6) can be connected to or disconnected from the gearbox input shaft (1.3). The differential is connected to the gearbox output shaft (1.4). The mode transmission mechanism includes a transmission gear, a P2 gear fixed sleeve (121), an output shaft fixed sleeve (123), a P3 low gear gear (Z12), a P3 high gear gear (Z22), and a switching component. The P2 gear fixed sleeve (121) is configured to move together with the transmission input shaft (1.3), the transmission gear is configured not to move together with the transmission input shaft (1.3), the output shaft fixed sleeve (123) is configured to move together with the transmission output shaft (1.4), and the P3 low gear gear (Z12) and P3 high gear gear (Z22) are configured not to move together with the transmission output shaft (1.4). Both the P3 low-gear (Z12) and P3 high-gear (Z22) are connected to the transmission gear. The switching component can switch between connecting the P2 gear fixed sleeve (121) and the transmission gear to the transmission gear and the gearbox input shaft (1.3) for joint movement; or connecting the output shaft fixed sleeve (123) and the P3 low-gear (Z12) to the P3 low-gear (Z12) for joint movement; or connecting the output shaft fixed sleeve (123) and the P3 high-gear (Z22) to the P3 high-gear (Z22) for joint movement.

2. The integrated gearbox assembly according to claim 1, characterized in that: The P2 gear fixed sleeve (121) and the transmission gear are spaced outside the gearbox input shaft (1.3). The output shaft fixed sleeve (123), P3 high gear (Z22) and P3 low gear (Z12) are spaced outside the gearbox output shaft (1.4) and arranged sequentially along the gearbox output shaft (1.4).

3. The integrated gearbox assembly according to claim 2, characterized in that: The transmission gear includes an integrally connected neutral gear sleeve (126), a second connecting gear (Z21), and a first gear (Z11) arranged sequentially in the direction away from the fixed gear sleeve (121) of P2 gear. The second connecting gear (Z21) is connected to the motor transmission mechanism. The second connecting gear (Z21) is also connected to the high gear (Z22) of P3 gear, and the first gear (Z11) is connected to the low gear (Z12) of P3 gear.

4. The integrated gearbox assembly according to claim 3, characterized in that: The motor transmission mechanism, the second connecting gear (Z21) and the P3 high gear (Z22) mesh in sequence, and the first gear (Z11) and the P3 low gear (Z12) mesh.

5. The integrated gearbox assembly according to claim 3, characterized in that: The outer diameter of the second connecting gear (Z21) is greater than that of the first gear (Z11), and the outer diameter of the P3 high gear (Z22) is smaller than that of the P3 low gear (Z12).

6. The integrated gearbox assembly according to claim 5, characterized in that: The switching assembly includes an input shaft movable sleeve (4.5), which is simultaneously fitted onto the outside of the P2 gear fixed sleeve (121) and the neutral gear sleeve (126) and the three rotate together, or is fitted onto the outside of the P2 gear fixed sleeve (121) or the neutral gear sleeve (126) separately.

7. The integrated gearbox assembly according to claim 6, characterized in that: The switching assembly also includes an output shaft movable gear sleeve (122), an overrunning clutch (8), a P3 high-gear gear sleeve (124), and a P3 low-gear gear sleeve (125). The outer ring of the overrunning clutch (8) and the P3 low-gear gear (Z12) are configured to move together; the inner ring of the overrunning clutch (8) and the P3 low-gear gear sleeve (125) are configured to move together; the P3 high-gear gear sleeve (124) and the P3 high-gear gear (Z22) are configured to move together; and the P3 low-gear gear sleeve (125)... The output shaft movable sleeve (122) is sleeved outside the output shaft (123) and the two do not move together. Alternatively, the output shaft movable sleeve (122) is sleeved outside the output shaft fixed sleeve (123) and the two rotate together, or it is sleeved outside the output shaft fixed sleeve (123) and the P3 low gear sleeve (125) and the three rotate together, or it is sleeved outside the output shaft fixed sleeve (123), the P3 low gear sleeve (125) and the P3 high gear sleeve (124) and the four rotate together.

