Transmissions, hybrid systems and automobiles

Abstract

This disclosure provides a gearbox, a hybrid power system, and an automobile. The gearbox includes: a housing, a first transmission mechanism, a first main shaft, and a second main shaft. The first transmission mechanism is located within the housing, and both the first and second main shafts are movably inserted into the housing. The first main shaft is used for transmission connection to a first power source, and is also connected to the second main shaft. The second main shaft is used for transmission connection to wheels. The first transmission mechanism includes: a first center gear, a plurality of first planetary gears, a first planetary carrier, a first ring gear, a first clutch, and a second clutch. The first planetary carrier is coaxially connected to the first main shaft, and the first center gear is used for transmission connection to a power generation mechanism. The first clutch is connected to both the first ring gear and the first planetary carrier, and the second clutch is connected to both the first ring gear and the housing. This disclosure can improve the power generation efficiency of the hybrid power system.

Description

Technical Field

[0001] This disclosure relates to the field of automotive technology, and in particular to a transmission, a hybrid power system, and an automobile. Background Technology

[0002] A hybrid power system is a power system that uses an engine and an electric motor as power sources to drive a car. The electric motor can also be used as a generator.

[0003] In related technologies, a hybrid power system includes a transmission, an engine, and an electric motor. The engine is driven by the transmission to transmit power to it, and the transmission outputs power to the wheels to drive the vehicle. Typically, the engine's output shaft is also driven by the electric motor's output shaft to drive the motor and generate electricity.

[0004] However, the single mode of engine-driven motor power generation is not conducive to fully utilizing the motor's performance and improving the power generation efficiency of the hybrid system in combination with actual vehicle conditions. Summary of the Invention

[0005] This disclosure provides a transmission, a hybrid power system, and a vehicle, capable of controlling a power generation mechanism to generate electricity at different power levels, thereby improving the power generation efficiency of the hybrid power system. The technical solution is as follows:

[0006] This disclosure provides a gearbox, comprising: a housing, a first transmission mechanism, a first main shaft, and a second main shaft; the first transmission mechanism is located within the housing, and both the first and second main shafts are movably inserted into the housing; the first main shaft is used for transmission connection with a first power source, the first main shaft is transmission connection with the second main shaft, and the second main shaft is used for transmission connection with a wheel; the first transmission mechanism includes: a first center gear, a plurality of first planetary gears, a first planetary carrier, a first ring gear, a first clutch, and a second clutch; the first ring gear is coaxially arranged with the first center gear, the plurality of first planetary gears are located between the first center gear and the first ring gear and are all meshed with the first center gear and the first ring gear, the first planetary carrier is coaxially connected to the first main shaft, and the first center gear is used for transmission connection with a power generation mechanism; the first clutch is connected to the first ring gear and the first planetary carrier respectively, and is used to control the connection or disengagement of the first ring gear and the first planetary carrier; the second clutch is connected to the first ring gear and the housing respectively, and is used to brake or release the first ring gear.

[0007] In another implementation of this disclosure, both the first clutch and the second clutch include: a flywheel and a driven plate, wherein the flywheel and the driven plate are configured to be operatively connected or disconnected; the flywheel of the first clutch is coaxially connected to the first planetary carrier, and the driven plate of the first clutch is coaxially connected to the first gear ring; the flywheel of the second clutch is coaxially connected to the first gear ring, and the driven plate of the second clutch is connected to the housing.

[0008] In one implementation of this disclosure, the gearbox further includes a second transmission mechanism and a third clutch, the second transmission mechanism and the third clutch being located within the housing; the second transmission mechanism includes: a second central gear, a second planetary carrier, a plurality of second planetary gears and a second ring gear, the second ring gear being coaxially arranged with the second central gear, the plurality of second planetary gears being located between the second central gear and the second ring gear and all meshing with the second central gear and the second ring gear, the second planetary carrier being coaxially connected to the first main shaft and the second planetary carrier being spaced apart from the first planetary carrier, the second ring gear being drively connected to the second main shaft, and the third clutch connecting the second central gear and the housing for braking or releasing the second central gear.

[0009] In another implementation of the present disclosure, the gearbox further includes a first transmission gear, which is coaxially connected to the second main shaft. The outer wall of the second gear ring is provided with gear teeth, and the first transmission gear meshes with the gear teeth on the outer side of the second gear ring.

[0010] In another implementation of this disclosure, the gearbox further includes a third transmission mechanism and a fourth clutch, the third transmission mechanism and the fourth clutch being located within the housing; the third transmission mechanism includes: a third center gear, a third planetary carrier, a plurality of third planetary gears and a third ring gear, the third ring gear being coaxially arranged with the third center gear, the plurality of third planetary gears being located between the third center gear and the third ring gear and all meshing with the third center gear and the third ring gear, the third ring gear being coaxially connected to the first main shaft and the third ring gear being spaced apart from the first planetary carrier, the third planetary carrier being drively connected to the second main shaft, and the fourth clutch connecting the third center gear and the housing for braking or releasing the third center gear.

