Variable speed drive system for hybrid vehicle

Abstract

The variable speed driving system of the hybrid power vehicle is mainly characterized in that a speed change device is not installed behind an engine, and power is directly transmitted to a drive axle through a transmission shaft, or when the engine is transversely arranged on the drive axle, the power is transmitted through a tooth-shaped chain, so that the power of the engine can be transmitted to wheels only through one-stage gear speed reduction, and the power transmission efficiency is improved. The highest transmission efficiency is achieved, the torque borne by a transmission system is reduced, and the weight and cost are reduced; medium-speed and low-speed driving of the vehicle is mainly completed by a speed change device and a motor on a drive axle; the invention relates to an engine retroverted multi-output-end planetary gear set speed change device and a drive axle speed change device, so that a variable speed driving system is more energy-saving, and the cost is reduced.

Description

Technical Field

[0001] The present invention relates to the field of power transmission drive technology mainly for hybrid vehicles, and is a hybrid transmission drive system that mainly provides the vehicle's hybrid power with electric motor working alone, internal combustion engine working alone, and internal combustion engine and electric motor intervening with each other. Background Art

[0002] At present, the main vehicle power sources are internal combustion engines, electric motors, and hybrid power consisting of internal combustion engines and electric motors. Internal combustion engines are divided into gasoline engines, diesel engines, and natural gas engines. Depending on the purpose of the vehicle and the internal combustion engine used, the number of gears and transmission ratios of the transmission vary greatly, ranging from five or six gears to more than ten gears. Gear transmissions with high transmission efficiency often increase the number of gears by addition and multiplication. For example, parallel shaft gear transmissions require an additional pair of gears to increase one gear. For another example, the more common 12-speed heavy-duty truck transmission, the main transmission in the front is increased to 6 gears by addition with parallel shaft gear transmission, and then a planetary gear set with two gears is installed at the output end as a sub-transmission, forming a 6 times 2 12-speed transmission.

[0003] For pure electric power, some only use a low-cost single-ratio reducer, while higher-end ones use two or three-gear transmissions.

[0004] Hybrid power is basically divided into parallel, series and parallel-series. Except for the series hybrid engine which only drives the generator, other forms of hybrid power will be connected to a transmission device behind the engine.

[0005] The gearbox is connected to the rear of the engine, which makes the powertrain composed of the engine and gearbox large in size and weight, and complex in structure. In addition, the output power changed by the gearbox can output high torque, low speed power, or low torque, high speed power. Especially for vehicles where the engine is far away from the drive axle, such as commercial vehicles, the drive shaft and the main reducer must meet the requirements of both high torque and high speed. Summary of the invention

[0006] The present invention is a variable speed drive system suitable for hybrid vehicles, which more clearly defines the hybrid variable speed drive system, makes the variable speed drive system more clearly divided in functions, has a simpler overall structure, and has lower weight and cost.

[0007] Main content:

[0008] 1. The transmission device at the rear of the engine is removed, and the engine power is directly transmitted to the drive axle through the transmission shaft (transmission chain).

[0009] 2. When the vehicle is traveling at medium and low speeds, it is mainly driven by the electric motor. When the vehicle power is low to a certain limit, the engine directly drives the vehicle at high speeds. At medium and low speeds, the engine drives the generator to generate electricity to provide electrical energy for the electric motor.

[0010] 3. When the engine is placed horizontally, a toothed chain drive can be used to transmit power to the drive axle where the engine is located, or the engine can be turned forward or backward to transmit power by gear transmission.

[0011] 4. Strengthened drive axle transmission.

[0012] 5. Dual clutch with shift-able gears.

[0013] 6. Strengthened combination of main reducer, clutch and differential

[0014] 7. Gear shift assistance and prompt system.

[0015] 8. Temperature mutual assistance system.

[0016] Specific content:

[0017] 1. The transmission device connected to the rear of the engine is eliminated, so that when the vehicle is cruising at high speed, the engine power is directly transmitted to the drive axle without being reduced in speed and increased in torque, which simplifies the structure of the engine powertrain, greatly reduces its size, weight and cost, and greatly increases the transmission efficiency.

[0018] 1. Taking a commercial vehicle with a front engine and rear drive as an example, there is no gearbox behind the engine. The power is transmitted to the drive shaft after being connected through the clutch, and then transmitted to the main reducer on the drive axle through the drive shaft, so that the engine output torque is not increased and is directly transmitted to the main reducer. The drive shaft and the main reducer only need to withstand high speeds but not large torques, so the size, weight and cost of the drive shaft and the main reducer are greatly reduced.

[0019] By setting the transmission ratio of the main reducer, the efficient working range of the engine coincides with the high-speed cruising range of the vehicle, so that when the vehicle is cruising at high speed, the engine power directly drives the vehicle only through the main reducer gear, which is a transmission mechanism, minimizing the loss in the power transmission process.

[0020] 2. For vehicles with the engine placed longitudinally in front and mainly transmitting power to the rear drive axle, the engine is tilted backward at a certain angle and the input shaft of the main reducer is lifted upward at a certain angle so that the sections of the drive shaft can keep the same axis as much as possible, reducing the wear of the drive shaft universal joints and the speed difference of the middle section of the drive shaft at various rotation angles caused by the non-constant velocity universal joints, thereby improving the transmission efficiency of the drive shaft.

[0021] Increasing the backward tilt angle of the engine will increase the backward axial thrust of the long-axis components, and the front end of the main reducer input shaft will be lifted and away from the lubricating oil level, which will make the lubrication conditions worse. It is necessary to strengthen the backward axial thrust bearings of the engine crankshaft, camshaft and other long-axis components, strengthen the circulation of the engine coolant, strengthen the engine's forced lubrication performance, and strengthen the lubrication of the main reducer input shaft bearing.

[0022] 3. When the engine needs to provide power when the vehicle is in the middle or at low speed, a gearbox with several simple gears can be installed behind the engine to cooperate with the motor and transmission device at the drive axle to drive the vehicle. According to the actual needs of the vehicle, it can be divided into several combinations:

[0023] (1) There is no transmission device installed behind the engine. The engine power transmission path is the clutch, transmission shaft (a transverse engine can use a toothed chain), main reducer, differential, half shaft, and wheel. During the power transmission process, only the main reducer changes the transmission ratio, and the transmission efficiency is the highest. In addition to driving the generator to generate electricity, the engine of this combination is only responsible for driving the vehicle's high-speed cruising. The vehicle needs an electric motor to complete the medium and low speed driving, reversing, acceleration, and climbing long distances and steep slopes. The structure is the simplest and most efficient.

[0024] (2) There is no transmission device installed behind the engine. The engine power is transmitted through the clutch, drive shaft, final reducer, drive axle transmission, differential, half-axle, and wheels, or the engine power can be switched between the final reducer and the drive axle transmission so that the engine power is transmitted to the wheels, and multiple gear ratios can be obtained.

[0025] (3) A transmission is installed behind the engine. The engine power is transmitted through the clutch, transmission, drive shaft, final reducer, differential, half-axle, and wheels. The transmission can be set to only two or three gears, and can cooperate with the electric motor to drive the vehicle at medium and low speeds.

[0026] (4) A transmission device is installed behind the engine. The power transmission path of the engine is the clutch, transmission, drive shaft, main reducer, drive axle transmission, differential, half shaft, and wheel. The number of gears finally obtained by the engine power is the product of the gears of the transmission behind the engine and the drive axle transmission. For example, the transmission behind the engine has 3 gears, two shift gears, and one direct gear. The drive axle transmission also has 3 gears. The product of the two is 9 gears. When the power transmission path of the engine can be switched from the drive shaft to the drive axle transmission to the drive shaft to the main reducer, the highest transmission efficiency can be achieved.

[0027] 2. The engine drives the generator's small diameter gear with a large diameter gear, increasing the generator's speed and power generation. The motor can also be used as an electric motor, which reduces speed and increases torque through this gear, and drives the vehicle in reverse.

[0028] 1. When the vehicle is fully charged, the electric motor is the main driving force of the vehicle.

[0029] 2. When the battery power drops to a certain level, the engine starts and operates in a high combustion efficiency range. When the vehicle is traveling at medium and low speeds, the engine drives the generator to provide electrical energy for the electric motor.

[0030] 3. When the vehicle is cruising at high speed, the engine directly drives the vehicle to achieve the highest working efficiency.

[0031] 3. Take the example of front engine, front drive, and electric drive axle at the rear axle:

[0032] 1. There may be no drive shaft connection between the engine and the rear drive axle. The rear drive axle motor is powered by a battery or a generator. When the vehicle is cruising at high speed, the engine power drives the front wheels to rotate and drive the vehicle.

[0033] 2. When the existing front engine is placed horizontally, the direction of rotation of the engine is the same as the direction of rotation of the wheels of the vehicle moving forward. In the power transmission device, in order to improve the transmission efficiency, when only a primary gear reduction device is used, the direction of rotation of the wheels will be opposite to the direction of rotation of the engine. To solve this problem, toothed chain transmission, reversing the front and rear directions of the engine, and reverse rotation of the engine can be used.

[0034] 3. When the engine is placed horizontally, the crankshaft is parallel to the half-axle of the front drive axle. The engine power can be connected to the driven reduction gear on the main reducer on the front axle through a toothed chain, which keeps the rotation direction of the engine consistent with the rotation direction of the wheels. The power only needs to be reduced once to change the transmission ratio. The transmission efficiency is high. The toothed chain transmission has the same rotation direction regardless of the number of transmission levels, which is suitable for solving problems in the short term. The toothed chain connection can extend the axial distance between the crankshaft and the main reducer, making it more convenient for the layout of the engine.

[0035] 4. When the engine is horizontally installed on the vehicle, the front and rear positions of the engine are swapped and the engine direction is reversed, so that the engine rotates in the opposite direction to the direction before the swap. After only one gear reduction, the driving front wheel still rotates forward. When adjusting the engine, attention should be paid to the pipes, lines, engine foot connections, intake and exhaust pipes, etc. connecting the vehicle and the engine. Some engines have a certain tilt angle.

[0036] 5. Reverse rotation of the engine: The reverse rotation of the engine crankshaft will drive the connected cam, water pump, oil pump, generator, air conditioner and other components to rotate in the opposite direction. Whether these components need to be modified, the timing angle of the camshaft, the flow direction of the water channel and oil circuit, the oil filter, the upper and lower water of the radiator, as well as the offset of the crankshaft main journal axis and the cylinder barrel, the offset of the piston pin shaft hole on the piston and the piston center and other problems. Some engines have a certain tilt angle.

[0037] 4. Strengthened drive axle transmission. The speed change transmission system described in the present invention weakens or even eliminates the speed change device behind the engine, and places the electric drive speed change and transmission device mainly on the drive axle, so that the vehicle's reversing, low, medium and high speed driving and electric drive performance are mainly borne by the drive axle speed change transmission mechanism, so it is necessary to ensure the performance of the drive axle in terms of speed change, transmission and efficiency.

[0038] The planetary gear set is installed on the drive axle as the main body of the speed transmission device, and can be used as a coaxial speed transmission device. Each row of planetary gears in the two or more rows of planetary gear sets is installed on a planet carrier and connected as a whole to maintain the same revolution and rotation. The transmission of each row of planetary gears in this planet carrier can be regarded as the power transmission efficiency in the same planetary gear set. The ring gear can output a super-large transmission ratio torque, and the planet carrier can output multiple transmission ratio gears. Under this structure, except for the planet carrier braking, no matter how many gears are generated, each gear is equivalent to a sun gear, a planet and a ring gear working together, which is regarded as a first-level planetary gear transmission with high transmission efficiency. Due to the small size of the planetary gear set, it can be used as a wheel side, wheel hub transmission, and reducer. The output power of the engine and motor does not pass through the transmission, but is directly transmitted to the drive axle, or even to the wheel side and wheel hub, which greatly reduces the torque borne by the transmission system.

[0039] 1. Take the transmission device composed of two rows of planetary gear sets as an example. The sun gear is used as the power input end, one ring gear is braked, and the other ring gear is output. The output ring gear can obtain a large torque that is multiple times the output torque of the planetary carrier. The smaller the difference in diameters of the two planetary gears, the greater the output torque obtained; two sun gears with different diameters are used as input ends, and the ring gear can output two transmission ratios in the transmission mechanism composed of three rows of planetary gears; three sun gears are used as input ends, and two ring gears are braked. Multiplying the two, the output ring gear can obtain 6 output transmission ratios; in the transmission mechanism composed of four rows of planetary gears, four sun gears are used as output ends, three ring gears are braked, and one ring gear is output. The number of input sun gears is multiplied by the number of brake ring gears, and the output ring gear can obtain 12 output transmission ratios.

[0040] 2. In the planetary gear set, the power output end is switched from the ring gear output to the planetary carrier output. In the two-row planetary gear set, two sun gears are used as input and two ring gears are used for braking. Multiplying the two, the planetary carrier can output 4 gear ratios. In the three-row planetary gear set, three sun gears are used as input and three ring gears are used for braking. The planetary carrier can output 9 gear ratios. In the four-row planetary gear set, four sun gears are used as input and four ring gears are used for braking. The planetary carrier can output 16 gear ratios. Therefore, it is called the number of gears superimposed by the square of the number of planetary rows.

[0041] 3. In the planetary gear set, the input shaft and the output shaft have the same axis, and the two are connected together through gear switching, which can become the direct gear with the highest transmission efficiency.

