Single-motor multi-gear multi-mode hybrid transmission system

Abstract

The present invention discloses a single-motor multi-gear multi-mode hybrid transmission system, which relates to the technical field of hybrid vehicles, including an engine, a motor, an input shaft, an output shaft coaxially arranged with the input shaft, and an intermediate shaft and a countershaft spaced and parallel to the input shaft. The motor main shaft of the motor is a hollow shaft, and the motor main shaft is coaxially mounted on the output shaft with an empty sleeve. A main shaft gear is fixedly connected to the motor main shaft; a constant meshing driven gear is fixedly connected to the output shaft; a first gear driving gear, a fourth gear driving gear, a second gear driving gear and a second synchronizer are arranged on the input shaft, a first gear driven gear, a first synchronizer, a fourth gear driven gear, a second gear driven gear and a constant meshing driving gear are arranged on the countershaft, and a P2 gear, a third synchronizer, a P3 gear and a countershaft gear are arranged on the countershaft. The present invention proposes a hybrid transmission system that saves motor installation space, has a single motor arranged longitudinally, and is compatible with P2 and P3 multi-modes and multi-gears.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid vehicle, and in particular to a single-motor multi-gear multi-mode hybrid vehicle transmission system. Background Art

[0002] As people's awareness of energy conservation and emission reduction increases, the trend of vehicle power electrification is obvious. As one of the important technical routes for energy-saving vehicles, hybrid vehicles such as HEV and PHEV can make the engine work in the high-efficiency area more time due to the addition of motor power, achieving low fuel consumption, sufficient power, low noise, high comfort and other characteristics. These characteristics are destined to make hybrid vehicles occupy an important position in the market for a long period of time.

[0003] However, many existing hybrid transmission system configurations still have some shortcomings. For example, the dual-motor configuration and planetary gear configuration all have problems such as complex structure, difficult control, inconvenient manufacturing, high cost, low transmission efficiency, and low vehicle adaptability. At the same time, the motor also has the problem of taking up space during installation. These problems are important issues that need to be urgently solved in this field. Summary of the invention

[0004] In order to address the deficiencies in the prior art, the present invention proposes a hybrid power transmission system with a parallel-axis configuration, a longitudinally mounted single motor and compatible with P2 and P3 multi-modes and multi-gears, which achieves a simple and compact structure, saves motor installation space, has concise control logic, and has a high degree of parts reuse. It also has the advantages of multiple gears, multiple modes, low cost, high efficiency, easy manufacturing, and high vehicle adaptability.

[0005] In order to achieve the above-mentioned object, the present invention adopts the following technical scheme: a single-motor multi-gear multi-mode hybrid transmission system, comprising an engine, a motor, an input shaft, an output shaft coaxially arranged with the input shaft, and an intermediate shaft and a countershaft spaced and parallel to the input shaft, wherein the input shaft is located between the output shaft and the engine, one end of the input shaft is connected to the engine through a clutch transmission, and the other end is coaxially arranged with the output shaft; the motor main shaft of the motor is a hollow shaft, and the motor main shaft is coaxially mounted on the output shaft with an empty sleeve;

[0006] The end of the motor main shaft facing the input shaft is fixedly connected with a main shaft gear;

[0007] The output shaft is fixedly connected with a constantly meshing driven gear at one end facing the input shaft;

[0008] The input shaft is provided with a first gear driving gear, a fourth gear driving gear, a second gear driving gear and a second synchronizer in sequence along the direction from the engine to the motor, wherein the first gear driving gear, the fourth gear driving gear and the second synchronizer are fixedly connected to the input shaft; the second gear driving gear is rotatably connected to the input shaft; the second synchronizer is located between the second gear driving gear and the constant meshing driven gear, and is used to control the clutch relationship between the second gear driving gear and the constant meshing driven gear and the input shaft;

[0009] The intermediate shaft is provided with a first gear driven gear, a first synchronizer, a fourth gear driven gear, a second gear driven gear and a constantly meshed driving gear in sequence along the direction from the engine to the motor, wherein the first gear driven gear and the fourth gear driven gear are rotationally connected to the intermediate shaft; the first synchronizer, the second gear driven gear and the constantly meshed driving gear are fixedly connected to the intermediate shaft; the first synchronizer is located between the first gear driven gear and the fourth gear driven gear, and is used to control the clutch relationship between the first gear driven gear and the fourth gear driven gear and the intermediate shaft; the first gear driven gear is constantly meshed with the first gear driving gear, the fourth gear driven gear is constantly meshed with the fourth gear driving gear, the second gear driven gear is constantly meshed with the second gear driving gear, and the constantly meshed driving gear is constantly meshed with the constantly meshed driven gear;

[0010] The P2 gear, the third synchronizer, the P3 gear and the countershaft gear are sequentially arranged on the countershaft along the direction from the engine to the motor, wherein the P2 gear and the P3 gear are rotationally connected to the countershaft; the third synchronizer and the countershaft gear are fixedly connected to the countershaft; the third synchronizer is located between the P2 gear and the P3 gear, and is used to control the clutch relationship between the P2 gear and the P3 gear and the countershaft; the P2 gear is constantly meshed with the fourth gear driving gear, the P3 gear is constantly meshed with the constantly meshed driven gear, and the countershaft gear is constantly meshed with the mainshaft gear.

[0011] Preferably, the first-gear driven gear is provided with a first-gear coupling ring gear for cooperating with the first synchronizer, and the fourth-gear driven gear is provided with a fourth-gear coupling ring gear for cooperating with the first synchronizer.

[0012] Preferably, the second-speed driving gear is provided with a second-speed combined gear ring for cooperating with the second synchronizer, and the constantly meshing driven gear is provided with a third-speed combined gear ring for cooperating with the second synchronizer.

[0013] Preferably, the input shaft and the output shaft are rotationally connected at opposite ends.

[0014] Preferably, a socket is provided on one end of the output shaft facing the input shaft, one end of the input shaft extends into the socket of the output shaft, and the input shaft and the socket are coaxially mounted via a bearing.

[0015] Preferably, the P2 gear is provided with a P2 gear coupling ring gear for cooperating with the third synchronizer, and the P3 gear is provided with a P3 gear coupling ring gear for cooperating with the third synchronizer.

[0016] Preferably, the outer wall of the output shaft and the inner wall of the motor main shaft are coaxially mounted via a plurality of bearings.

[0017] The present invention has the following beneficial effects:

[0018] 1. Relying on the ingenious structural arrangement, on the basis of one motor, one engine, three sets of synchronizers, seven pairs of gear meshing pairs and 12 gears, two basic hybrid forms of P2 and P3 are realized, and 32 vehicle operation modes are achieved, including: P2 / P3 pure electric drive mode, P2 / P3 parallel hybrid drive mode, P2 / P3 parallel driving power generation mode, P2 / P3 energy recovery mode, P2 parking power generation mode, engine direct drive mode, etc., taking into account both power and economy, and can meet the adaptation needs of different hybrid vehicles such as HEV and PHEV.

