Gearbox, hybrid system and vehicle

Abstract

The present disclosure provides a gearbox, a hybrid power system and a vehicle, the gearbox comprising: a first main shaft, a second main shaft, a first clutch assembly, a second clutch assembly, a first gear train and a second gear train, the first main shaft and the second main shaft being parallel, the first main shaft being configured to be drivingly connected to an electric machine, the second main shaft being configured to be drivingly connected to a wheel; the first clutch assembly being connected to the first main shaft and drivingly connected to an engine via the first gear train, the second clutch assembly being connected to the first main shaft and drivingly connected to the second main shaft via the second gear train. The present disclosure can improve the problem of energy loss due to drag transmission components in pure engine mode and single motor mode.

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] Traditional automobiles mostly use fossil fuels (such as gasoline and diesel) to power their engines, and the exhaust fumes they emit pollute the environment. Therefore, replacing fossil fuels with pollution-free new energy sources (such as electricity) to power automobiles is imperative, making new energy vehicles the trend of development. Hybrid electric vehicles are a major type of new energy vehicle.

[0003] In related technologies, hybrid electric vehicles are driven by a hybrid power system, which typically includes an engine, an electric motor, a first main shaft, and a second main shaft. The motor shaft is driven by the first main shaft, and the first and second main shafts are driven by a gear system. The second main shaft is used to drive the wheels, and the motor shaft is also driven by the output shaft of the engine.

[0004] When this hybrid system is working, part of the engine's power drives the electric motor to generate electricity, while another part of the engine's power drives the wheels. This means that the engine's power cannot be fully used for power generation, affecting efficiency. Furthermore, in single-motor drive mode, the motor's output power is transmitted to the engine, dragging it and causing energy loss. Summary of the Invention

[0005] This disclosure provides a transmission, a hybrid power system, and a vehicle that can improve the energy loss caused by dragging transmission components in both pure power generation mode and single motor mode. The technical solution is as follows:

[0006] This disclosure provides a gearbox, comprising: a first main shaft, a second main shaft, a first clutch assembly, a second clutch assembly, a first gear train, and a second gear train. The first main shaft and the second main shaft are parallel. The first main shaft is used for transmission connection with a motor, and the second main shaft is used for transmission connection with a wheel. The first clutch assembly comprises: a first annular steel plate, a first clutch disc, a first clutch clamp, and a first hollow shaft. The outer peripheral wall of the first annular steel plate is connected to the inner wall of the first clutch clamp. The first clutch disc is axially movably sleeved on the outside of the first hollow shaft and circumferentially locked to the first hollow shaft. The first hollow shaft is movably sleeved on the outside of the first main shaft, and the first clutch clamp is coaxial with the first main shaft. The first gear system has an input gear that is coaxially connected to the output shaft of the engine, and an output gear that is fixedly sleeved on the outside of the first hollow shaft. The second clutch assembly includes a second annular steel plate, a second clutch disc, a second clutch clamp, and a second hollow shaft. The outer peripheral wall of the second annular steel plate is connected to the inner wall of the second clutch clamp. The second clutch disc is axially movably sleeved on the outside of the second hollow shaft and is circumferentially locked to the second hollow shaft. The second hollow shaft is movably sleeved on the outside of the first main shaft. The second clutch clamp is coaxially connected to the first main shaft. The input gear of the second gear system is fixedly sleeved on the outside of the second hollow shaft, and the output gear of the second gear system is fixedly sleeved on the outside of the second main shaft.

[0007] In one implementation of this disclosure, the gearbox further includes a third main shaft, a third clutch assembly, and a third gear system. The third main shaft is parallel to the first main shaft. The third clutch assembly includes a third annular steel plate, a third clutch disc, a third clutch clamp, and a third hollow shaft. The outer peripheral wall of the third annular steel plate is connected to the inner wall of the third clutch clamp. The third clutch disc is axially movably sleeved outside the third hollow shaft and circumferentially locked to the third hollow shaft. The third hollow shaft is movably sleeved outside the third main shaft. The third clutch clamp is coaxially connected to the third main shaft. The input gear of the third gear system is fixedly sleeved outside the third hollow shaft, and the output gear of the third gear system is fixedly sleeved outside the second main shaft.

[0008] In another implementation of the present disclosure, the gearbox further includes a fourth main shaft, which is coaxially spaced from the first main shaft and is used for transmission connection with a motor or engine; the third gear system also has at least one intermediate gear, which is fixedly sleeved outside the fourth main shaft.

