Multi-gear hybrid power system

Abstract

The present invention discloses a multi-gear hybrid power system, comprising: an engine, a flywheel damping unit, a C1 clutch, a planetary gear unit, a P1 motor, a C2 clutch, a 5th gear driving gear, a T1 synchronizer, a 3 / 4th gear shared driving gear, a 1 / 2nd gear shared driving gear, an input inner shaft, an intermediate shaft, a 1 / 2nd gear shared driven gear, a T2 synchronizer, a 3 / 4th gear shared driven gear, a 5th gear driven gear, a main reduction driving gear, a main reduction driven gear, a differential unit, a P3 motor intermediate shaft, a P3 motor main reduction driving gear, a P3 motor driven gear, a P3 motor driving gear, a P3 motor shaft, a P3 motor, an inverter and a battery pack. The multi-gear hybrid power system provided by the present invention adopts a planetary gear, a dual clutch, a shared gear and two synchronizer units, reduces the number of synchronizers to achieve 5-speed hybrid, has more gears and a small axial layout space, and also reduces the disengagement and engagement time of the synchronizer during gear shifting.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and particularly to a multi-gear hybrid power system. Background Art

[0002] The electric drive system is the top priority of the future automotive industry industrial chain. As the requirements of the vehicle for the performance and functions of the electric drive assembly are getting higher and higher, it is required to increase the motor speed, multi-gear the speed reducer (upgrade from a single-gear speed reducer to a two-gear speed reducer), and at the same time, a parking device is required to be provided. The improvement of the above requirements requires a solution to meet the shifting demand, the action demand of the parking actuator, and the lubrication demand of the motor and the gear pair.

[0003] The heavy hybrid system installed in a passenger vehicle generally consists of an engine, a vibration damping unit, and a hybrid electric drive unit, and the hybrid electric drive unit generally consists of a generator, a reduction gear set, a drive motor, etc. At present, the hybrid electric drive unit is mainly divided into two modes: power split and series-parallel. At present, the generator rotor shaft and the input shaft of the series-parallel hybrid system are connected by gears. This structure will cause the generator and the drive motor to compete for the layout space (adopting parallel layout or coaxial layout will greatly increase the power assembly space), making it difficult to arrange a multi-gear hybrid system. At the same time, the high-speed operation of the motor will seriously affect the stable operation of the gear shaft, and the system will have large vibrations and noises.

[0004] Therefore, there is an urgent need for a multi-gear hybrid power system. Summary of the Invention

[0005] The object of the present invention is to provide a multi-gear hybrid power system to solve the above problems in the prior art. By adopting planetary gears and dual clutches for control, it can achieve 5-speed hybrid, and has the characteristics of multiple gears and small axial layout space.

[0006] The present invention provides a multi-gear hybrid power system, which includes:

[0007] Engine, flywheel damping unit, C1 clutch, planetary gear unit, P1 motor, wiring harness, C2 clutch, 5th gear driving gear, T1 synchronizer, 3rd / 4th gear shared driving gear, 1st / 2nd gear shared driving gear, input inner shaft, intermediate shaft, 1st / 2nd gear shared driven gear, T2 synchronizer, 3rd / 4th gear shared driven gear, 5th gear driven gear, main reducer driving gear, main reducer driven gear, differential unit, P3 motor intermediate shaft, P3 motor main reducer driving gear, P3 motor driven gear, P3 motor driving gear, P3 motor shaft, P3 motor, inverter and battery pack, wherein the engine is connected to the flywheel damping unit for providing a power source, the C1 clutch is respectively connected to the flywheel damping unit, the planetary gear unit, the P1 motor and the input inner shaft, the planetary gear unit is respectively connected to the P1 motor, the C2 clutch and the T1 synchronizer, the T1 synchronizer is also respectively connected to the 5th gear driving gear and the 3rd / 4th gear shared driving gear, the input inner shaft is also connected to the 3rd / 4th gear shared driving gear and the 1st / 2nd gear shared driving gear, the intermediate shaft is respectively connected to the 5th gear driven gear, the main reducer driving gear and the T2 synchronizer, the T2 synchronizer is also respectively connected to the 1st / 2nd gear shared driven gear and the 3rd / 4th gear shared driven gear, the main reducer driven gear is respectively connected to the main reducer driving gear and the differential unit, the P3 motor intermediate shaft is respectively connected to the P3 motor main reducer driving gear, the P3 motor driven gear and the P3 motor driving gear, the P3 motor shaft is respectively connected to the P3 motor driving gear and the P3 motor, and the inverter is respectively connected to the P1 motor, the P3 motor and the battery pack through the wiring harness,

[0008] The multi-gear hybrid power system is configured to switch between an engine driving mode, an engine driving + power generation mode, a series driving mode of P1 motor and P3 motor, a starting engine or idle power generation mode, and a pure electric driving or energy recovery mode according to the current vehicle state, and adjust the working states of the engine, the C1 clutch, the C2 clutch, the P1 motor, the P3 motor, the battery pack and the inverter according to the corresponding mode after switching.

[0009] The multi-gear hybrid power system as described above, wherein, preferably, the planetary gear unit includes a planetary gear outer ring and a planetary gear outer ring gear that are concentrically arranged from the outside to the inside. Inside the planetary gear outer ring gear, there are planetary gears, a planet carrier, a sun gear and a shaft that are arranged from the outside to the inside and are meshed with each other. The planetary gears and the planet carrier are meshed with the planetary gear outer ring gear; the P1 motor includes a P1 motor rotor and a P1 motor stator. The planetary gear outer ring is used to fix the P1 motor rotor. The planetary gears and the planet carrier are connected to the T1 synchronizer through an input outer shaft. The sun gear and the shaft are connected to the C2 clutch; the P1 motor rotor is fixed on the planetary gear outer ring. The P1 motor stator is connected to the inverter through a P1 motor and an inverter wiring harness. The inverter is connected to the battery pack through a battery pack and an inverter wiring harness.

[0010] The multi-gear hybrid power system as described above, wherein, preferably, the C1 clutch includes a C1 clutch friction plate as an input end and a C1 clutch outer disk hub as an output end. The C1 clutch friction plate is arranged inside the planetary gear outer ring gear and is coaxially connected to the planetary gear outer ring gear. The C1 clutch outer disk hub is connected to the input inner shaft and passes through the inner hole of the sun gear and the shaft to be connected to the 3 / 4th gear shared driving gear and the 1 / 2nd gear shared driving gear; the C2 clutch includes a C2 clutch friction plate as an input end and a C2 clutch outer disk hub as an output end. The C2 clutch friction plate is connected to the sun gear and the shaft, and the C2 clutch outer disk hub is fixed.

[0011] The multi-gear hybrid power system as described above, wherein, preferably, the 1 / 2nd gear shared driving gear and the 3 / 4th gear shared driving gear are fixed on the input inner shaft and are connected to the C1 clutch. The 3 / 4th gear shared driving gear includes a 3 / 4th gear shared driving tooth and a 3 / 4th gear shared driving tooth engaging tooth arranged on one side of the 3 / 4th gear shared driving tooth; the 1 / 2nd gear shared driven gear and the 3 / 4th gear shared driven gear are fixed on the intermediate shaft. The 1 / 2nd gear shared driven gear includes a 1 / 2nd gear shared driven tooth and 1 / 2nd gear shared driven tooth engaging teeth arranged on both sides of the 1 / 2nd gear shared driven tooth. The 3 / 4th gear shared driven gear includes a 3 / 4th gear shared driven tooth and 3 / 4th gear shared driven tooth engaging teeth arranged on both sides of the 3 / 4th gear shared driven tooth. The 1 / 2nd gear shared driven tooth engaging teeth and the 3 / 4th gear shared driven tooth engaging teeth are connected to the intermediate shaft through the T2 synchronizer.

