Multi-mode gearbox, hybrid power system and vehicle

Abstract

The invention relates to a multi-mode gearbox, a hybrid power system and a vehicle, and belongs to the technical field of hybrid power systems. According to the scheme, on the basis that an engine and a motor are coupled through a planet row and output through a multi-gear transmission at the downstream, a gear shifting mechanism is additionally arranged at the input end of the planet row, the gear shifting mechanism can achieve transmission connection of the two input ends of the planet row, and the whole planet row rotates synchronously; the output end of the planet row is directly connected with the output shaft in cooperation with a downstream gear shifting mechanism, 1: 1 direct driving from the first input end to the output shaft is achieved, and a high-speed gear mode with high efficiency and low transmission loss is achieved; meanwhile, when one input end of the planet row is locked through the added gear shifting mechanism, the planet row outputs power input by the first input shaft at the other speed ratio, and when the planet row has two output speed ratios of 1: 1 direct output and non-1, the number of driving modes is doubled in cooperation with a plurality of gears in the downstream multi-gear transmission, and therefore the driving efficiency is improved. And more subdivided working conditions can be efficiently adapted.

Description

Technical Field

[0001] The present invention relates to a multi-mode gearbox, a hybrid power system and a vehicle, and belongs to the technical field of hybrid power systems for new energy vehicles. Background Art

[0002] In the field of commercial vehicles, hybrid power systems are widely used. The operating conditions of commercial vehicles are complex. The weight of the vehicle varies greatly depending on the passenger / cargo load. The vehicle must meet the needs of high-speed driving and large-slope climbing. At the same time, the existing hybrid system uses a simple two-speed or three-speed AMT (Automated Mechanical Transmission). In terms of gear ratio design, in order to meet daily high-speed driving conditions, it is often difficult to take into account high-torque conditions, resulting in difficulty in meeting heavy-load climbing or large-slope continuous climbing scenarios. In continuous climbing scenarios, the motor is prone to overheating. Therefore, the existing hybrid system is difficult to take into account high-speed and large-slope climbing conditions. At the same time, there are also problems such as AMT shifting power interruption, AMT clutch slope control difficulty, and easy burning.

[0003] The Chinese patent application with application publication number CN117803693A discloses a gearbox and control method for construction machinery. In this scheme, the power input from the engine and the M1 motor is coupled through a planetary gear, the output of the planetary gear is transmitted to the drive axle through a multi-speed transmission, and the M2 motor inputs power from the output end of the planetary gear and the input end of the multi-speed transmission. This scheme uses a combination of a planetary gear and a multi-speed transmission to achieve a variety of speed ratios, which can take into account high speed and high torque conditions to a certain extent; at the same time, the use of a planetary gear eliminates the clutch at the output end of the engine, solving the problem of difficult control and easy burning of the automatic clutch when starting on a slope.

[0004] However, the various speed ratios of the above scheme are mainly achieved by relying on a multi-speed transmission with many gears and a large number of speed gear sets, which results in low system efficiency and large drive energy loss. When recovering kinetic energy by braking, the kinetic energy at the wheel end also has to pass through the gear set of the transmission to reach the motor, resulting in large kinetic energy recovery losses.

[0005] The Chinese patent application with application publication number CN117584724A discloses a hybrid powertrain system for a mining dump truck and its control method. In this scheme, the power input from the engine and the EM1 motor is also coupled through a planetary gear, and the output of the planetary gear is also transmitted to the drive axle through a multi-speed transmission, but the transmission adds a direct drive gear with a speed ratio of 1 from the planetary gear to the drive axle, and the EM2 motor is directly input into the transmission through an intermediate shaft and a set of speed gears. The transmission has a gear position from the output of the planetary gear to the intermediate shaft to realize the output of the planetary gear to be transmitted to the drive axle through the multi-speed transmission. This scheme can realize a drive with a speed ratio of 1 from the planetary gear directly to the drive axle, and at the same time, the EM2 motor is coupled through the transmission, which can realize more combined hybrid power drive modes, and face the current working conditions so that the engine and the EM2 motor can achieve more efficient hybrid power drive in their respective high efficiency ranges.

[0006] However, this scheme controls the planetary gear only by locking the sun gear connected to the output shaft of the EM1 motor, allowing the engine to be driven directly, resulting in a limited hybrid power mode. It is still difficult to meet the subdivision of working conditions so that more working conditions have corresponding and suitable driving modes. Moreover, this scheme is difficult to achieve the parking power generation mode when the power chain downstream of the planetary gear to the wheel end does not bear torque. Summary of the invention

[0007] The purpose of the present invention is to provide a multi-mode transmission to solve the problem that the existing transmission provides a limited number of speed ratio drive modes and cannot meet the efficient driving requirements under more working conditions; it also provides a hybrid power system to solve the problem that the existing hybrid power system provides a limited number of hybrid power drive modes and cannot meet the efficient driving requirements under more working conditions; it also provides a vehicle to solve the problem that the existing hybrid vehicle cannot meet the efficient driving requirements under more working conditions.

[0008] To achieve the above object, the solution of the present invention includes: A technical solution of a multi-mode transmission of the present invention includes a first input shaft and a second input shaft for connecting to different power sources, the first input shaft and the second input shaft are respectively connected to the first input end and the second input end of a planetary gearbox, and the output end of the planetary gearbox is connected to an output shaft for power input through a first shifting mechanism; the first shifting mechanism is used to switch between connecting the output end of the planetary gearbox to the first intermediate shaft, connecting to the output shaft, or not connecting at all; the first intermediate shaft is also connected to the second intermediate shaft, and a second shifting mechanism for realizing speed ratio transmission and / or disconnecting transmission is also provided between the second intermediate shaft and the output shaft; it is characterized in that it also includes a third shifting mechanism, and the third shifting mechanism is used to switch between locking the second input end of the planetary gearbox, connecting to the output end, or not locking or connecting to the output end.