[0011] In another implementation of the present disclosure, the gearbox further includes a second transmission gear, which is coaxially connected to the second main shaft, and a gear ring is provided on the third planetary carrier, with the second transmission gear meshing with the gear ring.

[0012] In another implementation of this disclosure, the first spindle includes a first segment and a second segment, which are coaxially spaced apart. The gearbox further includes a fifth clutch, which is connected to the first segment and the second segment respectively, and is located between the first planetary carrier and the third gear ring.

[0013] This disclosure provides a hybrid power system, which includes a first power source, a second power source, a power generation mechanism, and a gearbox as described above. The first power source is an engine, the second power source is a first motor, and the power generation mechanism is a second motor. The engine, the first motor, and the second motor are all located outside the housing. The output shaft of the engine and the output shaft of the first motor are both connected to the first main shaft. The engine and the first motor are located on both sides of the fifth clutch, and the output shaft of the second motor is coaxially connected to the first center wheel.

[0014] In another implementation of the present disclosure, the hybrid power system further includes a power supply component located outside the housing. The power supply component includes a battery and two inverters, one of which is connected between the battery and the first motor, and the other of which is connected between the battery and the second motor.

[0015] This disclosure provides an automobile that includes a hybrid power system and an automobile body as described above, wherein the hybrid power system is located within the automobile body.

[0016] The beneficial effects of the technical solutions provided in this disclosure include at least the following:

[0017] In the gearbox of this embodiment, the power from the first power source can be transmitted to the first planetary carrier of the first transmission mechanism via the first main shaft. The first transmission mechanism includes a first clutch and a second clutch. The first clutch can connect or disengage the first ring gear and the first planetary carrier, and the second clutch can connect or disengage the first ring gear and the housing. When the first clutch connects the first ring gear and the first planetary carrier, they are combined as a whole. In this case, the first planetary carrier is the driving gear, the first central gear is the driven gear, and the first planetary carrier and the first central gear rotate at a first speed ratio. When the second clutch connects the first ring gear and the housing, the first ring gear is fixed. In this case, the first planetary carrier is the driving gear, the first central gear is the driven gear, and the first planetary carrier and the first central gear rotate at a second speed ratio. By controlling the engagement of the first or second clutch, the first power source can generate electricity at different speeds while maintaining the same speed ratio. This allows for control of the power generation mechanism to generate electricity at different power outputs based on actual vehicle conditions, fully utilizing the performance of the power generation mechanism and improving the power generation efficiency of the hybrid power system. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the structure of a gearbox provided in an embodiment of this disclosure;

[0020] Figure 2 This is a schematic diagram of the structure of a hybrid power system provided in an embodiment of this disclosure;

[0021] Figure 3 This is a schematic diagram of energy transfer in pure electric mode for a hybrid power system provided in an embodiment of this disclosure;

[0022] Figure 4 This is a schematic diagram of energy transfer in hybrid mode of a hybrid power system provided in an embodiment of this disclosure;

[0023] Figure 5 This is a schematic diagram of energy transfer in hybrid mode of a hybrid power system provided in an embodiment of this disclosure;

[0024] Figure 6 This is a schematic diagram of energy transfer in hybrid mode of a hybrid power system provided in an embodiment of this disclosure;

[0025] Figure 7 This is a schematic diagram of energy transfer in hybrid mode of a hybrid power system provided in an embodiment of this disclosure;

[0026] Figure 8 This is a schematic diagram of energy transfer in a hybrid power system in engine direct drive mode, provided by an embodiment of this disclosure;

[0027] Figure 9 This is a schematic diagram of energy transfer in a hybrid power system in engine direct drive mode, provided by an embodiment of this disclosure;

[0028] Figure 10 This is a schematic diagram of energy transfer in a hybrid power system under energy recovery mode, provided in an embodiment of this disclosure.

[0029] The markings in the diagram are explained as follows:

[0030] 100. Shell;

[0031] 10. Engine; 11. First motor; 12. Second motor; 13. Wheel;

[0032] 21. First main axis; 211. First segment; 212. Second segment; 22. Second main axis;

[0033] 31. First center gear; 32. First planetary gear; 33. First planetary carrier; 34. First ring gear; 35. First clutch; 36. Second clutch; 301. Flywheel; 302. Driven disc;

[0034] 41. Second center gear; 42. Second planetary carrier; 43. Second planetary gear; 44. Second ring gear; 45. Third clutch; 46. First transmission gear;

[0035] 51. Third center gear; 52. Third planetary carrier; 53. Third planetary gear; 54. Third ring gear; 55. Fourth clutch; 56. Second transmission gear; 57. Ring gear;

[0036] 60. Fifth clutch;

[0037] 70. Power supply components; 71. Battery; 72. Inverter. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of this disclosure clearer, the embodiments of this disclosure will be described in further detail below with reference to the accompanying drawings.