[0042] 4. The output shaft of the speed change device can be switched and connected between the output end of the ring gear, the output end of the planetary carrier, and the input shaft, so that the speed change device has super torque, multiple gears and high-efficiency power output. The planetary gear set has the characteristics of small size and high load-bearing capacity, which can meet the speed transmission requirements of the drive axle within the limited space of the drive axle.

[0043] 5. Multiple input ends, multiple output ends, and multi-position brakes can make the planetary gear set produce more gears. The above content describes that the sun gear is used as the input end, the ring gear is braked, the ring gear and the planetary carrier are used as the output end, and the input shaft can be connected to the output shaft as a direct gear, with the planetary gear set as the core, to produce multiple gears.

[0044] The planetary carrier and ring gear are also included in the input end, with the planetary carrier as the input end and the sun gear as the output end. When each ring gear is braked to a stop one by one, several overdrive gears can be formed.

[0045] When the planetary carrier is braked and stops rotating, it can be used as an intermediate shaft of the parallel shaft gear transmission to transmit power between the ring gear and the ring gear, the sun gear and the sun gear, and can also transmit power between the ring gear and the sun gear.

[0046] 6. Front-mounted auxiliary gearbox: Through the speed change mechanism, the power output of the electric motor and the internal combustion engine produces more than two transmission ratios, which is equivalent to front-mounting the auxiliary gearbox of the heavy truck, so that the input end of the planetary gear set produces more than two transmission ratios. Combined with the transmission ratio of the planetary gear set, the number of input transmission ratios is multiplied by the number of transmission ratios of the planetary gear set.

[0047] 7. Pre-positioned main reducer: Parallel shaft gear transmission mechanism can be installed in front of the transmission mechanism as the main reducer, that is, first reduce speed and then change speed. It is combined with the front-mounted, front-wheel drive transverse powertrain and the rear-mounted, rear-wheel drive transverse powertrain so that the power can be transmitted to the wheels through only one-stage gear transmission after output. The main reducer can be eliminated or the parallel shaft gear can be used as the main reducer, which is equivalent to the front-positioned main reducer, the planetary gear set at the rear, and the output end of the planetary gear set directly drives the differential. The main reducer is placed in front, and the torque it bears is only the torque output by the electric motor or internal combustion engine. There is no speed reduction and torque increase. The transmission gear can reduce the size and weight, and a main reducer with more than two transmission ratios can be generated through devices such as a dual clutch.

[0048] 8. A dual clutch or triple clutch is used as an auxiliary mechanism for gear shifting, which is connected between the internal combustion engine, the electric motor and the planetary gear set. When the planetary gear set switches gears, the gear to be engaged is connected, the gear to be disengaged is interrupted, and more than two input transmission ratios can be provided.

[0049] 9. A decentralized variable speed drive system means that the vehicle as a whole has more than two transmissions, and the transmissions are installed at the drive axle or wheel side, wheel hub and other wheel positions, which can reduce the number of gears of the central transmission, or even cancel the central transmission. When there are more than two drive axles or more than four drive wheels, the power of each transmission device can be disconnected one by one to shift gears, which will greatly simplify the structure of the transmission. The first transmission to shift gears can use a staged interruption power shift device to reduce the maximum torque. Two 2-speed transmissions can be switched alternately, so that the whole vehicle can obtain three gears, and four 2-speed transmissions can be switched alternately, so that the whole vehicle can obtain five gears, and the human body can experience a smoother shifting. The number of gears that the vehicle finally obtains is the sum of the number of gears of each drive axle, minus the number of drive axles, plus 1.

[0050] Individually interrupted power shifting of dual-axle dual-engine and multi-axle multi-engine vehicles: When a dual-axle dual-engine or multi-axle multi-engine vehicle shifts from low speed to high speed, the power of a drive axle (1) with a high output torque can be quickly reduced until the power source is interrupted, so that the transmission mechanism of this drive axle is in a neutral state, and the gears are quickly shifted, and the torque is quickly increased. At the same time, the torque of another drive axle (2) with a low output torque is quickly and briefly increased, so that the drive axle (1) is first shifted to a high gear, and the drive axle (2) remains in a low gear, because the drive axle can output a larger torque in a low gear. By adjusting the torque output of the two drive axles, the overall driving force change of the vehicle is reduced. When shifting multi-axle multi-engine vehicles, more than two drive axles can be selected to interrupt power shifting at the same time according to the total number and situation.

[0051] The power output by the engine can be transmitted to the drive axle without going through the transmission speed change, and then transmitted to the differential after the speed change by the transmission coaxial with the drive axle and the half-axle, and then transmitted to the wheels by the differential and the half-axle. This way, there is no transmission at the engine, which reduces the weight and volume of the engine and makes the engine more convenient to arrange. The small size of the transmission and the shared drive axle reduce the weight of the vehicle, reduce the burden on the drive system, and can reduce the weight of the front end of the vehicle, so that the weight of the transmission is moved to the rear axle for better weight distribution. A clutch is installed on the drive axle transmission to form a split dual-mass, dual-clutch. The clutch at the drive axle enables vehicles with more than two drive axles to have the function of cutting off power and continuously shifting gears by the drive axles respectively. For example, one drive axle (prioritizing the rear axle) maintains power connection, the front axle clutch is disconnected (at this time the central differential performs front and rear synchronous rotation locking), the front axle is shifted up, the front axle clutch is closed, the central differential is unlocked, the rear axle clutch is disconnected (at this time the central differential performs front and rear synchronous rotation locking), the rear axle is shifted up, the rear axle clutch is closed, and the central differential is unlocked. In this way, the front and rear axles can be shifted alternately to ensure uninterrupted power. The front and rear axles are combined into a dual clutch, and the actual structure is a single clutch. The heat dissipation performance is better than that of the existing dual clutch, and it forms an actual split dual-mass flywheel with the flywheel at the engine.

[0052] The drive axle with automatic transmission can be used when the vehicle is unloaded, and the other drive axles can be left idle.

[0053] When the reduction gearbox located at the wheel performs decentralized and alternating gear shifting, it controls the output of the driving force of the left and right wheels to coordinate with each other to prevent the driving force on the left and right sides of the vehicle from being too different due to the reduction of the driving force on one side, resulting in deviation.

[0054] For example, suppose the left front wheel shifts gears automatically first, and the right front wheel shifts gears second. At this time, the left front wheel has a faster gear shifting speed due to automatic gear shifting, and it still retains driving force, so the impact is smaller. The driving force needs to be sent back to the left rear wheel, reducing the driving force of the right front and rear wheels, and interrupting the power shift on the right front. Because the left front wheel has increased the gear and the output torque has decreased, it only needs to control the torque of other wheels to correct it.

[0055] Dual-drive axles and multi-drive axles with alternating power interruption and shifting: composed of front-mounted front-wheel drive, rear-mounted rear-wheel drive or multi-axle independent drive forms. For example, a vehicle consists of two powertrains, a front-mounted front-wheel drive and a rear-mounted rear-wheel drive. The powertrain of the front-mounted front-wheel drive can be driven by an electric motor, an internal combustion engine, or a hybrid drive of an internal combustion engine and an electric motor. The same is true for the rear-mounted rear-wheel drive, but at present, an electric motor is generally installed on the rear axle. When the gear needs to be switched as the vehicle speed increases, the output torque of the powertrain with a large maximum output torque can be reduced, and the output torque of the powertrain with a small maximum output torque can be increased, so that the overall driving force of the vehicle remains relatively stable, the torque of the powertrain with a large torque is interrupted, and then the gear of the powertrain with a large power is switched. After the gear is switched, the torque of the powertrain with a large torque is increased, the torque of the powertrain with a small torque is reduced, and then the power of the powertrain with a small torque is disconnected and the gear is shifted.

[0056] Some heavy-duty trucks have more than two drive axles, while EMUs, high-speed trains and some special vehicles have even more drive axles. During the heavy-duty truck's heavy-load starting phase, all drive axles provide power together. When a gear shift is required, the power of each drive axle can be cut off one by one to shift gears in turn.

[0057] 5. Dual clutch with shiftable gears: The shift mechanism is set on two input shafts, so that the gear originally connected to the first input shaft can be connected to the second input shaft through the shift mechanism, and the gear originally connected to the second input shaft can be connected to the first input shaft, so that the dual clutch structure that originally cannot shift gears can shift gears, and the layout of the dual clutch gears is widened, and the gear positions of the dual clutch are increased. The dual clutch as the shift mechanism of the internal combustion engine is combined with the electric four-gear planetary gear structure, which can make the internal combustion engine have 8 forward gears. If the planetary gear mechanism and the dual clutch mechanism are expanded, it can have more gears.

[0058] An intermediate gear is set between the A-axis and the B-axis driven by the dual clutch, which are driven by the A-axis and / or the B-axis. When a gear jump is required, the intermediate gear is switched between the A-axis and the B-axis to achieve the purpose of gear jump.

[0059] 6. Strengthen the combination of the main reducer, clutch and differential;

[0060] 1. The driven gear of the main reducer on the drive axle can be connected to the housing of the clutch on the drive axle, so that the power input by the driving gear of the main reducer can be connected to the transmission on the drive axle by the clutch or double clutch on the drive axle to change the transmission ratio and drive the vehicle.

[0061] 2. Driven gear dual-clutch dual-speed final reducer: The input shaft of one final reducer drives the driving gears of two final reducers, and the two driving gears mesh with the corresponding two meshing driven gears of the final reducer to form two different transmission ratios. Each driven gear is connected to a clutch, and the power is transmitted to the speed change device on the drive axle through the clutch, forming a dual-speed input dual-clutch transmission. Compared with the currently commonly used single-speed input dual clutch, it has a larger transmission ratio range. The torque carried by the clutch is larger after the speed reduction and torque increase.

[0062] 3. Driving gear dual-clutch dual-speed final reducer: One input shaft of the final reducer drives two clutches, each clutch is connected to a final reducer driving gear, forming a dual-speed final reducer with two driving gears driving two final reducer driven gears. The torque carried by the clutch has not been reduced in speed and increased in torque, so the torque is small and the speed is high.

[0063] 4. Double-speed final reducer on the same side: The driving gears of the final reducer are all in front of or behind the drive axle, and can be arranged symmetrically with the clutch or electric motor relative to the drive axle to make the weight distribution in front and behind the drive axle more balanced.

[0064] Example 1: In a front-engine, rear-wheel drive vehicle, the drive shaft transmits power to the rear drive axle to drive the dual-clutch housing. The dual clutch is arranged in front of the drive axle. The dual-clutch output shaft passes through the drive axle and connects to the main reducer driving gear arranged behind the drive axle. The two driving gears are then meshed with the two main reducer driven gears respectively.

[0065] Example 2: The electric motor drives the front of the axle, and its output shaft passes through the drive axle, connecting the dual-clutch housing arranged at the rear of the drive axle and the main reducer driving gear driven by it, so that the weight distribution before and after the drive axle is more balanced.

[0066] 5. Symmetrical two-speed final reducer: For example, in a front-engine, rear-wheel drive vehicle, the drive shaft transmits power to the rear drive axle, and the two final reducers of the final reducer are located one in front of the drive axle and the other behind the drive axle.

[0067] 6. The reducer sun gear between the two drive axles and the main reducer driving gear on the drive axle are one gear body, which simplifies the structure and reduces weight and cost.

[0068] 7. Large and small torque distribution differentials: The differential housing is divided into more than two pairs of sun gears, planetary gears (bevel gear planetary gear sets), single-row planetary gear sets (planetary gear sets with parallel shafts and ring gears), and more than two rows of planetary gear sets (planetary gear sets with parallel shafts and ring gears).

[0069] Take a truck with three drive axles, one in front and two in the back, for example. The driving force required by the front axle is significantly less than that of the rear axle. In the differential between the front and rear axles, the planetary gears of the bevel gear differential are on the same planetary carrier. When the diameters of the planetary gears of the two are the same, the sun gear driving the rear axle is larger than the sun gear driving the front axle. The torque delivered to the rear axle is greater than the torque delivered to the front axle in the ratio of the two sun gears. The smaller the diameter of the planetary gear, the greater the corresponding output torque.

[0070] When the torque difference between the front and rear axles is larger, a parallel axis planetary gear set can be used. The input power drives the planetary carrier to rotate, the sun gear drives the front axle, and the ring gear drives the rear axle.

[0071] 7. Shift assist and prompt system. The manual shift gearbox has a simple structure, low energy consumption, small size and weight, and low cost. The characteristics of electric drive make the number of gears required far lower than that required by internal combustion engine vehicles. There is no need to step on the clutch for shifting, which is more convenient to operate. However, the power, noise and other aspects of internal combustion engines and electric motors are very different in various working conditions. The shifting experience of internal combustion engines is not applicable to electric motors, especially gearboxes that can have staged power interruption shifting. For example, as described in the present invention, when the output end of the planetary gear set is output from the ring gear to the planetary carrier and the planetary carrier to the direct gear, the output end has a large torque after speed reduction and torque increase. Using a clutch to switch gears requires a large torque carrying capacity, which increases the size, weight and cost. The gear switching with power interruption can be used, and the dual clutch is used for gear switching at the input end. The ring gear can be stopped by a brake to switch gears. It has the characteristics of an automatic transmission and is more likely to affect the driver's judgment on the timing of shifting. If the power is suddenly interrupted for gear shifting without the driver's knowledge, it will have a greater impact on the driver. Therefore, providing gear shifting prompts and auxiliary systems on the instrument panel, screen display, etc. in the vehicle cab will help the driver to operate better.