[0019] 2. The entire system adopts a longitudinal structural layout, and the motor main shaft is designed as a hollow shaft, which is coaxially mounted with the output shaft, which can effectively save the installation space of the motor. In addition, the output shaft and the input shaft are coaxially arranged head to tail, which can realize direct gear, with a transmission ratio of 1. The power is directly transmitted from the input shaft to the output shaft without transmission loss through the gear pair, with higher transmission efficiency and better economy.

[0020] 3. The whole system adopts parallel shaft gear pair structure, which is simple and compact, easy to manufacture, low cost and high transmission efficiency. Concise control logic and high parts reuse realize multiple vehicle operation modes.

[0021] 4. When switching between vehicle operating modes, the motor can provide power compensation to the vehicle as needed, making the driving experience smoother and more comfortable. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a structural schematic diagram of the neutral mode of the present invention.

[0023] Figure 2 yes Figure 1 Schematic diagram of the cross-sectional structure of AA.

[0024] Figure 3 yes Figure 1 Schematic diagram of the cross-sectional structure of the BB.

[0025] Figure 4 It is a power transmission roadmap of the first gear engine direct drive mode of the present invention.

[0026] Figure 5It is the power transmission roadmap of the P3 gear pure electric driving mode of the present invention.

[0027] Figure 6 It is the power transmission roadmap of the first gear P2 gear pure electric driving mode of the present invention.

[0028] Figure 7 It is the power transmission roadmap of the first gear P2 gear parallel hybrid driving mode of the present invention.

[0029] Figure 8 It is a power transmission route map of the first gear P2 gear parallel driving power generation mode of the present invention.

[0030] Fig. 9 It is the power transmission roadmap of the P2 gear parking power generation mode of the present invention.

[0031] Fig.10 It is the power transmission roadmap of the P3 gear energy recovery mode of the present invention.

[0032] Fig.11 It is the power transmission route map of the first gear P2 gear energy recovery mode of the present invention.

[0033] Fig.12 It is a structural schematic diagram of the motor installation state of the present invention.

[0034] Motor MG, engine EG, clutch K0, input shaft Z100, intermediate shaft Z200, output shaft Z300, motor main shaft Z400, countershaft Z500, first gear driving gear G101, first gear driven gear G201, second gear driving gear G102, second gear driven gear G202, constant mesh driving gear G203, constant mesh driven gear G303, fourth gear driving gear G104, fourth gear driven gear G204, main shaft gear G401, countershaft gear G50 1. P2 gear G502, P3 gear G503, No. 1 synchronizer S14, No. 2 synchronizer S23, No. 3 synchronizer SP23, No. 1 gear combined ring gear S1, No. 2 gear combined ring gear S2, No. 3 gear combined ring gear S3, No. 4 gear combined ring gear S4, P2 gear combined ring gear SP2, P3 gear combined ring gear SP3, bearing B11, bearing B12, bearing B21, bearing B22, bearing B31, bearing B32, bearing B51, bearing B52, transmission case 1. DETAILED DESCRIPTION

[0035] The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments.

[0036] A single-motor multi-gear multi-mode hybrid transmission system, such as Figures 1 to 3As shown, it includes an engine EG, a motor MG, an input shaft Z100, an output shaft Z300 coaxially arranged with the input shaft Z100, and an intermediate shaft Z200 and a counter shaft Z500 spaced and parallel to the input shaft Z100. The input shaft Z100 is located between the output shaft Z300 and the engine EG. One end of the input shaft Z100 is connected to the engine EG through a clutch K0, and the other end is coaxially arranged with the output shaft Z300. In addition, the input shaft Z100 and the opposite end of the output shaft Z300 are rotatably connected. The output shaft Z300 is provided with a plug hole at one end facing the input shaft Z100. One end of the input shaft Z100 extends into the plug hole of the output shaft Z300. The input shaft Z100 and the plug hole are coaxially installed through a bearing B12. The other end of the input shaft Z100 is installed and positioned through a bearing B11. The motor main shaft Z400 of the motor MG is a hollow shaft, and the motor main shaft Z400 is coaxially mounted on the output shaft Z300 with an empty sleeve. The outer wall of the output shaft Z300 and the inner wall of the motor main shaft Z400 are coaxially mounted via a bearing B31 and a bearing B32.

[0037] A main shaft gear G401 is fixedly connected to one end of the motor main shaft Z400 facing the input shaft Z100.

[0038] A constantly meshing driven gear G303 is fixedly connected to one end of the output shaft Z300 that faces the input shaft Z100.

[0039] The input shaft Z100 is provided with a first gear driving gear G101, a fourth gear driving gear G104, a second gear driving gear G102 and a second synchronizer S23 in sequence along the direction from the engine EG to the motor MG, wherein the first gear driving gear G101, the fourth gear driving gear G104 and the second synchronizer S23 are fixedly connected to the input shaft Z100; the second gear driving gear G102 is rotatably connected to the input shaft Z100; the second synchronizer S23 is located between the second gear driving gear G102 and the constantly meshing driven gear G303; the second gear driving gear G102 is provided with A second gear combined ring gear S2 is used to cooperate with the second synchronizer S23, and the constantly meshed driven gear G303 is provided with a third gear combined ring gear S3 for cooperating with the second synchronizer S23. The second synchronizer S23 is used to control the clutch relationship between the second gear driving gear G102 and the constantly meshed driven gear G303 and the input shaft Z100, and can realize three states: the second gear driving gear G102 is combined with the input shaft Z100, the constantly meshed driven gear G303 is combined with the input shaft Z100, or the second gear driving gear G102 and the constantly meshed driven gear G303 are separated from the input shaft Z100.

[0040] The intermediate shaft Z200 is installed and positioned by a bearing B21 and a bearing B22. A first gear driven gear G201, a first synchronizer S14, a fourth gear driven gear G204, a second gear driven gear G202 and a constant mesh driving gear G203 are sequentially arranged on the intermediate shaft Z200 along the direction from the engine EG to the motor MG, wherein the first gear driven gear G201 and the fourth gear driven gear G204 are rotationally connected to the intermediate shaft Z200; the first synchronizer S14, the second gear driven gear G202 and the constant mesh driving gear G203 are fixedly connected to the intermediate shaft Z200; the first synchronizer S14 is located between the first gear driven gear G201 and the fourth gear driven gear G204, the first gear driven gear G201 is provided with a first gear combined gear ring S1 for cooperating with the first synchronizer S14, the fourth gear driven gear G202 is provided with a first gear combined gear ring S1 for cooperating with the first synchronizer S14, and the fourth gear driven gear G203 is provided with a first gear combined gear ring S1 for cooperating with the first synchronizer S14. The driven gear G204 is provided with a fourth-speed combined gear ring S4 for cooperating with the first-speed synchronizer S14. The first-speed synchronizer S14 is used to control the clutch relationship between the first-speed driven gear G201 and the fourth-speed driven gear G204 and the intermediate shaft Z200, and can realize three states: the first-speed driven gear G201 is combined with the intermediate shaft Z200, the fourth-speed driven gear G204 is combined with the intermediate shaft Z200, or the first-speed driven gear G201 and the fourth-speed driven gear G204 are separated from the intermediate shaft Z200; the first-speed driven gear G201 is constantly meshed with the first-speed driving gear G101, the fourth-speed driven gear G204 is constantly meshed with the fourth-speed driving gear G104, the second-speed driven gear G202 is constantly meshed with the second-speed driving gear G102, and the constantly meshed driving gear G203 is constantly meshed with the constantly meshed driven gear G303.