[0012] The multi-gear hybrid power system as described above, wherein preferably, the gear hub of the T1 synchronizer, the planetary gear and the planetary carrier are connected to the input outer shaft, and the engaging teeth on both sides of the T1 synchronizer are engaged with the common driving gear for 3rd / 4th gears and the driving gear for 5th gear; the gear hub of the T2 synchronizer is connected to the intermediate shaft, and the engaging teeth on both sides of the T2 synchronizer are engaged with the common driven gear engaging teeth for 1st / 2nd gears and the common driven gear engaging teeth for 3rd / 4th gears.

[0013] The multi-gear hybrid power system as described above, wherein preferably, the driving gear for 5th gear includes a driving tooth for 5th gear and a driving tooth engaging tooth arranged on one side of the driving tooth for 5th gear. The driving tooth for 5th gear is sleeved on the input outer shaft, and the driving tooth engaging tooth is connected to the T1 synchronizer on the input outer shaft.

[0014] The multi-gear hybrid power system as described above, wherein preferably, the main reduction driving gear and the driven gear for 5th gear are fixed on the intermediate shaft, and the intermediate shaft is connected to the gear sleeve of the T2 synchronizer to transmit the power combined by the T2 synchronizer and the common driven gear for 1st / 2nd gears or the common driven gear for 3rd / 4th gears.

[0015] The multi-gear hybrid power system as described above, wherein preferably, the P3 motor includes a P3 motor rotor and a P3 motor stator. The P3 motor rotor is connected to the differential unit through a P3 motor transmission unit, and the P3 motor stator is connected to the inverter and the battery pack through a P3 motor and an inverter wiring harness; the P3 motor transmission unit includes a P3 motor shaft, a P3 motor driving gear, a P3 motor intermediate shaft, a P3 motor driven gear and a P3 motor main reduction driving gear. The P3 motor driving gear is fixed at one end of the P3 motor shaft, the P3 motor shaft is connected to the P3 motor rotor, the P3 motor main reduction driving gear and the P3 motor driven gear are respectively arranged at both ends of the P3 motor intermediate shaft, and the main reduction driving gear is connected to the differential unit.

[0016] The multi-gear hybrid power system as described above, wherein preferably, the flywheel damping unit includes a flywheel damping unit engine end and a flywheel damping unit input shaft end. The flywheel damping unit engine end is connected to the engine, and the flywheel damping unit input shaft end is connected to the input inner shaft.

[0017] The multi-gear hybrid power system as described above, wherein preferably, in the engine driving mode, the engine works, the P1 motor, the P3 motor, the battery pack and the inverter do not work, and in 1st gear and 3rd gear, the C1 clutch does not work and the C2 clutch works; in 2nd gear, 4th gear and 5th gear, the C1 clutch works and the C2 clutch does not work;

[0018] In the engine drive + power generation mode, when in the 1st - 5th gears, the engine operates, the C1 clutch and the C2 clutch adjust their operating states according to the actual situation, the P1 motor operates, the P3 motor does not operate, and the battery pack and the inverter operate;

[0019] In the series drive mode of the P1 motor and the P3 motor, the engine operates, the C1 clutch and the C2 clutch do not operate, and the P1 motor, the P3 motor, the battery pack and the inverter operate;

[0020] In the engine start or idle power generation mode, the engine operates, the C1 clutch and the C2 clutch do not operate, the P1 motor operates, the P3 motor does not operate, and the battery pack and the inverter operate;

[0021] In the pure - electric drive or energy recovery mode, the engine, the C1 clutch, the C2 clutch and the P1 motor do not operate, and the P3 motor, the battery pack and the inverter operate.

[0022] The present invention provides a multi-gear hybrid power system, which adopts a set of planetary gear units, a set of dual-clutch units, and two sets of synchronizers and gear shaft systems to realize a hybrid power system with 5-speed drive of the engine. It has the characteristics of multiple gears and small axial layout space, effectively solving the problems of few gears and poor energy recovery efficiency; a set of dual clutches, a set of planetary gear units and two sets of synchronizers are used to realize the forward shift of 5 gears. By sharing the driving and driven gears for the 1 / 2 gear and 3 / 4 gear, the number of gears is reduced, thus simplifying the structure and reducing the number of gearbox gears; the rotor of the generator P1 is integrated on the outer ring of the planetary gear, and the clutch C1 is integrated between the rotor of the P1 motor and the tooth ring of the planetary gear. Through the above integration scheme, the axial layout space of the motor and the clutch can be reduced; by combining the dual clutch and the shared gear combination, the shift frequency is reduced, thereby reducing the shift time and the number of shift shocks. The planetary gear and the planet carrier are combined with the clutch C2 to realize the 1st, 3rd, and 5th gears. The clutch C1 is connected to the driving gear of the shared gear for the 1 / 2 gear and 3 / 4 gear to realize the 2nd and 4th gears. Only through the switching of the C1 and C2 clutches, the shift from the 1st gear to the 2nd gear is realized, and the process of the traditional synchronizer disengaging the 1st gear and engaging the 2nd gear is cancelled, which can minimize the shift time and shift shock. Similarly, the shift from the 3rd gear to the 4th gear is also only the switching of the dual clutch, and the synchronizer still needs to work for the shift from the 2nd gear to the 3rd gear and from the 4th gear to the 5th gear; the multi-gear series-parallel hybrid system has the characteristics of 5 gears. In this way, not only can the best driving efficiency and strong applicability of the engine be maximally exerted, but also the characteristics of fuel saving of the series-parallel hybrid can be maximally exerted, and it can be more extended and applicable to the use of large loads and complex working conditions. For example, when a large SUV, MPV or pickup truck is equipped with a hybrid system with very few gears, when the vehicle has a large load and needs to climb a long slope or drive at a very high speed for a long time, the motor overheat protection will occur due to the long-term large-load series driving of the P1 and P3 motors. Through the multi-gear hybrid power system of the present invention, the parallel drive of the engine plus the series drive can well meet the above working condition requirements; the drive motor P3 is connected to the differential through a separate P3 motor transmission unit, which can improve the transmission efficiency of the P3 drive motor during driving and energy recovery. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] To make the objectives, technical solutions and advantages of the present invention clearer, the present invention will be further described below in conjunction with the drawings, where:

[0024] Figure 1 and Figure 2 is a schematic structural diagram of an embodiment of the multi-gear hybrid power system provided by the present invention;

[0025] Figure 3 is a schematic working diagram of the engine driving the 1st gear in the embodiment of the present invention;

[0026] Figure 4 is a schematic working diagram of the engine driving the 2nd gear in the embodiment of the present invention;

[0027] Figure 5 Schematic diagram of the operation of the engine driving in the third gear according to an embodiment of the present invention;

[0028] Figure 6 Schematic diagram of the operation of the engine driving in the fourth gear according to an embodiment of the present invention;

[0029] Figure 7 Schematic diagram of the operation of the engine driving in the fifth gear according to an embodiment of the present invention;

[0030] Figure 8 Schematic diagram of the operation of pure electric driving or energy recovery according to an embodiment of the present invention;

[0031] Figure 9 Schematic diagram of the operation of series drive according to an embodiment of the present invention;

[0032] Figure 10 Schematic diagram of starting the engine or idling for power generation according to an embodiment of the present invention;

[0033] Figure 11 Schematic diagram of the operation of the third gear parallel drive and power generation according to an embodiment of the present invention.