[0072] 1. Gear reading bar: When it is necessary to interrupt the power to shift gears, a progress bar related to the current gear, vehicle speed, and driver settings will be displayed. For example, in the current gear, when the vehicle speed is low within this gear range, the progress bar is short. As the vehicle speed increases, the progress bar lengthens accordingly, allowing the driver to understand the relationship between speed and gear. When the reading bar increases or decreases to half, the driver can actively interrupt the power and change gears according to the situation.

[0073] 2. Display the gear number to let the driver know which gear the vehicle is in.

[0074] 3. Display percentage: The digital gear reading bar allows the driver to understand the vehicle speed and gear position more clearly through the displayed percentage.

[0075] 4. Color change: When the gear position remains unchanged and the vehicle speed increases, the color of the position indicating the gear position changes from light to dark, for example, from light green to red. After shifting gears, the color changes again according to the gear position and vehicle speed.

[0076] 5. Flashing reminder: When the vehicle speed increases and the gear should be shifted up, or the vehicle speed decreases and the gear should be shifted down, but the driver does not operate, the position showing the gear position will flash for a certain period of time to remind the driver.

[0077] 6. Voice prompt: When the vehicle speed increases and an upshift should be made, or when the vehicle speed decreases and a downshift should be made, but the driver does not take any action, the vehicle will sound a bell or voice prompt to remind the driver. With the driver's permission, the power can be interrupted for automatic gear shifting.

[0078] 8. Vehicle temperature mutual assistance system.

[0079] When a vehicle is driving, there may be multiple places where the temperature is higher or lower than the required temperature. For example, the temperature inside the car may need to be increased or decreased. The engine requires a higher temperature, but not too high. The gearbox also requires a suitable temperature to keep the lubricant at an appropriate viscosity. The electric vehicle's motor, battery temperature, and electronic control all need to work at appropriate temperatures.

[0080] 1. When hybrid vehicles are driving, electric drive is preferred. The engine is in a cold state, the optimal operating temperature of the engine is high, and it takes a long time to warm up, especially for large-displacement diesel engines, which need to be preheated at idle for a long time. After using electric drive for a period of time, the temperature of the battery, motor, and electronic control rises. The coolant and oil are introduced into the centralized heat exchange device through pipelines. The water in the engine's internal circulation can be preheated first. After reaching a certain temperature, when it is planned to switch from electric drive to internal combustion engine drive, the engine lubricating oil is heated. When the internal combustion engine power is needed, the engine is started. At this time, the engine temperature has risen, which shortens the engine preheating time, saves fuel, and improves the initial combustion performance of the engine. Assuming that the battery range of a hybrid vehicle is 200 kilometers, the driver or the vehicle intelligent system determines that the vehicle is within the range to the destination, and there is a good charging environment and time, and the electric motor is used throughout the journey. If the destination exceeds the range, or there is no charging environment or time, after the electric drive is used for 100 kilometers and the use time is about one hour, the heat generated by the motor, battery and other components that need heat dissipation has raised the engine temperature to a certain level. At this time, the vehicle intelligent system or the driver starts the engine, and after a short time of starting, the engine takes over the electric motor to drive the vehicle, and the battery retains a certain amount of power for auxiliary, energy recovery, etc. In winter, the heat generated by the battery, motor, etc. can increase the temperature inside the car through the heat exchange device.

[0081] 2. In winter, when the temperature is too low and the battery is not easy to work, the internal combustion engine is used first. The exhaust pipe of the internal combustion engine can be connected to the centralized temperature regulating and exchanging device in a partially connected, fully connected or fully disconnected state. The exhaust temperature can quickly increase the temperature of the exhaust pipe. The centralized heat exchange device first heats the temperature inside the vehicle, the engine water temperature and the oil temperature, and some components that have temperature requirements. All or part of the exhaust enters the centralized temperature heat exchange device to make the temperature inside the vehicle and the engine circulation reach the requirements. Then the internal combustion engine and the pipeline inside the vehicle are disconnected, and the temperature adjustment of the internal combustion engine and the vehicle returns to the traditional mode. The exhaust temperature is supplied to the battery and other parts to heat up. When all other components have reached the appropriate temperature, the exhaust pipe is switched to supply high-temperature exhaust to the centralized temperature heat exchange device. The temperature can be maintained by the engine cooling system, and the flow of the water tank can be reduced or cut off.

[0082] 3. When the vehicle is running at high speed for a long time, the gearbox mostly uses higher gears such as direct gear, and the gear is stable, with less gear shifting, and the gearbox heat dissipation demand is low. However, the engine is at a high power output and generates a lot of heat. The heat dissipation function can be improved through a heat exchange device.

[0083] Among all parts of the vehicle, the cab environment affects the user experience, and the battery temperature affects the vehicle's performance and battery life. They should be adjusted first to keep the temperature of the cab and battery within an appropriate range. When the temperature outside the vehicle is low and the engine is not working, the heat generated by the battery, motor, and electronic control is supplied to the cab first, and then the engine is heated. BRIEF DESCRIPTION OF THE DRAWINGS

[0084] Part of the contents in the specification of the present invention contains conceptual descriptions of the contents of the invention, and the various contents may complement each other. The contents shown in the drawings of the specification are schematic diagrams of the structures of the invention, and the contents shown in the drawings may complement each other. The various dimensions shown in the drawings are only used to illustrate the structure and do not represent the actual product dimensions.

[0085] Instructions attached Figures 1 to 9 Shown is a transmission consisting of a double planetary gear.

[0086] Instructions attached Fig.10 , 11 , 12 shows a single-row planetary gear speed change mechanism.

[0087] Instructions attached Figures 13 to 16 The present invention shows the description of the drive axle part.

[0088] Instructions attached Fig.17 Shown is a schematic diagram of the input-end dual clutch of the original three-gear capable of skipping gears during gear shifting, and a schematic diagram of the output-end dual clutch combined with the drive axle differential lock and the output three-gear switching.

[0089] Instructions attached Fig.18The diagram shown is a front-mounted, rear-wheel drive engine that is tilted backwards so that each section of the drive shaft maintains the same axis.

[0090] Instructions attached Fig.19 What is shown is a schematic diagram of a transversely mounted engine (motor) relying on a chain drive to maintain a primary reduction transmission and rotation direction. DETAILED DESCRIPTION

[0091] The clutch in the present invention is preferably a dry clutch over a wet clutch because of the large number of transmission gears, the large low gear ratio, and the involvement of the motor in the hybrid power.

[0092] Instructions attached Figure 1 The dual clutch axis is parallel to the axis of the planetary gear set, outputting two transmission ratios, driving the planetary gear set composed of double-row planetary gears, and theoretically generating 14 gears, wherein the transition from the fourth gear to the fifth gear requires interrupting the power and shifting from the gear 28 to the gear 29. The figure shows that the two planetary gear sets have two sun gears, the ring gear 27 can output power through the gear 28, and directly drive the planetary carrier through the gear 12 for power transmission.

[0093] In the figure, the output shafts 1 and 2 of the dual clutch drive gears 10 and 11 through gears 3 and 4 respectively, and generate power transmission with two transmission ratios for the planetary gear set through shafts 9 and 12.

[0094] Shaft 9 drives gear 22, and shaft 10 drives gear 21. When gear 21 moves to the left, it can be connected to gear 20 of sun gear 15, and when it moves to the right, it can be connected to gear 22. Similarly, gear 22 can be connected to gear 21 when it moves to the left, and can be connected to gear 23 when it moves to the right. The four gear settings can ensure that the dual clutch drives the two sun gears separately, and can also make gears 21 and 22 connected together to jointly drive the same sun gear, forming a planetary gear set with the performance of quadratic superposition of the number of gears. When gears 21 and 22 are connected and jointly drive the sun gear 15 through gear 20, the planet carrier 18 generates two power outputs with different transmission ratios through the braking and stopping of the ring gears 19 and 27 respectively. Gears 21 and 22 move to the right and jointly drive the sun gear 24. Again, through the braking of the two ring gears, two different output transmission ratios are obtained. At this time, the planet carrier has four gears. Combined with the two transmission ratios of the dual clutch output, the planet carrier has 8 gears at this time. By analogy, the planetary carrier of two sets of planetary gear sets can produce four gears, the planetary carrier of three sets of planetary gears can produce 9 gears, and four sets can produce 16 gears.

[0095] When the ring gear 27 is used as the output end, the ring gear 19 stops rotating, and the ring gear 27 will obtain a very large torque. The smaller the difference between the diameters of the two ring gears, the greater the torque. The output ring gear diameter is smaller than the brake ring gear diameter, and the output is forward rotation (forward gear). The output ring gear diameter is larger than the brake ring gear diameter, and the output is reverse (reverse gear). Because the inner diameter of the ring gear 27 in the figure is smaller than the ring gear 19, the rotation direction of the ring gear 27 is forward rotation, which is consistent with the input direction. When the ring gear 19 stops rotating, driving the sun gear 15 and 24 respectively can obtain two gears, and then multiplying with the two transmission ratios generated by the dual clutch will obtain 4 gears, and adding the 8 gears generated by the planetary carrier will obtain 12 gears.

[0096] Gears 13 and 14 are connected, so that the dual clutch can drive the planet carrier to produce two direct gears, and the sun gear 24 can output to produce an overdrive gear. The planet carrier is used as the input end, and the sun gear 24 is used as the output end. Two gears can be obtained through the braking of the two gear rings. Through the two transmission ratios output by the dual clutch, the sun gear 24 can output a total of four gears, which together with the aforementioned 12 gears total 18 gears.

[0097] Reverse gear and planetary carrier braking: After the planetary carrier 19 stops rotating, a parallel shaft gear transmission structure is formed. With the sun gear 24 as the output end, two gear reduction gears can be generated. With the ring gear 27 as the output end, the planetary gear set can generate two reverse gears. Combined with the dual clutch, four gear reverse gears can be generated.

[0098] Switching of output gear: There is a coupling sleeve 1 between gears 28 and 29, which can move left and right and connect to the two gears respectively. The spring always keeps the coupling sleeve 1 pushing to the right. The output shaft gear frame 30 controls a coupling sleeve 2. When it moves left, it can connect to the coupling sleeve 1 between gears 28 and 29, and when it moves right, it can connect to gear 30. When the vehicle starts, the gear frame 30 moves to the left, pushing the coupling sleeve 2 to the left, and pushing the coupling sleeve 1 to the left. The coupling sleeve 1 is connected to gear 28. The power of the ring gear 27 is transmitted to the coupling sleeve 1, coupling sleeve 2, and gear frame 31 through gear 28, and then to the reducer 33, and then drives the half shaft 34. When shifting to gear position 29, the gear frame moves to the right, driving the engagement sleeve 2 to move to the right. At the same time, the spring pushes the engagement sleeve 1 to the right, causing the engagement sleeve 1 to disengage from gear position 28 and remain connected to the engagement sleeve 2. After the engagement sleeve 1 moves to the right, it is connected to gear position 29. The power of the planetary carrier 18 is transmitted to the reducer 33 through the shaft 26, gear position 29, engagement sleeve 1, engagement sleeve 2, gear frame 31, and gear position 32. When shifting gears next time, the gear frame drives the engagement sleeve 2 to move to the right intermittently. The engagement sleeve 1 stops moving to the right because it is blocked by gear position 29 and disengages from the engagement sleeve 2. The engagement sleeve 2 moves to the right and is connected to gear position 30. The power of the shaft 9 is transmitted to the differential 33 through gear position 30, engagement sleeve 2, gear frame 31, and gear position 32.

[0099] Instructions attached Figure 2 The following table shows the Figure 1 The main structure shown is the same, with two rows of planetary gear sets, and an additional set of transition gear shafts and gears so that each gear can have uninterrupted power. It uses dual-clutch automatic shifting, and theoretically has 18 forward gears and 4 reverse gears, and can easily add 4 low-torque deceleration gears and 4 overdrive gears.

[0100] Gear shifting can be divided into the following stages:

[0101] 1. When the vehicle starts, the power passes through the dual clutch 6, 7, gears 8, 9, gears 13, 20, the shift mechanism, the sun gear 83, 84, the ring gear 33 for braking, and the ring gear 52 outputs 4 gear ratios.

[0102] 2. In the first gear transition, the power passes through the dual clutch 6, 7, gears 8, 9, gears 13, 20, gears 16 to 17, intermediate shaft 21, gears 56 to 54, and obtains a transition gear with two transmission ratios.

[0103] 3. The planetary carrier outputs, and the power is transmitted through the dual clutches 6 and 7, gears 8 and 9, gears 13 and 20, the shift mechanism, the sun gears 83 and 84, the ring gears 33 and 52 for braking, and the planetary carrier 39 for output, so that 8 gears can be obtained.

[0104] 4. In the second gear transition, the power passes through the dual clutch 6, 7, gears 8, 9, gears 13, 20, gears 77 to 78, intermediate shaft 21, gears 56 to 54, and obtains a transition gear with two transmission ratios.

[0105] 5. Direct gear, the power passes through the dual clutch 6, 7, gears 8, 9, gears 13, 20, gear 55, directly drives the differential, and obtains two gears. The power only undergoes one gear reduction, and the transmission efficiency reaches the highest.