[0041] The countershaft Z500 is installed and positioned by a bearing B51 and a bearing B52, and the countershaft Z500 is provided with a P2 gear G502, a third synchronizer SP23, a P3 gear G503 and a countershaft gear G501 in sequence along the direction from the engine EG to the motor MG, wherein the P2 gear G502 and the P3 gear G503 are rotationally connected to the countershaft Z500; the third synchronizer SP23 and the countershaft gear G501 are fixedly connected to the countershaft Z500; the third synchronizer SP23 is located between the P2 gear G502 and the P3 gear G503, and the P2 gear G502 is provided with a P2 gear combining ring gear SP2 for cooperating with the third synchronizer SP23. The P3 gear G503 is provided with a P3 gear coupling ring gear SP3 for cooperating with the third synchronizer SP23. The third synchronizer SP23 is used to control the clutch relationship between the P2 gear G502 and the P3 gear G503 and the countershaft Z500, and can realize three states: the P2 gear G502 is combined with the countershaft Z500, the P3 gear G503 is combined with the countershaft Z500, or the P2 gear G502 and the P3 gear G503 are separated from the countershaft Z500; the P2 gear G502 and the fourth gear driving gear G104 are constantly meshed, the P3 gear G503 and the constantly meshed driven gear G303 are constantly meshed, and the countershaft gear G501 and the mainshaft gear G401 are constantly meshed.

[0042] The first synchronizer S14, the second synchronizer S23, and the third synchronizer SP23 can all move left and right and engage with the adjacent gear ring to transmit power, thereby forming 7 basic gears (including neutral) of the hybrid transmission system, as follows:

[0043] Neutral: All synchronizers are not engaged with any adjacent gear ring gear and no power is transmitted.

[0044] P2 gear: The third synchronizer SP23 moves to the right and engages with the P2 gear ring gear SP2 to transmit power.

[0045] P3 gear: The third synchronizer SP23 moves to the left and engages with the P3 gear ring gear SP3 to transmit power.

[0046] First gear: The first synchronizer S14 moves to the right to engage with the first gear ring gear S1 to transmit power.

[0047] Second gear: The second synchronizer S23 moves to the right and engages with the second gear ring gear S2 to transmit power.

[0048] Third gear: The second synchronizer S23 moves to the left and engages with the third gear combining ring gear S3. At this time, the input shaft Z100 and the output shaft Z300 are connected to directly transmit power, forming a direct gear transmission ratio of 1.

[0049] Fourth gear: The first synchronizer S14 moves to the left and engages with the fourth gear ring gear S4 to transmit power.

[0050] The above 7 basic gears are combined with the working states of the motor MG, engine EG, clutch K0 and other components to achieve 32 vehicle operation modes. The working state control logic of specific components is shown in Table 1:

[0051] Table 1

[0052]

[0053] “●” in the table indicates that the synchronizer is engaged with the gear ring at that location and transmits power.

[0054] Combined with Table 1, the above vehicle operation modes are described in detail one by one as follows:

[0055] No. 1, neutral mode: Figure 1 As shown, the basic gear is in neutral, and the motor and clutch K0 are in any state. This mode can realize the functions of towing a trailer when the vehicle wheels are on the ground, cooling, heating, and external power taking of the motor MG or the engine EG when idling in place.

[0056] No. 2, first gear engine direct drive mode: Figure 4 As shown, the basic gear is only in the first gear, the clutch K0 is in the engaged power transmission state, and the motor MG is in the non-working state. In this mode, the engine EG directly drives the vehicle alone. In this mode, the power flow transmission route is: engine EG→clutch K0→input shaft Z100→first gear driving gear G101→first gear driven gear G201→first gear combined gear ring S1→first synchronizer S14→intermediate shaft Z200→constant mesh driving gear G203→constant mesh driven gear G303→output shaft Z300, and finally the engine EG directly drives the vehicle.

[0057] No. 3, 2nd gear engine direct drive mode: the basic gear is only in 2nd gear, the clutch K0 is in the engaged power transmission state, the motor MG is in the non-working state, and the engine EG drives the vehicle directly alone in this mode. The power flow transmission route in this mode is: engine EG→clutch K0→input shaft Z100→second synchronizer S23→2nd gear combined ring gear S2→2nd gear driving gear G102→2nd gear driven gear G202→intermediate shaft Z200→constant mesh driving gear G203→constant mesh driven gear G303→output shaft Z300, and finally the engine EG directly drives the vehicle.

[0058] No. 4, three-gear engine direct drive mode: the basic gear is only in the third gear, the clutch K0 is in the engaged power transmission state, and the motor MG is in the non-working state. In this mode, the engine EG directly drives the vehicle alone. In this mode, the power flow transmission route is: engine EG→clutch K0→input shaft Z100→second synchronizer S23→third gear combined ring gear S3→output shaft Z300, and finally the engine EG directly drives the vehicle.

[0059] No. 5, four-speed engine direct drive mode: the basic gear is only in the fourth gear, the clutch K0 is in the engaged power transmission state, and the motor MG is in the non-working state. In this mode, the engine EG directly drives the vehicle alone. In this mode, the power flow transmission route is: engine EG→clutch K0→input shaft Z100→fourth gear driving gear G104→fourth gear driven gear G204→fourth gear combined gear ring S4→first synchronizer S14→intermediate shaft Z200→constant mesh driving gear G203→constant mesh driven gear G303→output shaft Z300, and finally the engine EG directly drives the vehicle.

[0060] No. 6, P3 pure electric drive mode: Figure 5 As shown, the basic gear is only in P3 gear, the clutch K0 state is arbitrary, and the motor MG is in the driving motor state. In this mode, the motor MG drives the vehicle alone, driving the vehicle forward in forward rotation and driving the vehicle backward in reverse rotation. In this mode, the power flow transmission route is: motor MG→motor main shaft Z400→main shaft gear G401→counter shaft gear G501→counter shaft Z500→No. 3 synchronizer SP23→P3 gear ring gear SP3→P3 gear G503→constant mesh driven gear G303→output shaft Z300→finally realize the pure electric drive vehicle by the motor MG.