[0039] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms “first,” “second,” “third,” and similar terms used in this patent application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms “an” or “a” and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms “comprising” or “including” and similar terms mean that the elements or objects preceding “comprising” or “including” encompass the elements or objects listed following “comprising” or “including” and their equivalents, and do not exclude other elements or objects. The terms “connected” or “linked” and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms “upper,” “lower,” “left,” “right,” “top,” and “bottom,” etc., are used only to indicate relative positional relationships, and these relative positional relationships may change accordingly when the absolute position of the described objects changes.

[0040] Figure 1 This is a schematic diagram of the structure of a gearbox provided in an embodiment of this disclosure. Figure 1 As shown, the gearbox includes: a housing 100, a first transmission mechanism, a first main shaft 21, and a second main shaft 22.

[0041] like Figure 1 As shown, the first transmission mechanism is located inside the housing 100. The first main shaft 21 and the second main shaft 22 are both movably inserted into the housing 100. The first main shaft 21 is used for transmission connection with the first power source. The first main shaft 21 is also connected to the second main shaft 22. The second main shaft 22 is used for transmission connection with the wheel 13.

[0042] like Figure 1 As shown, the first transmission mechanism includes: a first central gear 31, a plurality of first planetary gears 32, a first planetary carrier 33, a first ring gear 34, a first clutch 35, and a second clutch 36. The first ring gear 34 is coaxially arranged with the first central gear 31. The plurality of first planetary gears 32 are located between the first central gear 31 and the first ring gear 34, and all of them mesh with the first central gear 31 and the first ring gear 34. The first planetary carrier 33 is coaxially connected to the first main shaft 21. The first central gear 31 is used for transmission connection with the power generation mechanism.

[0043] The first clutch 35 is connected to the first gear ring 34 and the first planetary carrier 33 respectively, and is used to control the connection or separation of the first gear ring 34 and the first planetary carrier 33. The second clutch 36 is connected to the first gear ring 34 and the housing 100 respectively, and is used to brake or release the first gear ring 34.

[0044] In the gearbox of this embodiment, the power from the first power source can be transmitted to the first planetary carrier 33 of the first transmission mechanism via the first main shaft 21. The first transmission mechanism includes a first clutch 35 and a second clutch 36. The first clutch 35 can connect or disconnect the first ring gear 34 and the first planetary carrier 33, and the second clutch 36 can connect or disconnect the first ring gear 34 and the housing 100. When the first clutch 35 connects the first ring gear 34 and the first planetary carrier 33, the first ring gear 34 and the first planetary carrier 33 are combined as a whole. At this time, the first planetary carrier 33 is the driving gear, and the first central gear 31 is the driven gear. The first planetary carrier 33 and the first central gear 31 rotate at a first speed ratio. When the second clutch 36 connects the first ring gear 34 and the housing 100, the first ring gear 34 is fixed. At this time, the first planetary carrier 33 is the driving gear, and the first central gear 31 is the driven gear. The first planetary carrier 33 and the first central gear 31 rotate at a second speed ratio. By controlling the engagement of the first clutch 35 or the second clutch 36, the first power source can generate electricity at different speeds while maintaining the same speed. This allows the generator to generate electricity at different power levels based on actual vehicle conditions, fully utilizing the generator's performance and improving the power generation efficiency of the hybrid system.

[0045] Optionally, such as Figure 1As shown, both the first clutch 35 and the second clutch 36 include a flywheel 301 and a driven plate 302, wherein the flywheel 301 and the driven plate 302 are configured to be operatively connected or disconnected.

[0046] In this embodiment of the present disclosure, the flywheel 301 of the clutch can move along the axial direction of the driven plate 302 within the driven plate 302 to engage or disengage with the driven plate 302, thereby realizing the engagement or disengagement of the flywheel 301 and the driven plate 302 and completing the clutch engagement / disengagement action.

[0047] like Figure 1 As shown, the flywheel 301 of the first clutch 35 is coaxially connected to the first planetary carrier 33, and the driven plate 302 of the first clutch 35 is coaxially connected to the first ring gear 34. The first clutch 35 connects the first ring gear 34 and the first planetary carrier 33. When the first clutch 35 is engaged, the first ring gear 34 and the first planetary carrier 33 are integrated into a single unit, allowing them to rotate together. When the first clutch 35 is disengaged, the first planetary carrier 33 can rotate freely relative to the first ring gear 34.