[0009] In another implementation of this disclosure, the gearbox further includes a telescopic shaft and a transmission cylinder. The transmission cylinder has opposite closed and open ends. The closed end is coaxially connected to one end of the telescopic shaft, and the other end of the telescopic shaft is coaxially connected to the fourth main shaft. The outer peripheral wall of the transmission cylinder is provided with circumferentially spaced first gear teeth, and the inner wall surface of the second hollow shaft is provided with circumferentially spaced second gear teeth. The outer diameter of the transmission cylinder is smaller than the inner diameter of the second hollow shaft. The telescopic shaft is used to control the transmission cylinder to move to a first position or a second position. When the transmission cylinder is in the first position, the transmission cylinder is inserted into the second hollow shaft, and the first gear teeth mesh with the second gear teeth. When the transmission cylinder is in the second position, the transmission cylinder is outside the second hollow shaft.

[0010] In another implementation of this disclosure, the gearbox further includes a lever and a drive member. One end of the lever is connected to the drive member, and the drive member is used to drive the lever to move axially along the telescopic shaft. The other end of the lever has a limiting slider, and the closed end has an annular dovetail groove. The annular dovetail groove is coaxial with the central axis of the transmission cylinder, and the limiting slider is slidably disposed in the annular dovetail groove.

[0011] In another implementation of the present disclosure, the telescopic shaft includes a first sub-shaft and a second sub-shaft coaxially mounted. The end face of the first end of the second sub-shaft has a concave hole. The first end of the first sub-shaft is coaxially inserted into the concave hole, and the first sub-shaft and the second sub-shaft are circumferentially locked. The second end of the first sub-shaft is connected to the closed end, and the second end of the second sub-shaft is connected to the fourth main shaft.

[0012] This disclosure provides a hybrid power system, which includes an engine, a first motor, and a gearbox as described above; the output shaft of the engine is connected to a second connecting portion of the first clutch assembly, and the rotating shaft of the first motor is coaxially connected to the first main shaft.

[0013] In another implementation of the present disclosure, the hybrid power system further includes a power supply component, which includes a battery and an inverter, wherein the inverter is connected to the battery and the first motor is connected to the inverter.

[0014] In another implementation of the present disclosure, the hybrid power system further includes a differential, which is connected to the second main shaft drive and is used for drive connection with the wheels.

[0015] This disclosure provides an automobile, the automobile including a body and a hybrid power system as described above, the hybrid power system being located within the body.

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

[0017] The gearbox provided in this embodiment uses a first clutch clamp of a first clutch assembly connected to a first main shaft, and a first hollow shaft of the first clutch assembly is connected to the engine via a first gear train. This allows the first clutch assembly to control whether the engine's power is transmitted to the electric motor. Simultaneously, a second clutch clamp of a second clutch assembly is connected to the first main shaft, and a second hollow shaft of the second clutch assembly is connected to a second main shaft via a second gear train. This allows the second clutch assembly to control whether the electric motor's power is transmitted to the second main shaft to drive the wheels.

[0018] When a pure power generation mode is required, the first annular steel plate and the first clutch plate of the first clutch assembly are engaged, while the second annular steel plate and the second clutch plate of the second clutch assembly are disengaged. This allows the engine's power to be transmitted only to the motor, without being transmitted to the second main shaft and dragging other components, thus reducing energy loss. When a single-motor mode is required, the first annular steel plate and the first clutch plate of the first clutch assembly are disengaged, while the second annular steel plate and the second clutch plate of the second clutch assembly are engaged. This allows the motor's power to be transmitted only to the second main shaft to drive the wheels, without being transmitted to the engine and dragging it, thus avoiding energy loss. Attached Figure Description

[0019] 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.

[0020] Figure 1 This is a schematic diagram of the structure of a gearbox provided in an embodiment of this disclosure;

[0021] Figure 2 This is a partial structural schematic diagram of another gearbox provided in an embodiment of this disclosure;

[0022] Figure 3 This is a schematic diagram of the structure of a hybrid power system provided in an embodiment of this disclosure;

[0023] Figure 4 This is a schematic diagram of energy transfer in a hybrid power system provided in an embodiment of this disclosure;

[0024] Figure 5 This is a schematic diagram of energy transfer in a hybrid power system provided in an embodiment of this disclosure;

[0025] Figure 6 This is a schematic diagram of energy transfer in a hybrid power system provided in an embodiment of this disclosure;

[0026] Figure 7 This is a schematic diagram of energy transfer in a hybrid power system provided in an embodiment of this disclosure;

[0027] Figure 8 This is a schematic diagram of energy transfer in a hybrid power system provided in an embodiment of this disclosure;

[0028] Figure 9 This is a schematic diagram of energy transfer in a hybrid power system provided in an embodiment of this disclosure.