[0009] Furthermore, it also includes a third input shaft for connecting to different power sources, and the third input shaft is drivingly connected to the first intermediate shaft.

[0010] Further, the first input shaft and the output shaft are coaxially arranged, and the first input shaft and the second input shaft and / or the first input shaft and the third input shaft are arranged off-axis.

[0011] Furthermore, the first input shaft and the second input shaft are arranged in an off-axis manner, and the second input shaft is transmission-connected to the second input end of the planetary gear set via a speed change gear set.

[0012] Furthermore, the first input shaft and the third input shaft are arranged on different axes, and the third input shaft is connected to the first intermediate shaft through a speed change gear set.

[0013] Furthermore, the first input end of the planetary gear train is a planet carrier of the planetary gear train, the second input end of the planetary gear train is a sun gear of the planetary gear train, and the output end of the planetary gear train is a ring gear of the planetary gear train.

[0014] Furthermore, the second shift mechanism includes the following three gear positions: 1) engaging the second-speed gear set drivingly connected to the second intermediate shaft with the output shaft; 2) engaging the first-speed gear set drivingly connected to the second intermediate shaft with the output shaft; 3) disconnecting the transmission connection between the second intermediate shaft and the output shaft.

[0015] Furthermore, the gear ratio of the first-speed gear set, the gear ratio of the second-speed gear set, and the gear ratio of the transmission connection between the first intermediate shaft and the second intermediate shaft are all different.

[0016] Furthermore, the gear ratio of the second-speed gear set is smaller than the gear ratio of the first-speed gear set, and larger than the gear ratio of the transmission connection between the first intermediate shaft and the second intermediate shaft.

[0017] The beneficial effects of the present invention are as follows: the present invention improves upon the prior art technical solution of coupling the power of the engine and the motor through the planetary gear in the gearbox and outputting the power through the multi-speed gearbox downstream, and adds a third shift mechanism at the input end of the planetary gear, which can realize the connection of the planetary gear to the two input ends of the engine and the motor respectively, so that the three degrees of freedom of the planetary gear can be transformed into a whole synchronous rotation, and then cooperate with the first shift mechanism to directly connect the output end of the planetary gear with the output shaft, so as to realize, for example, connecting the first input end of the engine to the output shaft with a direct output drive rear axle with a speed ratio of 1, thereby realizing a high The invention relates to a high-speed gear mode with high efficiency and low transmission loss; at the same time, when the third shift mechanism locks the input end connecting the planetary gear to the second input shaft, the planetary gear has a new non-1 speed ratio to output the power input by the first input shaft (the size of the speed ratio is determined by the connection method of the three input / output ends of the planetary gear). When the planetary gear has two output modes, namely, direct output with a speed ratio of 1 and non-1 speed ratio, it cooperates with two or more gears of the second shift mechanism in the downstream multi-speed transmission, and the number of driving modes is doubled based on the number of gears of the multi-speed transmission, which can better adapt to and meet the needs of efficient driving under more subdivided working conditions.

[0018] At the same time, the third shifting mechanism connects the two input ends of the planetary gearbox so that the three degrees of freedom of the planetary gearbox rotate synchronously as a whole, and then cooperates with the first shifting mechanism to disconnect the output end of the planetary gearbox from the output shaft. Under the condition that the first input shaft is connected to the engine and the second input shaft is connected to the motor, the engine can reversely drag the motor connected to the second input shaft through the planetary gearbox at a speed ratio of 1 to generate electricity, thereby realizing parking power generation under the condition that the downstream power chain is not subjected to torque.

[0019] Furthermore, when a third input shaft for inputting power is provided on the multi-speed transmission, the third shift mechanism can realize mixed drive of input power from different input shafts in a neutral mode, i.e., a mode in which the second input shaft is neither locked nor the two input ends of the planetary gear are connected.

[0020] A technical solution of a hybrid power system of the present invention includes a power source and a multi-mode transmission, wherein the multi-mode transmission includes a first input shaft and a second input shaft for connecting to different power sources, the first input shaft and the second input shaft are respectively connected to the first input end and the second input end of a planetary gearbox, and the output end of the planetary gearbox is connected to an output shaft for power input through a first shifting mechanism; the first shifting mechanism is used to switch between connecting the output end of the planetary gearbox to a first intermediate shaft, connecting to an output shaft, or not connecting at all; the first intermediate shaft is also connected to a second intermediate shaft, and a second shifting mechanism for realizing a variable speed ratio transmission and / or disconnecting the transmission is also provided between the second intermediate shaft and the output shaft; it is characterized in that it also includes a third shifting mechanism, and the third shifting mechanism is used to switch between locking the second input end of the planetary gearbox, connecting to the output end, or not locking or connecting to the output end.

[0021] Furthermore, it also includes a third input shaft for connecting to different power sources, and the third input shaft is drivingly connected to the first intermediate shaft.

[0022] Further, the first input shaft and the output shaft are coaxially arranged, and the first input shaft and the second input shaft and / or the first input shaft and the third input shaft are arranged off-axis.

[0023] Furthermore, the first input shaft and the second input shaft are arranged in an off-axis manner, and the second input shaft is transmission-connected to the second input end of the planetary gear set via a speed change gear set.

[0024] Furthermore, the first input shaft and the third input shaft are arranged on different axes, and the third input shaft is connected to the first intermediate shaft through a speed change gear set.