[0034] Description of the reference numerals: 1 - engine, 2 - flywheel damping unit, 2a - engine end of the flywheel damping unit, 2b - input shaft end of the flywheel damping unit, 3 - C1 clutch, 3a - friction plate of the C1 clutch, 3b - outer disk hub of the C1 clutch, 4 - planetary gear unit, 4a - outer ring of the planetary gear, 4b - outer gear ring of the planetary gear, 4c - planetary gear and planet carrier, 4d - sun gear and shaft, 5 - P1 motor, 5a - rotor of the P1 motor, 5b - stator of the P1 motor, 6 - wiring harness, 6a - wiring harness between the P1 motor and the inverter, 6b - wiring harness between the battery pack and the inverter, 6c - wiring harness between the P3 motor and the inverter, 7 - C2 clutch, 7a - friction plate of the C2 clutch, 7b - outer disk hub of the C2 clutch, 8 - 5th gear driving gear, 8a - engaging teeth of the 5th gear driving gear, 8b - 5th gear driving tooth, 9 - T1 synchronizer, 10 - common driving gear for 3rd / 4th gears, 10a - engaging teeth of the common driving gear for 3rd / 4th gears, 10b - common driving tooth for 3rd / 4th gears, 11 - common driving gear for 1st / 2nd gears, 12 - input inner shaft, 13 - intermediate shaft, 14 - common driven gear for 1st / 2nd gears, 14a - engaging teeth of the common driven gear for 1st / 2nd gears, 14b - common driven tooth for 1st / 2nd gears, 15 - T2 synchronizer, 16 - common driven gear for 3rd / 4th gears, 16a - engaging teeth of the common driven gear for 3rd / 4th gears, 16b - common driven tooth for 3rd / 4th gears, 17 - 5th gear driven gear, 18 - driving gear of the main reducer, 19 - driven gear of the main reducer, 20 - differential unit, 21 - intermediate shaft of the P3 motor, 22 - driving gear of the P3 motor for the main reducer, 23 - driven gear of the P3 motor, 24 - driving gear of the P3 motor, 25 - shaft of the P3 motor, 26 - P3 motor, 26a - rotor of the P3 motor, 26b - stator of the P3 motor, 27 - inverter, 28 - battery pack. Detailed implementation manners

[0035] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The description of the exemplary embodiments is merely illustrative and in no way limits the present disclosure and its application or use. The present disclosure can be implemented in many different forms and is not limited to the embodiments described herein. These embodiments are provided to make the present disclosure thorough and complete and to fully convey the scope of the present disclosure to those skilled in the art. It should be noted that: Unless otherwise specifically stated, the relative arrangements of the components and steps, the compositions of the materials, the numerical expressions and values set forth in these embodiments should be construed as merely exemplary and not as limitations.

[0036] "First", "second", and similar terms used in this disclosure do not denote any order, quantity, or importance, but are merely used to distinguish different parts. Terms such as "comprising" or "including" mean that the elements before the term cover the elements listed after the term, and do not exclude the possibility of also covering other elements. Terms such as "upper" and "lower" are only used to indicate relative positional relationships, and when the absolute position of the object being described changes, the relative positional relationship may also change accordingly.

[0037] In this disclosure, when it is described that a specific component is located between a first component and a second component, there may or may not be an intermediate component between the specific component and the first component or the second component. When it is described that a specific component is connected to other components, the specific component may be directly connected to the other components without an intermediate component, or may not be directly connected to the other components but have an intermediate component.

[0038] All terms used in this disclosure (including technical terms or scientific terms) have the same meaning as understood by those of ordinary skill in the art to which this disclosure pertains, unless otherwise specifically defined. It should also be understood that terms defined in general dictionaries should be interpreted as having meanings consistent with their meanings in the context of the relevant art, and should not be interpreted in an idealized or overly formal sense, unless specifically defined as such here.

[0039] Technologies, methods, and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and devices should be regarded as part of the specification.

[0040] The power-split hybrid system is represented by the Toyota THS hybrid system. Its main feature is a dual-motor drive system composed of a planetary gear set. The system consisting of the sun gear, planetary gear carrier, planetary gears, and ring gear connects the generator and the motor. Through the distribution of power, torque, and speed by the planetary gears, the engine and the motor can drive simultaneously, and the excess power of the engine can drive the generator to generate electricity. According to different driving conditions, the power-split hybrid system can achieve modes such as pure electric drive and hybrid drive. When the motor drives the vehicle in pure electric mode, the engine charges the battery through the generator, realizing the series hybrid mode; the engine can also drive the vehicle simultaneously with the motor or the generator, forming a parallel hybrid drive mode. The characteristic of Toyota's hybrid system is that the power output of the engine cannot drive the wheels independently without the generator, and the power is dynamically distributed to the motor and the wheels, so it is called a power-split hybrid system.

[0041] The series-parallel hybrid system is represented by the Honda i-MMD hybrid system. Its main feature is that it realizes the parallel drive of the engine and the motor through two motors, a reduction gear set, and a clutch. It can also achieve the series power generation of the engine and the generator, and the drive motor drives alone. This system relies on the clutch to control the series-parallel operation of the engine. Since there is only one gear, the engine can only participate in direct drive at a specific speed. More driving of the vehicle depends on the motor drive. The engine mostly generates electricity within the optimal working range and then drives through the drive motor. Therefore, the power demand for the generator is very large. In addition, in the engine drive mode, the engine can be directly connected to the wheels through the clutch to drive the vehicle, which is also the main difference between this Honda system and Toyota's hybrid system.

[0042] If the series-parallel hybrid system has only one gear for engine parallel drive, the whole vehicle will be mainly driven by the motor and supplemented by the engine. When driving at medium and low speeds, the generator generates electricity or the battery discharges to drive the motor to drive the vehicle. When driving at high speeds, the clutch is engaged to connect the engine and the differential. When necessary, the motor and the engine cooperate to output power. The above-mentioned hybrid system is more suitable for vehicles used by families. If the vehicle needs to tow or carry goods, drive on a slope for a long time, or drive at ultra-high speeds, the above series-parallel hybrid system needs to be matched with a motor with more power or has particularly high requirements for thermal management. If multiple gears are matched, the fuel-saving effect of the hybrid system and the requirements during long-time climbing or ultra-high-speed driving under a large load state can be better exerted. Multiple gears can also give play to the high transmission efficiency feature when the engine is in parallel operation and have the theoretically more fuel-saving feature.

[0043] Currently, the generator rotor shaft and the input shaft of the series-parallel hybrid system are connected by gears. This structure will cause the generator and the drive motor to compete for layout space (parallel layout or coaxial layout will greatly increase the powertrain space), making it difficult to arrange a multi-gear hybrid system. At the same time, the high-speed operation of the motor will seriously affect the stable operation of the gear shaft, and the system will have relatively large vibrations and noises. If the motor rotor shaft is integrated with the clutch housing, the above problems can be solved.

[0044] Judging from the above technical background, if the series-parallel hybrid system wants to achieve the best economy for the whole vehicle, but since the hybrid unit with multiple gears also needs to include reserved layout space for the generator and the drive motor, it is relatively difficult to realize the multi-gear of the hybrid unit.

[0045] Such as Figure 1 and Figure 2As shown in the figure, an embodiment of the present invention provides a multi-gear hybrid power system, which includes: an engine 1, a flywheel damping unit 2, a C1 clutch 3, a planetary gear unit 4, a P1 motor 5, a wiring harness 6, a C2 clutch 7, a 5th gear driving gear 8, a T1 synchronizer 9, a 3 / 4th gear shared driving gear 10, a 1 / 2nd gear shared driving gear 11, an input inner shaft 12, an intermediate shaft 13, a 1 / 2nd gear shared driven gear 14, a T2 synchronizer 15, a 3 / 4th gear shared driven gear 16, a 5th gear driven gear 17, a main reduction driving gear 18, a main reduction driven gear 19, a differential unit 20, a P3 motor intermediate shaft 21, a P3 motor main reduction driving gear 22, a P3 motor driven gear 23, a P3 motor driving gear 24, a P3 motor shaft 25, a P3 motor 26, an inverter 27 and a battery pack 28. Among them, the engine 1 is connected to the flywheel damping unit 2 for providing a power source. The C1 clutch 3 is respectively connected to the flywheel damping unit 2, the planetary gear unit 4, the P1 motor 5 and the input inner shaft 12. The planetary gear unit 4 is respectively connected to the P1 motor 5, the C2 clutch 7 and the T1 synchronizer 9. The T1 synchronizer 9 is also respectively connected to the 5th gear driving gear 8 and the 3 / 4th gear shared driving gear 10. The input inner shaft 12 is also connected to the 3 / 4th gear shared driving gear 10 and the 1 / 2nd gear shared driving gear 11. The intermediate shaft 13 is respectively connected to the 5th gear driven gear 17, the main reduction driving gear 18 and the T2 synchronizer 15. The T2 synchronizer 15 is also respectively connected to the 1 / 2nd gear shared driven gear 14 and the 3 / 4th gear shared driven gear 16. The main reduction driven gear 19 is respectively connected to the main reduction driving gear 18 and the differential unit 20. The P3 motor intermediate shaft 21 is respectively connected to the P3 motor main reduction driving gear 22, the P3 motor driven gear 23 and the P3 motor driving gear 24. The P3 motor shaft 25 is respectively connected to the P3 motor driving gear 24 and the P3 motor 26. The inverter 27 is respectively connected to the P1 motor 5, the P3 motor 26 and the battery pack 28 through the wiring harness 6.