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

[0030] 11. First spindle; 12. Second spindle; 13. Third spindle; 14. Fourth spindle;

[0031] 21. First clutch assembly;

[0032] 211. First annular steel sheet; 212. First clutch disc; 213. First clutch clamp; 214. First hollow shaft;

[0033] 22. Second clutch assembly;

[0034] 221. Second annular steel plate; 222. Second clutch plate; 223. Second clutch clamp; 224. Second hollow shaft; 225. Second gear tooth;

[0035] 23. Third clutch assembly;

[0036] 231. Third annular steel plate; 232. Third clutch plate; 233. Third clutch clamp; 234. Third hollow shaft;

[0037] 31. First gear train; 32. Second gear train; 33. Third gear train;

[0038] 41. Telescopic shaft; 411. First sub-shaft; 412. Second sub-shaft; 42. Transmission cylinder; 420. Annular dovetail groove; 421. First gear tooth; 43. Lever; 431. Limiting slider; 44. Driving component;

[0039] 51. Engine; 52. First motor; 53. Second motor;

[0040] 60. Power supply components; 61. Battery; 62. Inverter. Detailed Implementation

[0041] 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.

[0042] 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 first main shaft 11, a second main shaft 12, a first clutch assembly 21 and a second clutch assembly 22. The first main shaft 11 and the second main shaft 12 are parallel. The first main shaft 11 is used for drive connection with the motor, and the second main shaft 12 is used for drive connection with the wheel.

[0043] like Figure 1 As shown, the first clutch assembly 21 includes: a first annular steel plate 211, a first clutch disc 212, a first clutch clamp 213, and a first hollow shaft 214. The outer peripheral wall of the first annular steel plate 211 is connected to the inner wall of the first clutch clamp 213. The first clutch disc 212 is axially movably sleeved outside the first hollow shaft 214. The first clutch disc 212 and the first hollow shaft 214 are circumferentially locked. The first hollow shaft 214 is movably sleeved outside the first main shaft 11. The first clutch clamp 213 is coaxially connected to the first main shaft 11. The input gear of the first gear system 31 is used to coaxially connect with the output shaft of the engine 51. The output gear of the first gear system 31 is fixedly sleeved outside the first hollow shaft 214.

[0044] like Figure 1 As shown, the second clutch assembly 22 includes: a second annular steel plate 221, a second clutch disc 222, a second clutch clamp 223, and a second hollow shaft 224. The outer peripheral wall of the second annular steel plate 221 is connected to the inner wall of the second clutch clamp 223. The second clutch disc 222 is axially movably sleeved outside the second hollow shaft 224. The second clutch disc 222 is circumferentially locked to the second hollow shaft 224. The second hollow shaft 224 is movably sleeved outside the first main shaft 11. The second clutch clamp 223 is coaxially connected to the first main shaft 11. The input gear of the second gear system 32 is fixedly sleeved outside the second hollow shaft 224, and the output gear of the second gear system 32 is fixedly sleeved outside the second main shaft 12.

[0045] The gearbox provided in this embodiment uses a first clutch clamp of a first clutch assembly 21 connected to a first main shaft 11. The first hollow shaft of the first clutch assembly 21 is connected to the engine via a first gear train. This allows the first clutch assembly 21 to control whether the power from the engine 51 is transmitted to the electric motor. Simultaneously, a second clutch clamp of a second clutch assembly 22 is connected to the first main shaft 11. The second hollow shaft of the second clutch assembly 22 is connected to a second main shaft via a second gear train. This allows the second clutch assembly 22 to control whether the power from the electric motor is transmitted to the second main shaft 12 to drive the wheels.

[0046] When a pure power generation mode is required, the first annular steel plate and the first clutch plate of the first clutch assembly 21 are engaged, while the second annular steel plate and the second clutch plate of the second clutch assembly 22 are disengaged. In this way, the power of the engine 51 can be transmitted only to the motor and not to the second main shaft 12 to drag other components, thereby reducing energy loss. When a single motor mode is required, the first annular steel plate and the first clutch plate of the first clutch assembly 21 are disengaged, while the second annular steel plate and the second clutch plate of the second clutch assembly 22 are engaged. In this way, the power of the motor is transmitted only to the second main shaft 12 to drive the wheels to rotate and not to the engine 51 to drag the engine 51, thus avoiding energy loss.