[0061] No. 7, first gear P2 gear pure electric driving mode: Figure 6 As shown, the basic gear is in the first gear and P2 gear at the same time, the clutch K0 is in the disconnected state, and the motor MG is in the driving motor state. In this mode, the power of the motor MG passes through the P2 gear and the first gear in turn to drive the vehicle. In this mode, the power flow transmission route is: motor MG→motor main shaft Z400→main shaft gear G401→counter shaft gear G501→counter shaft Z500→No. 3 synchronizer SP23→P2 gear ring gear SP2→P2 gear gear G502→fourth gear driving gear G104→input shaft Z100→first gear driving gear G101→first gear driven gear G201→first gear ring gear S1→first synchronizer S14→intermediate shaft Z200→constant mesh driving gear G203→constant mesh driven gear G303→output shaft Z300, and finally the motor MG is driven by electricity.

[0062] No. 8, 2nd gear P2 gear pure electric drive mode: The basic gear is in 2nd gear and P2 gear at the same time, the clutch K0 is in the disengaged state, and the motor MG is in the driving motor state. In this mode, the power of the motor MG drives the vehicle after passing through P2 gear and 2nd gear in turn. The power flow transmission route in this mode is: motor MG→motor main shaft Z400→main shaft gear G401→counter shaft gear G501→counter shaft Z500→3rd synchronizer SP23→P2 gear ring SP2→P2 gear G502→4th gear driving gear G104→input shaft Z100→2nd synchronizer S23→2nd gear ring S2→2nd gear driving gear G102→2nd gear driven gear G202→intermediate shaft Z200→constant mesh driving gear G203→constant mesh driven gear G303→output shaft Z300, and finally the motor MG is driven by electricity.

[0063] No. 9, 3rd gear P2 gear pure electric drive mode: The basic gear is in 3rd gear and P2 gear at the same time, the clutch K0 is in the disengaged state, and the motor MG is in the driving motor state. In this mode, the power of the motor MG passes through the P2 gear and the 3rd gear in turn to drive the vehicle. In this mode, the power flow transmission route is: motor MG→motor main shaft Z400→main shaft gear G401→counter shaft gear G501→counter shaft Z500→3rd synchronizer SP23→P2 gear ring SP2→P2 gear G502→4th gear driving gear G104→input shaft Z100→2nd synchronizer S23→3rd gear ring S3→output shaft Z300, and finally the motor MG is driven by pure electricity.

[0064] No. 10, 4th gear P2 gear pure electric drive mode: The basic gear is in 4th gear and P2 gear at the same time, the clutch K0 is in the disengaged state, and the motor MG is in the driving motor state. In this mode, the power of the motor MG passes through the P2 gear and the 4th gear in turn before driving the vehicle. In this mode, the power flow transmission route is: motor MG→motor main shaft Z400→main shaft gear G401→counter shaft gear G501→counter shaft Z500→No. 3 synchronizer SP23→P2 gear ring SP2→P2 gear G502→4th gear driving gear G104→4th gear driven gear G204→4th gear ring S4→1st synchronizer S14→intermediate shaft Z200→constant mesh driving gear G203→constant mesh driven gear G303→output shaft Z300, and finally the motor MG is driven by electricity.

[0065] No. 11, 1st gear P2 gear parallel hybrid drive mode: Figure 7 As shown, the basic gear is in the first gear and P2 gear at the same time, the clutch K0 is in the engaged power transmission state, and the motor MG is in the driving motor state. This mode can realize that the motor MG transmits power to the input shaft Z100 in the P2 gear, and transmits power in the first gear at the same time as the engine EG, and finally realizes a parallel hybrid drive vehicle.

[0066] In this mode, the power flow transmission route is: motor MG→motor main shaft Z400→main shaft gear G401→counter shaft gear G501→counter shaft Z500→No. 3 synchronizer SP23→P2 gear coupling ring gear SP2→P2 gear gear G502→fourth gear driving gear G104→input shaft Z100; at the same time, engine EG→clutch K0→input shaft Z100; the power of motor MG and engine EG is combined at input shaft Z100→first gear driving gear G101→first gear driven gear G201→first gear coupling ring gear S1→No. 1 synchronizer S14→intermediate shaft Z200→constant mesh driving gear G203→constant mesh driven gear G303→output shaft Z300, and finally realizes a parallel hybrid drive vehicle.

[0067] No. 12, 2nd gear P2 parallel hybrid drive mode: The basic gear is in 2nd gear and P2 gear at the same time, the clutch K0 is in the engaged power transmission state, and the motor MG is in the driving motor state. This mode can realize that the motor MG transmits power to the input shaft Z100 in P2 gear, and transmits power in 2nd gear at the same time as the engine EG, and finally realizes a parallel hybrid drive vehicle.

[0068] In this mode, the power flow transmission route is: motor MG→motor main shaft Z400→main shaft gear G401→counter shaft gear G501→counter shaft Z500→No. 3 synchronizer SP23→P2 gear engaging ring gear SP2→P2 gear G502→fourth gear driving gear G104→input shaft Z100; at the same time, engine EG→clutch K0→input shaft Z100; the power of motor MG and engine EG is combined at input shaft Z100→No. 2 synchronizer S23→second gear engaging ring gear S2→second gear driving gear G102→second gear driven gear G202→intermediate shaft Z200→constant mesh driving gear G203→constant mesh driven gear G303→output shaft Z300, and finally realizes a parallel hybrid drive vehicle.

[0069] No. 13, 3rd gear P2 parallel hybrid drive mode: The basic gear is in 3rd gear and P2 gear at the same time, the clutch K0 is in the engaged power transmission state, and the motor MG is in the driving motor state. This mode can realize that the motor MG transmits power to the input shaft Z100 in P2 gear, and transmits power in 3rd gear at the same time with the engine EG, and finally realizes a parallel hybrid drive vehicle.

[0070] In this mode, the power flow transmission route is: motor MG→motor main shaft Z400→main shaft gear G401→counter shaft gear G501→counter shaft Z500→No. 3 synchronizer SP23→P2 gear coupling ring gear SP2→P2 gear G502→fourth gear driving gear G104→input shaft Z100; at the same time, engine EG→clutch K0→input shaft Z100; the power of motor MG and engine EG is combined at input shaft Z100→No. 2 synchronizer S23→third gear coupling ring gear S3→output shaft Z300, finally realizing a parallel hybrid drive vehicle.

[0071] No. 14, 4th gear P2 parallel hybrid drive mode: The basic gear is in 4th gear and P2 gear at the same time, the clutch K0 is in the engaged power transmission state, and the motor MG is in the driving motor state. This mode can realize that the engine EG transmits power in 4th gear, and the motor MG transmits power in P2 gear. The power of the two is combined at the 4th gear driving gear G104, and finally realizes the parallel hybrid drive vehicle.