[0046] The multi-gear hybrid power system is configured to switch between an engine driving mode, an engine driving + power generation mode, a series driving mode of the P1 motor and the P3 motor, a starting engine or idle power generation mode, and a pure electric driving or energy recovery mode according to the current vehicle state, and adjust the working states of the engine 1, the C1 clutch 3, the C2 clutch 7, the P1 motor 5, the P3 motor 26, the battery pack 28 and the inverter 27 according to the corresponding mode after switching.

[0047] Among them, the multi-gear hybrid power system of the present invention has two power sources for driving the vehicle, namely the power from the engine 1 and the power from the P3 motor 26.

[0048] Further, the planetary gear unit 4 includes a planetary gear outer ring 4a and a planetary gear outer ring gear 4b which are concentrically arranged from outside to inside. Inside the planetary gear outer ring gear 4b, a planetary gear, a planetary carrier 4c, a sun gear and a shaft 4d are arranged from outside to inside and are meshed with each other. The planetary gear and the planetary carrier 4c are meshed with the planetary gear outer ring gear 4b. The P1 motor 5 includes a P1 motor rotor 5a and a P1 motor stator 5b. The planetary gear outer ring 4a is used to fix the P1 motor rotor 5a. The planetary gear and the planetary carrier 4c are connected to the T1 synchronizer 9 through an input outer shaft. The sun gear and the shaft 4d are connected to the C2 clutch 7. The P1 motor rotor 5a is fixed on the planetary gear outer ring 4a. The P1 motor stator 5b is connected to the inverter 27 through a P1 motor and an inverter wire harness 6a. The inverter 27 is connected to the battery pack 28 through a battery pack and an inverter wire harness 6b.

[0049] Further, the C1 clutch 3 includes a C1 clutch friction plate 3a as an input end and a C1 clutch outer hub 3b as an output end. The C1 clutch friction plate 3a is arranged inside the planetary gear outer ring gear 4b and is coaxially connected to the planetary gear outer ring gear 4b. The C1 clutch outer hub 3b is connected to the input inner shaft 12 and passes through the inner hole of the sun gear and the shaft 4d to be connected to the 3 / 4 gear shared driving gear 10 and the 1 / 2 gear shared driving gear 11. The C2 clutch 7 includes a C2 clutch friction plate 7a as an input end and a C2 clutch outer hub 7b as an output end. The C2 clutch friction plate 7a is connected to the sun gear and the shaft 4d. The C2 clutch outer hub 7b is fixed. It can be seen that in the present invention, a dual clutch structure composed of the C1 clutch 3 and the C2 clutch 7 is adopted. Each clutch includes an outer hub and a friction plate. The friction plate corresponding to the C1 clutch 3 is connected to the flywheel damping unit 2 and the planetary gear outer ring 4a. The outer hub corresponding to the C1 clutch 3 is connected to the input inner shaft 12. The friction plate corresponding to the C2 clutch 7 is connected to the sun gear and the shaft 4d. The outer hub end corresponding to the C2 clutch 7 is fixed. The sun gear and the shaft 4d of the planetary gear unit 4 are connected to the friction plate corresponding to the C1 clutch 3. The planetary gear and the planetary carrier 4c are connected to the input outer shaft and the synchronizer assembly. The planetary gear outer ring 4a is fixed together with the P1 motor rotor 5a.

[0050] Further, the 1 / 2 gear common driving gear 11 and the 3 / 4 gear common driving gear 10 are fixed on the input inner shaft 12 and connected to the C1 clutch 3. The 3 / 4 gear common driving gear 10 includes a 3 / 4 gear common driving tooth 10b and a 3 / 4 gear common driving tooth engaging tooth 10a arranged on one side of the 3 / 4 gear common driving tooth 10b; the 1 / 2 gear common driven gear 14 and the 3 / 4 gear common driven gear 16 are fixed on the intermediate shaft 13. The 1 / 2 gear common driven gear 14 includes a 1 / 2 gear common driven tooth 14b and 1 / 2 gear common driven tooth engaging teeth 14a arranged on both sides of the 1 / 2 gear common driven tooth 14b. The 3 / 4 gear common driven gear 16 includes a 3 / 4 gear common driven tooth 16b and 3 / 4 gear common driven tooth engaging teeth 16a arranged on both sides of the 3 / 4 gear common driven tooth 16b. The 1 / 2 gear common driven tooth engaging teeth 14a and the 3 / 4 gear common driven tooth engaging teeth 16a are connected to the intermediate shaft 13 through the T2 synchronizer 15. The 1 / 2 gear common driven gear 14 is sleeved on the intermediate shaft 13. The 1 / 2 gear common driven tooth engaging teeth 14a are connected to the T2 synchronizer 15 and can transmit the power from the input inner shaft 12 and the input outer shaft, and transmit it to the differential unit 20 through the main reduction driving gear 18 on the intermediate shaft 13. The 3 / 4 gear common driven gear 16 is sleeved on the intermediate shaft 13. The 3 / 4 gear common driven tooth engaging teeth 16a are connected to the T2 synchronizer 15 and can transmit the power from the input inner shaft 12 and the input outer shaft, and transmit it to the differential unit 20 through the main reduction driving gear 18 on the intermediate shaft 13.

[0051] One end of the input inner shaft 12 is connected to the outer disk hub of the C1 clutch 12 as power input, and the other end is respectively connected to the 3 / 4 gear common driving gear 10 and the 1 / 2 gear common driving gear 11. The 1 / 2 gear common driving gear 11 is fixed on the input inner shaft 12 and connected to the outer disk hub 3b of the C1 clutch, and inputs power to the intermediate shaft 13 by engaging with the 1 / 2 gear common driven gear 14; the 3 / 4 gear common driving tooth 10b of the 3 / 4 gear common driving gear 10 is fixed on the input inner shaft 12 and connected to the outer disk hub 3b of the C1 clutch, and inputs power to the intermediate shaft 13 by engaging with the 3 / 4 gear common driven gear 16.

[0052] Further, the hub of the T1 synchronizer 9, the planetary gear, and the planetary carrier 4c are connected to the input outer shaft. The engaging teeth on both sides of the T1 synchronizer 9 are engaged with the 3 / 4th gear shared driving gear 10 and the 5th gear driving tooth 8. Specifically, the T1 synchronizer 9 is connected to the input outer shaft and the planetary gear and the planetary carrier 4c through splines. By moving the T1 synchronizer 9 left and right, it is engaged with the 5th gear driving gear 8 and the 3 / 4th gear shared driving gear 10, so that the engine power of the input outer shaft is transmitted to the corresponding gears and is not engaged with the above two gears (i.e., the 5th gear driving gear 8 and the 3 / 4th gear shared driving gear 10) in neutral. The hub of the T2 synchronizer 15 is connected to the intermediate shaft 13. The engaging teeth on both sides of the T2 synchronizer 15 are engaged with the 1 / 2nd gear shared driven tooth engaging tooth 14a and the 3 / 4th gear shared driven tooth engaging tooth 16a. Specifically, the T2 synchronizer 15 is connected to the intermediate shaft 13 through external splines. By moving the T2 synchronizer 15 left and right, it is engaged with the 1 / 2nd gear shared driven gear 14 and the 3 / 4th gear shared driven gear 16, so that the engine power from the input inner shaft 12 and the input outer shaft is transmitted to the differential unit 20.