[0048] like Figure 1 As shown, the flywheel 301 of the second clutch 36 is coaxially connected to the first gear ring 34, and the driven plate 302 of the second clutch 36 is connected to the housing 100. The second clutch 36 connects the first gear ring 34 and the housing 100. When the second clutch 36 is engaged, the first gear ring 34 is fixed to the housing 100, thus braking the first gear ring 34. When the second clutch 36 is disengaged, the first gear ring 34 can rotate freely relative to the housing 100.

[0049] When the first clutch 35 disengages and the second clutch 36 engages, the first gear ring 34 is fixed, and the power from the first power source is transmitted to the first central gear 31, driving the power generation mechanism to generate electricity. In this mode, the rotational speed of the first central gear 31 is higher than the rotational speed of the first planetary carrier 33, which is the speed-increasing mode, thus allowing the power generation mechanism to generate electricity at a higher power.

[0050] For example, when the car is in cruise control mode, the power demand is not high. Therefore, the first clutch 35 can be disengaged and the second clutch 36 can be engaged, allowing the power generation mechanism to generate electricity efficiently.

[0051] When the first clutch 35 engages and the second clutch 36 disengages, the first gear ring 34 and the first planetary carrier 33 are fixed together, and the power from the first power source is transmitted to the first central gear 31, driving the power generation mechanism to generate electricity. In this mode, the rotational speed of the first central gear 31 is the same as the rotational speed of the first planetary carrier 33, which allows the power generation mechanism to generate electricity at a lower power.

[0052] For example, when a car needs to drive at high speed, the power demand is high. Therefore, the first clutch 35 can be engaged and the second clutch 36 can be disengaged, allowing the power generation mechanism to generate electricity at low power.

[0053] In some other implementations, the first clutch 35 and the second clutch 36 can both be disengaged, so that the power from the first power source will not be transmitted to the first center wheel 31, but will instead drive the power generation mechanism to generate electricity.

[0054] Optionally, such as Figure 1 As shown, the gearbox also includes a second transmission mechanism and a third clutch 45, which are located within the housing 100.

[0055] like Figure 1 As shown, the second transmission mechanism includes: a second central gear 41, a second planetary carrier 42, multiple second planetary gears 43, and a second ring gear 44. The second ring gear 44 is coaxially arranged with the second central gear 41. The multiple second planetary gears 43 are located between the second central gear 41 and the second ring gear 44, and all of them mesh with the second central gear 41 and the second ring gear 44. The second planetary carrier 42 is coaxially connected to the first main shaft 21, and the second planetary carrier 42 and the first planetary carrier 33 are spaced apart. The second ring gear 44 is drive-connected to the second main shaft 22. The third clutch 45 connects the second central gear 41 and the housing 100 and is used to brake or release the second central gear 41.

[0056] In the above implementation, the first main shaft 21 is connected to the second main shaft 22 via a second transmission mechanism, allowing the power from the first power source to be transmitted to the wheels 13, thereby driving the vehicle. The second transmission mechanism is a planetary gear system, enabling continuously variable transmission (CVT), reducing vehicle operating noise, and improving the efficiency of the hybrid power system.

[0057] The second center wheel 41 and the housing 100 are connected by the third clutch 45. When the third clutch 45 is engaged, the second center wheel 41 can be fixed on the housing 100, thereby braking the second center wheel 41. When the third clutch 45 is disengaged, the second center wheel 41 can rotate freely relative to the housing 100.

[0058] When the third clutch 45 is engaged, the second center wheel 41 is fixed, and the power from the first power source is transmitted to the second gear ring 44 and the second main shaft 22, driving the wheel 13 to rotate. When the third clutch 45 is disengaged, the second center wheel 41 can rotate freely. At this time, the second transmission mechanism cannot transmit power to the second main shaft 22. Therefore, the power of the hybrid system is interrupted, and the vehicle is not driven.

[0059] For example, such as Figure 1As shown, the gearbox also includes a first transmission gear 46, which is coaxially connected to the second main shaft 22. The outer wall of the second gear ring 44 is provided with gear teeth, and the first transmission gear 46 meshes with the gear teeth on the outer side of the second gear ring 44.

[0060] By setting gear teeth on the outside of the second gear ring 44, the power of the second transmission mechanism can be transmitted to the first transmission gear 46 through the gear teeth of the second gear ring 44, thereby driving the second main shaft 22 to rotate and achieving the purpose of driving the wheel 13 to rotate.

[0061] Optionally, such as Figure 1 As shown, the gearbox also includes a third transmission mechanism and a fourth clutch 55, which are located within the housing 100.