[0072] In this mode, the power flow transmission route is: engine EG→clutch K0→input shaft Z100→fourth gear driving gear G104; at the same time, motor MG→motor main shaft Z400→main shaft gear G401→counter shaft gear G501→counter shaft Z500→No. 3 synchronizer SP23→P2 gear coupling ring gear SP2→P2 gear G502→fourth gear driving gear G104; the power of motor MG and engine EG is combined at the fourth gear driving gear G104→fourth gear driven gear G204→fourth gear coupling ring gear S4→No. 1 synchronizer S14→intermediate shaft Z200→constant mesh driving gear G203→constant mesh driven gear G303→output shaft Z300, and finally realizes a parallel hybrid drive vehicle of the two.

[0073] No. 15, 1st gear P3 gear parallel hybrid drive mode: The basic gear is in 1st gear and P3 gear at the same time, the clutch K0 is in the engaged power transmission state, and the motor MG is in the driving motor state. In this mode, the engine EG transmits power in 1st gear, and the motor MG transmits power in P3 gear. The power of the two is combined at the constant mesh driven gear G303, and finally the two realize parallel hybrid drive of the vehicle.

[0074] In this mode, the power flow transmission route is: engine EG→clutch K0→input shaft Z100→first gear driving gear G101→first gear driven gear G201→first gear coupling ring gear S1→first gear synchronizer S14→intermediate shaft Z200→constant mesh driving gear G203→constant mesh driven gear G303; at the same time, motor MG→motor main shaft Z400→main shaft gear G401→counter shaft gear G501→counter shaft Z500→third synchronizer SP23→P3 gear coupling ring gear SP3→P3 gear G503→constant mesh driven gear G303; the power of motor MG and engine EG is combined at the constant mesh driven gear G303→output shaft Z300, and finally a parallel hybrid drive vehicle is realized.

[0075] No. 16, 2nd gear P3 parallel hybrid drive mode: The basic gear is in 2nd gear and P3 gear at the same time, the clutch K0 is in the engaged power transmission state, and the motor MG is in the driving motor state. In this mode, the engine EG transmits power in the 2nd gear, and the motor MG transmits power in the P3 gear. The power of the two is combined at the constant mesh driven gear G303, and finally the two realize parallel hybrid drive of the vehicle.

[0076] In this mode, the power flow transmission route is: engine EG→clutch K0→input shaft Z100→second synchronizer S23→second gear engaging ring gear S2→second gear driving gear G102→second gear driven gear G202→intermediate shaft Z200→constant mesh driving gear G203→constant mesh driven gear G303; at the same time, motor MG→motor main shaft Z400→main shaft gear G401→counter shaft gear G501→counter shaft Z500→third synchronizer SP23→P3 gear engaging ring gear SP3→P3 gear G503→constant mesh driven gear G303; the power of motor MG and engine EG is combined at the constant mesh driven gear G303→output shaft Z300, and finally a parallel hybrid drive vehicle is realized.

[0077] No. 17, 3rd gear P3 parallel hybrid drive mode: The basic gear is in 3rd gear and P3 gear at the same time, the clutch K0 is in the engaged power transmission state, and the motor MG is in the driving motor state. In this mode, the engine EG transmits power in 3rd gear, and the motor MG transmits power in P3 gear. The power of the two is combined at the output shaft Z300, and finally the two realize parallel hybrid drive of the vehicle.

[0078] In this mode, the power flow transmission route is: engine EG→clutch K0→input shaft Z100→second synchronizer S23→third gear engaging ring gear S3→output shaft Z300; at the same time, motor MG→motor main shaft Z400→main shaft gear G401→counter shaft gear G501→counter shaft Z500→third synchronizer SP23→P3 gear engaging ring gear SP3→P3 gear G503→constant mesh driven gear G303→output shaft Z300; the power of motor MG and engine EG is combined at the output shaft Z300, and finally a parallel hybrid drive vehicle is realized.

[0079] No. 18, 4th gear P3 parallel hybrid drive mode: The basic gear is in 4th gear and P3 gear at the same time, the clutch K0 is in the engaged power transmission state, and the motor MG is in the driving motor state. In this mode, the engine EG transmits power in 4th gear, and the motor MG transmits power in P3 gear. The power of the two is combined at the constant mesh driven gear G303, and finally the two realize parallel hybrid drive of the vehicle.

[0080] In this mode, the power flow transmission route is: engine EG→clutch K0→input shaft Z100→fourth gear driving gear G104→fourth gear driven gear G204→fourth gear coupling ring gear S4→first synchronizer S14→intermediate shaft Z200→constant mesh driving gear G203→constant mesh driven gear G303; at the same time, motor MG→motor main shaft Z400→main shaft gear G401→counter shaft gear G501→counter shaft Z500→third synchronizer SP23→P3 gear coupling ring gear SP3→P3 gear G503→constant mesh driven gear G303; the power of motor MG and engine EG is combined at the constant mesh driven gear G303→output shaft Z300, and finally a parallel hybrid drive vehicle is realized.

[0081] No. 19, 1st gear P2 gear parallel driving power generation mode: Figure 8 As shown, the basic gear is in the first gear and P2 gear at the same time, the clutch K0 is in the engaged power transmission state, and the motor MG is in the generator state. This mode can achieve that when the torque generated by the engine EG at a given speed is higher than the torque required to drive the vehicle, the engine EG drives the vehicle to travel and drives the motor MG to generate electricity.

[0082] In this mode, the power flow transmission route is: engine EG→clutch K0→input shaft Z100→first gear driving gear G101→first gear driven gear G201→first gear coupling ring gear S1→No. 1 synchronizer S14→intermediate shaft Z200→constant mesh driving gear G203→constant mesh driven gear G303→output shaft Z300 to drive the vehicle; at the same time, the excess power of the engine EG is separated from the input shaft Z100→fourth gear driving gear G104→P2 gear G502→P2 gear coupling ring gear SP2→No. 3 synchronizer SP23→counter shaft Z500→counter shaft gear G501→main shaft gear G401→motor main shaft Z400→motor MG to generate electricity, and finally the engine EG drives the vehicle to travel while also driving the motor MG to generate electricity.

[0083] No. 20, 2nd gear P2 parallel driving power generation mode: the basic gear is in 2nd gear and P2 gear at the same time, the clutch K0 is in the engaged power transmission state, and the motor MG is in the generator state. This mode can achieve that when the torque generated by the engine EG at a given speed is higher than the torque required to drive the vehicle, the engine EG drives the vehicle to drive and generates electricity with the motor MG at the same time.

[0084] In this mode, the power flow transmission route is: engine EG→clutch K0→input shaft Z100→second gear coupling ring gear S2→second gear driving gear G102→second gear driven gear G202→intermediate shaft Z200→constant mesh driving gear G203→constant mesh driven gear G303→output shaft Z300 to drive the vehicle; at the same time, the excess power of engine EG is separated from input shaft Z100→fourth gear driving gear G104→P2 gear G502→P2 gear coupling ring gear SP2→third synchronizer SP23→counter shaft Z500→counter shaft gear G501→main shaft gear G401→motor main shaft Z400→motor MG to generate electricity, and finally the engine EG drives the vehicle to travel while also driving the motor MG to generate electricity.