[0053] Furthermore, the 5th gear driving gear 8 includes a 5th gear driving tooth 8b and a 5th gear driving tooth engaging tooth 8a provided on one side of the 5th gear driving tooth 8b. The 5th gear driving tooth 8b is sleeved on the input outer shaft, and the 5th gear driving tooth engaging tooth 8a is connected to the T1 synchronizer 9 on the input outer shaft. Specifically, the 5th gear driving tooth 8b is sleeved on the input outer shaft through a needle bearing. The 5th gear driving tooth engaging tooth 8a is connected to the T1 synchronizer 9 and can transmit the power from the input inner shaft 12 and the input outer shaft. The power is input to the intermediate shaft 13 through meshing with the 5th gear driven gear 17.

[0054] Further, the main reduction driving gear 18 and the 5th gear driven gear 17 are fixed on the intermediate shaft 13. The intermediate shaft 13 is connected to the hub sleeve of the T2 synchronizer 15 to transmit the power combined by the T2 synchronizer 15 and the 1 / 2nd gear shared driven gear 14 or the 3 / 4th gear shared driven gear 16. The 5th gear driven gear 17 is fixed on the intermediate shaft 13 and can transmit the engine power from the 5th gear driving gear 8 and is transmitted to the differential unit 20 through the main reduction driving gear 18 on the intermediate shaft 13. The main reduction driving gear 18 is fixed on the intermediate shaft 13. The main reduction driving gear 18 can transmit the engine power from the 1 / 2nd gear shared driving gear 11, the 3 / 4th gear shared driving gear 10, and the 5th gear driving gear 8 and is transmitted to the differential unit 20 and the wheels through the main reduction driven gear 19.

[0055] Further, the P3 motor 26 includes a P3 motor rotor 26a and a P3 motor stator 26b. The P3 motor rotor 26a is connected to the differential unit 20 through a P3 motor transmission unit. The P3 motor stator 26b is connected to the inverter 27 and the battery pack 28 through a P3 motor and an inverter wiring harness 6c. The P3 motor 26 can output power to drive the vehicle, or convert the vehicle's inertial energy into electrical energy and store it in the battery pack 28 during coasting or braking. The P3 motor transmission unit includes a P3 motor shaft 25, a P3 motor drive gear 24, a P3 motor intermediate shaft 21, a P3 motor driven gear 23, and a P3 motor main reduction drive gear 22. The P3 motor drive gear 24 is fixed to one end of the P3 motor shaft 25, and the P3 motor shaft 25 is connected to the P3 motor rotor 26a. The P3 motor main reduction drive gear 22 and the P3 motor driven gear 23 are respectively arranged at both ends of the P3 motor intermediate shaft 21, and the main reduction drive gear 19 is connected to the differential unit 20. The P3 motor rotor 26a is fixed on the P3 motor shaft 25. The P3 motor rotor 26a drives the P3 motor shaft 25, the P3 motor drive gear 24, and the P3 motor intermediate shaft driven gear 23, and then transmits the power to the differential unit 20 and the wheels through the P3 motor main reduction drive gear 22. The P3 motor stator 26b is connected to the inverter 27 and the battery pack 28 through a wiring harness 6. When the P3 motor 26 outputs power, the P3 motor rotor 26a converts the electrical energy of the battery pack 28 into magnetic energy, and the P3 motor stator 26b outputs rotational mechanical energy. When the P3 motor 26 acts as a generator during coasting or braking, the inertial energy of the whole vehicle can be converted into magnetic energy through the P3 motor rotor 26a and then into electrical energy, and then stored in the battery pack 28. The P3 motor shaft 25 is connected to the P3 motor rotor 26a and the P3 motor drive gear 24. The P3 motor drive gear 24 and the P3 motor rotor 26a are fixed on the P3 motor shaft 25, and the P3 motor drive gear 24 meshes with the P3 motor intermediate shaft driven gear 23. The P3 motor intermediate shaft driven gear 23 is fixed on the P3 motor intermediate shaft 21, and the power from the P3 motor 26 can be transmitted through the meshing of the P3 motor drive gear 24. The P3 motor intermediate shaft 21 is connected to the P3 motor driven gear 24 and the P3 motor main reduction drive gear 22. The P3 motor main reduction drive gear 22 is fixed on the P3 motor intermediate shaft 21, and the inertial energy of the vehicle during coasting or braking is transmitted to the P3 motor stator 26b through the meshing of the main reduction driven gear 19.

[0056] Further, the flywheel damping unit 2 includes a flywheel damping unit engine end 2a and a flywheel damping unit input shaft end 2b. The flywheel damping unit engine end 2a is connected to the engine 1, and the flywheel damping unit input shaft end 2b is connected to the input inner shaft 12. In a specific implementation, the flywheel damping unit 2 may include a flywheel, a damping spring, and an output structure. The damping spring and the output structure are connected to the P1 motor rotor 5a and are used to drive the P1 motor rotor 5a or serve as a connecting member for starting the engine 5 by the P1 motor 5.

[0057] Further, when the engine is driving, there are 5 gears, so that the advantages of the best transmission efficiency when the engine 1 is driving can be maximally exerted. The engine 1 can also be jointly driven with the P3 motor 26, so as to expand and be applicable to vehicle models and working conditions with large loads and complex working conditions.

[0058] Specifically, when the engine 1 is at an efficient speed, the engine 1 is used as the driving power. When the engine speed enters a range higher than the efficient speed, the C1 clutch 3 and the C2 clutch 7 switch to assist the synchronizer to work for shifting gears. After shifting gears, since the speed of the engine 1 drops, the P1 motor 5 can be disengaged to pull the engine speed to the efficient engine speed. During this period, the power interruption time can be driven by the P3 drive motor 26.

[0059] In one embodiment of the present invention, when the vehicle is in a large-load state and complex working conditions such as long-time high-speed driving and climbing appear, when the power of the engine 1 is limited, the P3 motor 26 can be relied on for driving. If there is only 1 gear or the number of gears is small, the vehicle cannot balance high-speed driving and low-speed climbing, and the P3 motor 26 cannot be used for large loads for a long time. In this way, the engine 1 provides driving force in multiple gears and is supplemented by the work of the P3 motor 26, which can meet the usage scenarios in any of the above working conditions.

[0060] Specifically, in the engine driving mode, the engine 1 works, and the P1 motor 5, the P3 motor 26, the battery pack 28, and the inverter 27 do not work. And in the 1st and 3rd gears, the C1 clutch 3 does not work, and the C2 clutch 7 works; in the 2nd, 4th, and 5th gears, the C1 clutch 3 works, and the C2 clutch 7 does not work.

[0061] In one embodiment of the present invention, when the engine 1 drives the vehicle in the 1st gear, such as Figure 3As shown in the figure, when the hybrid system receives a request to drive the vehicle in the first gear of the engine, both the C1 clutch 3 and the C2 clutch 7 are disengaged and not engaged. The stator 5b of the P1 motor 5 of the P1 motor is powered on to drive the rotor 5a of the P1 motor, thereby starting the engine 1. At the same time, the T1 synchronizer 9 is engaged with the 3 / 4 gear combined tooth 10a of the 3 / 4 gear common driving gear 10 shared by the 3rd and 4th gears. Then, the T2 synchronizer 15 is engaged with the 1 / 2 gear combined tooth 14a of the 1 / 2 gear common driven gear 14 shared by the 1st and 2nd gears. Then, the hydraulic system of the C2 clutch 7 builds pressure to gradually engage the friction plate 7a of the C2 clutch and the outer disk hub 7b of the C2 clutch from slip friction. After completing the above actions, the power of the engine 1 can sequentially pass through the flywheel vibration damping unit 2, the planetary gear outer ring 4a of the planetary gear unit 4, the planetary gear outer ring gear 4b, the planetary gear and the planet carrier 4c, the T1 synchronizer 9, the 3 / 4 gear common driving gear 10, the 1 / 2 gear common driving gear 11, the 1 / 2 gear common driven gear 14, the T2 synchronizer 15, the main reduction driving gear 18, the main reduction driven gear 19, the differential unit 20, and the wheels, so that the engine 1 drives the vehicle in the first gear.