[0047] For example, an axially extending groove is provided on the inner wall of the first clutch clamp 213, and a protrusion is provided on the outer peripheral wall of the first annular steel sheet 211. The protrusion can slide along the axial direction of the first clutch clamp 213 in the groove, so that the annular steel sheet is circumferentially locked after being installed on the first clutch clamp 213.

[0048] For example, an axially extending groove is provided on the outer wall of the first hollow shaft 214, and a protrusion is provided on the inner wall of the first clutch plate 212. The protrusion can slide axially along the first hollow shaft 214 in the groove so that the first clutch plate 212 can be circumferentially locked with the first hollow shaft 214.

[0049] When it is necessary to control the engagement of the first clutch assembly 21, the first annular steel plate 211 and the first clutch plate 212 are controlled to fit together by the drive device so that the first hollow shaft 214 and the first clutch clamp 213 are connected in transmission.

[0050] In this embodiment of the present disclosure, the first gear system 31 includes at least an input gear and an output gear, and the input gear and the output gear are connected in a driving connection so that power can be transmitted from the input gear to the output gear.

[0051] Optionally, in the first gear train 31, the input gear and the output gear can mesh directly; or, at least one connecting gear can be provided between the input gear and the output gear.

[0052] It should be noted that the specific number of gears in the first gear train 31 can be determined according to actual needs.

[0053] For example, the outer peripheral wall of the second annular steel sheet 221 is provided with a protrusion, which can slide along the axial direction of the second clutch clamp in the groove of the inner wall of the second clutch clamp, so that the second annular steel sheet 221 is circumferentially locked after being installed on the second clutch clamp.

[0054] For example, the outer wall of the second hollow shaft 224 is provided with an axially extending groove, and the inner wall of the second clutch plate 222 is provided with a protrusion. The protrusion can slide along the axial direction of the second hollow shaft 224 in the groove so that the second clutch plate 222 can be circumferentially locked to the second hollow shaft 224.

[0055] When it is necessary to control the engagement of the second clutch assembly, the second annular steel plate 221 and the second clutch plate 222 are controlled to fit together by the drive device so that the second hollow shaft 224 and the second clutch clamp are connected in a transmission manner.

[0056] In this embodiment of the present disclosure, the second gear train 32 includes at least an input gear and an output gear, and the input gear and the output gear are connected in a driving connection so that power can be transmitted from the input gear to the output gear.

[0057] Optionally, in the second gear train 32, the input gear and the output gear can mesh directly; or, at least one connecting gear can be provided between the input gear and the output gear.

[0058] It should be noted that the specific number of gears in the second gear train 32 can be determined according to actual needs.

[0059] Optionally, such as Figure 1 As shown, the gearbox also includes a third main shaft 13, a third clutch assembly 23 and a third gear train 33, with the third main shaft 13 being parallel to the first main shaft 11.

[0060] like Figure 1 As shown, the third clutch assembly 23 includes: a third annular steel plate 231, a third clutch plate 232, a third clutch clamp 233, and a third hollow shaft 234. The outer peripheral wall of the third annular steel plate 231 is connected to the inner wall of the third clutch clamp 233. The third clutch plate 232 is axially movably sleeved on the outside of the third hollow shaft 234. The third clutch plate 232 and the third hollow shaft 234 are circumferentially locked. The third hollow shaft 234 is movably sleeved on the outside of the third main shaft 13. The third clutch clamp 233 is coaxially connected to the third main shaft 13. The input gear of the third gear system 33 is fixedly sleeved on the outside of the third hollow shaft 234.

[0061] For example, the outer peripheral wall of the third annular steel sheet 231 is provided with a protrusion, which can slide along the axial direction of the third clutch clamp 233 in the groove of the inner wall of the third clutch clamp 233, so that the third annular steel sheet 231 is circumferentially locked after being installed on the third clutch clamp 233.

[0062] For example, the outer wall of the third hollow shaft 234 is provided with an axially extending groove, and the inner wall of the third clutch plate 232 is provided with a protrusion. The protrusion can slide along the axial direction of the third hollow shaft 234 in the groove so that the third clutch plate 232 can be circumferentially locked with the third hollow shaft 234.

[0063] When it is necessary to control the engagement of the third clutch assembly 23, the third annular steel plate 231 and the third clutch plate 232 are controlled to fit together by the drive device so that the third hollow shaft 234 and the third clutch clamp 233 are connected in transmission.

[0064] In the above implementation, the third clutch assembly 23 connects the third main shaft 13 and the input gear of the third gear train 33, while the first main shaft 11 is used to connect with the engine 51. This allows the third clutch assembly 23 to control whether the power from the engine 51 is transmitted to the wheels.