[0085] No. 21, 3rd gear P2 parallel driving power generation mode: the basic gear is in 3rd gear and P2 gear at the same time, the clutch K0 is in the engaged power transmission state, and the motor MG is in the generator state. This mode can achieve that when the torque generated by the engine EG at a given speed is higher than the required torque for driving the vehicle, the engine EG drives the vehicle to drive and generates electricity with the motor MG at the same time.

[0086] In this mode, the power flow transmission route is: engine EG→clutch K0→input shaft Z100→second synchronizer S23→third gear engaging ring gear S3→output shaft Z300 to drive the vehicle; at the same time, the excess power of engine EG is separated from input shaft Z100→fourth gear driving gear G104→P2 gear G502→P2 gear engaging ring gear SP2→third synchronizer SP23→counter shaft Z500→counter shaft gear G501→main shaft gear G401→motor main shaft Z400→motor MG to generate electricity, and finally the engine EG drives the vehicle to travel while also driving the motor MG to generate electricity.

[0087] No. 22, 4th gear P2 parallel driving power generation mode: the basic gear is in 4th gear and P2 gear at the same time, the clutch K0 is in the engaged power transmission state, and the motor MG is in the generator state. This mode can achieve that when the torque generated by the engine EG at a given speed is higher than the required torque for driving the vehicle, the engine EG drives the vehicle to drive and generates electricity with the motor MG at the same time.

[0088] In this mode, the power flow transmission route is: engine EG→clutch K0→input shaft Z100→fourth gear driving gear G104→fourth gear driven gear G204→fourth gear combined ring gear S4→No. 1 synchronizer S14→intermediate shaft Z200→constant mesh driving gear G203→constant mesh driven gear G303→output shaft Z300 to drive the vehicle; at the same time, the excess power of the engine EG is separated from the fourth gear driving gear G104→P2 gear G502→P2 gear combined ring gear SP2→No. 3 synchronizer SP23→counter shaft Z500→counter shaft gear G501→main shaft gear G401→motor main shaft Z400→motor MG to generate electricity, and finally the engine EG drives the vehicle to travel while also driving the motor MG to generate electricity.

[0089] No. 23, 1st gear P3 parallel driving power generation mode: the basic gear is in 1st gear and P3 gear at the same time, the clutch K0 is in the engaged power transmission state, and the motor MG is in the generator state. In this mode, when the torque generated by the engine EG at a given speed is higher than the required torque for driving the vehicle, the engine EG can drive the vehicle while driving the motor MG to generate electricity.

[0090] In this mode, the power flow transmission route is: engine EG→clutch K0→input shaft Z100→first gear driving gear G01→first gear driven gear G201→first gear coupled ring gear S1→No. 1 synchronizer S14→intermediate shaft Z200→constant mesh driving gear G203→constant mesh driven gear G303→output shaft Z300 to drive the vehicle; at the same time, the excess power of engine EG is separated from the constant mesh driven gear G303→P3 gear G503→P3 gear coupled ring gear SP3→No. 3 synchronizer SP23→counter shaft Z500→counter shaft gear G501→main shaft gear G401→motor main shaft Z400→motor MG to generate electricity, and finally the engine EG drives the vehicle to travel while driving the motor MG to generate electricity.

[0091] No. 24, 2nd gear P3 parallel driving power generation mode: the basic gear is in 2nd gear and P3 gear at the same time, the clutch K0 is in the engaged power transmission state, and the motor MG is in the generator state. In this mode, when the torque generated by the engine EG at a given speed is higher than the required torque for driving the vehicle, the engine EG can drive the vehicle while driving the motor MG to generate electricity.

[0092] In this mode, the power flow transmission route is: engine EG→clutch K0→input shaft Z100→No. 2 synchronizer S23→second gear engaging ring gear S2→second gear driving gear G102→second gear driven gear G202→intermediate shaft Z200→constant mesh driving gear G203→constant mesh driven gear G303→output shaft Z300 to drive the vehicle; at the same time, the excess power of engine EG is separated from the constant mesh driven gear G303→P3 gear G503→P3 gear engaging ring gear SP3→No. 3 synchronizer SP23→counter shaft Z500→counter shaft gear G501→main shaft gear G401→motor main shaft Z400→motor MG to generate electricity, and finally the engine EG drives the vehicle to travel while driving the motor MG to generate electricity.

[0093] No. 25, 3rd gear P3 parallel driving power generation mode: the basic gear is in 3rd gear and P3 gear at the same time, the clutch K0 is in the engaged power transmission state, and the motor MG is in the generator state. In this mode, when the torque generated by the engine EG at a given speed is higher than the required torque for driving the vehicle, the engine EG can drive the vehicle while driving the motor MG to generate electricity.

[0094] In this mode, the power flow transmission route is: engine EG→clutch K0→input shaft Z100→No. 2 synchronizer S23→third gear engaging ring gear S3→output shaft Z300 to drive the vehicle; at the same time, the excess power of engine EG is separated from the output shaft Z300→constant meshing driven gear G303→P3 gear gear G503→P3 gear engaging ring gear SP3→No. 3 synchronizer SP23→counter shaft Z500→counter shaft gear G501→main shaft gear G401→motor main shaft Z400→motor MG to generate electricity, and finally the engine EG drives the vehicle to travel while driving the motor MG to generate electricity.

[0095] No. 26, 4th gear P3 parallel driving power generation mode: the basic gear is in 4th gear and P3 gear at the same time, the clutch K0 is in the engaged power transmission state, and the motor MG is in the generator state. In this mode, when the torque generated by the engine EG at a given speed is higher than the required torque for driving the vehicle, the engine EG can drive the vehicle while driving the motor MG to generate electricity.

[0096] In this mode, the power flow transmission route is: engine EG→clutch K0→input shaft Z100→fourth gear driving gear G104→fourth gear driven gear G204→fourth gear combined ring gear S4→No. 1 synchronizer S14→intermediate shaft Z200→constant mesh driving gear G203→constant mesh driven gear G303→output shaft Z300 to drive the vehicle; at the same time, the excess power of engine EG is transmitted from the constant mesh driven gear G303→P3 gear G503→P3 gear combined ring gear SP3→No. 3 synchronizer SP23→counter shaft Z500→counter shaft gear G501→main shaft gear G401→motor main shaft Z400→motor MG to generate electricity, and finally the engine EG drives the vehicle to travel while driving the motor MG to generate electricity.

[0097] No. 27, P2 gear parking power generation mode: Fig. 9 As shown, the basic gear is only in P2 gear, the clutch K0 is in the engaged power transmission state, and the motor MG is in the generator state. This mode can realize that the engine EG drives the motor MG to generate electricity when the vehicle is parked in place.