8. The integrated gearbox assembly according to claim 7, characterized in that: The output shaft fixed gear sleeve (123), P3 low gear sleeve (125), P3 high gear sleeve (124), P3 high gear (Z22), overrunning clutch (8) and P3 low gear (Z12) are arranged sequentially along the gearbox output shaft (1.4).

9. The integrated gearbox assembly according to claim 7, characterized in that: The switching assembly also includes a linkage rod (127), which is movably connected at both ends to the input shaft movable gear sleeve (4.5) and the output shaft movable gear sleeve (122), respectively, so as to drive the input shaft movable gear sleeve (4.5) and the output shaft movable gear sleeve (122) to move simultaneously along the gearbox input shaft (1.3) or the gearbox output shaft (1.4).

10. The integrated gearbox assembly according to claim 9, characterized in that: The mode switching mechanism (4) includes an actuator (4.3) and a synchronizer fork (4.4) connected in sequence. The actuator (4.3) drives the synchronizer fork (4.4) to move the input shaft movable sleeve (4.5), the output shaft movable sleeve (122), and the linkage rod (127).

11. The integrated gearbox assembly according to claim 10, characterized in that: Both the input shaft movable gear sleeve (4.5) and the output shaft movable gear sleeve (122) are provided with circumferential connecting grooves. Each of the two connecting grooves is provided with a collar that is fitted on the connecting groove but does not fit the bottom of the connecting groove. The two ends of the linkage rod (127) are respectively connected to the two collars.

12. The integrated gearbox assembly according to claim 11, characterized in that: The input shaft movable sleeve (4.5) and the output shaft movable sleeve (122) move along the direction from the P2 gear fixed sleeve (121) to the first gear (Z11) to the mode transmission mechanism in sequence as P2 gear engaged, mode neutral, P3 low gear, or P3 high gear: P2 gear engagement state: The input shaft movable gear sleeve (4.5) simultaneously engages the P2 gear fixed gear sleeve (121) and the neutral gear sleeve (126), and the output shaft movable gear sleeve (122) only engages the output shaft fixed gear sleeve (123); Neutral mode: The input shaft movable sleeve (4.5) is disengaged from the P2 gear fixed sleeve (121), and the input shaft movable sleeve (4.5) is only fitted with the neutral sleeve (126). At the same time, the output shaft movable sleeve (122) is only fitted with the output shaft fixed sleeve (123). P3 low gear state: The input shaft movable gear sleeve (4.5) disengages from the P2 gear fixed gear sleeve (121), the input shaft movable gear sleeve (4.5) only engages the neutral gear sleeve (126), and the output shaft movable gear sleeve (122) simultaneously engages the output shaft fixed gear sleeve (123) and the P3 low gear sleeve (125). In P3 high gear state: the input shaft movable sleeve (4.5) disengages from the P2 gear fixed sleeve (121), the input shaft movable sleeve (4.5) only engages the neutral sleeve (126), and the output shaft movable sleeve (122) simultaneously engages the output shaft fixed sleeve (123), the P3 low gear sleeve (125), and the P3 high gear sleeve (124).

13. The integrated gearbox assembly according to claim 1, characterized in that: The cooling device (5) includes an oil cooler (5.1), an oil tank (5.4), an oil pump (5.5), and a cooling oil circuit, in which cooling oil flows.

14. The integrated gearbox assembly according to claim 13, characterized in that: The heat dissipation base plate cavity of the motor controller (3) is provided with a groove (5.2.2), the groove (5.2.2) is provided with an oil inlet (5.2.1) and a central overflow hole (5.2.3), and the central overflow hole (5.2.3) is connected to the cavity where the motor (2) is located.