[0065] When it is necessary to drive the engine 51, the first annular steel plate and the first clutch plate of the first clutch assembly 21 are disengaged, and at the same time, the third annular steel plate and the third clutch plate of the third clutch assembly 23 are engaged. In this way, the power of the engine 51 can be transmitted to the second main shaft 12 only through the third gear system 33, realizing the first gear mode of the engine 51. Alternatively, the first annular steel plate and the first clutch plate of the first clutch assembly 21 can be engaged, and at the same time, the second annular steel plate and the second clutch plate of the second clutch assembly 22 can be engaged. In this way, the power of the engine 51 is transmitted to the second main shaft 12 through the second gear system 32, realizing the second gear mode of the engine 51.

[0066] In this embodiment of the present disclosure, the third gear system 33 includes at least an input gear and an output gear, and the input gear and the output gear are connected in a transmission relationship so that power can be transmitted from the input gear to the output gear.

[0067] Optionally, in the third gear train 33, the input gear and the output gear can mesh directly; or, at least one connecting gear can be provided between the input gear and the output gear.

[0068] It should be noted that the specific number of gears in the third gear train 33 can be determined according to actual needs.

[0069] Optionally, such as Figure 1 As shown, the gearbox also includes a fourth main shaft 14, which is coaxially spaced from the first main shaft 11 and is used for transmission connection with a motor or engine.

[0070] like Figure 1 As shown, the third gear train 33 also has at least one intermediate gear, and one intermediate gear of the third gear train 33 is fixedly sleeved on the fourth main shaft 14.

[0071] A fourth main shaft 14 is set in the intermediate gear of the third gear train 33, and the power source is connected to the fourth main shaft 14 for transmission. This allows the power energy of the power source to be transmitted to the second main shaft 12 through the fourth main shaft 14 and the third gear train 33, thereby enhancing the power performance of the hybrid power system.

[0072] For example, the power source may be an electric motor or an engine 51, but this disclosure does not limit the embodiments.

[0073] Figure 2 This is a partial structural schematic diagram of another gearbox provided in an embodiment of this disclosure. For example... Figure 2 As shown, the gearbox also includes a telescopic shaft 41 and a transmission cylinder 42. The transmission cylinder 42 has opposite closed ends and open ends. The closed end is coaxially connected to one end of the telescopic shaft 41, and the other end of the telescopic shaft 41 is coaxially connected to the fourth main shaft 14.

[0074] like Figure 2 As shown, the outer peripheral wall of the transmission cylinder 42 is provided with first gear teeth 421 arranged circumferentially, and the inner wall surface of the second hollow shaft 224 is provided with second gear teeth 225 arranged circumferentially. The outer diameter of the transmission cylinder 42 is smaller than the inner diameter of the second hollow shaft 224.

[0075] like Figure 2 As shown, the telescopic shaft 41 is used to control the transmission cylinder 42 to move to the first position or the second position. When the transmission cylinder 42 is in the first position, the transmission cylinder 42 is inserted into the second hollow shaft 224, and the first gear tooth 421 meshes with the second gear tooth 225. When the transmission cylinder 42 is in the second position, the transmission cylinder 42 is outside the second hollow shaft 224.

[0076] In this embodiment, when the transmission cylinder 42 is switched to the first position, the transmission cylinder 42 is inserted into the second hollow shaft 224. The first gear 421 on the outer wall of the transmission cylinder 42 meshes with the second gear 225 in the second hollow shaft 224, so that the transmission cylinder 42 and the second hollow shaft 224 are circumferentially locked. The transmission cylinder 42 and the second hollow shaft 224 can rotate together, so that the power of the motor can be transmitted to the second main shaft 12 through the second gear system 32 and the third gear system 33, allowing the motor to achieve a multi-gear mode.

[0077] Optionally, such as Figure 2 As shown, the gearbox also includes a lever 43 and a drive member 44. One end of the lever 43 is connected to the drive member 44, which is used to drive the lever 43 to move axially along the telescopic shaft 41.

[0078] like Figure 2As shown, the other end of the lever 43 has a limiting slider 431, and the closed end has an annular dovetail groove 420. The annular dovetail groove 420 is coaxial with the central axis of the transmission cylinder 42, and the limiting slider 431 is slidably disposed in the annular dovetail groove 420.

[0079] By setting a dovetail-shaped limiting slider at one end of the lever and an annular dovetail groove at the closed end, the limiting slider can slide in the annular dovetail groove when the transmission cylinder rotates, allowing the transmission cylinder to transmit power to the second hollow shaft.