[0098] In this mode, the power flow transmission route is: engine EG→clutch K0→input shaft Z100→fourth gear driving gear G104→P2 gear G502→P2 gear combining ring gear SP2→No. 3 synchronizer SP23→counter shaft Z500→counter shaft gear G501→main shaft gear G401→motor main shaft Z400→finally the engine EG generates electricity with the motor MG.

[0099] No. 28, P3 gear energy recovery mode: Fig.10As shown, the basic gear is only in P3 gear, the clutch K0 is in any state, and the motor MG is in the generator state. In this mode, the motor MG can recover kinetic energy from P3 gear during vehicle braking and back-slipping.

[0100] In this mode, the power flow transmission route is: vehicle kinetic energy → output shaft Z300 → constant mesh driven gear G303 → P3 gear G503 → P3 gear combining ring gear SP3 → No. 3 synchronizer SP23 → countershaft Z500 countershaft gear G501 → main shaft gear G401 → motor main shaft Z400 → motor MG for power generation, ultimately realizing vehicle kinetic energy recovery and power generation.

[0101] No. 29, 1st gear P2 gear energy recovery mode: Fig.11 As shown, the basic gear is in the first gear and P2 gear at the same time, the clutch K0 is in the disconnected state, and the motor MG is in the generator state. In this mode, the motor MG can recover kinetic energy and generate electricity through the first gear and P2 gear during vehicle braking and back-slipping.

[0102] In this mode, the power flow transmission route is: vehicle kinetic energy → output shaft Z300 → constant mesh driven gear G303 → constant mesh driving gear G203 → intermediate shaft Z200 → No. 1 synchronizer S14 → first gear coupled ring gear S1 → first gear driven gear G201 → first gear driving gear G101 → input shaft Z100 → fourth gear driving gear G104 → P2 gear G502 → P2 gear coupled ring gear SP2 → No. 3 synchronizer SP23 → countershaft Z500 → countershaft gear G501 → mainshaft gear G401 → motor mainshaft Z400 → motor MG for power generation, ultimately achieving vehicle kinetic energy recovery and power generation.

[0103] No. 30, 2nd gear P2 gear energy recovery mode: The basic gear is in 2nd gear and P2 gear at the same time, the clutch K0 is in the disengaged state, and the motor MG is in the generator state. In this mode, the motor MG can recover kinetic energy through the 2nd gear and P2 gear during vehicle braking and back-slipping.

[0104] In this mode, the power flow transmission route is: vehicle kinetic energy → output shaft Z300 → constant mesh driven gear G303 → constant mesh driving gear G203 → intermediate shaft Z200 → second gear driven gear G202 → second gear driving gear G102 → second gear combined ring gear S2 → second synchronizer S23 → input shaft Z100 → fourth gear driving gear G104 → P2 gear gear G502 → P2 gear combined ring gear SP2 → third synchronizer SP23 → countershaft Z500 → countershaft gear G501 → main shaft gear G401 → motor main shaft Z400 → motor MG for power generation, ultimately achieving vehicle kinetic energy recovery and power generation.

[0105] No. 31, 3rd gear P2 gear energy recovery mode: The basic gear is in 3rd gear and P2 gear at the same time, the clutch K0 is in the disengaged state, and the motor MG is in the generator state. In this mode, the motor MG can recover kinetic energy through the 3rd gear and P2 gear during vehicle braking and back-slipping.

[0106] In this mode, the power flow transmission route is: vehicle kinetic energy → output shaft Z300 → third gear combined ring gear S3 → second synchronizer S23 → input shaft Z100 → fourth gear driving gear G104 → P2 gear G502 → P2 gear combined ring gear SP2 → third synchronizer SP23 → countershaft Z500 → countershaft gear G501 → main shaft gear G401 → motor main shaft Z400 → motor MG for power generation, ultimately achieving vehicle kinetic energy recovery and power generation.

[0107] No. 32, 4th gear P2 gear energy recovery mode: The basic gear is in 4th gear and P2 gear at the same time, the clutch K0 is in the disengaged state, and the motor MG is in the generator state. In this mode, the motor MG can recover kinetic energy through the 4th gear and P2 gear during vehicle braking and back-slipping.

[0108] In this mode, the power flow transmission route is: vehicle kinetic energy → output shaft Z300 → constant mesh driven gear G303 → constant mesh driving gear G203 → intermediate shaft Z200 → No. 1 synchronizer S14 → fourth gear combined ring gear S4 → fourth gear driven gear G204 → fourth gear driving gear G104 → P2 gear G502 → P2 gear combined ring gear SP2 → No. 3 synchronizer SP23 → countershaft Z500 → countershaft gear G501 → main shaft gear G401 → motor main shaft Z400 → motor MG for power generation, ultimately realizing vehicle kinetic energy recovery and power generation.

[0109] The present invention proposes a single-motor multi-gear multi-mode hybrid transmission system, in which the motor MG can be used as a generator to convert mechanical energy into electrical energy for power generation, and can also be used as a drive motor to convert electrical energy into mechanical energy to drive the vehicle. The motor main shaft Z400 is a hollow shaft, which is coaxially mounted with the output shaft Z300, and the remaining gear shafts are all set as parallel shaft gear meshing pairs. On the basis of one motor, one engine, three sets of synchronizers, and five sets of gear pairs (12 gears), 32 vehicle operation modes are achieved, including: P3 pure electric drive mode, P2 / P3 parallel hybrid drive mode, P2 / P3 parallel driving power generation mode, P2 / P3 energy recovery mode, P2 parking power generation mode, engine direct drive mode, etc., and when switching between different modes, the motor can provide power compensation to the vehicle as needed, and the driving experience is smoother and more comfortable, which can meet the adaptation needs of different hybrid vehicles such as HEV and PHEV. The entire system has a simple and compact structure, concise control logic, high parts reuse, and has the advantages of multiple gears, multiple modes, low cost, high efficiency, easy manufacturing, and high vehicle adaptability. The longitudinal configuration is particularly suitable for commercial vehicles.

[0110] In addition, from the perspective of space occupation, the engine compartment not only has the engine, air filter, cooling system, fuel system, starting system and other major components, but also transmission mechanisms that occupy a large space, such as clutch, transmission, transfer case, various motors, etc. Therefore, in order to make the engine compartment "fit in", and to ensure the heat dissipation effect of each component that needs heat dissipation, meet safety requirements, and facilitate maintenance and disassembly, the rationality of space utilization at each position in the engine compartment must be carefully considered. This is also why the layout of the engine, clutch, transmission, P0 motor, P1 motor, P2 motor, and P3 motor (not several motors are available, but configured according to demand and actual space) in the existing hybrid vehicle engine compartment is relatively rigid and difficult to make reasonable breakthroughs (P4 motors are generally not in the engine compartment, so we will not discuss it too much here). In theory, increasing the space in the engine compartment can achieve various layouts, but in reality, this is impossible.