15. The integrated gearbox assembly according to claim 14, characterized in that: The top and bottom of the chamber where the motor (2) is located are respectively provided with a motor oil inlet (5.3.1) and a motor oil outlet (5.3.2). The motor oil inlet (5.3.1) is connected to the overflow hole (5.2.3) in the middle, and the motor oil outlet (5.3.2) is connected to the oil storage tank (5.4).

16. The integrated gearbox assembly according to claim 15, characterized in that: The oil reservoir (5.4) and the gearbox (1) are integrated into the housing. The oil reservoir (5.4) is located at the bottom of the gearbox (1) housing and close to the motor. The oil reservoir (5.4) is provided with an oil inlet (5.3.4) and an oil replenishment port (5.3.6). There are three staggered ribs at the oil inlet (5.3.4) inside the oil reservoir (5.4). There are heat sinks (5.3.5) at the bottom of the oil reservoir (5.4). The oil pump (5.5) is fixed on the outside of the oil reservoir (5.4) near the oil inlet (5.3.4).

17. The integrated gearbox assembly according to any one of claims 1 to 16, characterized in that: The gear transmission mechanism includes multiple gears, and the gears can be switched between each other.

18. The integrated gearbox assembly according to claim 17, characterized in that: The gear transmission mechanism includes input first gear, input second gear, input third gear, input fourth gear, and input reverse gear that are spaced and rotated together on the transmission input shaft (1.3); and output first gear, output second gear, output third gear, output fourth gear, and output reverse gear that are spaced and rotated together on the transmission output shaft. The input first gear, input second gear, input third gear, input fourth gear, and input reverse gear are respectively connected to the output first gear, output second gear, output third gear, output fourth gear, and output reverse gear. The output reverse gear engages to form five gears: first gear (i1), second gear (i2), third gear (i3), fourth gear (i4), and reverse gear (id). The gearbox input shaft (1.3) and gearbox output shaft (1.4) can switch between first gear (i1), second gear (i2), third gear (i3), fourth gear (i4), and reverse gear (id). The gear transmission mechanism also includes a neutral gear. When the gear transmission mechanism is in neutral, the gearbox input shaft (1.3) and gearbox output shaft (1.4) cannot transmit drive through the five gears.

19. The integrated gearbox assembly according to claim 18, characterized in that: The gearbox (1) further includes a shifting mechanism (1.6), which connects to and drives the gear transmission mechanism to switch between five gears.

20. The integrated gearbox assembly according to claim 18 or 19, characterized in that: The transmission assembly includes multiple operating modes: engine operating mode, electric motor operating mode, and hybrid power assist mode; wherein, the electric motor operating mode includes P2 electric motor operating mode and P3 electric motor operating mode, and the hybrid power assist mode includes P2 hybrid power assist mode and P3 hybrid power assist mode. When the engine is in working mode, the mode transmission mechanism is in neutral mode, the engine (6) is connected to the gearbox input shaft (1.3), the motor (2) is not working, and the engine (6) transmits drive to the differential through the gearbox input shaft (1.3), the gear transmission mechanism and the gearbox output shaft (1.4); When the P2 motor is in working mode, the mode transmission mechanism is in P2 gear engagement state, the engine (6) is disengaged from the gearbox input shaft (1.3), and the motor (2) transmits drive to the differential through the P2 gear fixed gear sleeve (121), gearbox input shaft (1.3), gear transmission mechanism and gearbox output shaft (1.4); When the P3 motor is in working mode, the mode transmission mechanism is in P3 low gear or P3 high gear state. The engine (6) is disconnected from the gearbox input shaft (1.3), and the motor (2) transmits the drive to the differential through the P3 low gear gear (Z12) / P3 high gear gear (Z22) and the gearbox output shaft (1.4). In P2 hybrid power assist mode, the mode transmission mechanism is in P2 gear engagement state, the engine (6) is connected to the transmission input shaft (1.3), and the engine (6) transmits drive to the differential through the transmission input shaft (1.3), the gear transmission mechanism and the transmission output shaft (1.4). At the same time, the motor (2) transmits drive to the differential through the P2 gear fixed sleeve (121), the transmission input shaft (1.3), the gear transmission mechanism and the transmission output shaft (1.4). In P3 hybrid assist mode, the mode transmission mechanism is in P3 low gear or P3 high gear state. The engine (6) is connected to the gearbox input shaft (1.3). The engine (6) transmits drive to the differential through the gearbox input shaft (1.3), gear transmission mechanism and gearbox output shaft (1.4). At the same time, the motor (2) transmits drive to the differential through P3 low gear (Z12) or P3 high gear (Z22) and gearbox output shaft (1.4).