[0025] Furthermore, the first input end of the planetary gear train is a planet carrier of the planetary gear train, the second input end of the planetary gear train is a sun gear of the planetary gear train, and the output end of the planetary gear train is a ring gear of the planetary gear train.

[0026] Furthermore, the second shift mechanism includes the following three gear positions: 1) engaging the second-speed gear set drivingly connected to the second intermediate shaft with the output shaft; 2) engaging the first-speed gear set drivingly connected to the second intermediate shaft with the output shaft; 3) disconnecting the transmission connection between the second intermediate shaft and the output shaft.

[0027] Furthermore, the gear ratio of the first-speed gear set, the gear ratio of the second-speed gear set, and the gear ratio of the transmission connection between the first intermediate shaft and the second intermediate shaft are all different.

[0028] Furthermore, the gear ratio of the second-speed gear set is smaller than the gear ratio of the first-speed gear set, and larger than the gear ratio of the transmission connection between the first intermediate shaft and the second intermediate shaft.

[0029] Furthermore, the power source includes an engine, a first motor and a second motor, the engine is transmission-connected to the first input shaft, the first motor is transmission-connected to the second input shaft, and the second motor is transmission-connected to the third input shaft.

[0030] The beneficial effects of the present invention are as follows: the hybrid power system of the present invention is improved on the basis of the technical solution of the hybrid power system in the prior art in which the engine and the motor are power-coupled through the planetary gear in the gearbox and output through the multi-speed gearbox downstream, and a third shifting mechanism is added to the input end of the planetary gear, and the shifting mechanism can realize the connection between the two input ends of the planetary gear and the motor respectively, so that the three degrees of freedom of the planetary gear are transformed into a whole synchronous rotation, and then cooperate with the first shifting mechanism to directly connect the output end of the planetary gear with the output shaft, so that the engine can directly output and drive the rear axle through the first input end to the output shaft with a speed ratio of 1, so as to realize A high-speed gear mode with high efficiency and low transmission loss for direct engine drive; at the same time, when the third shift mechanism locks the input end of the planetary gear connected to the motor, the planetary gear has a new non-1 speed ratio to output the power input by the engine. When the planetary gear has two output modes, namely, direct output with a speed ratio of 1 and non-1 speed ratio (the size of the speed ratio is determined by the connection method of the three input / output ends of the planetary gear), in cooperation with two or more gears of the second shift mechanism in the downstream multi-speed transmission, the number of drive modes is doubled based on the number of gears of the multi-speed transmission, which can better adapt to and meet the needs of efficient driving under more subdivided working conditions.

[0031] At the same time, the third shifting mechanism connects the two input ends of the planetary gearbox so that the three degrees of freedom of the planetary gearbox are transformed into a whole synchronous rotation, and then cooperates with the first shifting mechanism to disconnect the output end of the planetary gearbox from the output shaft, so that the engine can generate electricity at a speed ratio of 1 through the planetary gearbox to reversely drag the motor connected to the second input shaft, thereby realizing parking power generation under the condition that the downstream power chain is not subjected to torque.

[0032] Furthermore, when the multi-speed transmission is coupled with a second motor, the third shift mechanism can realize hybrid power drive of the engine and the motor coupled to the multi-speed transmission in a neutral mode, that is, a mode in which the second input shaft is neither locked nor the two input ends of the planetary gearbox are connected, wherein the motor connected to the planetary gearbox can accept reverse power generation or output speed to adjust the engine speed to a high-efficiency range.

[0033] A technical solution of a vehicle of the present invention includes a hybrid power system, which includes a power source and a multi-mode transmission, and the multi-mode transmission includes a first input shaft and a second input shaft for connecting to different power sources, the first input shaft and the second input shaft are respectively connected to the first input end and the second input end of the planetary gearbox, and the output end of the planetary gearbox is connected to the output shaft for power input through a first shifting mechanism; the first shifting mechanism is used to switch between connecting the output end of the planetary gearbox to the first intermediate shaft, connecting to the output shaft, or not connecting at all; the first intermediate shaft is also connected to the second intermediate shaft, and a second shifting mechanism for realizing speed ratio transmission and / or disconnecting transmission is also provided between the second intermediate shaft and the output shaft; it is characterized in that it also includes a third shifting mechanism, and the third shifting mechanism is used to switch between locking the second input end of the planetary gearbox, connecting to the output end, or not locking or connecting to the output end.

[0034] Furthermore, it also includes a third input shaft for connecting to different power sources, and the third input shaft is drivingly connected to the first intermediate shaft.

[0035] Further, the first input shaft and the output shaft are coaxially arranged, and the first input shaft and the second input shaft and / or the first input shaft and the third input shaft are arranged off-axis.

[0036] Furthermore, the first input shaft and the second input shaft are arranged in an off-axis manner, and the second input shaft is transmission-connected to the second input end of the planetary gear set via a speed change gear set.

[0037] Furthermore, the first input shaft and the third input shaft are arranged on different axes, and the third input shaft is connected to the first intermediate shaft through a speed change gear set.

[0038] Furthermore, the first input end of the planetary gear train is a planet carrier of the planetary gear train, the second input end of the planetary gear train is a sun gear of the planetary gear train, and the output end of the planetary gear train is a ring gear of the planetary gear train.

[0039] Furthermore, the second shift mechanism includes the following three gear positions: 1) engaging the second-speed gear set drivingly connected to the second intermediate shaft with the output shaft; 2) engaging the first-speed gear set drivingly connected to the second intermediate shaft with the output shaft; 3) disconnecting the transmission connection between the second intermediate shaft and the output shaft.

[0040] Furthermore, the gear ratio of the first-speed gear set, the gear ratio of the second-speed gear set, and the gear ratio of the transmission connection between the first intermediate shaft and the second intermediate shaft are all different.