[0062] like Figure 1 As shown, the third transmission mechanism includes: a third center gear 51, a third planetary carrier 52, multiple third planetary gears 53, and a third gear ring 54. The third gear ring 54 is coaxially arranged with the third center gear 51. The multiple third planetary gears 53 are located between the third center gear 51 and the third gear ring 54, and all of them mesh with the third center gear 51 and the third gear ring 54. The third gear ring 54 is coaxially connected to the first main shaft 21, and the third gear ring 54 is spaced apart from the first planetary carrier 33. The third planetary carrier 52 is connected to the second main shaft 22 for transmission. The fourth clutch 55 connects the third center gear 51 and the housing 100 and is used to brake or release the third center gear 51.

[0063] In the above implementation, the first main shaft 21 is connected to the second main shaft 22 via a third transmission mechanism, allowing the power from the first power source to be transmitted to the wheels 13, thereby driving the vehicle. The third transmission mechanism is a planetary gear system, enabling continuously variable transmission (CVT), reducing vehicle operating noise, and improving the efficiency of the hybrid power system.

[0064] The third center wheel 51 and the housing 100 are connected by the fourth clutch 55. When the fourth clutch 55 is engaged, the third center wheel 51 can be fixed on the housing 100, thereby braking the third center wheel 51. When the fourth clutch 55 is disengaged, the third center wheel 51 can rotate freely relative to the housing 100.

[0065] When the third clutch 45 is engaged, the third center wheel 51 is fixed, and the power from the first power source is transmitted to the third planetary carrier 52 and the second main shaft 22, driving the wheels 13 to rotate. When the third clutch 45 is disengaged, the third center wheel 51 can rotate freely. At this time, the third transmission mechanism cannot transmit power to the second main shaft 22. Therefore, the power of the hybrid system is interrupted, and the vehicle is not driven.

[0066] For example, such as Figure 1As shown, the gearbox also includes a second transmission gear 56, which is coaxially connected to the second main shaft 22. A gear ring 57 is provided on the third planetary carrier 52, and the second transmission gear 56 meshes with the gear ring 57.

[0067] The gear ring 57 is a ring-shaped structure with gears on its outer wall. The gear ring 57 can be coaxially fitted onto the third planetary carrier 52, or coaxially connected to the third planetary carrier 52 through other connecting structures, so that the rotation of the third planetary carrier 52 can drive the gear ring 57 to rotate together.

[0068] Since the gear ring 57 and the second transmission gear 56 are meshed, the power transmitted to the third transmission mechanism can be transmitted to the second transmission gear 56 through the gear ring 57 of the third planetary carrier 52, thereby driving the second main shaft 22 to rotate and achieving the purpose of driving the wheel 13 to rotate.

[0069] Optionally, such as Figure 1 As shown, the first main shaft 21 includes a first section 211 and a second section 212, which are coaxially spaced apart. The gearbox also includes a fifth clutch 60, which is connected to the first section 211 and the second section 212 respectively, and the fifth clutch 60 is located between the first planetary carrier 33 and the third gear ring 54.

[0070] By setting the fifth clutch 60, the power transmission between the first power source and the third transmission mechanism can be interrupted. When the fifth clutch 60 is engaged, the power of the first power source can be transmitted to the third transmission mechanism to drive the wheel 13 to rotate. When the fifth clutch 60 is disengaged, the power of the first power source cannot be transmitted to the third transmission mechanism. At this time, the power can be transmitted to the wheel 13 through the second transmission mechanism to drive the wheel 13 to rotate.

[0071] By setting the fifth clutch 60, different transmission mechanisms can be selected to drive the wheels 13 according to the actual situation, thus realizing multi-gear mode driving the vehicle.

[0072] Figure 2 This is a schematic diagram of a hybrid power system provided in an embodiment of this disclosure. Figure 2 As shown, the hybrid power system includes a first power source, a second power source, a power generation mechanism, and the gearbox described above.

[0073] The first power source is an engine 10, the second power source is a first motor 11, and the power generation mechanism is a second motor 12.

[0074] like Figure 1 , 2As shown, the engine 10, the first motor 11 and the second motor 12 are all located outside the housing 100. The output shaft of the engine 10 and the output shaft of the first motor 11 are both connected to the first main shaft 21. The engine 10 and the first motor 11 are located on both sides of the fifth clutch 60. The output shaft of the second motor 12 is coaxially connected to the first center wheel 31.

[0075] In this embodiment of the present disclosure, an engine 10 and a first motor 11 are set as power sources, and a second motor 12 is configured as a power generation mechanism to form a hybrid power system. This hybrid power system can transmit the power of the two power sources to the second main shaft 22 through the gearbox to drive the wheels 13. When the first power source is working, it can also control the power generation mechanism to generate electricity, so that the first power source works efficiently and improves the power performance and range of the hybrid power system.