[0111] Therefore, specifically in this case, the present invention also has the following advantages:

[0112] First, the motor is not coaxially arranged with the countershaft (non-coaxial). The countershaft is located on the side of the transmission. If the motor is coaxially arranged with the countershaft, it is equivalent to increasing the side space of the transmission, because the space occupied by the motor is not small, and the space that can be squeezed out on the side of the transmission (longitudinal) is very limited. The present invention wants to achieve P2+P3 under the condition of limited space, and chooses not to let the motor occupy the side space of the transmission (the space occupied by the gear structure related to P2+P3 is less than that of P2 gear + P2 motor, and also less than that of P3 gear + P3 motor). The space vacated by the motor is reserved for an extra set of gear mechanisms (P2 gear or P3 gear) and the third synchronizer SP23.

[0113] Secondly, the motor is installed at the output end of the transmission and sleeved on the transmission output shaft (belonging to the P3 position, the function can achieve P2+P3), rather than being installed between the engine and the transmission (P2 position). Because in the case of longitudinal placement, if it is installed between the engine and the transmission (P2 position), the length and space occupied by the engine compartment will suddenly increase, which is difficult to handle in reality, and all other components need to be adjusted (even the space in the engine compartment itself may not support this). The motor is installed on the output end of the transmission, and the output shaft of the transmission is already very long (it will extend toward the rear axle to connect with the central differential or transfer case or other mechanisms). The motor is sleeved on the output shaft of the transmission, and part of the length space of the output shaft can be appropriately utilized. In addition, at the output end of the output shaft of the transmission housing, a trumpet-shaped docking structure similar to an external opening is generally provided, such as Fig.12As shown, this space can be utilized or modified, and the motor can be installed in this space, which can just concentrate the space. Compared with the situation of occupying space out of thin air, it has obvious advantages.

[0114] At the same time, the present invention adopts a longitudinal motor solution. Although it can be fully applied to various suitable models, it is mainly used in pickup trucks, off-road vehicles, etc., so there are often transfer cases, and the position where the transfer case and the transmission are connected also has such a trumpet-shaped docking structure similar to the external opening. Once the two trumpet-shaped structures are connected, the space for installing the motor will be more abundant. It can be said that when the layout of the present invention is applied to a model with a transfer case, the motor will hardly occupy "extra space" and the overall fine-tuning can be done. This is a design advantage that is hard to come by.

[0115] In summary, originally there was only enough space for P2 motor + P2 gear or P3 motor + P3 gear, but now the space is directly given to P2 gear + P3 gear + synchronizer SP23, which saves a little space, and the motor is arranged in a more suitable position. In addition, the present invention truly realizes P2+P3 with one motor, and there is no need to install two motors of P2+P3.

[0116] Finally, it should be emphasized that the present invention is designed to adapt to situations where space is limited, especially to adapt to various conventional vehicle models in the prior art. The situation where the installation space is unlimited does not need to be compared and is not in the same discussion dimension.

Claims

1. A single-motor multi-gear multi-mode hybrid transmission system, characterized in that: It includes an engine, a motor, an input shaft, an output shaft coaxially arranged with the input shaft, and an intermediate shaft and a countershaft spaced and parallel to the input shaft. The input shaft is located between the output shaft and the engine, one end of the input shaft is connected to the engine through a clutch, and the other end is coaxially arranged with the output shaft; the motor main shaft of the motor is a hollow shaft, and the motor main shaft is coaxially mounted on the output shaft with an empty sleeve; The end of the motor main shaft facing the input shaft is fixedly connected with a main shaft gear; The output shaft is fixedly connected with a constantly meshing driven gear at one end facing the input shaft; The input shaft is provided with a first gear driving gear, a fourth gear driving gear, a second gear driving gear and a second synchronizer in sequence along the direction from the engine to the motor, wherein the first gear driving gear, the fourth gear driving gear and the second synchronizer are fixedly connected to the input shaft; the second gear driving gear is rotatably connected to the input shaft; the second synchronizer is located between the second gear driving gear and the constant meshing driven gear, and is used to control the clutch relationship between the second gear driving gear and the constant meshing driven gear and the input shaft; The intermediate shaft is provided with a first gear driven gear, a first synchronizer, a fourth gear driven gear, a second gear driven gear and a constantly meshed driving gear in sequence along the direction from the engine to the motor, wherein the first gear driven gear and the fourth gear driven gear are rotationally connected to the intermediate shaft; the first synchronizer, the second gear driven gear and the constantly meshed driving gear are fixedly connected to the intermediate shaft; the first synchronizer is located between the first gear driven gear and the fourth gear driven gear, and is used to control the clutch relationship between the first gear driven gear and the fourth gear driven gear and the intermediate shaft; the first gear driven gear is constantly meshed with the first gear driving gear, the fourth gear driven gear is constantly meshed with the fourth gear driving gear, the second gear driven gear is constantly meshed with the second gear driving gear, and the constantly meshed driving gear is constantly meshed with the constantly meshed driven gear; The P2 gear, the third synchronizer, the P3 gear and the countershaft gear are sequentially arranged on the countershaft along the direction from the engine to the motor, wherein the P2 gear and the P3 gear are rotationally connected to the countershaft; the third synchronizer and the countershaft gear are fixedly connected to the countershaft; the third synchronizer is located between the P2 gear and the P3 gear, and is used to control the clutch relationship between the P2 gear and the P3 gear and the countershaft; the P2 gear is constantly meshed with the fourth gear driving gear, the P3 gear is constantly meshed with the constantly meshed driven gear, and the countershaft gear is constantly meshed with the mainshaft gear.

2. The single-motor multi-gear multi-mode hybrid transmission system according to claim 1, characterized in that: The first-gear driven gear is provided with a first-gear coupling ring gear for cooperating with a first synchronizer, and the fourth-gear driven gear is provided with a fourth-gear coupling ring gear for cooperating with a first synchronizer.

3. The single-motor multi-gear multi-mode hybrid transmission system according to claim 1, characterized in that: The second-speed driving gear is provided with a second-speed combined gear ring for cooperating with the second synchronizer, and the constantly meshing driven gear is provided with a third-speed combined gear ring for cooperating with the second synchronizer.

4. The single-motor multi-gear multi-mode hybrid transmission system according to claim 1 or 3, characterized in that: The input shaft and the output shaft are rotatably connected at opposite ends.

5. The single-motor multi-gear multi-mode hybrid transmission system according to claim 4, characterized in that: An insertion hole is arranged on one end of the output shaft facing the input shaft, one end of the input shaft extends into the insertion hole of the output shaft, and the input shaft and the insertion hole are coaxially installed through a bearing.

6. The single-motor multi-gear multi-mode hybrid transmission system according to claim 1, characterized in that: The P2 gear is provided with a P2 gear coupling ring gear for cooperating with the third synchronizer, and the P3 gear is provided with a P3 gear coupling ring gear for cooperating with the third synchronizer.

7. The single-motor multi-gear multi-mode hybrid transmission system according to claim 1, characterized in that: The outer wall of the output shaft and the inner wall of the motor main shaft are coaxially installed through a plurality of bearings.

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