[0080] In this embodiment, the lever is connected to the driving component. Exemplarily, the driving component includes an electrically operated telescopic rod, one end of which is connected to one end of the lever. This allows the electrically operated telescopic rod to control the extension and retraction of the transmission cylinder, switching the transmission cylinder between a first position and a second position.

[0081] Optionally, such as Figure 2 As shown, the telescopic shaft 41 includes a first sub-shaft 411 and a second sub-shaft 412 coaxially mounted. The end face of the first end of the second sub-shaft 412 has a concave hole. The first end of the first sub-shaft 411 is coaxially inserted into the concave hole, and the first sub-shaft 411 and the second sub-shaft 412 are circumferentially locked. The second end of the first sub-shaft 411 is connected to the closed end, and the second end of the second sub-shaft 412 is connected to the fourth main shaft 14.

[0082] In the above implementation, by setting two sub-shafts that are fitted together, the telescopic shaft can be extended and retracted, thereby allowing the transmission cylinder to be inserted and fitted with the second hollow shaft.

[0083] For example, an inner flange can be provided at the opening of the concave hole to prevent the first sub-shaft from slipping out of the concave hole of the second sub-shaft, thereby improving the reliability of the telescopic shaft.

[0084] Figure 3 This is a schematic diagram of a hybrid power system provided in an embodiment of this disclosure. Figure 3 As shown, the hybrid power system includes an engine 51, a first electric motor 52, and a gearbox as described above.

[0085] The output shaft of the engine 51 is connected to the second connecting part of the first clutch assembly 21, and the rotating shaft of the first motor 52 is coaxially connected to the first main shaft 11.

[0086] For example, such as Figure 3 As shown, the output shaft of the engine 51 is coaxially connected to the third main shaft 13, and the third main shaft 13 is connected to the first hollow shaft 214 through the first gear system 31, so that the power of the engine 51 can be transmitted to the first clutch assembly 21.

[0087] In the above implementation, the power of the engine 51 can be transmitted to the first main shaft 11 through the first clutch assembly 21, so that the power of the engine 51 can be used to drive the first motor 52 to generate electricity, or the power of the engine 51 can be transmitted to the second main shaft 12 to drive the wheels to rotate.

[0088] When the first motor 52 needs to generate electricity, the first and second connecting parts of the first clutch assembly 21 are engaged, and the first and second connecting parts of the second clutch assembly 22 are disengaged. In this way, the power of the engine 51 can be transmitted only to the motor and not to the second main shaft 12 to drag other components, thereby reducing energy loss. When it is only necessary to control the first motor 52 to work, the first and second connecting parts of the first clutch assembly 21 are disengaged, and the first and second connecting parts of the second clutch assembly 22 are engaged. In this way, the power of the motor is transmitted only to the second main shaft 12 to drive the wheels to rotate and not to the engine 51 to drag the engine 51, thus avoiding energy loss.

[0089] Optionally, such as Figure 3 As shown, the hybrid system also includes a second motor 53, the shaft of which is coaxially connected to the fourth main shaft 14, so that the power of the second motor 53 can be transmitted to the second main shaft 12 through the fourth main shaft 14 and the third gear train 33 to drive the wheels to rotate.

[0090] Among them, the second motor 53 serves as a drive motor, used to output power to drive the vehicle and improve the power performance of the hybrid system.

[0091] Optionally, such as Figure 3 As shown, the hybrid power system also includes a differential, which is connected to the second main shaft 12 via a transmission.

[0092] The differential enables the wheels connected to its output shaft to rotate at different speeds. When a car turns, the turning radii of the inner and outer wheels are different, with the outer wheel having a larger turning radius than the inner wheel. This requires the outer wheel to rotate at a higher speed than the inner wheel during a turn. The differential allows the two wheels to roll at different speeds, thus achieving the difference in wheel speed.

[0093] Optionally, the hybrid power system also includes a power supply component 60, which includes a battery 61 and an inverter 62. The inverter 62 is connected to the battery 61, and the first motor 52 and the second motor 53 are both connected to the inverter 62.

[0094] For example, the power supply assembly 60 includes two inverters 62, each of which is connected to a battery 61. A first motor 52 is connected to one of the two inverters 62, and a second motor 53 is connected to the other of the two inverters 62.

[0095] Two inverters 62 are provided: one for connecting the battery 61 and the first motor 52, and the other for connecting the battery 61 and the second motor 53. The battery 61 is a rechargeable battery, and the inverters 62 are located on the output circuit of the battery 61 to convert the DC power output by the battery 61 into three-phase AC power to drive the first motor 52 or the second motor 53.