[0106] In the figure, the engine output shaft 1 and the clutch 2 are separated from the dual clutch 3 to form a split dual mass flywheel, and the dual clutch has a better heat dissipation environment. The motor 4 can be connected or disconnected with the housing of the clutch 3 through the gear position 5, so that the motor can use the dual clutch to change speed and reduce the maximum output torque of the motor. Gears 8 and 9 are located between the clutches 2 and 8, and the planetary gear set and reducer of the transmission body are located on the left side of gears 13 and 20. This arrangement is to prevent the output shaft 11 of the half-shaft transmission from being too far to the right due to the narrow engine room of the transverse engine, so the transmission body is arranged as far to the left as possible. If the engine room space is sufficient, it is not necessary to arrange it in this way. The clutches 2 and 3 can be combined into one. On the left side of gears 8 and 9, the shaft connecting the motor 4 and the dual clutch can be connected to the housing of the clutch 3 through the axis of gears 8 and 9 like the output shaft of the clutch 2. The main body of the transmission such as the planetary gear set can also be placed on the right side of gears 8 and 9. The gear 10 is connected to the generator, which can start the engine and provide power for the vehicle. The gear 10 has a small diameter, which can enable the generator to obtain a higher speed and output, and can be connected and disconnected by using the clutch 6.

[0107] Gear 8 drives gear 13 and is connected to coupling sleeve 63 through a shaft. The coupling sleeve moves to the left and is connected to gear 64 and gear 65. Clutch 7 is connected to coupling sleeve 75 through gears 8, 13, and 64. Coupling sleeve 75 moves left and right. By moving right and connecting to gear 72, it can drive sun gear 84. By moving left, it drives sun gear 83 by connecting to coupling sleeve 76. Coupling sleeve 63 moves to the left, and clutch 7 drives gears 16 and 77 through gear 65. Drive gear 16 forms the first transition gear from the output of the planetary gear ring to the output of the planet carrier. Drive gear 77 forms the second transition gear from the output of the planet carrier to the output of the center direct gear.

[0108] Gear 9 drives gear 20, gear 20 is connected to engagement sleeve 67, and is connected to gears 68 and 69 respectively through engagement sleeve 67 moving left and right. Through gear 68, the clutch can connect engagement sleeve 76, engagement sleeve 76 moves left, connects to gear 74, and can drive sun gear 83, and moves right, and can connect to gear 72 through engagement sleeve 75 to drive sun gear 84. When engagement sleeve 67 moves right and connects to gear 69, clutch 6 can drive gears 16 and 77, and switch with clutch 7 to complete the first and second transition gears together.

[0109] Gear shifting process:

[0110] 1st to 4th gear (ring gear output):

[0111] When the vehicle starts, the engagement sleeve 63 moves to the right and connects with the gear position 64, driving the engagement sleeve 75. The engagement sleeve 75 moves to the left and connects with the engagement sleeve 76 and continues to move to the left and connects with the gear position 74. The clutch 7 drives the sun gear 83 through the gear 8, the ring gear 33 brakes, and the ring gear 52 outputs power to the differential 54 through the gear position 40. The engagement sleeve 42 connected to the differential housing moves to the right and connects with the engagement sleeve 41, and pushes 41 to move to the right, and the engagement sleeve 41 is connected to the gear position 40.

[0112] The engagement sleeve 67 moves to the left and is connected to the gear position 68, so that the clutch 6 can drive the engagement sleeve 76 and the sun gear 83 through the gear 9.

[0113] The engagement sleeve 75 moves to the right, disengages from the engagement sleeve 76, and connects with the gear position 72, so that the clutch 7 can drive the sun gear 84. The engagement sleeve 76 moves to the right, disengages from the gear position 74, and connects with the engagement sleeve 75, so that the clutch 6 can drive the sun gear 84.

[0114] At this point, one ring gear is used for braking, one ring gear is used for output, and two sun gears cooperate with the dual clutch to produce four gears.

[0115] The fifth and sixth gears: the first transition gear (transition from ring gear output to planetary carrier output)

[0116] The coupling sleeve 63 moves to the left and connects with the gear 65, driving gears 16 and 17, the coupling sleeve 80 moves to the left and connects with the gear 81, the gear 46 moves to the right and connects with the gear 45, the power of the clutch 7 is transmitted to the gears 56, 60 and the differential housing, the coupling sleeve 67 moves to the right and connects with the gear 69, so that the clutch 6 can take over the clutch 7 to drive the gear 13.

[0117] At this point, the dual clutch produces two gears.

[0118] 7th to 14th gear (planetary carrier output)

[0119] The coupling sleeve 42 moves to the left, causing the coupling sleeve 41 to move to the left and connect with the gear 43 driven by the planetary carrier. The coupling sleeve 63 moves to the right and connects with the gear 64. The coupling sleeve 75 moves to the left and connects with the coupling sleeve 76 and the gear 74, so that the clutch 7 can drive the sun gear 83 and return to the state of the first gear. However, the output end is converted from the output of the ring gear 52 to the output of the planetary carrier 39. The dual clutch combines with the two sun gears to form four gears. The ring gear 52 does not need to output power, and switches the braking with the ring gear 33 to form eight gears.

[0120] 15th and 16th gears (second transition, transition from planetary carrier output to direct gear)

[0121] The process is similar to the first process, except that the coupling sleeve 80 moves right and connects with the gear 79, and the transmission of gears 16 and 17 is changed to that of gears 77 and 78.

[0122] If space and distance permit, it can be considered to install gears 16 and 77 between gears 8 and 9, thereby reducing one gear transmission stage and improving transmission efficiency. It is necessary to provide gear positions for connecting and disconnecting gears 8 and 9 with gears 16 and 77, respectively, just like coupling sleeves 63 and 67 with gear positions 65 and 69. Gear 77 can be connected by a toothed chain to correct the rotation direction. An additional gear transmission stage can be added between gears 16 and 17 to increase the transmission ratio and reduce the diameter of gear 17.

[0123] 17th and 18th gears (direct gears)

[0124] The clutch 42 moves to the left, disengages from the clutch 41, and connects with the gear 55. The output of the planetary carrier is switched to the output of the gear 55 connected with the gear 63, bypassing the planetary gear set. The clutch 66 moves to the left, and connects with the clutch 63, so that the clutch 7 can be connected with the gear 54 and the differential through the gear 63. The clutch 75 and 76 are connected together in the middle position, disengaging from the gears 72 and 74. The clutch 67 moves to the left, and is connected with the gear 67, so that the clutch 6 can also be connected with the gear 63 through the clutch 75 and 76, forming a second direct gear.

[0125] Four reverse gears: The clutch and shift mechanism are the same as those for the conversion from first gear to fourth gear, except that the ring gear 33 is used for braking, and the output of the ring gear 52 is changed to the ring gear 52 braking and the ring gear 33 output. The gear 34 connected to the ring gear 32 is meshed with the gear 48, and the coupling sleeve 46 moves to the left and is connected to the gear 47. The power is transmitted to the gear 60 on the differential housing through the shaft 53 and the gear 56.

[0126] Through relatively simple changes, the transmission can be expanded to have four low-torque reduction gears and four overdrive gears. For example, gear 63 and shaft 71 are cancelled, and gear 72, sun gear 84 and gear 55 are connected as one. After the second transition gear is completed, coupling sleeve 42 moves to the left and connects with gear 55, and coupling sleeves 75 and 76 are connected together and move to the left to connect with gear 74, forming sun gear 83 input, sun gear 84 output, two ring gears switch braking, the planetary gear set forms two gears, and combined with the dual clutch forms four gears.

[0127] The direct gear position is when the engagement sleeve 75 moves to the right and connects with the gear position 72 , the gear position 55 is driven by the clutch 7 , the engagement sleeve 76 moves to the right and connects with the engagement sleeve 75 , and the upper clutch 6 drives the gear position 55 .

[0128] The overdrive gear is a gear position in which the power is interrupted and the planetary carrier is connected by the coupling sleeves 75 and 76 to form the planetary carrier input, the two ring gears are braked, and the sun gear 84 is the output.

[0129] Planetary gear ratio:

[0130] Assuming that the diameter of the first sun gear 83 is 1, the diameter of its planetary gear is 2, and the diameter of the second sun gear 84 and its planetary gear is 1.5, the transmission ratio of its planetary gear set from large to small is:

[0131] The ring gear outputs two transmission ratios: 36, 21,

[0132] The planetary carrier outputs four transmission ratios: 7, 6, 4, 3.75

[0133] Assuming that the radius of the first sun gear is 3, the radius of its planetary gear is 6, the radius of the second sun gear is 5, and the radius of its planetary gear is 4, the transmission ratios of the planetary gear sets from large to small are:

[0134] The ring gear outputs two transmission ratios: 26, 13,

[0135] The planet carrier outputs four transmission ratios: 7.5, 6, 3.6, 3

[0136] Assuming that the radius of the first sun gear is 1, the radius of its planetary gear is 1.5, the radius of the second sun gear is 1.5, and the radius of its planetary gear is 1, the transmission ratio of its planetary gear set from large to small is:

[0137] The ring gear outputs two transmission ratios: 21, 11.667,

[0138] The planetary carrier outputs four transmission ratios: 6.25, 5, 3.333, 2.778

[0139] Instructions attached Figure 3 Shown is a transmission mechanism combining a dual clutch with same-speed output and a double-row planetary gear set. Theoretically, it can produce thirteen forward gears and two reverse gears. The dual clutch and the planetary gear set maintain the same axis, and the two clutches output the same speed and torque to the planetary gear set.

[0140] When starting, the gear position 14 moves to the right and connects with the clutch sleeve 23, the clutch 3 is closed, the sun gear 17 is driven to rotate, the ring gear 24 is braked, and the ring gear 25 outputs power to the gear position 26 to drive the differential.

[0141] Second gear: gear position 15 moves to the right and connects with gear position 16, clutch 2 closes and clutch 3 opens, and the sun gear 20 is driven by gear positions 15 and 16.

[0142] Third gear (transition gear): gear 14 moves to the left and disengages from the clutch sleeve 23, gear 9 moves to the right and connects to gear 10, clutch 3 closes, clutch 2 opens, and power is transmitted to the differential through gears 5, 7, 13, 11, gears 10, 9 and shaft 12.

[0143] From fourth to seventh gear: the ring gear 24 is released from the brake, gear 15 moves to the left and connects with the coupling sleeve 23 to drive the sun gear 17, the clutch 2 is closed, the clutch 3 is disconnected, the ring gear 25 is braked, the gear 9 moves to the left and disengages from the gear 10 to complete the fourth gear conversion, the gear 14 moves to the right and connects with the coupling sleeve 22 to replace the gear 15, so that the gear 15 can move to the right, driving the gear 16 and the sun gear 20, and the gear 26 driven by the ring gear 25 to the delivery end of the planetary gear to the differential is changed to the gear 27 driven by the planetary carrier. The two sun gears cooperate with the two ring gears to produce four gears.

[0144] Eighth gear (transition gear): gear 14 moves to the left and disengages from the clutch sleeve 23, gear 9 moves to the left and connects to gear 8, clutch 3 closes, clutch 2 opens, and power is transmitted to the differential through gears 4, 6, gears 8, 9, and shaft 12.

[0145] Ninth gear and tenth gear: gear 15 moves to the left and is connected to the clutch sleeve 23. The output end of the planetary gear set is converted to gear 27 driven by the planetary carrier to gear 28 connected to gear 16 and sun gear 20. Clutch 2 is closed, ring gear 25 is braked, clutch 3 is disconnected, gear 9 moves to the right and is disengaged from gear 8, forming two gears with sun gear 17 input and sun gear 20 output, and the two ring gears switch and brake.

[0146] Eleventh gear (direct gear): gear position 14 moves to the right and connects with clutch sleeve 22, clutch 3 is closed, clutch 2 is disconnected, gear position 15 moves to the right and connects with gear position 16 to form direct drive gear position 28, clutch 2 is closed, and clutch 3 is disconnected.

[0147] Gear 12 and gear 13 (overdrive): gear 14 moves to the left and connects with clutch sleeve 22, clutch 2 is disconnected, clutch 3 is closed, planetary carrier is input, ring gears 24 and 25 are switched for braking in turn, and sun gear 20 and gear 28 can output 2 overdrive gears to the differential.

[0148] Two-speed reverse gear: By driving the two sun gears and braking the ring gear 25, gear 24 can output 2 gear reverse gears.

[0149] In addition, the planet carrier is braked, the sun gear 17 is input, and the sun gear 20 can also output a gear, and the two sun gears are used as input wheels, and the ring gear 25 can also output two reverse gears with a larger transmission ratio.

[0150] Gears 5 and 7 are connected by a toothed chain to correct the direction of rotation.

[0151] The planet carrier is driven to rotate, the ring gear 24 is braked, and the ring gear 25 can produce a transmission ratio of more than 2 times.

[0152] The shaft 12 and the shafts of the gears 7 and 13 provide multiple transmission ratio outputs as power take-off power.

[0153] Instructions attached Figure 4 Shown is a transmission mechanism combining a dual-clutch with same-speed output and a three-row planetary gear set, which can theoretically provide 28 automatic forward gears and 6 automatic reverse gears.

[0154] Compare the instructions with Figure 3 Clutch 2 is connected to coupling sleeve 15, which can be moved left and right to connect gears 16 and 23, 23 is connected to the first gear sun gear 17 with the smallest diameter, gear 16 is connected to the third gear sun gear 20 with the largest diameter, clutch 3 is connected to gear 14, gear 14 is moved right to connect to coupling sleeve 30, and then drives the second gear sun gear 31 with a diameter between the first gear and the third gear.