[0076] like Figure 2 As shown, the engine 10 and the first motor 11 are located on both sides of the fifth clutch 60. This way, controlling the fifth clutch 60 can isolate the power transmission between the engine 10 and the first motor 11. When the engine 10 works alone, it can prevent the engine 10 from dragging the first motor 11 to rotate, thus losing power.

[0077] Optionally, such as Figure 2 As shown, the hybrid power system also includes a power supply component 70 located outside the housing 100. The power supply component 70 includes a battery 71 and two inverters 72. One of the two inverters 72 is connected between the battery 71 and the first motor 11, and the other of the two inverters 72 is connected between the battery 71 and the second motor 12.

[0078] Two inverters 72 are provided: one for connecting the battery 71 and the first motor 11, and the other for connecting the battery 71 and the second motor 12. The battery 71 is a rechargeable battery. The inverters 72 are located on the output circuit of the battery 71 and are used to convert the DC power output from the battery 71 into three-phase AC power to drive either the first motor 11 or the second motor 12. Furthermore, in this embodiment, the inverters 72 and the transformer are integrated, facilitating installation and saving installation space.

[0079] This disclosure provides an automobile that includes a hybrid power system and an automobile body as described above, the hybrid power system being located within the automobile body.

[0080] The hybrid power system provided in this embodiment can operate in any of the following power modes: pure electric mode, hybrid drive mode, engine direct drive mode, and energy recovery mode.

[0081] The following is Figure 2The following example illustrates the various power modes of a hybrid power system:

[0082] Figure 3 This is a schematic diagram illustrating the energy transfer of a hybrid power system in pure electric mode, as provided in an embodiment of this disclosure. Figure 3 As shown, when the hybrid system switches to pure electric mode, the engine 10 and the second motor 12 do not work, the fifth clutch 60 disengages, the fourth clutch 55 engages, and the first motor 11 works.

[0083] In the above implementation, the battery 71 of the power supply component 70 discharges, and the DC power is converted into three-phase AC power by the inverter 72 to drive the output shaft of the first motor 11 to rotate. The power of the first motor 11 is transmitted to the second main shaft 22 through the third transmission mechanism to drive the wheel 13, thus realizing the pure electric mode.

[0084] Optionally, in pure electric mode, the vehicle can also be driven in reverse by the first motor 11. When reversing, the engine 10 and the second motor 12 are not working, the fifth clutch 60 is disengaged, the fourth clutch 55 is engaged, and the first motor 11 reverses to achieve reversing.

[0085] In this embodiment of the disclosure, the hybrid power mode includes four modes.

[0086] In the first mode, engine 10 operates and drives second motor 12 to generate electricity, while first motor 11 operates, and the car is driven solely by first motor 11. At this time, first clutch 35 is disengaged, second clutch 36 is engaged, third clutch 45 is disengaged, fourth clutch 55 is engaged, and fifth clutch 60 is disengaged.

[0087] Figure 4 This is a schematic diagram of energy transfer in hybrid mode of a hybrid power system provided in an embodiment of this disclosure. Figure 4 As shown, in the first mode, the power of the engine 10 is transmitted to the second motor 12 in sequence through the first main shaft 21 and the first transmission mechanism to drive the second motor 12 to generate electricity at high power; the power of the first motor 11 is transmitted in sequence through the first main shaft 21, the third transmission mechanism and the second main shaft 22 to drive the wheel 13 to rotate.

[0088] In the second mode, engine 10 operates and drives second motor 12 to generate electricity, while first motor 11 operates, and the car is driven solely by first motor 11. At this time, first clutch 35 is engaged, second clutch 36 is disengaged, third clutch 45 is disengaged, fourth clutch 55 is engaged, and fifth clutch 60 is disengaged.

[0089] Figure 5 This is a schematic diagram of energy transfer in hybrid mode of a hybrid power system provided in an embodiment of this disclosure. Figure 5As shown, in the second mode, the power of the engine 10 is transmitted to the second motor 12 in sequence through the first main shaft 21 and the first transmission mechanism to drive the second motor 12 to generate electricity at a lower power; the power of the first motor 11 is transmitted in sequence through the first main shaft 21, the third transmission mechanism and the second main shaft 22 to drive the wheel 13 to rotate.

[0090] In the third mode, engine 10 operates and drives second motor 12 to generate electricity and drive the vehicle. First motor 11 operates, and the car is driven by engine 10 and first motor 11 together. At this time, first clutch 35 is engaged, second clutch 36 is disengaged, third clutch 45 is disengaged, fourth clutch 55 is engaged, and fifth clutch 60 is engaged.