[0041] Furthermore, the gear ratio of the second-speed gear set is smaller than the gear ratio of the first-speed gear set, and larger than the gear ratio of the transmission connection between the first intermediate shaft and the second intermediate shaft.

[0042] Furthermore, the power source includes an engine, a first motor and a second motor, the engine is transmission-connected to the first input shaft, the first motor is transmission-connected to the second input shaft, and the second motor is transmission-connected to the third input shaft.

[0043] The beneficial effects of the present invention are as follows: the hybrid power system of the vehicle of the present invention is improved on the basis of the technical solution of the hybrid power system in the prior art in which the engine and the motor are power-coupled through the planetary gear in the gearbox and output through the multi-speed gearbox downstream, and a third shift mechanism is added to the input end of the planetary gear, which can realize the connection between the two input ends of the planetary gear and the motor respectively, so that the three degrees of freedom of the planetary gear are transformed into a whole synchronous rotation, and then cooperate with the first shift mechanism to directly connect the output end of the planetary gear with the output shaft, so that the engine can directly output and drive the rear axle through the first input end to the output shaft with a speed ratio of 1, thereby realizing A high-speed gear mode with high efficiency and low transmission loss of engine direct drive is presented; at the same time, in a mode in which the third shift mechanism locks the input end connecting the planetary gear set to the motor, the planetary gear set has a new non-1 speed ratio to output the power input by the engine, and the planetary gear set has two output modes of direct output with a speed ratio of 1 and a speed ratio of non-1 (the size of the speed ratio is determined by the connection method of the three input / output ends of the planetary gear set), in cooperation with two or more gears of the second shift mechanism in the downstream multi-speed transmission, the number of driving modes is doubled on the basis of the number of gears of the multi-speed transmission, which can better adapt to and meet the needs of efficient driving under more subdivided working conditions.

[0044] At the same time, the third shifting mechanism connects the two input ends of the planetary gearbox so that the three degrees of freedom of the planetary gearbox are transformed into a whole synchronous rotation, and then cooperates with the first shifting mechanism to disconnect the output end of the planetary gearbox from the output shaft, so that the engine can generate electricity at a speed ratio of 1 through the planetary gearbox to reversely drag the motor connected to the second input shaft, thereby realizing parking power generation under the condition that the downstream power chain is not subjected to torque.

[0045] Furthermore, when the multi-speed transmission is coupled with a second motor, the third shift mechanism can realize hybrid power drive of the engine and the motor coupled to the multi-speed transmission in a neutral mode, that is, a mode in which the second input shaft is neither locked nor the two input ends of the planetary gearbox are connected, wherein the motor connected to the planetary gearbox can accept reverse power generation or output speed to adjust the engine speed to a high-efficiency range. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 is a schematic diagram of the power transmission structure principle of the gearbox in gearbox embodiment 1; Figure 2 is a schematic diagram of the power transmission structure principle of the hybrid power system after the gearbox in gearbox embodiment 1 is added with a power source; Figure 3is a schematic diagram of the power transmission structure principle of the hybrid power system after the gearbox in gearbox embodiment 2 is added with a power source; Figure 4 It is a schematic diagram of the power transmission structure principle of the hybrid power system after the gearbox in gearbox embodiment 3 is added with a power source.

[0047] The figure includes: engine 1; torsional vibration damper 2; speed gear 3; first motor stator 4a; first motor rotor 4b; first input shaft 5a; second input shaft 5b; third input shaft 5c; speed gear 6; engaging teeth 7; engaging gear sleeve 8; shift gear hub 9; engaging teeth 10; gearbox housing 11; second motor stator 12a; second motor rotor 12b; sun gear 13; planetary gear 14; planet carrier 15; ring gear 16; speed gear 17; Speed ​​gear 18; speed gear 19; second intermediate shaft 20a; speed gear 20b; engaging teeth 21a; shift gear hub 21b; engaging gear sleeve 21c; engaging teeth 21d; second gear driving gear 22; second gear driven gear 23; engaging teeth 24a; engaging gear sleeve 24b; shift gear hub 24c; engaging teeth 24d; first gear driving gear 25; first gear driven gear 26; output shaft 27; first intermediate shaft 28; hollow shaft 29. DETAILED DESCRIPTION

[0048] In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention is described in detail in a clear and complete manner in conjunction with the accompanying drawings and embodiments.

[0049] The present invention provides a multi-mode gearbox, a hybrid power system using the gearbox, and a vehicle using the hybrid power system, which can be applicable to commercial vehicles with complex working conditions and diverse power requirements.

[0050] The concept of the present invention is to use three input shafts and one output shaft arranged in different shafts, and an intermediate shaft corresponding to the output shaft for realizing a variable gear ratio transmission connection from input to output.

[0051] The first input shaft is connected to the engine, a power source of the hybrid power system, the second input shaft is connected to the first motor, a power source of the hybrid power system, the third input shaft is connected to the second motor, a power source of the hybrid power system, and the output shaft is connected to the main reducer on the drive axle.

[0052] One end of the first input shaft is connected to an input / output end of the planetary gear, and the other end is connected to the output end of the engine. One end of the second input shaft is connected to the rotor of the first motor, and the other end is connected to the other input / output end of the planetary gear. One end of the third input shaft is connected to the rotor of the second motor, and the other end is connected to the driven gear on the intermediate shaft. The parallel arrangement of the input shafts can reduce the radial size of the gearbox and reduce the volume of the gearbox.

[0053] A locking mechanism is provided between the first input shaft and the corresponding input / output end of the planetary gear, which can connect the input / output end of the planetary gear with the gearbox housing to lock the input / output end and the corresponding input shaft.