[0155] Gear 1 to Gear 6: Clutch 2 closes, coupling sleeve 15 connects gear 23, drives sun gear 17, gear 14 moves right to connect coupling sleeve 30, clutch 3 closes, clutch 2 disconnects, sun gear 31 is driven, coupling sleeve 15 moves right to connect gear 16, clutch 2 closes, clutch 3 disconnects, and sun gear 20 is driven. At this point, a drive cycle of the three sun gears is completed, and the three sun gears are combined with two ring gears to produce six gears.

[0156] Seventh gear (transition gear): gear 14 moves left and disengages from clutch sleeve 30, gear 9 moves right and connects with gear 10, and power is transmitted to the differential through gears 5, 7, 111, gears 9, 10, and shaft 12.

[0157] Gear 8 to Gear 17: The output end of the planetary gear set is converted from gear 26 to gear 27, the clutch sleeve 15 moves right and connects with gear 23, the clutch 2 is closed, the clutch 3 is disconnected, the gears 9 and 10 are disconnected, completing the conversion from the seventh gear to the eighth gear, and entering a new round of driving the three sun gears. The three gears combined with the three ring gears can produce 9 gears.

[0158] Gear 18 (transition gear): Gear 14 moves left and disengages from clutch sleeve 30, gear 9 moves left and connects to gear 8, clutch 3 closes, clutch 2 opens, and power is transmitted to the differential through gears 5, 4, 6, gears 8, 9, and shaft 12.

[0159] Gear 19 to gear 24: the clutch sleeve 15 moves to the right and connects with gear 23, the clutch 2 closes, the clutch 3 is disconnected, the gears 8 and 9 are disconnected, and the output end of the planetary gear set is switched from gear 28 to gear 29, completing the switch from gear 18 to gear 19. The gear 14 moves to the right and connects with the clutch sleeve 30, driving the sun gear 31. The dual clutch controls the two sun gears 17 and 31 and combines with the three ring gears to make the sun gear 20 and gear 28 produce six gears.

[0160] The 25th gear (direct gear) coupling sleeve 15 is connected to the gear 16 and directly drives the gear 28.

[0161] Gears 26 to 28 (overdrive): Gear position 14 moves left and connects with clutch sleeve 22 to drive the planetary carrier. The three ring gears are combined with sun gear 20 to output three overdrive gears to gear position 28.

[0162] Six reverse gears: The ring gear diameter of the planetary row where the sun gear 17 is located is the largest, and it serves as the reverse gear output end. The other two ring gears are braked in turn and cooperate with the three sun gears to produce six reverse gears.

[0163] Instructions attached Figure 5 What is shown in the figure is a transmission that uses a single clutch and mainly interrupts power shifting. In the figure, 1 is the clutch power, which is transmitted to the speed change mechanism through the clutch, gears 3 and 8. In the figure, 5 is the electric motor or generator, which is connected and disconnected through gear 6, and outputs power by reducing speed and increasing torque through gears 7 and 4, or reducing torque and increasing speed to increase the generator speed.

[0164] Gear 8 transmits power to sun gears 12 and 13 by moving the connecting sleeve 11 left and right, so that the ring gear 17 and gear 18 can output 2 gear ratios, the planetary carrier 14 and gear 19 can output 4 gear ratios, and gears 9 and 10 are connected to bypass the planetary gear set to form a direct gear of this axis, which is output by gear 20.

[0165] Among the 7 gears, only the gears that complete the gear shift by switching between two gear rings can shift automatically. The other gears require interrupting power to shift, but the structure is greatly simplified.

[0166] Instructions attached Figure 6 The following table shows the Figure 5 The speed change mechanism of the planetary gear set is basically the same, and the gear shift is performed by interrupting the power. The difference is that the coaxial output motor 23 is used as the power. When the ring gears 27 and 28 are braked, the outer diameter of the engagement sleeve 29 is connected to the housing through the keyway and will not rotate. It moves to the left and connects with the spline on the ring gear 27, so that the ring gear 27 cannot rotate. It moves to the right and connects with the spline on the ring gear 28, so that the ring gear 28 cannot rotate. When the torque output by the motor is large, the direct gear can be used through the gear position 25.

[0167] Instructions attached Figure 7 The one shown in the figure is mainly used for wheel side drive. In the figure, 1 is a motor, which drives the sun gear 2 of the first row of planetary gears. The engagement sleeve 6 connected to the housing moves to the left and is connected with the spline on the ring gear 5 of the first row of planetary gears. The ring gear 5 cannot rotate. The ring gear 7 of the second row of planetary gears outputs power, and the gear position 11 moves to the right and is connected with the gear position 12 to transmit power to the wheels.

[0168] The gear position 11 moves to the left and is connected with the gear position 10 to receive the power output by the planetary carrier. Through the connection between the coupling sleeve 6 and the spline 8 or 5 on the ring gear, the shaft 13 obtains two gear positions.

[0169] The three gears of the structure shown in this figure all require interruption of power shifting. In a decentralized variable speed drive system, two drive wheels can allow the vehicle as a whole to obtain five gears, and four drive wheels can allow the vehicle as a whole to obtain nine gears.

[0170] In the figure, the missing second row of planetary gear sun gears are used to arrange the gear positions 10, 11, and 12, saving space.

[0171] Instructions attached Figure 8 Shown in the figure is a decentralized transmission mechanism that can accept central power.

[0172] In the figure, 1 is the gear driven by the central power, gear 2 is connected to the coupling sleeve 5 and the direct output gear 16, gear 3 is the output gear of the motor 4, gear 3 can be connected to gear 2 separately or together, the coupling sleeve 5 is connected to gears 6 and 10 respectively by moving left and right, and then drives the sun gears 7 and 11, the ring gear 13 and gear 14 output 2 transmission ratios, the planetary carrier and 15 output 4 transmission ratios, and gear 15 outputs a direct gear, a total of 7 gears.

[0173] Instructions attached Fig. 9 What is shown in the figure is an electric drive transmission mechanism mainly used for wheel side or aircraft landing gear.

[0174] In the figure, 1 is a column of a vehicle frame or an aircraft landing gear, 2 is a bracket fixed on 1 or a beam of the landing gear, 3 is an electric motor with the beam 2 as the axis, 4 is a power output shaft of the electric motor, 5 is a housing of the electric motor, 6 is a gear connected to a gear 7 on the planetary carrier, and 8 is another layout of the motor. The motor is no longer centered on the beam 2, but is installed independently, and the layout is more flexible. The torque obtained by the shaft 4 can be increased by gears 9 and 10, which can reduce the output torque of the motor and reduce the weight of the motor.

[0175] The power drives the sun gear 11 to rotate through the shaft 4, and the coupling sleeve 17 connected to the housing moves to the right and connects to the spline 16 on the ring gear. The ring gear 16 is stationary, and the ring gear 18 outputs power. The gear 15 moves to the left and connects to the gear 19 to transmit the power to the differential shaft 20. If there is no need to transmit power to the other side of the wheel, the differential can be omitted. If the wheels on both sides can rotate at the same speed, the differential is not needed and it only needs to be connected to the shaft 24.

[0176] After the power is transmitted to the shaft 20, the planetary gear 21 distributes it to two sun gears 22 and 23. The sun gear 22 is connected to the wheels to drive the vehicle or aircraft on the ground, and the sun gear 23 transmits the power to the vehicle on the other side through the shaft 24.

[0177] After speeding up, the power is interrupted, and the gears 15 and 14 are connected to receive the power output by the planetary carrier. The coupling sleeve 17 is connected to the splines 18 and 16 respectively, so that the planetary carrier can generate two gears of power. The gears 6 and 7 are connected, which is a direct gear.

[0178] After being installed on the aircraft landing gear, the aircraft can be driven electrically when it is on the ground. The aircraft is slow and heavy on the ground, which is suitable for the large torque output of the gear ring 18. When the aircraft lands, the motor uses the direct gear to keep the tires at a certain speed, making the landing smoother and reducing tire friction. During the deceleration process after the aircraft lands, the gear is continuously changed from the direct gear to the gear that reduces torque and speeds up from the tire to the motor, which enhances the braking effect and kinetic energy recovery effect on the tires and reduces the burden on the tire braking system. The recovered kinetic energy can be used in the driving process from the runway to the parking platform and other purposes, reducing the storage capacity of the aircraft battery.

[0179] Instructions attached Fig.10 Shown is a single row planetary gear transmission.

[0180] In the figure, 1 is the power input shaft, driving gears 2, 3 and sun gear 5. The output gear is connected to gears 8 and 9 respectively by moving left and right. It is connected to gear 9 to output the low-speed, high-torque power generated by the planetary carrier to the outside, and connected to gear 8 to output the power transmitted by the first-stage gears of gears 2 and 3. To make the power and the transmission body closer to the wheels, the gears 8, 9, and 10 in the figure can be transferred to the left side of the gear 3. The specific structure is that the shaft 11 passes through the hollow shaft 4 and appears on the right side of the gear 3. The gear 10 is installed at the leftmost end of the shaft 11. The gear 10 is installed on the shaft 4 on the left side of the gear 3. The planetary carrier is connected to the shaft wrapped outside the shaft 11, passes through the shaft 4 together with the shaft 11, and appears on the left side of the gear 3. The gear it connects is between the gear 10 at the left end of the shaft 11 and the gear 8 on the shaft 4. The gear 10 is connected to the coupling sleeve. The gear switching part of the coupling sleeve is located between the gears 8 and 9. The left and right movement can connect the gears 8 and 9 respectively, so that the power and the transmission body are closer to the wheels.

[0181] The traditional wheel-side reducer transmits power to shaft 4 and only reduces speed through planetary gears. It has no speed change function and a limited reduction ratio. The traditional portal axle drive axle is only used to raise the chassis and increase the vehicle's passability. It has weak deceleration performance and no speed change function. The transmission of gears 2 and 3 in the figure enhances the performance of the wheel-side reducer and forms a portal axle wheel-side structure with two gears. It allows the vehicle to use the second gear at medium and high speeds where energy consumption is the highest, and only uses the first-stage gear transmission, saving several percentage points of energy consumption.

[0182] In a distributed variable speed drive system, two transmissions each have two gears, and the whole vehicle has three gears; four transmissions each have two gears, and the whole vehicle has five gears.

[0183] The dual clutch is connected to two gears and closed to a certain extent. The addition of planetary gear ring gear braking can make the speed change mechanism generate braking force, forming three braking forces: motor power recovery, vehicle braking system, and transmission braking.

[0184] Instructions attached Fig.11 The following is the instruction manual Fig.10 The transmission body in the embodiment adds a dual-clutch drive structure. In the figure, shaft 1 drives the dual-clutch output gears 5 and 6 with two transmission ratios. Gears 10 and 11 can be connected to the middle gear 9 separately or together, increasing the number of gears and partial automatic transmission capability.

[0185] Instructions attached Fig.12 Shown is a low-speed, high-torque electric motor combined with a two-speed wheel drive with a single clutch and single-row planetary gearset.

[0186] Taking the outer rotor motor as an example in the figure, the outer rotor 2 of the motor 1 drives the sun gear 4, so that the planetary carrier generates a large torque to drive the output shaft 8. At medium and high speeds, the clutch 3 is closed, so that the speed change mechanism is equivalent to engaging two gears at the same time, the ring gear brake of the planetary gear is released, and the planetary gear set as a whole rotates synchronously with the motor and shaft 8. The gears for connection and disconnection can be set between the rotor 3 and the sun gear 4 and between the planetary gear 7 and the output shaft 8, and the connection is cut off after switching to the second gear to reduce the loss of churning lubricating oil.

[0187] The cooperation between the clutch and the ring gear brake can make the transmission mechanism generate braking force, forming three kinds of braking forces: motor power recovery, vehicle braking system and transmission braking.

[0188] Instructions attached Fig.13 Shown is a three-drive hybrid drive system in a decentralized variable speed drive system, taking one in front and two in the back as an example and applicable to drive systems of other schemes.

[0189] In the decentralized variable speed drive system, the engine outputs power directly to the drive shaft 1 without passing through the gearbox, and the torque borne by the drive shaft and the main reducer at the drive axle is greatly reduced. For heavy-duty commercial trucks, the first gear ratio is more than 10 times, and the entire transmission system has to bear this torque. Installing the speed change mechanism on the drive axle can reduce the maximum torque borne by the drive shaft and the main reducer by more than ten times.

[0190] In the figure, 1 is the shaft driven by the engine, 2 is the motor, 3, 4, and 5 are the gears responsible for connection and disconnection. The motor drives the shaft 11 of the central first differential through the connection of gears 3 and 4. The engine controls the connection and disconnection with shaft 11 through the clutch at the flywheel. Gear 5 is connected with gear 4 to form a differential lock. Gear 6 is driven by the differential sun gear 7 to transmit power to the front drive axle. In order to bypass the engine, gear 6 is used to drive gear 13. After gears 5 and 6 are connected, shaft 11 and gear 4 rotate synchronously to prevent the front wheel from slipping, or disconnect the front wheel drive, and the two rear wheels can also be driven normally. Sun gear 14 is larger than sun gear 7, and can deliver a torque greater than that delivered to the front axle to the two rear axles. For example, by adjusting the diameters of sun gears 7 and 14, and planetary gears 8 and 9, according to the design load distribution of the vehicle, a torque of one third or one quarter of the total torque can be delivered to the front axle. If there are four drive axles and the load difference is not large, the two sun gears and planetary gears have the same diameter and the torque is evenly distributed. If only two drive axles are needed, the central differential can be eliminated and gear 4 is directly connected to shaft 15.