[0091] Figure 6 This is a schematic diagram of energy transfer in hybrid mode of a hybrid power system provided in an embodiment of this disclosure. Figure 6 As shown, in the third mode, a portion of the power from the engine 10 is transmitted sequentially to the second motor 12 via the first main shaft 21 and the first transmission mechanism to drive the second motor 12 to generate electricity at a lower power. Another portion of the power from the engine 10 is transmitted sequentially to the wheel 13 via the first main shaft 21, the fifth clutch 60, the third transmission mechanism, and the second main shaft 22 to drive the wheel 13 to rotate. The power from the first motor 11 is transmitted sequentially via the first main shaft 21, the third transmission mechanism, and the second main shaft 22 to drive the wheel 13 to rotate.

[0092] In the fourth mode, engine 10 operates and drives second motor 12 to generate electricity and drive the vehicle. First motor 11 operates, and the car is driven by engine 10 and first motor 11 together. At this time, first clutch 35 is engaged, second clutch 36 is disengaged, third clutch 45 is engaged, fourth clutch 55 is engaged, and fifth clutch 60 is disengaged.

[0093] Figure 7 This is a schematic diagram of energy transfer in hybrid mode of a hybrid power system provided in an embodiment of this disclosure. Figure 7 As shown, in the fourth mode, a portion of the power from the engine 10 is transmitted sequentially to the second motor 12 via the first main shaft 21 and the first transmission mechanism to drive the second motor 12 to generate electricity at a lower power. Another portion of the power from the engine 10 is transmitted sequentially to the wheel 13 via the first main shaft 21, the second transmission mechanism, and the second main shaft 22 to drive the wheel 13 to rotate. The power from the first motor 11 is transmitted sequentially via the first main shaft 21, the third transmission mechanism, and the second main shaft 22 to drive the wheel 13 to rotate.

[0094] In this embodiment of the disclosure, the direct drive mode of engine 10 includes two modes.

[0095] In the first mode, engine 10 operates and drives second motor 12 to generate electricity and drive the vehicle. First motor 11 is not operating, and the car is driven solely by engine 10. At this time, first clutch 35 is engaged, second clutch 36 is disengaged, third clutch 45 is engaged, fourth clutch 55 is disengaged, and fifth clutch 60 is disengaged.

[0096] Figure 8 This is a schematic diagram illustrating energy transfer in a hybrid power system under direct drive mode of engine 10, as provided in an embodiment of this disclosure. Figure 8 As shown, in the first mode, a portion of the power from the engine 10 is transmitted sequentially to the second motor 12 through the first main shaft 21 and the first transmission mechanism to drive the second motor 12 to generate electricity at a lower power; another portion of the power from the engine 10 is transmitted sequentially to the wheel 13 through the first main shaft 21, the second transmission mechanism and the second main shaft 22 to drive the wheel 13 to rotate.

[0097] In the second mode, engine 10 operates and drives second motor 12 to generate electricity and drive the vehicle. First motor 11 is not operating, and the car is driven solely by engine 10. At this time, first clutch 35 is engaged, second clutch 36 is disengaged, third clutch 45 is disengaged, fourth clutch 55 is engaged, and fifth clutch 60 is engaged.

[0098] Figure 9 This is a schematic diagram illustrating energy transfer in a hybrid power system under direct drive mode of engine 10, as provided in an embodiment of this disclosure. Figure 9 As shown, in the second mode, a portion of the power from the engine 10 is transmitted sequentially to the second motor 12 through the first main shaft 21 and the first transmission mechanism to drive the second motor 12 to generate electricity at a lower power; another portion of the power from the engine 10 is transmitted sequentially to the wheel 13 through the first main shaft 21, the fifth clutch 60, the third transmission mechanism, and the second main shaft 22 to drive the wheel 13 to rotate.

[0099] Figure 10 This is a schematic diagram of energy transfer in energy recovery mode of a hybrid power system provided in an embodiment of this disclosure. Figure 10 As shown, when the hybrid system switches to energy recovery mode, the engine 10 and the second motor 12 do not work, the fifth clutch 60 disengages, the fourth clutch 55 engages, and the first motor 11 is in power generation mode.

[0100] In the above implementation, when the vehicle is in a gliding or braking state, the wheel 13 provides a reverse torque, which transmits part of the vehicle's kinetic energy to the first motor 11 via the second main shaft 22 and the third transmission mechanism, so as to convert it into electrical energy and store it in the power supply component 70 for later use, thereby realizing the energy recovery function of the first motor 11.

[0101] The above are merely optional embodiments of this disclosure and are not intended to limit this disclosure. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the protection scope of this disclosure.