[0054] A shift mechanism is arranged between the input / output end of the planetary gear for outputting power and the output shaft to control the power to flow from the input / output end of the planetary gear for outputting power to the driven gear on the intermediate shaft or directly to the output shaft.

[0055] More specifically, the present invention has three groups of shifting mechanisms, the first shifting mechanism is between the planetary gear and the output shaft, the second shifting mechanism is between the intermediate shaft and the output shaft, and the third shifting mechanism is between the first input shaft and the planetary gear.

[0056] Furthermore, the shift mechanism can adopt a ring gear hub synchronizer shift mechanism, which specifically includes an engaging gear sleeve, a shift gear hub, and left and right engaging teeth. The engaging gear sleeve is moved left and right by a shift fork or other gear operating mechanism to engage the left and right engaging teeth, thereby achieving a shift operation.

[0057] Furthermore, the second input shaft is drivingly connected to the sun gear through a speed change gear set, and the third input shaft is drivingly connected to the intermediate shaft through a driving gear meshing with a driven gear on the intermediate shaft.

[0058] Multi-mode gearbox embodiment 1: like Figure 1 The multi-mode transmission with uninterrupted shifting power shown in the figure comprises three input shafts as power input ends, a second intermediate shaft 20a, and an output shaft 27. The three input shafts include a first input shaft 5a, a second input shaft 5b, and a third input shaft 5c, and the first input shaft 5a, the second input shaft 5b, and the third input shaft 5c are used for transmission connection with various power sources, such as a drive motor or an engine; the output shaft 27 is used for transmission connection with the downstream of the vehicle power system, such as the main reducer on the drive axle.

[0059] like Figure 2 As shown, in this embodiment, the gearbox of the present invention is introduced by taking the power source as an engine 1 and two motors as an example, and the two motors include a first motor and a second motor; in the figure, the first motor includes a first motor stator 4a and a first motor rotor 4b, and the second motor includes a second motor stator 12a and a second motor rotor 12b.

[0060] One end of the first input shaft 5a outside the gearbox is used to connect to the output end of the engine 1 through the torsional vibration damper 2, and the other end is connected to the planetary gear carrier 15. One end of the second input shaft 5b inside the gearbox is connected to the planetary gear sun gear 13 through a speed gear set including a speed gear 3 and a speed gear 6, and the other end is used to connect to the first motor rotor 4b. One end of the third input shaft 5c inside the gearbox is connected to the first intermediate shaft 28 through a speed gear set including a speed gear 17 and a speed gear 18, and the other end is used to connect to the second motor rotor 12b. The first intermediate shaft 28 and the second intermediate shaft 20a are connected to each other through a speed gear set including a speed gear 19 and a speed gear 20b.

[0061] The first input shaft 5a, the planetary gear and the output shaft 27 are coaxially arranged, and the connecting shaft between the speed gear 6 and the planetary gear sun gear 13 is a hollow shaft 29 freely rotatably sleeved on the first input shaft 5a, and the speed gear 6 and the sun gear 13 are respectively fixed at both ends of the hollow shaft 29; the first intermediate shaft 28 is freely rotatably sleeved on the extension shaft of the planetary gear ring 16 toward the output shaft 27, and the end of the extension shaft toward the output shaft 27 is fixed with a shift gear hub 21b.

[0062] As other embodiments, the input shaft connected to the two motors can be connected to the downstream power chain without speed change, for example, the speed ratio of the two speed gear sets is set to 1; or the second motor is directly connected to the driven gear on the second intermediate shaft 20a; or the first motor and the second motor are coaxially arranged with the first input shaft 5a and the output shaft 27, the first motor rotor 4b uses a hollow rotor to directly connect the end of the hollow shaft 29 away from the output shaft 27, and the second motor rotor 12b uses a hollow rotor to directly connect the end of the first intermediate shaft 28 away from the output shaft 27 (the arrangement is not shown in the drawings, and the details can be referred to the contents disclosed in the patent application publication text with application publication number CN117584724A); or one of the first motor and the second motor is coaxially arranged with the first input shaft 5a and the output shaft 27. Of course, the speed ratio of the speed gear set connected to the two motors can also be changed as needed.

[0063] When the first motor and the second motor are respectively connected to the sun gear 13 and the first intermediate shaft 28 through corresponding speed change gear sets, the first input shaft 5a, the second input shaft 5b and the third input shaft 5c are as follows: Figure 2 The first motor and / or the second motor are coaxially arranged with the first input shaft 5a and the output shaft 27, that is, at least one of the second input shaft 5b and the third input shaft 5c is arranged off-axis with the first input shaft 5a, which can shorten the radial dimension of the gearbox and save the lateral space of the vehicle chassis.

[0064] It also includes three groups of shifting mechanisms. In this embodiment, the shifting mechanism adopts a ring gear hub synchronizer shifting mechanism.

[0065] The third shift mechanism includes: a shift gear hub connected to the planetary sun gear 13, an engagement tooth 7 connected to the planetary ring gear 16, a gear engagement tooth 10 connected to the gearbox housing 11, and an engagement gear sleeve 8 that can slide left and right.