[0062] In one embodiment of the present invention, when the engine 1 drives the vehicle in the second gear as Figure 4 As shown in the figure, when the hybrid system receives a request to drive the vehicle in the second gear of the engine, the C1 clutch 3 starts to build pressure so that the friction plate 3a of the C1 clutch and the outer disk hub 3b of the C1 clutch perform slip friction. At the same time, the C2 clutch 7 reduces pressure. When the pressure and speed of both meet the set requirements, the C1 clutch 3 is fully engaged and the C2 clutch 7 is fully disengaged. At the same time, the T1 synchronizer 9 and the T2 synchronizer 15 maintain the first gear position and state. After completing the above actions, the power of the engine 1 can sequentially pass through the flywheel vibration damping unit 2, the planetary gear outer ring 4a of the planetary gear unit 4, the C1 clutch 3, the 1 / 2 gear common driving gear 11, the 1 / 2 gear common driven gear 14, the T2 synchronizer 15, the main reduction driving gear 18, the main reduction driven gear 19, the differential unit 20, and the wheels, so that the engine 1 drives the vehicle in the second gear.

[0063] In one embodiment of the present invention, when the engine 1 drives the vehicle in the third gear as Figure 5As shown in the figure, when the hybrid system receives a request for the engine to drive the vehicle in the third gear, the C1 clutch 3 starts to depressurize until it is completely disengaged, and the T2 synchronizer 15 engages with the 3 / 4th gear combined tooth 16a of the 3 / 4th gear common driven gear 16 shared by the 3rd and 4th gears; at the same time, the C2 clutch 7 starts to build pressure and slip, and when the pressure and speed meet the set requirements, the C2 clutch 7 is completely engaged; after completing the above actions, the power of the engine 1 can sequentially pass through the flywheel vibration damping unit 2, the planetary gear outer ring 4a of the planetary gear unit 4, the planetary gear outer ring 4b, the planetary gear and the planetary carrier 4c, the T1 synchronizer 9, the 3 / 4th gear common driving gear 10, the 3 / 4th gear common driven gear 16, the T2 synchronizer 15, the main reduction driving gear 18, the main reduction driven gear 19, the differential unit 20, and the wheels, so that the engine 1 drives the vehicle in the third gear.

[0064] In one embodiment of the present invention, when the engine 1 drives the vehicle in the fourth gear as Figure 6 shown in the figure, when the hybrid system receives a request for the engine to drive the vehicle in the fourth gear, the C1 clutch 3 starts to build pressure so that the C1 clutch friction plate 3a and the C1 clutch outer disk hub 3b slip. At the same time, the C2 clutch 7 depresses the pressure. When the pressures and speeds of both meet the set requirements, the C1 clutch 3 is completely engaged and the C2 clutch 7 is completely disengaged; at the same time, the T1 synchronizer 9 and the T2 synchronizer 15 maintain the third gear position and state; after completing the above actions, the power of the engine 1 can sequentially pass through the flywheel vibration damping unit 2, the planetary gear outer ring 4a of the planetary gear unit 4, the planetary gear outer ring 4b, the C1 clutch 3, the 3 / 4th gear common driving gear 10, the 3 / 4th gear common driving gear 16, the T2 synchronizer 15, the main reduction driving gear 18, the main reduction driven gear 19, the differential unit 20, and the wheels, so that the engine 1 drives the vehicle in the fourth gear.

[0065] In one embodiment of the present invention, when the engine 1 drives the vehicle in the fifth gear as Figure 7 shown in the figure, when the hybrid system receives a request for the engine to drive the vehicle in the fifth gear, the C1 clutch 3 starts to depressurize until the clutch is completely disengaged, the T1 synchronizer 9 engages with the 5th gear combined tooth 8a of the 5th gear driving gear 8, and the T2 synchronizer 15 returns to the neutral position; at the same time, the C2 clutch 7 builds pressure, and when the pressure and speed meet the set requirements, the C2 clutch 7 is completely engaged; after completing the above actions, the power of the engine 1 can sequentially pass through the flywheel vibration damping unit 2, the planetary gear outer ring 4a of the planetary gear unit 4, the planetary gear outer ring 4b, the planetary gear and the planetary carrier 4c, the T1 synchronizer 9, the 5th gear driving gear 8, the 5th gear driven gear 17, the main reduction driving gear 18, the main reduction driven gear 19, the differential unit 20, and the wheels, so that the engine 1 drives the vehicle in the fifth gear.

[0066] Furthermore, in the engine drive + power generation mode, when in gears 1 - 5, the engine 1 operates, the C1 clutch 3 and the C2 clutch 7 adjust their operating states according to actual conditions, the P1 motor 5 operates, the P3 motor 26 does not operate, and the battery pack 28 and the inverter 27 operate. Specifically, the hybrid system can also drive and generate power in any gear of the engine. For example, when the engine drives the vehicle and generates power in the 3rd gear, as Figure 11 shown, when the hybrid system requests power generation while the engine is operating in the 3rd gear of the engine, the C2 clutch 7, the T1 synchronizer 9, and the T2 synchronizer 15 remain in position; at the same time, the P1 motor stator 5b of the P1 motor 5 is turned on, and the mechanical energy of the P1 motor rotor 5a is converted into electrical energy, and through the P1 motor and inverter wiring harness 6a and the battery pack and inverter wiring harness 6b, the electrical energy is finally transmitted to the battery pack 28 for storage; while the above actions are taking place, the power of the engine 1 can sequentially pass through the flywheel vibration damping unit 2, the planetary gear outer ring 4a of the planetary gear unit 4, the planetary gear outer ring gear 4b, the planetary gear and the planet carrier 4c, the T1 synchronizer 9, the 3 / 4th gear common driving gear 10, the 3 / 4th gear common driven gear 16, the T2 synchronizer 15, the main reduction driving gear 18, the main reduction driven gear 19, the differential unit 20, and the wheels, so that the engine 1 drives the vehicle to travel in the 3rd gear.

[0067] Furthermore, in the series drive mode of the P1 motor and the P3 motor, the engine 1 operates, the C1 clutch 3 and the C2 clutch 7 do not operate, and the P1 motor 5, the P3 motor 26, the battery pack 28, and the inverter 27 operate. Specifically, the series drive of the P1 and P3 motors works as Figure 9 shown, when the hybrid system receives a series driving request, the C1 clutch 3 and the C2 clutch 7 are completely disengaged, and the T1 synchronizer 9 and the T2 synchronizer 15 return to the neutral position; at the same time, the P1 motor stator 5b of the P1 motor 5 is powered on, driving the P1 motor rotor 5a to start the engine 1, and then the engine 1 drives the flywheel vibration damping unit 2, the outer ring 4a of the planetary gear unit 4, and the P1 motor rotor 5a. Then, it is converted into electrical energy by the P1 motor stator 5b, and through the P1 motor and inverter wiring harness 6a and the P3 motor and inverter wiring harness 6c, the electrical energy is transmitted to the P3 motor stator 26b, and then the P3 motor rotor 26a converts the electrical energy into rotational mechanical energy to drive the P3 motor 26. The power of the P3 motor 26 then sequentially passes through the P3 motor shaft 25, the P3 motor driving gear 24, the P3 motor intermediate shaft driven gear 23, the P3 motor main reduction driving gear 22, the main reduction driving gear 18, the main reduction driven gear 19, the differential unit 20, and the wheels to make the vehicle travel. The above form of the engine first driving the P1 motor to generate power and then transmitting it to the P3 motor for driving is the series drive.

[0068] Further, in the engine start or idle power generation mode, the engine 1 operates, the C1 clutch 3 and the C2 clutch 7 do not operate, the P1 motor 5 operates, the P3 motor 26 does not operate, and the battery pack 28 and the inverter 27 operate. Specifically, the engine start works as Figure 10 shown. When the hybrid system receives an engine start request, the C1 clutch 3 and the C2 clutch 7 are fully disengaged, and the T1 synchronizer 9 and the T2 synchronizer 15 return to the neutral position. At the same time, the P1 motor stator 5b of the P1 motor 5 is powered on, driving the P1 motor rotor 5a to start the engine 1.