[0191] Of the two rear drive axles, the first drive axle preferably uses hypoid bevel gears as the main and driven gears of the main reducer, which can make the axis of shaft 15 intersect with the axis of the drive axle. If it is an ordinary bevel gear, a two-stage gear transmission is required to bypass the axis of the drive axle.

[0192] After passing through the first rear drive axle, shaft 15 is connected to shaft 17 in the second central reducer and clutch 25 in the dual clutch. The connecting shaft 17 drives the differential to rotate, driving the sun gears 18 and 24 to rotate. The sun gear is integrated with the driving bevel gear 21 of the first rear drive axle main reducer, driving the driven bevel gear 22 to rotate, and driving the housing of the dual clutch 23 to rotate. The sun gear 24 drives the housing of the dual clutch composed of clutches 25 and 26 to rotate. The driven plate of clutch 26 connects shaft 27 and the driving bevel gear of the second rear drive axle, driving the driven bevel gear of the second rear drive axle main reducer to rotate.

[0193] The clutch 25 is closed, so that the shaft 17 and the sun gear 24 keep rotating synchronously, forming a differential lock between the two rear drive axles. When the vehicle is running normally, the clutch 25 is disconnected, and the first and second drive axles can run at different speeds.

[0194] When the rear axle wheels slip, the clutch 25 is closed, and the two drive axles rotate synchronously to prevent slipping.

[0195] When the two drive axles shift gears alternately, the clutch 25 is closed, one drive axle is disconnected for shifting gears, and the other drive axle bears all the torque transmitted by the shaft 15 to keep the vehicle running smoothly.

[0196] For example, when the vehicle starts, the two drive axles are in the first gear position together. The first rear drive axle with the dual clutch 23 is preferred to shift gears. Because the first rear drive axle has a dual clutch, at least the first gear to the second gear can be automatically shifted without interrupting the power. The clutch 25 will not be closed during the process, and the two drive axles will evenly distribute the torque. When the second rear drive axle shifts gears, the clutch 25 is closed, the clutch 26 is disconnected, and the second rear drive axle is in a neutral state and can be shifted at will. At this time, the first rear drive axle bears all the torque transmitted by the shaft 15, and this torque has not been reduced in speed and increased in torque. Compared with the torque output of the first gear of the traditional heavy truck, which is more than ten times the transmission ratio, the maximum torque appears at the output end of the dual clutch 23 rear transmission mechanism, and the first rear drive axle transmission mechanism, which has been changed to the second gear, has a greatly reduced output torque compared to the first gear, which reduces the burden on the half shaft, wheels, etc. After the second rear drive axle shifts to the second gear or the Nth gear, the clutch 26 is closed and the clutch 25 is disconnected. When the second gear of the first drive axle is converted to the third gear or other gear, if automatic gear shifting is possible, the clutch 25 does not need to be closed, and the gear shifting device automatically shifts gears. If power interruption for gear shifting is required, the clutch 25 is closed, and the two clutches of the dual clutch 23 are disconnected at the same time. The transmission of the first rear drive axle is in neutral and gear shifting is possible. After the gear shifting is completed, the clutch corresponding to the selected gear is closed, the clutch 25 is disconnected, and the vehicle drives normally.

[0197] The final number of gears obtained by the vehicle is the sum of the number of gears of each drive axle, minus the number of drive axles, and then plus 1.

[0198] In the figure, 29 is an electric motor, and 30 is a connecting gear. If the torque of the motor is large, the vehicle can be driven directly at medium and high speeds. The motor is installed at the axle and is coaxial with the axle. It can be driven directly at medium and high speeds. If the torque of the motor is not enough to drive the vehicle directly, the motor is installed at the drive shaft, and the main reducer can be used to drive the vehicle with a primary gear transmission at medium and high speeds.

[0199] In the figure, 31 is a half shaft.

[0200] Instructions attached Fig.14 Shown is a schematic diagram of a coaxial single-speed output dual-clutch automatic transmission on a drive axle.

[0201] In the figure, 1 is the power input shaft, 2 is the motor, 3 is the motor connecting gear, 4 is the driving bevel gear of the drive axle main reducer, 5 is the driven gear, 6 is the dual clutch housing, 7 and 8 are the two clutches in the dual clutch, 9 is the shaft driven by clutch 7, connecting gear 11, 10 is the shaft driven by clutch 8, connecting gears 26 and 18.

[0202] First and second gear (ring gear output)

[0203] First gear: gear position 11 is shifted rightward and connected to gear position 12, clutch 7 drives the left sun gear in the planetary gear set, and power is output by ring gear 34 and gear position 36.

[0204] The second gear drives the right sun gear via clutch 8 through gear position 26.

[0205] The third gear (transition gear):

[0206] Gear 11 moves left to connect to gear 14, gear 28 moves left to connect to shaft 21, and clutch 7 drives gears 15, 22, shaft 21, gear 28 and shaft 30 to transmit power to the differential.

[0207] Fourth gear (transition gear): Gear 18 is connected, and the clutch transmits power to the differential through gears 19, 20, shaft 21, gear 28 and shaft 30.

[0208] Fifth to eighth gear (planetary carrier output):

[0209] 1. The output end of the planetary gear set is switched from gear 36 to gear 37 driven by the planetary carrier. Gear 11 moves right and is connected to gear 12. Clutch 7 drives the left sun gear.

[0210] 2. 28 is shifted right to the middle position, disconnected from shaft 21, gear position 18 is disconnected, and the right sun gear is driven by clutch 8.

[0211] The two sun gears cooperate with the two ring gears to produce four gears from fifth to eighth.

[0212] Ninth gear (direct gear):

[0213] The output end of the transmission changes from the output of gear 37 alone to the output of gear 37 and 38 together. At this time, gear 38 is in neutral state, gear 11 moves right, pushing gear 12 and spline 13 to move right, so that spline 13 is connected with coupling sleeve 24, so that clutch 7 can drive the right sun gear, gear 16 moves right, disengages from coupling sleeve 24, and connects with coupling sleeve 27. By bypassing the planetary gear set, clutch 8 directly drives gear 38.

[0214] In the figure, 2 and 17 are motors. If the motor torque is not enough to directly drive the wheels, install the motor at the position of motor 2 and use the main reducer to increase the torque. If the motor torque is enough to directly drive the wheels at medium and high speeds, install the motor at the position of motor 17. By engaging gear 16, dual clutch shifting and direct gear driving of the wheels can be used.

[0215] The shaft 39 is a half shaft.

[0216] Two reverse gears: the second row planetary gear ring gear 34 is braked, the first row planetary gear ring gear is installed with gear 31, meshing with gear 29, gear 28 is moved right and connected with gear 29, transmitting power to the differential, and the two sun gears are combined with a ring gear brake to produce two gears.

[0217] The speed change mechanism in the figure can be used in a decentralized speed change drive system, and can also be used as an independent drive axle alone. For example, most buses have rear-mounted engines. When the engine is longitudinally mounted, the engine output shaft serves as the power input shaft to connect shaft 1 in the figure.

[0218] When the engine is placed horizontally, the housing of the dual clutch 6 can be connected by a gear chain to form parallel axis power transmission. When the drive axle is fixed on the vehicle body and the distance from the engine remains unchanged, the length of the gear chain does not need to be adjusted. When the drive axle is not fixed on the vehicle body, the distance and angle between the drive axle and the engine will change. A mechanism for adjusting the length of the gear chain is set and the inlet and outlet of the gear chain are enlarged.

[0219] The transition gears and shifting mechanism in the figure can refer to the designs in other drawings of the specification.

[0220] Instructions attached Fig.15 Shown is a transaxle transmission with a two-speed final drive and dual clutch.

[0221] In the figure, the power output shaft 1 directly connects the two active bevel gears 4 and 5 in the two drive axle main reducers, and the two passive bevel gears 8 and 9 are connected to the two clutches 10 and 11 respectively, so that the drive axle transmission has the performance of dual-clutch dual-speed output. Clutch 10 is connected to gear 18 through shaft 17, and clutch 11 is connected to gears 13 and 28 through shaft 12.

[0222] 1st to 4th gear (ring gear output)

[0223] First and second gears: gear position 18 moves right and connects to gear position 19, coupling sleeves 39 and 40 move right, coupling sleeve 40 connects to gear position 33, coupling sleeve 39 connects to coupling sleeve 40, so that both clutches can drive sun gear 34, first driven by clutch 11 and then driven by clutch 10.

[0224] Third and fourth gears: the clutch sleeve 39 moves to the left and connects with the gear position 31, and the sun gear 36 is driven by the clutch 11. The clutch sleeve 40 moves to the left and connects with the clutch sleeve 39, and the drive from the clutch 11 is converted into the drive from the clutch 10.

[0225] Fifth gear (transition gear): gear 13 moves right and connects with gear 15, and gear 28 is pushed to the right to disengage from engagement sleeve 37, gear 24 moves left and connects with gear 23, and power is transmitted to the differential through clutch 11, gears 16, 6, shaft 7, and shaft 27.

[0226] Sixth gear (transition gear): gear 18 moves to the left and connects with gear 20. Power is transmitted from clutch 10 to the differential through gears 20, 22, shaft 7 and shaft 27.

[0227] 7th to 14th gear (planetary carrier output):

[0228] The output end of the transmission is switched from gear 43 to gear 44, gear 13 moves to the left and disengages from gear 15, gear 28 is also driven to move to the left and connects with clutch 37, clutch 39 and clutch 40 are connected and move to the right together and connect with gear 33, clutch 11 drives sun gear 34, gear 24 moves to the right and disengages from gear 23, gear 18 moves to the right and connects with gear 19, and the speed change mechanism returns to the state of the first gear, the difference is that the gear 43 is switched to gear 44.

[0229] The four gears produced by the planetary gearset are multiplied by the two ratios of the dual clutch output, resulting in eight gears.

[0230] 15th and 16th gears (direct gears):

[0231] The transmission output is converted from independent output of gear position 45 to common output of gear positions 45 and 46.

[0232] The gear position 13 moves to the left and connects to the gear position 14 , the gear position 28 is driven to move to the left, and drives the coupling sleeve 37 to move to the left and disengage the coupling sleeve 38 , and the clutch 11 connects to the gear position 45 through the gear positions 13 , 14 and the shaft 30 .

[0233] The output end is converted from the common output of gears 44 and 45 to the independent output of gear 45, the clutch sleeve 40 moves left and disengages from the gear 33, the gear 13 continues to move left, driving the gear 28 and the clutch sleeve 37 to move left, so that the clutch sleeve 37 is connected to the gear 29, and the clutch 10 bypasses the planetary gear set through the gears 18, 19, 29, the clutch sleeve 37, the gear 28, the shaft 16, the gears 13, 14, and the shaft 30, and transmits power to the gear 45.

[0234] Four reverse gears: the second row of planetary gear ring gear 42 is braked, the first row of planetary gear ring gear is installed with a gear, meshing with gear 25, gear 24 is moved right, connected with gear 26 and gear 25, and power is transmitted to the differential. The two sun gears are combined with a ring gear brake to produce two gears, which are then combined with the two transmission ratios output by the clutch to form four reverse gears.

[0235] The transition gears and shifting mechanism in the figure can refer to the designs in other drawings of the specification.

[0236] Instructions attached Fig.16 The invention relates to a drive axle automatic transmission formed by a dual-clutch driving a dual-speed main reducer.

[0237] In the figure, the power input shaft 1 drives the dual clutch housing, the clutch 11 connects the active bevel gear 5 above the drive axle axis and the driven bevel gear 8 on the left, the clutch 10 deviates from the drive axle axis through the shaft 52, and connects the active bevel gear 4 and the driven bevel gear 9 below the drive axle axis. Gears 5 and 8 as well as gears 4 and 9 are quasi-hyperbolic gears, so that the shaft 52 does not intersect with the drive axle axis. The reason for this arrangement is that the transition gear 51 is suitable for installation between the two driven gears 8 and 9.

[0238] 1st to 4th gear (ring gear output)

[0239] First gear: the coupling sleeve 47 of the connecting gear 8 moves to the left, the coupling sleeves 39 and 40 of the connecting gear 49 are connected together and move to the right, and connected to the gear 33, the left planetary gear ring is braked, and the right planetary gear ring 42 and the gear 43 output power, and the sun gear 34 is driven by the clutch 11.

[0240] Second gear: the coupling sleeve 53 connected to the gear 9 moves to the right and connects to the gear position 54, and the sun gear 34 is driven by the clutch 11.

[0241] Third gear; the clutch sleeve 39 moves to the left and connects with the gear position 31, and the clutch 11 drives the sun gear 36.

[0242] Fourth gear: the clutch sleeve 40 moves to the left and connects with the clutch sleeve 39 , and the sun gear 36 is driven by the clutch 10 .

[0243] Fifth and sixth gear (transition gear)

[0244] Fifth gear: the clutch sleeve 47 moves to the right and connects with the gear 48; the gear 59 moves to the right and connects with the gear 62; the power of the clutch 11 is transmitted to the differential through gears 5, 8, gears 48, gears 51, 56, gear 59, gear 62, gear 63 and shaft 7.