[0066] The engaging gear sleeve 8 has three meshing states: (1) The engaging gear sleeve 8 maintains the middle position, at which time the power of the first input shaft 5a can be transmitted to the first motor through the planetary gear. (2) The engaging gear sleeve 8 simultaneously meshes with the shifting gear hub 9 and the engaging gear 7, at which time the planetary gear ring 16 and the sun gear 13 are locked and synchronized. According to the characteristics of the planetary gear, the three degrees of freedom of the planetary gear are synchronized, and the planetary carrier 15, the sun gear 13 and the gear ring 16 rotate at the same speed. At this time, the power of the first input shaft 5a enters the planetary gear and is output from the planetary gear ring 16 according to the transmission ratio 1. (3) The engaging gear sleeve 8 simultaneously meshes with the shifting gear hub 9 and the gear engaging gear 10, at which time the sun gear 13 is locked by the gear engaging gear 10 connected to the gearbox housing 11, and the power of the first input shaft 5a is output from the gear ring 16. The three meshing state conversions are realized by shifting the engaging gear sleeve 8 axially through the shift fork and other gear operating mechanisms.

[0067] The first shift mechanism includes: a shift gear hub 21b connected to the planetary gear ring 16, an engaging tooth 21d connected to the output shaft 27, an engaging tooth 21a connected to the speed gear 18 in the speed gear set including the speed gear 17 and the speed gear 18, and an engaging gear sleeve 21c that can slide left and right.

[0068] The engaging gear sleeve 21c has three meshing states: (1) The engaging gear sleeve 21c maintains the middle position, at which time the planetary gear ring 16 cannot be connected to the output shaft 27, and the power from the gear ring 16 is interrupted. (2) The engaging gear sleeve 21c simultaneously meshes with the shift gear hub 21b and the engaging teeth 21d, at which time the planetary gear ring 16 is directly connected to the output shaft 27, and the power of the gear ring 16 is transmitted to the output shaft 27 according to the transmission ratio 1. (3) The engaging gear sleeve 21c simultaneously meshes with the shift gear hub 21b and the engaging teeth 21a, at which time the power flow direction of the gear ring 16 is also connected to the speed gear 18 and the speed gear 19. The engaging gear sleeve 21c is moved axially by a shift fork or other gear-engaging operating mechanism to achieve the conversion of the three meshing states.

[0069] The second shifting mechanism includes: a second gear driving gear 22 and a first gear driving gear 25 arranged on the second intermediate shaft 20a; a second gear driven gear 23 and a first gear driven gear 26 freely rotatably sleeved on the output shaft 27; a second gear engaging tooth 24a arranged on the second gear driven gear 23; a first gear engaging tooth 24d arranged on the first gear driven gear 26; a shift gear hub 24c arranged on the output shaft 27; and an engaging gear sleeve 24b that can slide left and right.

[0070] The engaging gear sleeve 24b has three meshing states: (1) The engaging gear sleeve 24b maintains the middle position, at which time the second intermediate shaft 20a is not connected to the output shaft 27, and the power from the second intermediate shaft 20a to the output shaft 27 is interrupted. (2) The engaging gear sleeve 24b simultaneously meshes with the shift gear hub 24c and the engaging gear 24a, and the second gear driving gear 22 meshes with the second gear driven gear 23. At this time, the second intermediate shaft 20a is connected to the output shaft 27 according to the speed ratio of the second gear, and the power of the second intermediate shaft 20a is transmitted to the output shaft 27 according to the 2nd gear ratio. (3) The engaging gear sleeve 24b simultaneously meshes with the shift gear hub 24c and the engaging gear 24d, and the first gear driving gear 25 meshes with the first gear driven gear 26. At this time, the second intermediate shaft 20a is connected to the output shaft 27 according to the speed ratio of the first gear, and the power of the second intermediate shaft 20a is transmitted to the output shaft 27 according to the 1st gear ratio. The three meshing state transitions are realized by shifting the engaging gear sleeve 24b through a shift fork or other gear shifting operating mechanism.

[0071] In the second shift mechanism of the above embodiment, the speed ratio of the first gear is greater than the speed ratio of the second gear, which is greater than the speed ratio between the speed gear 20b and the speed gear 19; as other embodiments, the speed ratios of each gear and the speed gear set can be modified as needed.

[0072] As other embodiments, the second shift mechanism can be provided with multiple groups, and correspondingly more driving gears with more gears can be added on the second intermediate shaft 20a to achieve more gears; each additional group of the second shift mechanism can theoretically include driven gears with two gears, and correspondingly two driving gears on the second intermediate shaft 20a that are meshed therewith can be added.

[0073] Those skilled in the art should understand that the connection method of the planetary gear train described in the above embodiment is a typical implementation method. The planetary gear train has three input / output ends. According to the required speed ratio, the present invention can select any two input / output ends to drive and connect two power sources, and select the remaining input / output end to drive and connect the system output shaft 27. The one that drives and connects the power source is the input end, and the one that drives and connects the output shaft is the output end. Other input and output connection methods of the planetary gear train still fall within the protection scope of the present invention.

[0074] Multi-mode gearbox embodiment 2: The difference between the gearbox of this embodiment and embodiment 1 is that Figure 3 As shown, the third shift mechanism adopts a clutch A with two engaged states and a fully released state, the first shift mechanism adopts a clutch B with two engaged states and a fully released state, and the second shift mechanism adopts a clutch C with two engaged states and a released state. The multi-plate clutch is used to replace the ring gear hub synchronizer shift mechanism to perform engagement or disengagement operations in the left and right positions.

[0075] The other structures and working principles of the gearbox of this embodiment are the same as those in gearbox embodiment 1, and will not be described in detail in this embodiment.

[0076] Multi-mode gearbox embodiment 3: The difference between the gearbox of this embodiment and embodiment 1 is that Figure 4 As shown, the third input shaft that can be used to connect the second motor is simplified based on the gearbox of Example 1, that is, the first intermediate shaft 28 in this embodiment is only connected to the second intermediate shaft 20a through the mutually meshing speed gear 19 and the speed gear 20b.