[0069] Further, the idle power generation works as Figure 10 shown. When the hybrid system receives an idle power generation request, the C1 clutch 3 and the C2 clutch 7 are fully disengaged, and the T1 synchronizer 9 and the T2 synchronizer 15 return to the neutral position. At the same time, the P1 motor stator 5b of the P1 motor 5 is powered on, driving the P1 motor rotor 5a to start the engine 1. Then, the engine 1 drives the flywheel vibration damping unit 2, the planetary gear outer ring 4a of the planetary gear unit 4, and the P1 motor rotor 5a of the P1 motor. Then, it is converted into electrical energy by the P1 motor stator 5b and is finally transmitted to the battery pack 28 for storage through the P1 motor and inverter wire harness 6a and the battery pack and inverter wire harness 6b.

[0070] Further, in the pure electric drive or energy recovery mode, the engine 1, the C1 clutch 3, the C2 clutch 7, and the P1 motor 5 do not operate, and the P3 motor 26, the battery pack 28, and the inverter 27 operate.

[0071] Specifically, when the vehicle travels purely electrically as Figure 8 shown. When the hybrid system receives a pure electric driving request, the C1 clutch 3 and the C2 clutch 7 are fully disengaged, and the T1 synchronizer 9 and the T2 synchronizer 15 return to the neutral position. At the same time, the P3 motor 26 starts to execute the work request, starting the P3 motor rotor 26a and driving the P3 motor shaft 25 for driving. After completing the above actions, the electrical energy of the battery pack 28 passes through the battery pack and inverter wire harness 6b, the inverter 27, the P3 motor and inverter wire harness 6c, and the P3 motor stator 26b, and then is converted into magnetic energy by the P3 motor stator 26b and further drives the mechanical energy of the P3 motor rotor 26a to rotate. The power of the P3 motor 26 then passes through the P3 motor shaft 25, the P3 motor driving gear 24, the P3 motor intermediate shaft driven gear 23, the P3 motor main reduction driving gear 22, the main reduction driving gear 18, the main reduction driven gear 19, the differential unit 20, and the wheels, enabling the vehicle to travel purely electrically.

[0072] Further, when the vehicle performs energy recovery as Figure 8As shown in the figure, when the wheels are skidding or braking and the hybrid system receives an energy recovery request, its working components are exactly the same as those in pure electric driving. The difference is that when the vehicle is skidding or braking, the power passes through the wheels, differential unit 20, main reduction passive gear 19, main reduction active gear 18, P3 motor main reduction active gear 22, P3 motor intermediate shaft passive gear 23, P3 motor active gear 24, P3 motor shaft 25, P3 motor rotor 26a, and is converted into electrical energy through the P3 motor stator 26b, and is stored in the battery pack 28 through the P3 motor and inverter wiring harness 6c, inverter 27, and battery pack and inverter wiring harness 6b.

[0073] The working states of the engine 1, C1 clutch 3, C2 clutch 7, P1 motor 5, P3 motor 26, battery pack 28, and inverter 27 in the main working modes of the multi-gear hybrid system are shown in Table 1, where √ indicates participating in work, × indicates not participating in work, and - indicates according to the actual situation.

[0074] Table 1 Working states of the engine, C1 clutch, C2 clutch, P1 motor, P3 motor, battery pack, and inverter in each working mode

[0075]

[0076] For different working conditions or actual roads, according to different strategies, it can work in the above single mode or combined mode. Table 2 shows common working modes.

[0077] Table 2 Vehicle states, working conditions, and corresponding working modes

[0078]

[0079]

[0080] As shown in Table 2, in the state of not lacking fuel and not lacking electricity: in the non-lacking electricity working conditions of series drive and parallel drive, pure electric drive will be used as the compensation drive power at any time according to the actual rotational speed and torque response situation according to the set logic; in the working conditions of low-speed driving or starting under small load, the working mode is pure electric drive; when the driving speed is amplified by the main reduction gear and the connected gear and the corresponding engine speed is exactly in and the required power is close to the best working range of the internal combustion engine, the clutch is engaged and the vehicle is directly driven by the engine (parallel drive) and both motors do not work.

[0081] In the state of not lacking fuel but lacking electricity: when the engine is driving in parallel, if the output power of the corresponding internal combustion engine in the best working range is more than the required power, at this time the internal combustion engine continuously operates in the best range to drive the generator to charge the battery.

[0082] In the state of lacking fuel but not lacking electricity: P3 motor pure electric drive is adopted.

[0083] The multi-gear hybrid power system provided by the embodiments of the present invention uses a set of planetary gear units, a set of dual clutch units, and two sets of synchronizers and gear shaft systems to achieve a hybrid power system with 5-speed drive of the engine. It has the characteristics of multiple gears and small axial layout space, effectively solving the problems of few gears and poor energy recovery efficiency; a set of dual clutches, a set of planetary gear units and two sets of synchronizers are used to achieve 5 forward gear shifts. By sharing the main and driven gears for the 1 / 2 and 3 / 4 gears, the number of gears is reduced, thus simplifying the structure and reducing the number of gearbox gears; the rotor of the generator P1 is integrated on the outer ring of the planetary gear, and the clutch C1 is integrated between the rotor of the P1 motor and the tooth ring of the planetary gear. Through the above integration scheme, the axial layout space of the motor and the clutch can be reduced; by combining the dual clutch and the shared gear combination, the shift frequency is reduced, thereby reducing the shift time and the number of shift shocks. The planetary gear and the planet carrier are combined with the clutch C2 to achieve the 1st, 3rd, and 5th gears. The clutch C1 is connected to the driving gear of the shared gear for the 1 / 2 and 3 / 4 gears to achieve the 2nd and 4th gears. Only through the switching of the C1 and C2 clutches, the shift from the 1st gear to the 2nd gear is realized, and the process of the traditional synchronizer disengaging the 1st gear and engaging the 2nd gear is cancelled, which can minimize the shift time and shift shock. Similarly, the shift from the 3rd gear to the 4th gear is also only the switching of the dual clutch, and the synchronizer still needs to work for the shift from the 2nd gear to the 3rd gear and from the 4th gear to the 5th gear; the multi-gear series-parallel hybrid system has the characteristics of 5 gears, which can not only maximize the best efficiency and strong applicability of the engine drive, but also maximize the fuel-saving characteristics of the series-parallel hybrid, and is more suitable for use in large-load and complex working conditions. For example, when a large SUV, MPV or pickup truck is equipped with a hybrid system with few gears, when the vehicle load is large and it needs to climb a long slope or drive at a super high speed for a long time, the motor overheat protection will occur due to the long-term large-load series driving of the P1 and P3 motors. Through the multi-gear hybrid power system of the present invention, the engine parallel drive plus the series drive can well meet the above working condition requirements; the drive motor P3 is connected to the differential through a separate P3 motor transmission unit, which can improve the transmission efficiency of the P3 drive motor during driving and energy recovery.

[0084] So far, the embodiments of the present disclosure have been described in detail. To avoid obscuring the concept of the present disclosure, some details known in the art have not been described. Those skilled in the art can fully understand how to implement the technical solutions disclosed herein based on the above description.

[0085] Although some specific embodiments of the present disclosure have been described in detail by way of examples, those skilled in the art should understand that the above examples are for illustrative purposes only and not for limiting the scope of the present disclosure. Those skilled in the art should understand that the above embodiments can be modified or some technical features can be equivalently replaced without departing from the scope and spirit of the present disclosure. The scope of the present disclosure is defined by the appended claims.