[0096] by Figure 3 Using the illustrated hybrid system as an example, the various power modes of a hybrid system are explained:

[0097] When the hybrid system is in pure electric mode, the following situations apply:

[0098] The first type, such as Figure 4 As shown, the engine 51 and the first motor 52 are not working, and the first clutch assembly 21, the second clutch assembly 22, and the third clutch assembly 23 are all disengaged. The vehicle is driven by the second motor 53. The second motor 53 converts electrical energy into mechanical energy and transmits it to the fourth main shaft 14, the third gear train 33, and the second main shaft 12, and then to the wheels through the differential, thus enabling the second motor 53 to drive the vehicle.

[0099] The second type, such as Figure 5 As shown, when engine 51 is not working, the first clutch assembly 21 and the third clutch assembly 23 are disengaged, and the second clutch assembly 22 is engaged. The vehicle is driven by the first motor 52 and the second motor 53, thus realizing dual-motor drive for vehicle movement.

[0100] When the hybrid system is in series hybrid drive mode, such as Figure 6 As shown, the engine 51, the first motor 52, and the second motor 53 work together in coordination to jointly drive the vehicle. In this mode, the first clutch assembly 21 is engaged, while the second clutch assembly 22 and the third clutch assembly 23 are not engaged. The engine 51 operates in the high-efficiency range, driving the first motor 52 to generate electricity. The generated electricity supplies the second motor 53 to drive the vehicle. Excess electricity is stored in the power supply assembly 60, which supplements the power generation when it is insufficient.

[0101] When the hybrid system is in parallel hybrid drive mode, such as Figure 7As shown, the vehicle operates in a parallel first-gear hybrid drive mode, where the engine 51, the first motor 52, and the second motor 53 work together to drive the vehicle, outputting greater power and improving overall vehicle performance. In this mode, the first clutch assembly 21 and the second clutch assembly 22 are engaged, while the third clutch assembly 23 is disengaged.

[0102] When the hybrid system is in engine 51 direct drive mode, such as Figure 8 As shown, the vehicle operates in engine first gear direct drive mode. Different combinations of the three clutch components can achieve different operating modes. In one mode, the first clutch component 21 and the second clutch component 22 are engaged, the third clutch component 23 is disengaged, a portion of the power from the engine 51 drives the first motor 52 to generate electricity, and the remaining portion of the power from the engine 51 is transmitted to the second main shaft 12 through the second gear train 32 to drive the wheels to rotate.

[0103] When the hybrid system is in energy recovery mode, such as Figure 9 As shown, when the vehicle is coasting or braking, the hybrid system provides a reverse torque to the vehicle, converting part of the vehicle's kinetic energy into electrical energy via the first motor 52 or the second motor 53, and storing it in the power supply component 60 for later use.

[0104] This disclosure provides an automobile that includes a body and a hybrid power system as described above, the hybrid power system being located within the body.

[0105] The above is not intended to limit this disclosure in any way. Although this disclosure has been disclosed above through embodiments, it is not intended to limit this disclosure. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the technical solution of this disclosure. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of this disclosure without departing from the content of the technical solution of this disclosure shall still fall within the scope of the technical solution of this disclosure.

Claims

1. A gearbox, characterized in that, The gearbox includes: a first main shaft (11), a second main shaft (12), a third main shaft (13), a first clutch assembly (21), a second clutch assembly (22), a third clutch assembly (23), a first gear train (31), a second gear train (32), and a third gear train (33). The first main shaft (11) and the second main shaft (12) are parallel, and the third main shaft (13) is parallel to the first main shaft (11). The first main shaft (11) is used for transmission connection with a motor, and the second main shaft (12) is used for transmission connection with a wheel. The first clutch assembly (21) includes: a first annular steel plate (211), a first clutch plate (212), a first clutch clamp (213), and a first hollow shaft (214). The outer peripheral wall of the first annular steel plate (211) is connected to the inner wall of the first clutch clamp (213). The first clutch plate (212) is axially movably sleeved outside the first hollow shaft (214). The first clutch plate (212) is circumferentially locked to the first hollow shaft (214). The first hollow shaft (214) is movably sleeved outside the first main shaft (11). The first clutch clamp (213) is coaxially connected to the first main shaft (11). The input gear of the first gear system (31) is used to coaxially connect with the output shaft of the engine (51). The output gear of the first gear system (31) is fixedly sleeved outside the first hollow shaft (214). The second clutch assembly (22) includes: a second annular steel plate (221), a second clutch disc (222), a second clutch clamp (223), and a second hollow shaft (224). The outer peripheral wall of the second annular steel plate (221) is connected to the inner wall of the second clutch clamp (223). The second clutch disc (222) is axially movably sleeved outside the second hollow shaft (224). The second clutch disc (222) is circumferentially locked to the second hollow shaft (224). The second hollow shaft (224) is movably sleeved outside the first main shaft (11). The second clutch clamp (223) is coaxially connected to the first main shaft (11). The input gear of the second gear system (32) is fixedly sleeved outside the second hollow shaft (224). The output gear of the second gear system (32) is fixedly sleeved outside the second main shaft (12). The third clutch assembly (23) includes: a third annular steel plate (231), a third clutch plate (232), a third clutch clamp (233), and a third hollow shaft (234). The outer peripheral wall of the third annular steel plate (231) is connected to the inner wall of the third clutch clamp (233). The third clutch plate (232) is axially movably sleeved outside the third hollow shaft (234). The third clutch plate (232) is circumferentially locked to the third hollow shaft (234). The third hollow shaft (234) is movably sleeved outside the third main shaft (13). The third clutch clamp (233) is coaxially connected to the third main shaft (13). The input gear of the third gear system (33) is fixedly sleeved outside the third hollow shaft (234). The output gear of the third gear system (33) is fixedly sleeved outside the second main shaft (12).