[0077] The hybrid power system using the gearbox of this embodiment will lose the pure electric driving mode and the hybrid power driving mode related to the second motor.

[0078] Hybrid Powertrain Example: For reference Figure 2 and Figure 3 The hybrid system of this embodiment includes an engine 1, a first motor and a second motor, and a gearbox described in the gearbox embodiment. The gearbox has been described clearly enough in the gearbox embodiment and will not be described in detail in this embodiment. The first input shaft 5a of the gearbox is connected to the output end of the engine 1 through the torsion damper 2 at one end facing the outside of the gearbox; the second input shaft 5b is connected to the first motor rotor 4b at one end facing the outside of the gearbox; and the third input shaft 5c is connected to the second motor rotor 12b at one end facing the outside of the gearbox.

[0079] The hybrid power system of this embodiment can achieve multiple gears and multiple driving modes including pure electric, on-site power generation, hybrid power, engine direct drive and brake energy recovery through coordinated control of the engine, two motors, a planetary gearbox and three shift mechanisms. It can adapt to different driving conditions, meet the dynamic requirements of acceleration, climbing, high-speed cruising, etc., and realize multiple modes of vehicle drive.

[0080] Combine the following Figure 2 The driving mode of the hybrid power system of this embodiment is described in detail: In-situ power generation mode: the third shift mechanism engagement gear sleeve 8 slides to engage the shift gear hub 9 and the engagement gear 7, the first shift mechanism engagement gear sleeve 21c maintains the middle position, and the second shift mechanism engagement gear sleeve 24b maintains the middle position. At this time, the engine 1 outputs power, and the power transmission path is the engine 1, the first input shaft 5a, the planetary carrier 15, the planetary gear 14, the sun gear 13 (at this time, the three degrees of freedom of the planetary row are synchronized, that is, the planetary carrier 15 and the ring gear 16 rotate at the same speed as the sun gear 13), the speed gear 6, the speed gear 3, the second input shaft 5b, and the first motor rotor 4b.

[0081] Pure electric drive 1st gear mode: the third shift mechanism engagement gear sleeve 8 maintains the middle position, the first shift mechanism engagement gear sleeve 21c maintains the middle position, and the second shift mechanism engagement gear sleeve 24b slides to engage the shift gear hub 24c and the engagement gear 24d. At this time, the engine 1 is stopped, the second motor outputs power, and the power transmission path is the second motor rotor 12b, the third input shaft 5c, the speed gear 17, the speed gear 18, the speed gear 19, the speed gear 20b, the second intermediate shaft 20a, the first gear driving gear 25, the first gear driven gear 26, and the output shaft 27.

[0082] Pure electric drive 2nd gear mode: the third shift mechanism engagement gear sleeve 8 maintains the middle position, the first shift mechanism engagement gear sleeve 21c maintains the middle position, and the second shift mechanism engagement gear sleeve 24b slides to engage the shift gear hub 24c and the engagement gear 24a. At this time, the engine 1 is stopped, the second motor outputs power, and the power transmission path is the second motor rotor 12b, the third input shaft 5c, the speed gear 17, the speed gear 18, the speed gear 19, the speed gear 20b, the second intermediate shaft 20a, the second gear driving gear 22, the second gear driven gear 23, and the output shaft 27.

[0083] Engine direct drive 1st gear mode: The third shift mechanism engagement gear sleeve 8 slides to engage the shift gear hub 9 and the engagement tooth 7. The first shift mechanism engagement gear sleeve 21c slides to engage the shift gear hub 21b and the engagement tooth 21a. The second shift mechanism engagement gear sleeve 24b slides to engage the shift gear hub 24c and the engagement tooth 24d. At this time, the engine 1 outputs power, and the first motor rotates or generates electricity as needed. The power transmission path is the engine 1, the first input shaft 5a, the ring gear 16 (at this time, the three degrees of freedom of the planetary gear are synchronized and output at a speed ratio of 1), the speed gear 19, the speed gear 20b, the second intermediate shaft 20a, the first gear driving gear 25, the first gear driven gear 26, and the output shaft 27.

[0084] Engine direct drive 2-gear mode: The third shift mechanism engagement gear sleeve 8 slides and engages the shift gear hub 9 and the engagement teeth 10. The first shift mechanism engagement gear sleeve 21c slides and engages the shift gear hub 21b and the engagement teeth 21a. The second shift mechanism engagement gear sleeve 24b slides and engages the shift gear hub 24c and the engagement teeth 24d. At this time, the engine 1 outputs power, and the power transmission path is the engine 1, the first input shaft 5a, the planetary carrier 15, the planetary gear 14, the ring gear 16 (at this time, the planetary row sun gear is fixed, the planetary carrier input ring gear output), the speed gear 19, the speed gear 20b, the second intermediate shaft 20a, the first gear driving gear 25, the first gear driven gear 26, and the output shaft 27.

[0085] Engine direct drive 3-gear mode: The third shift mechanism engagement gear sleeve 8 slides to engage the shift gear hub 9 and the engagement teeth 7. The first shift mechanism engagement gear sleeve 21c slides to engage the shift gear hub 21b and the engagement teeth 21a. The second shift mechanism engagement gear sleeve 24b slides to engage the shift gear hub 24c and the engagement teeth 24a. At this time, the engine 1 outputs power, and the first motor rotates or generates electricity as needed. The power transmission path is the engine 1, the first input shaft 5a, the ring gear 16 (at this time, the three degrees of freedom of the planetary gear are synchronized and output at a speed ratio of 1), the speed gear 19, the speed gear 20b, the second intermediate shaft 20a, the second gear driving gear 22, the second gear driven gear 23, and the output shaft 27.