Claims

1. A multi-gear hybrid power system, characterized in that, Including: Engine, flywheel vibration damping unit, C1 clutch, planetary gear unit, P1 motor, wiring harness, C2 clutch, 5th gear driving gear, T1 synchronizer, 3 / 4th gear shared driving gear, 1 / 2nd gear shared driving gear, input inner shaft, intermediate shaft, 1 / 2nd gear shared driven gear, T2 synchronizer, 3 / 4th gear shared driven gear, 5th gear driven gear, main reduction driving gear, main reduction driven gear, differential unit, P3 motor intermediate shaft, P3 motor main reduction driving gear, P3 motor driven gear, P3 motor driving gear, P3 motor shaft, P3 motor, inverter and battery pack. Among them, the engine is connected to the flywheel vibration damping unit for providing a power source. The C1 clutch is respectively connected to the flywheel vibration damping unit, the planetary gear unit, the P1 motor and the input inner shaft. The planetary gear unit is respectively connected to the P1 motor, the C2 clutch and the T1 synchronizer. The T1 synchronizer is also respectively connected to the 5th gear driving gear and the 3 / 4th gear shared driving gear. The input inner shaft is also connected to the 3 / 4th gear shared driving gear and the 1 / 2nd gear shared driving gear. The intermediate shaft is respectively connected to the 5th gear driven gear, the main reduction driving gear and the T2 synchronizer. The T2 synchronizer is also respectively connected to the 1 / 2nd gear shared driven gear and the 3 / 4th gear shared driven gear. The main reduction driven gear is respectively connected to the main reduction driving gear and the differential unit. The P3 motor intermediate shaft is respectively connected to the P3 motor main reduction driving gear, the P3 motor driven gear and the P3 motor driving gear. The P3 motor shaft is respectively connected to the P3 motor driving gear and the P3 motor. The inverter is respectively connected to the P1 motor, the P3 motor and the battery pack through the wiring harness. The multi-gear hybrid power system is configured to switch between an engine drive mode, an engine drive + power generation mode, a series drive mode of P1 motor and P3 motor, a starting engine or idle power generation mode, and a pure electric drive or energy recovery mode according to the current vehicle state, and adjust the working states of the engine, the C1 clutch, the C2 clutch, the P1 motor, the P3 motor, the battery pack and the inverter according to the corresponding mode after switching.

2. The multi-gear hybrid power system according to claim 1, wherein The planetary gear unit includes a planetary gear outer ring and a planetary gear outer ring gear that are concentrically arranged from outside to inside. Inside the planetary gear outer ring gear, there are planetary gears, a planetary carrier, a sun gear, and a shaft that are arranged from outside to inside and meshed with each other. The planetary gears and the planetary carrier are meshed with the planetary gear outer ring gear. The P1 motor includes a P1 motor rotor and a P1 motor stator. The planetary gear outer ring is used to fix the P1 motor rotor. The planetary gears and the planetary carrier are connected to the T1 synchronizer through an input outer shaft. The sun gear and the shaft are connected to the C2 clutch. The P1 motor rotor is fixed on the planetary gear outer ring. The P1 motor stator is connected to the inverter through a P1 motor and an inverter wire harness. The inverter is connected to the battery pack through a battery pack and an inverter wire harness.

3. The multi-gear hybrid power system according to claim 2, wherein The C1 clutch includes a C1 clutch friction plate as the input end and a C1 clutch outer hub as the output end. The C1 clutch friction plate is arranged inside the planetary gear outer ring gear and is coaxially connected to the planetary gear outer ring gear. The C1 clutch outer hub is connected to the input inner shaft and passes through the inner hole of the sun gear and the shaft to be connected to the 3 / 4 gear common driving gear and the 1 / 2 gear common driving gear. The C2 clutch includes a C2 clutch friction plate as the input end and a C2 clutch outer hub as the output end. The C2 clutch friction plate is connected to the sun gear and the shaft. The C2 clutch outer hub is fixed.

4. The multi-gear hybrid power system according to claim 2, wherein The 1 / 2 gear common driving gear and the 3 / 4 gear common driving gear are fixed on the input inner shaft and are connected to the C1 clutch. The 3 / 4 gear common driving gear includes a 3 / 4 gear common driving tooth and a 3 / 4 gear common driving tooth engaging tooth arranged on one side of the 3 / 4 gear common driving tooth. The 1 / 2 gear common driven gear and the 3 / 4 gear common driven gear are fixed on the intermediate shaft. The 1 / 2 gear common driven gear includes a 1 / 2 gear common driven tooth and 1 / 2 gear common driven tooth engaging teeth arranged on both sides of the 1 / 2 gear common driven tooth. The 3 / 4 gear common driven gear includes a 3 / 4 gear common driven tooth and 3 / 4 gear common driven tooth engaging teeth arranged on both sides of the 3 / 4 gear common driven tooth. The 1 / 2 gear common driven tooth engaging teeth and the 3 / 4 gear common driven tooth engaging teeth are connected to the intermediate shaft through the T2 synchronizer.

5. The multi-gear hybrid power system according to claim 4, wherein The hub of the T1 synchronizer is connected to the planetary gears and the planetary carrier and the input outer shaft. The engaging teeth on both sides of the T1 synchronizer are meshed with the 3 / 4 gear common driving gear and the 5th gear driving gear. The hub of the T2 synchronizer is connected to the intermediate shaft. The engaging teeth on both sides of the T2 synchronizer are meshed with the 1 / 2 gear common driven tooth engaging teeth and the 3 / 4 gear common driven tooth engaging teeth.

6. The multi-gear hybrid power system according to claim 5, wherein The 5th gear driving gear includes a 5th gear driving tooth and a 5th gear driving tooth engaging tooth arranged on one side of the 5th gear driving tooth. The 5th gear driving tooth is sleeved on the input outer shaft. The 5th gear driving tooth engaging tooth is connected to the T1 synchronizer on the input outer shaft.

7. The multi-gear hybrid power system according to claim 1, characterized in that, The main reduction drive gear and the fifth-gear driven gear are fixed on the intermediate shaft, and the intermediate shaft is connected to the synchronizer sleeve of the T2 synchronizer to transmit the power combined by the T2 synchronizer and the 1 / 2-gear shared driven gear or the 3 / 4-gear shared driven gear.

8. The multi-gear hybrid power system according to claim 1, characterized in that The P3 motor includes a P3 motor rotor and a P3 motor stator. The P3 motor rotor is connected to the differential unit through a P3 motor transmission unit. The P3 motor stator is connected to the inverter and the battery pack through a P3 motor and an inverter wiring harness. The P3 motor transmission unit includes a P3 motor shaft, a P3 motor drive gear, a P3 motor intermediate shaft, a P3 motor driven gear, and a P3 motor main reduction drive gear. The P3 motor drive gear is fixed at one end of the P3 motor shaft. The P3 motor shaft is connected to the P3 motor rotor. The P3 motor main reduction drive gear and the P3 motor driven gear are respectively arranged at both ends of the P3 motor intermediate shaft. The main reduction drive gear is connected to the differential unit.

9. The multi-gear hybrid power system according to claim 1, characterized in that, The flywheel vibration damping unit includes a flywheel vibration damping unit engine end and a flywheel vibration damping unit input shaft end. The flywheel vibration damping unit engine end is connected to the engine. The flywheel vibration damping unit input shaft end is connected to the input inner shaft.

10. The multi-gear hybrid power system according to claim 1, characterized in that, In the engine drive mode, the engine operates, and the P1 motor, the P3 motor, the battery pack, and the inverter do not operate. When in the first gear and the third gear, the C1 clutch does not operate, and the C2 clutch operates. When in the second gear, the fourth gear, and the fifth gear, the C1 clutch operates, and the C2 clutch does not operate. In the engine drive + power generation mode, when in the first gear to the fifth gear, the engine operates, the C1 clutch and the C2 clutch adjust their operating states according to the actual situation, the P1 motor operates, the P3 motor does not operate, and the battery pack and the inverter operate. In the series drive mode of the P1 motor and the P3 motor, the engine operates, the C1 clutch and the C2 clutch do not operate, and the P1 motor, the P3 motor, the battery pack, and the inverter operate. In the engine starting or idle power generation mode, the engine operates, the C1 clutch and the C2 clutch do not operate, the P1 motor operates, the P3 motor does not operate, and the battery pack and the inverter operate. In the pure electric drive or energy recovery mode, the engine, the C1 clutch, the C2 clutch, and the P1 motor do not operate, and the P3 motor, the battery pack, and the inverter operate.

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