21. The integrated gearbox assembly according to claim 20, characterized in that: The operating modes also include motor-start engine mode, regenerative braking mode, and power generation mode; When the motor starts the engine mode, the mode transmission mechanism is in P2 gear and the gear transmission mechanism is in neutral. The engine (6) is connected to the gearbox input shaft (1.3). The motor (2) transmits the drive to the engine (6) through the P2 gear fixed sleeve (121) and the gearbox input shaft (1.3). In the braking energy recovery mode, the mode transmission mechanism is in the P3 low gear state or the P3 high gear state, and the differential shaft 1.5 transmits the drive to the motor through the P3 low gear state or the P3 high gear state (2). In power generation mode, the mode transmission mechanism is in P2 gear, the engine (6) is connected to the gearbox input shaft (1.3), and the engine (6) transmits drive to the motor (2) through the gearbox input shaft (1.3) and the P2 gear fixed sleeve (121).

22. The integrated gearbox assembly according to claim 21, characterized in that: The power generation modes include hybrid power generation mode and parking idle power generation mode. In hybrid power generation mode, the engine (6) generates electricity for the motor (2) and drives the car. The engine (6) transmits the drive to the differential through the gearbox input shaft (1.3) and gear transmission mechanism. At the same time, the engine (6) transmits the drive to the motor (2) through the gearbox input shaft (1.3) and P2 gear fixed gear sleeve (121). In parking idle power generation mode, the engine (6) only generates electricity for the motor (2).

23. The integrated gearbox assembly according to claim 22, characterized in that: The working mode also includes a power compensation working mode. In the power compensation working mode, the mode transmission mechanism is in P3 low gear state or P3 high gear state. The engine (6) is connected to the gearbox input shaft (1.3), the gear transmission mechanism is switched, and at the same time the motor (2) transmits the drive to the differential through the P3 low gear (Z12) and the gearbox output shaft (1.4), or through the P3 high gear (Z22) and the gearbox output shaft (1.4).

24. The integrated gearbox assembly according to claim 23, characterized in that: The transmission assembly is further provided with a transmission control system. The transmission control system is provided with a signal input operation module and a signal processing module. The signal input operation module is used to receive the parameter data of the vehicle and send the data to the signal processing module. The signal processing module controls the engine (6) and / or the motor (2) and / or the mode transmission mechanism and / or the gear transmission mechanism according to the received data.

25. A power switching method for a transmission assembly, said power switching method being used in the integrated transmission assembly of claim 23, characterized in that: For vehicles that are about to start and run, the following modes can be selected automatically by the transmission control system or manually: engine working mode, P2 motor working mode, P3 motor working mode, P2 hybrid assist mode, and P3 hybrid assist mode.

26. The power switching method for a transmission assembly according to claim 25, characterized in that: When the transmission control system detects that the state of charge of the configured battery pack is less than the set value, the power generation mode is activated: the parking idle power generation mode is activated when the car is stationary, and the hybrid power generation mode is activated when the car is moving.

27. The power switching method for a transmission assembly according to claim 25, characterized in that: When the engine (6) is in operation and the transmission control system determines that the gear transmission mechanism needs to be switched, the power compensation working mode is activated, and the original working mode is restored after the gear shift is completed.

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