2. The gearbox according to claim 1, characterized in that, The gearbox also includes a fourth main shaft (14), which is coaxially spaced from the first main shaft (11) and is used to drive a motor or engine. The third gear train (33) also has at least one intermediate gear, one of which is fixedly sleeved outside the fourth main shaft (14).

3. The gearbox according to claim 2, characterized in that, The gearbox also includes a telescopic shaft (41) and a transmission cylinder (42), the transmission cylinder (42) having opposite closed ends and open ends, the closed end being coaxially connected to one end of the telescopic shaft (41), and the other end of the telescopic shaft (41) being coaxially connected to the fourth main shaft (14); The outer peripheral wall of the transmission cylinder (42) is provided with first gear teeth (421) arranged circumferentially, and the inner wall surface of the second hollow shaft (224) is provided with second gear teeth (225) arranged circumferentially. The outer diameter of the transmission cylinder (42) is smaller than the inner diameter of the second hollow shaft (224). The telescopic shaft (41) is used to control the transmission cylinder (42) to move to a first position or a second position. When the transmission cylinder (42) is in the first position, the transmission cylinder (42) is inserted into the second hollow shaft (224), and the first gear tooth (421) meshes with the second gear tooth (225). When the transmission cylinder (42) is in the second position, the transmission cylinder (42) is outside the second hollow shaft (224).

4. The gearbox according to claim 3, characterized in that, The gearbox also includes a lever (43) and a drive member (44), one end of the lever (43) is connected to the drive member (44), and the drive member (44) is used to drive the lever (43) to move axially along the telescopic shaft (41); The other end of the lever (43) has a limiting slider (431), and the closed end has an annular dovetail groove (420). The annular dovetail groove (420) is coaxial with the central axis of the transmission cylinder (42), and the limiting slider (431) is slidably disposed in the annular dovetail groove (420).

5. The gearbox according to claim 3, characterized in that, The telescopic shaft (41) includes a first sub-shaft (411) and a second sub-shaft (412) coaxially mounted. The end face of the first end of the second sub-shaft (412) has a concave hole. The first end of the first sub-shaft (411) is coaxially inserted into the concave hole, and the first sub-shaft (411) and the second sub-shaft (412) are circumferentially locked. The second end of the first sub-shaft (411) is connected to the closed end, and the second end of the second sub-shaft (412) is connected to the fourth main shaft (14).

6. A hybrid power system, characterized in that, The hybrid power system includes: an engine (51), a first electric motor (52), and a gearbox as described in any one of claims 1 to 5; The output shaft of the engine (51) is connected to the second connecting part of the first clutch assembly (21) for transmission, and the rotating shaft of the first motor (52) is coaxially connected to the first main shaft (11).

7. The hybrid power system according to claim 6, characterized in that, The hybrid power system also includes a power supply component (60), which includes a battery (61) and an inverter (62). The inverter (62) is connected to the battery (61), and the first motor (52) is connected to the inverter (62).

8. The hybrid power system according to claim 6 or 7, characterized in that, The hybrid power system also includes a differential, which is drivenly connected to the second main shaft (12) and is used for drive connection with the wheels.

9. A car, characterized in that, The vehicle includes a body and a hybrid power system as described in any one of claims 6 to 8, the hybrid power system being located within the body.

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