Claims

1. A gearbox, characterized in that, The gearbox includes: a housing (100), a first main shaft (21), a second main shaft (22), and a first transmission mechanism, a second transmission mechanism, a third clutch (45), a third transmission mechanism, a fourth clutch (55), and a fifth clutch (60) located within the housing (100). The first main shaft (21) and the second main shaft (22) are both movably inserted into the housing (100). The first main shaft (21) is used to drive the first power source. The first main shaft (21) is driven to drive the second main shaft (22). The second main shaft (22) is used to drive the wheel (13). The first transmission mechanism includes: a first central gear (31), a plurality of first planetary gears (32), a first planetary carrier (33), a first ring gear (34), a first clutch (35), and a second clutch (36). The first ring gear (34) is coaxially arranged with the first central gear (31). The plurality of first planetary gears (32) are located between the first central gear (31) and the first ring gear (34) and are all meshed with the first central gear (31) and the first ring gear (34). The first planetary carrier (33) is coaxially connected to the first main shaft (21). The first central gear (31) is used for transmission connection with the power generation mechanism. The first clutch (35) is connected to the first gear ring (34) and the first planetary carrier (33) respectively, and is used to control the connection or separation of the first gear ring (34) and the first planetary carrier (33). The second clutch (36) is connected to the first gear ring (34) and the housing (100) respectively, and is used to brake or release the first gear ring (34). The second transmission mechanism includes: a second central gear (41), a second planetary carrier (42), a plurality of second planetary gears (43), and a second gear ring (44). The second gear ring (44) is coaxially arranged with the second central gear (41). The plurality of second planetary gears (43) are located between the second central gear (41) and the second gear ring (44) and are all meshed with the second central gear (41) and the second gear ring (44). The second planetary carrier (42) is coaxially connected to the first main shaft (21). The second gear ring (44) is drive-connected to the second main shaft (22). The third clutch (45) connects the second central gear (41) and the housing (100) and is used to brake or release the second central gear (41). The third transmission mechanism includes: a third center wheel (51), a third planetary carrier (52), multiple third planetary gears (53), and a third gear ring (54). The third gear ring (54) is coaxially arranged with the third center wheel (51). The multiple third planetary gears (53) are located between the third center wheel (51) and the third gear ring (54) and are all meshed with the third center wheel (51) and the third gear ring (54). The third gear ring (54) is coaxially connected to the first main shaft (21). The third planetary carrier (52) is drive-connected to the second main shaft (22). The fourth clutch (55) connects the third center wheel (51) and the housing (100) and is used to brake or release the third center wheel (51). The third gear ring (54) is spaced apart from the second planetary carrier (42) and the first planetary carrier (33); The first spindle (21) includes a first section (211) and a second section (212), which are coaxially spaced apart. The fifth clutch (60) is connected to the first section (211) and the second section (212) respectively, and the fifth clutch (60) is located between the second planetary carrier (42) and the third gear ring (54).

2. The gearbox according to claim 1, characterized in that, Both the first clutch (35) and the second clutch (36) include: a flywheel (301) and a driven plate (302), wherein the flywheel (301) and the driven plate (302) are configured to be operatively connected or disconnected; The flywheel (301) of the first clutch (35) is coaxially connected to the first planetary carrier (33), and the driven plate (302) of the first clutch (35) is coaxially connected to the first gear ring (34). The flywheel (301) of the second clutch (36) is coaxially connected to the first gear ring (34), and the driven plate (302) of the second clutch (36) is connected to the housing (100).

3. The gearbox according to claim 1, characterized in that, The gearbox further includes a first transmission gear (46), which is coaxially connected to the second main shaft (22). The outer wall of the second gear ring (44) is provided with gear teeth, and the first transmission gear (46) meshes with the gear teeth on the outer side of the second gear ring (44).

4. The gearbox according to claim 1, characterized in that, The gearbox also includes a second transmission gear (56), which is coaxially connected to the second main shaft (22). The third planetary carrier (52) is provided with a gear ring (57), and the second transmission gear (56) meshes with the gear ring (57).

5. A hybrid power system, characterized in that, The hybrid power system includes a first power source, a second power source, a power generation mechanism, and a gearbox as described in claim 1, wherein the first power source is an engine (10), the second power source is a first motor (11), and the power generation mechanism is a second motor (12); The engine (10), the first motor (11) and the second motor (12) are all located outside the housing (100). The output shaft of the engine (10) and the output shaft of the first motor (11) are both connected to the first main shaft (21). The engine (10) and the first motor (11) are located on both sides of the fifth clutch (60). The output shaft of the second motor (12) is coaxially connected to the first center wheel (31).

6. The hybrid power system according to claim 5, characterized in that, The hybrid power system also includes a power supply assembly (70) located outside the housing (100). The power supply assembly (70) includes a battery (71) and two inverters (72), one of which is connected between the battery (71) and the first motor (11), and the other of which is connected between the battery (71) and the second motor (12).

7. A car, characterized in that, The vehicle includes a hybrid power system as described in claim 5 or 6 and a vehicle body, wherein the hybrid power system is located within the vehicle body.

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