[0245] Sixth gear: the clutch sleeve 53 moves to the left and connects with the gear position 55 , and the clutch 10 drives the gear 51 .

[0246] Gears 51 and 56 are connected by a toothed chain, so that the rotation speed of gears 61 and 63 is opposite to the rotation direction of gear 51.

[0247] The power of the planetary gear set in the seventh to fourteenth gears (planetary carrier output) is converted from the output of gear 43 to the output of gear 44 driven by the planetary carrier.

[0248] The clutch 11 drives the sun gear 34, and the gear 59 moves to the left and is disengaged from the gear 62. The clutch 53 moves to the right and is connected to the gear 54. The control of the planetary gear set returns to the state of the first gear. The two sun gears and two ring gears are braked, and combined with the two transmission ratios output by the dual clutch, eight gears are generated.

[0249] 15th and 16th gears (transition gears)

[0250] Fifteenth gear: the clutch sleeve 47 moves to the right and connects with the gear position 48, the gear position 59 moves to the left and connects with the gear position 60, and the power is transmitted to the differential through the clutch 11, gears 5, 8, 51, 56, 58, 61 and shaft 7.

[0251] 16th gear: The clutch sleeve 53 moves to the left and connects with the gear position 55, and the clutch 10 drives the gear 51.

[0252] 17th to 20th gear (sun gear output gear)

[0253] The output of the planetary gear set is switched from gear position 44 to direct output position 45.

[0254] The state returns to the seventh gear, and the double clutch drives the sun gear 34 in turn, and the two ring gears are braked respectively, so that the sun gear 36 outputs four transmission ratios to the gear position 45.

[0255] 21st and 22nd gear (direct gear)

[0256] 21st gear: The clutch sleeve 39 moves to the left and connects with the gear position 31. The clutch 11 bypasses the planetary gear set and drives the gear position 45.

[0257] 22nd gear: the clutch sleeve 40 moves leftward and connects with the clutch sleeve 39, and the clutch 10 drives the gear position 45.

[0258] Instructions attached Fig.17The fully automatic gearshift transmission is shown. An intermediate shaft 22 and gears 23 and 30 are installed so that gear 21 can drive sun gear 36 across gear 29, and a double clutch is installed at the output end so that each gear position at the output end can be continuously switched and can also be used as a differential lock.

[0259] In the figure, 1 is the output half shaft of the reducer 48, 2 is the motor or generator, 3 is the clutch, 4 is the gear, 7 is the power input shaft, 8 is the dual clutch housing, 9 and 10 are clutches, 11 is the gear, 12 is the gear, and 13 is the gear (gear set external shift device). The power output by the motor 2 can drive the shaft 5 through the clutch 3, and then drive the planetary gear set, and can also drive the dual clutch housing through gears 4, 12 and gear 11, so that the power of the motor 2 can increase the torque again after the dual clutch increases the number of gears after the speed reduction and torque increase, and drive the planetary gear set, and can also directly drive the planetary gear set by switching to the direct drive shaft 5 through the clutch 3. The motor can amplify the torque and the number of gears by more times, reduce the requirements for the maximum torque of the motor, and keep the motor at a suitable speed for a longer time, and the gear shifting is smoother.

[0260] Gear positions 25 and 27 have two layers of splines, the inner layer of splines can be connected to gear position 26, and the outer layer of splines is longer and can bypass gear position 26, so that gear positions 25 and 27 can be connected to each other, so that shaft 5 and gear position 28 can drive shaft 27 separately and together, or the two gears can be connected by reducing the distance that gear position 25 moves to the right and the distance that gear position 27 moves to the left, but not connected to gear position 26.

[0261] The dual clutch switches between the three gears: the dual clutch drives gears 14, 15 and 19 respectively, gear 17 moves left and is connected to gear 16 to drive the 1st gear gear 15, gear 13 moves right to drive the 2nd gear gear 14, gear 17 moves right to drive the 3rd gear gear, when jumping from 1st gear to 3rd gear, gear 17 is connected to gear 16, gear 13 moves left and is connected to gear 15 at the same time, gear 17 moves right and is connected to gear 18 to drive the 3rd gear gear 19, and the dual clutch switches in coordination to complete the jump from 1st gear to 3rd gear.

[0262] When the vehicle starts, gear 28 moves to the left, gear 25 moves to the right and connects with gear 28, but neither is connected with gear 26. Gear 31 moves to the right and connects with gear 22, and gear 37 moves to the right and connects with sun gear 36. At this point, all three gears of the dual clutch can drive sun gear 36.

[0263] When switching to the sun gear 42, the gear 28 moves to the right and disengages from the gear 25, and the gear 25 continues to move to the right and connects with the gear 26. The sun gear 42 can be driven by the shaft 27, the clutch connected to the gear 15 is closed, and the clutch connected to the gear 19 is disconnected. The gear 31 moves to the left and disengages from the gear 32. The gear 28 moves to the left and connects with the gear 26, and the switch is completed.

[0264] When switching from driving sun gear 42 to driving sun gear 36, gear 25 moves to the left and disengages from gears 26 and 28, gear 33 moves to the left and connects with gear 32, gear 13 moves to the left and connects with gear 15, clutch 10 is closed, clutch 9 is disconnected, and gears 15, 21, 23, shaft 22, gears 30, 34, gears 33, 32, shaft 35, gear 37 and the final target sun gear 36 are driven by clutch 10, gear 19 is in a neutral state, gear 31 moves right and connects with gear 32, gears 25 and 28 move toward each other and bypass gear 26 to connect, gear 33 moves right and disengages from gear 32, and returns to the state where sun gear 36 is the output end of the planetary gear.

[0265] Transition to direct drive of differential by shaft 27: At this time, gear 29 is generally driven by gear 19, gear 28 is connected with gear 26, driving shaft 27 and sun gear 42, and torque is output by planet carrier. During the transition process, gear 25 moves to the right and is connected with gear 26 and / or gear 28, the ring gear brakes of ring gears 40 and 41 are released, so that the planetary gear set is in neutral state, and after the gear and dual clutch switching at the output end of the planetary gear set, the three gears generated by the dual clutch are skipped by shaft 27 to directly drive the differential, which is equivalent to the three-gear main reducer and the three-gear auxiliary gearbox being placed in front of the output end of the planetary gear set.

[0266] The gear position 37 moves to the left, so that the shaft 35 is connected to the planet carrier 39. The shaft 35 can directly drive the differential through the planet carrier 39, or through the ring gears 40, 41 and the sun gears 36 and 42, so that the ring gears 41 and the sun gear 42 can output multiple reduction gears and overdrive gears respectively. With the sun gear 36 as the input end of the planetary gear set and the sun gear 42 as the output end, the sun gear 42 can generate 3 reduction gears through the braking of the planet carrier 39, the ring gears 40 and 41 respectively, and a total of 9 reduction gears can be generated by combining the three gears generated by the dual clutch. With the planet carrier 39 as the input end, the ring gears 40 and 41 are braked respectively, and the sun gear 42 can generate 2 overdrive gears, and a total of 6 gears are generated by combining the three gears generated by the dual clutch.

[0267] The shift forks 44 and 45 control the inner and outer spline sleeves 50 and 52 connected to the output end dual clutch 46 to move left and right, and the output end is controlled to switch between the ring gear 41, the planet carrier 39 and the shaft 27 by switching between the gear positions 49, 51, 53 and 54. The inner splines of the two friction plates of the dual clutch 46 are sleeved on the outer splines of the inner and outer spline sleeves 50 and 52. When starting, the spline sleeve 50 moves to the left and connects with the gear position 49, so that the torque of the ring gear 41 is transmitted to the differential 48 through the clutch.

[0268] When the output end is switched from the ring gear 41 to the planet carrier 39, the spline sleeve 52 moves to the left and connects with the gear position 51, the right clutch is closed, the left clutch is disconnected, the left clutch spline moves to the right and disengages from the gear position 49, and the switch is completed.

[0269] When the planetary carrier 39 outputs torque to the shaft 27 or the gear 42, the left clutch spline moves rightward and connects with the gear position 51, the left clutch is closed, the right clutch is disconnected, the spline sleeve 52 moves rightward and disengages from the gear position 51 and connects with the gear position 53, the right clutch is closed, the left clutch is disconnected, and the conversion is completed. The gear position 5 connected to the half shaft (transmission shaft) moves leftward and can be connected with the key on the right side of the spline sleeve 52, forming a differential lock through the clutch.

[0270] As shown in the figure and the above content, the dual clutch and shift mechanism on the left side of the planetary gear set mainly control the input drive switching of the sun gear in the planetary gear set, and the dual clutch and each gear on the right side of the planetary gear set mainly control the switching of the planetary gear ring 41, planetary carrier 39 and shaft 27 as the output end. The coordination of the left and right mechanisms of the planetary gear set enables the transmission shown in the figure to achieve automatic shifting without interrupting power throughout the entire process.

[0271] In the figure, the output power of the motor can first pass through the gears and 12 to reduce the speed and then drive the dual clutch 8 to achieve the purpose of reducing speed and increasing torque, and use the multiple gears generated by the shift mechanism of the internal combustion engine. Since the transmission in this figure has the performance of skipping gears, it can better play the characteristics of the large speed range of the motor. When a certain vehicle speed is reached, the clutch 3 switches to the drive shaft 5, and the motor drives the planetary gear set to improve the transmission efficiency.

[0272] In the figure, the shift device 13 (gear shift device outside the gear set) is moved from between gears 14 and 15 to the left side of gear 14, so that gear 14 can be close to gear 15, and gears 20 and 21 can be close together, shortening the length of the position with a larger diameter. If there are no gears 25, 26, and 27, gears 16, 17, and 18 can also be moved to the right side of gear 19, so that gears 15 and 19, gears 21 and 29 can be close together, and suitable for the gears in the planetary gear set.

[0273] In the figure, gear 19 can mesh with the gear of the generator to drive the generator. The gear position between the generator gear and the generator controls the connection and disconnection of the gear and the generator. When the clutch 9 is disconnected, this gear position is engaged, and the generator can be driven by gear 19. The generator can also be driven by the shaft connected to the clutch 9 extending from the right side of the gear 19. A gear position can be set between the shaft and the generator. Selecting this gear position and the disconnection and connection of gears 17 and 18 can make the engine choose to drive gear 19 or the generator. When both gear positions are connected, the engine drives gear 19 and the generator at the same time.

[0274] Instructions attached Fig.18 What is shown is the coaxial transmission shaft formed by the backward tilt of the engine and the main reducer input shaft. In the figure, 1 is the power source (engine, electric motor), 2 is the power source output shaft, 3 is the universal joint, 4 is the transmission shaft, 5 is the drive axle input shaft (active bevel gear), 6 is the main reducer driven gear, and 7 is the horizontal line.

[0275] It can be seen from the figure that the power source 1 is tilted backward and the front end of the drive axle input shaft 5 is raised. In theory, the power source output shaft 2, the transmission shaft 4 and the drive axle input shaft 5 are on the same central axis in the upward and downward directions. At this time, the universal joint theoretically does not work and can be regarded as a coaxial transmission. When the shaft 2 and the shaft 5 cannot be on the same axis due to manufacturing and assembly errors, tire pressure, load, and bumps, the spline sleeve on the shaft 2 is extended and the universal joint 3 works to make adjustments.

[0276] The power source 1 can be a power output device such as an engine or a motor, or the output end of a speed change mechanism, a transmission mechanism, etc. At present, the engine output shaft 2 and the drive axle input shaft 5 are both installed horizontally or tilted backwards slightly, which makes the universal joint work for a long time, reduces the transmission efficiency, and easily causes the middle section of the transmission shaft to produce speed differences between various rotation angles due to the non-uniform speed characteristics of the cross universal joint. Sliding bearings can be used on the universal joint to make its structure simpler and the cost lower, reducing the requirements and costs for the transmission shaft.

[0277] Instructions attached Fig.19 The diagram shown is a schematic diagram showing that a transverse power source can transmit power to a drive axle through a toothed chain to form a first-stage reduction and maintain the correct direction of rotation.

[0278] In the figure, 1 is the power input shaft of the engine, 2 is the coupling sleeve, 3 is the spline on the coupling sleeve 4, the coupling sleeve moves to the right and can be connected with the spline 3 on the coupling sleeve 4, 12 is the motor, the coupling sleeve 13 moves to the left and is connected with the spline on the shaft 14, and can drive the coupling sleeve 4 which is integrated with the shaft 14, so the engine and the motor can drive the coupling sleeve 4 separately or together. The left and right moving actuator of the coupling sleeve 2 and 13 is integrated with the actuator of the coupling sleeve 4, and moves left and right with the actuator of the coupling sleeve 4, and moves left and right relative to the coupling sleeve 4 when an operation needs to be performed.

[0279] In the figure, 11, 7, and 8 are spur gears, 11 and 8 are driving and driven sprockets, and gear 7 is a spur gear made to mesh with gear 8.

[0280] First gear: The coupling sleeve moves to the left and connects with the spline on gear 5. Gear 5 drives gears 6, 7 and the main reduction driven gear 8, driving the reducer 9 and the half shaft 10 to rotate, forming a two-stage reduction transmission.

[0281] Second gear: The coupling sleeve moves right and connects with the spline on the driving sprocket 11, and drives the driven sprocket 8 as the driven gear of the main reducer to rotate, forming a first-stage toothed chain reduction transmission.

[0282] The input shafts 1 and 14 rotate in the same direction as the output shaft 10, and in the opposite direction to the intermediate shaft where the gears 6 and 7 are located.

[0283] After the speed reduction and torque increase of gears 5 and 6, the speed of gear 7 decreases and the torque increases. The spur gear 7 can be used to mesh with the driven spur gear 8 in the toothed chain transmission. Gears 11, 7, and 8 are all spur gears.

[0284] The present invention is a vehicle speed change transmission system, but its content is not limited to use in vehicles and their transmission systems.

[0285] For example, the planetary gear set with ring gear output and planet carrier output proposed in the present invention has an ultra-large transmission ratio and multiple gears, a small size, high efficiency, and a large load-bearing capacity. It can also be used for speed change, deceleration, and transmission devices of machine tools, agricultural machinery, engineering equipment, electronic devices, robots, and mechanical arms, so that it not only has electronic speed control, but also can change the speed and torque from the mechanical entity. When used for wind power generation, the speed of the generator can be adjusted according to the wind force and the speed of the blades.

[0286] The contents described in the present invention and the contents shown in the drawings of the specification are intended to illustrate the partial description of the present invention, but are not intended to limit the present invention. The drawings of the specification are schematic diagrams, and the scope of the present invention cannot be limited by the contents shown in the drawings.

Claims

1. The present invention is a variable speed drive system for a hybrid vehicle, comprising a gearbox-free powertrain (1), a transversely mounted powertrain (2) with a toothed chain drive, a multi-row, multi-output planetary gear set transmission (3), a dual clutch capable of shifting gears (4), a combined main reducer gear (5), a shift coupling sleeve (6) that can be connected to each other, a dual coupling sleeve three-speed shift device (7), coupling sleeves (8) that can be connected to the same spline and can bypass the spline to connect to each other, and a shift auxiliary prompt device (9); Its characteristics are: No transmission device is installed behind the powertrain (engine, electric motor), and the output power directly drives the transmission shaft to transmit the power to the drive axle, and the main speed change function is handed over to the transmission device on the drive axle, so that the powertrain structure is simple and the weight is reduced. The transmission shaft and the main reducer do not bear large torque, the weight is reduced, the cost is reduced, and the transmission efficiency is increased; A weakened transmission device with several gears is installed behind the powertrain (engine, electric motor), which can drive the generator and power take-off, and can cooperate with the transmission device of the drive axle to complete the overall power transmission of the vehicle; Main content: The gearboxless powertrain (1) is a system where no transmission is installed behind the engine or motor, and the power is directly connected to the drive shaft; The transverse power assembly (2) with toothed chain drive is a transverse engine output power driven by a toothed chain drive device to drive the main reducer; The multi-row multi-output end planetary gear set transmission (3) is a transmission device with two or more rows of connected planetary gear sets as the main body, in which the ring gear, the planet carrier and the central shaft of the planetary gear set can all output power; The shiftable dual clutch (4) is a gear position that can be switched between the two shafts output by the dual clutch; The combined main reducer gear (5) is a gear that integrates the main reducer driven gear, planetary gear, and spur gear on the same gear as required; The gear shift coupling sleeve (6) that can be connected to each other is composed of two corresponding matching coupling sleeves, and the two coupling sleeves can be connected to each other and can also be connected to other splines respectively; The double-engagement sleeve three-speed shift device (7) uses a shift fork to control two engagement sleeves to switch gears among three gears; The coupling sleeves (8) which can be connected to the same spline and can bypass the spline to connect to each other are composed of two coupling sleeves and a spline. The two coupling sleeves can be connected to each other or to the spline separately or together. The gear shift auxiliary prompting device (9) assists the driver in understanding the vehicle speed and the status between gear positions.

2. The hybrid vehicle variable speed drive system according to claim 1, Features The gearbox-less power assembly (1) is composed of a forward-inclined (rearward-inclined) power source (engine, electric motor) (1), a clutch (2), a clutch housing (3), a clutch housing bearing (4), a clutch and an output shaft telescopic spline sleeve assembly (5), an oil seal (6) and a vent hole (7); The rear of the power source (engine, electric motor) (1) is connected to a clutch housing (3) for installing a clutch (2). The clutch housing is provided with a bearing (4) for installing and fixing a telescopic spline sleeve assembly (5) of the clutch and the output shaft. One end of the spline sleeve assembly (5) is connected to a clutch plate of the clutch (2), and the other end is connected to the front end of the transmission shaft to transmit power through the spline.

3. The hybrid vehicle variable speed drive system according to claim 1, Features The transverse power assembly (2) of the toothed chain drive is composed of a transverse power assembly (1), a toothed chain drive driving gear (2), a toothed chain drive driven gear (3), and a toothed chain (4); The power outputted by the power assembly (1) is transmitted through the toothed chain driving gear (2) and the toothed chain (4), thereby driving the toothed chain driven gear (3) to rotate. When the driven gear (3) is used as the driven gear of the main reducer of the drive axle, the power outputted by the power assembly only needs to be transmitted through the gear reduction transmission once to drive the vehicle to travel, and the transmission efficiency is the highest. By setting the length of the toothed chain (4), the distance between the engine crankshaft and the drive axle can be more conveniently designed, and the forward rotation direction of the engine and the wheel can be kept consistent.

4. The hybrid vehicle variable speed drive system according to claim 1, Features A multi-row multi-output planetary gear set transmission (3) is composed of two or more coaxial planetary gears (1), a planetary gear shaft (2), a sun gear (3), a ring gear (4), a ring gear brake (5), a common planet carrier (6), multiple input ends (7) and multiple output ends (8); Its characteristics are: For two or more planetary gears installed on the same planetary gear shaft, take two planetary gears as an example. The two planetary gears maintain the same revolution and rotation. Each transmission ratio transmitted to the planetary gear set can drive each sun gear through the shifting device. A sun gear generates an active-driven relationship with each ring gear through the planetary gears installed on the same axis. When there are two sets of planetary gears, and the first sun gear is used as the input end and the planet carrier is used as the output end, the two ring gears are braked respectively, and the first sun gear and the first ring gear and the second ring gear respectively generate a transmission ratio, and a total of two transmission ratios are generated. Then, the second sun gear is used as the input end through the shifting mechanism, and the second sun gear again generates two transmission ratios with the two ring gears. At this time, the two sets of planetary gears generate a total of four transmission ratios. By analogy, three sun gears in three sets of planetary gears correspond to three ring gears, which can generate nine transmission ratios, and four sets of planetary gears can generate 16 transmission ratios. Therefore, it is called the number of gears superimposed by the second power, and it can be regarded as the transmission efficiency of the first-level planetary gear. The output ends of the multi-output planetary gear set can be the planet carrier, ring gear, sun gear and input shaft. With the ring gear as the output end, a very large transmission ratio can be generated. With the sun gear as the output end, several gears such as reduction gear, direct gear and overdrive gear can be provided. The input shaft of the planetary gear set can bypass the entire planetary gear set and directly become the output end, achieving maximum transmission efficiency. The input end of the multi-input planetary gear set can be a driving sun gear, a planet carrier and a ring gear; The slave brake planetary gear set can be ring gear brake, planet carrier brake and sun gear brake.

5. The hybrid vehicle variable speed drive system according to claim 1, Features The shiftable dual clutch (4) is composed of a dual clutch (1), a shaft (2), a shaft (3), a non-switchable gear (4), a switchable gear (5), a shift device (6) and an inner double outer coupling sleeve shift device (7); Its characteristics are: The two clutches of the dual clutch (1) drive the shaft (2) and the shaft (3) respectively, the non-switchable gear (4) is driven by the fixed shaft (2) or the shaft (3), and the switchable gear (5) can be driven by the shaft (2) and the shaft (3) at the same time, or can be switched between the two shafts and driven separately by the two shafts; the shaft (2) and the shaft (3) can drive the non-switchable gear (4) or the switchable gear (5) through the gear conversion, and the switchable gear (5) can be installed on a driven shaft parallel to the shafts (2) and (3), and has the performance of being able to jump gears by using the gear (5) that can be driven together as a transfer; The single switchable gear (5) has two non-switchable gears (4) on both sides, a switchable gear (5) in the middle, and a shifting device between the three gears, so that the two shafts can switch between the three gears; The double switchable gear (5) has two non-switchable gears (4) on both sides and two switchable gears (5) in the middle. There is a shifting device between the gears (4) and (5), and the shifting device between the two switchable gears (5) is a coupling sleeve (7) with an inner and outer sleeve, so that the shafts (2) and (3) can drive the two switchable gears (5) simultaneously or separately.

6. The shiftable dual clutch (4) according to claim 5, Its characteristic is that The outer double-engagement sleeve shift device (7) is composed of an inner spline sleeve (1), an outer spline sleeve (2), an intermediate gear (3), and a stopper (4). Its characteristics are: The intermediate gear (3) is between the inner and outer spline sleeves, connected with the inner and outer spline sleeves through a gear and rack structure, and is limited by a stopper (4) so ​​as not to move left or right; When the connecting splines of the shafts (2) and (3) described in claim 6 are on both sides of the double engagement sleeve (7), and the two switchable gears (5) are also on the left and right sides respectively, when the outer spline sleeve moves to the left, the intermediate gear (3) is driven to rotate, causing the inner spline sleeve to move to the right; The outer spline sleeve (2) is connected to the connecting spline of the left gear (5), and the inner spline sleeve (1) is connected to the connecting spline of the right shaft, so that the right shaft can drive the left gear; When the outer spline sleeve moves to the right and connects with the right gear, the inner spline sleeve moves to the left and connects with the left shaft under the control of the intermediate gear (3), so that the left shaft can drive the right gear (5), and the two shafts are switched between the two gears to achieve gear jumping.

7. The hybrid vehicle variable speed drive system according to claim 1, Features The gear shift coupling sleeve (6) which can be connected to each other is composed of two corresponding matching coupling sleeves; Its characteristics are: The two coupling sleeves each have an external spline or an internal spline on one side, and the two coupling sleeves are connected to the synchronizer through the internal and external splines. The other side of the two coupling sleeves is a spline connected to other gears. If the two shafts drive the two coupling sleeves separately, through this design, the two shafts can be combined through the two coupling sleeves to jointly drive any gear on both sides of the coupling sleeves, or they can be separated and drive the gears on both sides separately, which plays a role in gear shifting.

8. The hybrid vehicle variable speed drive system according to claim 1, Features The double-engaging sleeve three-speed shifting device (7) is composed of three sequentially arranged input external splines (1, 2, 3), an output external spline (4), two sequentially arranged internal spline engaging sleeves (5, 6), an axial thrust spring (7) and a synchronizer (8); Its characteristics are: The left engaging sleeve (5) is connected to the splines (1 and 2) and is pushed to the right by the thrust spring (7). The right engaging sleeve (6) is connected to the splines (3 and 4) located on the right. The engaging sleeve (6) is always connected to the splines (4). The engaging sleeves (5 and 6) can be connected together by the engaging sleeves that can be connected to each other as described in claim 8. When starting, the shift fork controls the coupling sleeve (6) to move to the left, and the coupling sleeves (5 and 6) are connected together to drive the leftmost spline (1). In the next step, it moves to the right. Under the rightward thrust of the thrust spring (7), the coupling sleeve (5) moves to the right together with (6) and connects with the spline 2. In the third step, the coupling sleeve (6) moves to the right, disconnects from the coupling sleeve (5), and connects with the spline (3), so that one shift fork controls one coupling sleeve (6) to complete the switching of three gears.

9. The hybrid vehicle variable speed drive system according to claim 1, Features The coupling sleeve (8) which can be connected to the same spline and can bypass the spline to connect to each other is composed of a coupling sleeve (3 and 4) with a large-diameter long spline (1), a small-diameter short spline (2), and an intermediate spline (5); Its characteristics are: The coupling sleeves (3) and (4) move towards each other. When the stroke is short, the two long splines are connected because the large-diameter spline is longer, so the two coupling sleeves are connected. The small-diameter short spline (2) is shorter, so it is not connected to the middle spline (5) between the two coupling sleeves, and the power bypasses the middle spline (5); at this time, any one of the coupling sleeves continues to move toward the other coupling sleeve, and the small-diameter spline (2) of the moving coupling sleeve is connected to the middle spline (5); the coupling sleeves (3 and 4) can also move toward the middle spline (5) respectively, and be connected to the middle spline (5) alone through the small-diameter short spline.

10. The hybrid vehicle variable speed drive system according to claim 1, Features The gear shift auxiliary prompt device (9) is composed of a gear progress display bar (1), a gear progress percentage display (2), a current gear number display (3), a gear progress color change display (4), a gear color flashing prompt (5), and a gear sound prompt (6); Its characteristics are: The gear shifting auxiliary prompt device (9) is located on the instrument panel or screen in the vehicle cab, so that the driver can see it easily. The length of the gear progress bar (1) displayed on the device increases or decreases as the vehicle speed of the current gear increases or decreases; the value of the gear progress percentage (2) increases or decreases as the vehicle speed of the current gear increases or decreases; the color change of the gear progress (4) deepens as the vehicle speed of the current gear increases, for example, from light green to red. After the gear shift, the current gear turns light green at low speed and turns red at high speed; the gear color flashing prompt (5) indicates that the vehicle speed of the current gear is too high or too low, and the gear shifting auxiliary prompt device (9) flashes with color changes at the instrument panel or screen; the gear voice prompt (6) sounds a ringtone or voice prompt when the vehicle speed of the current gear is too high or too low.

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