[0086] Engine direct drive 4-gear mode: The third shift mechanism engagement sleeve 8 slides and engages the shift gear hub 9 and the engagement teeth 10. The first shift mechanism engagement sleeve 21c slides and engages the shift gear hub 21b and the engagement teeth 21a. The second shift mechanism engagement sleeve 24b slides and engages the shift gear hub 24c and the engagement teeth 24a. At this time, the engine 1 outputs power, and the power transmission path is the engine 1, the first input shaft 5a, the planetary carrier 15, the planetary gear 14, the ring gear 16 (at this time, the planetary row sun gear is fixed, the planetary carrier input ring gear output), the speed gear 19, the speed gear 20b, the second intermediate shaft 20a, the second gear driving gear 22, the second gear driven gear 23, and the output shaft 27.

[0087] Engine direct drive 5-speed mode: The third shift mechanism engagement gear sleeve 8 slides to engage the shift gear hub 9 and the engagement tooth 7. The first shift mechanism engagement gear sleeve 21c slides to engage the shift gear hub 21b and the engagement tooth 21d. The second shift mechanism engagement gear sleeve 24b maintains the middle position. At this time, the engine 1 outputs power, and the first motor rotates or generates electricity as needed. The power transmission path is the engine 1, the first input shaft 5a, the ring gear 16 (at this time, the three degrees of freedom of the planetary gear are synchronized and output at a speed ratio of 1), and the output shaft 27.

[0088] Engine direct drive 6-speed mode: The third shift mechanism engagement sleeve 8 slides to engage the shift gear hub 9 and the engagement teeth 10. The first shift mechanism engagement sleeve 21c slides to engage the shift gear hub 21b and the engagement teeth 21d. The second shift mechanism engagement sleeve 24b maintains the middle position. At this time, the engine 1 outputs power, and the power transmission path is the engine 1, the first input shaft 5a, the planetary carrier 15, the planetary gear 14, the ring gear 16 (at this time, the sun gear of the planetary row is fixed, the planetary carrier inputs the ring gear output), and the output shaft 27.

[0089] Hybrid 1st gear mode: The third shift mechanism engagement gear sleeve 8 maintains the middle position. The first shift mechanism engagement gear sleeve 21c slides to engage the shift gear hub 21b and the engagement gear 21a. The second shift mechanism engagement gear sleeve 24b slides to engage the shift gear hub 24c and the engagement gear 24d. At this time, the engine 1 and the second motor both output power, and the first motor is reversely dragged to generate electricity. The power transmission path of the engine 1 is the engine 1, the first input shaft 5a, the planetary carrier 15, the planetary gear 14, the ring gear 16, the speed gear 19, the speed gear 20b, the second intermediate shaft 20a, the first gear driving gear 25, the first gear driven gear 26, and the output shaft 27. The power transmission path of the second motor is the second motor rotor 12b, the speed gear 17, the speed gear 18, the speed gear 19, the speed gear 20b, the second intermediate shaft 20a, the first gear driving gear 25, the first gear driven gear 26, and the output shaft 27.

[0090] Hybrid 2-gear mode: The third shift mechanism engagement gear sleeve 8 maintains the middle position. The first shift mechanism engagement gear sleeve 21c slides to engage the shift gear hub 21b and the engagement gear 21a. The second shift mechanism engagement gear sleeve 24b slides to engage the shift gear hub 24c and the engagement gear 24a. At this time, the engine 1 and the second motor both output power, and the first motor is reversely dragged to generate electricity. The power transmission path of the engine 1 is the engine 1, the first input shaft 5a, the planetary carrier 15, the planetary gear 14, the ring gear 16, the speed gear 19, the speed gear 20b, the second intermediate shaft 20a, the second gear driving gear 22, the second gear driven gear 23, and the output shaft 27. The power transmission path of the second motor is the second motor rotor 12b, the speed gear 17, the speed gear 18, the speed gear 19, the speed gear 20b, the second intermediate shaft 20a, the second gear driving gear 22, the second gear driven gear 23, and the output shaft 27.

[0091] Hybrid 3-speed mode: The third shift mechanism engagement gear sleeve 8 maintains the middle position. The first shift mechanism engagement gear sleeve 21c slides to engage the shift gear hub 21b and the engagement gear 21d. The second shift mechanism engagement gear sleeve 24b slides to engage the shift gear hub 24c and the engagement gear 24d. At this time, the engine 1 and the second motor both output power, and the first motor is reversely dragged to generate electricity. The power transmission path of the engine 1 is the engine 1, the first input shaft 5a, the planetary carrier 15, the planetary gear 14, the ring gear 16, and the output shaft 27. The power transmission path of the second motor is the second motor rotor 12b, the speed gear 17, the speed gear 18, the speed gear 19, the speed gear 20b, the second intermediate shaft 20a, the first gear driving gear 25, the first gear driven gear 26, and the output shaft 27.

[0092] Hybrid 4-gear mode: The third shift mechanism engagement gear sleeve 8 maintains the middle position. The first shift mechanism engagement gear sleeve 21c slides to engage the shift gear hub 21b and the engagement teeth 21d. The second shift mechanism engagement gear sleeve 24b slides to engage the shift gear hub 24c and the engagement teeth 24a. At this time, the engine 1 and the second motor both output power, and the first motor is reversely dragged to generate electricity. The power transmission path of the engine 1 is the engine 1, the first input shaft 5a, the planetary carrier 15, the planetary gear 14, the ring gear 16, and the output shaft 27. The power transmission path of the second motor is the second motor rotor 12b, the speed gear 17, the speed gear 18, the speed gear 19, the speed gear 20b, the second intermediate shaft 20a, the second gear driving gear 22, the second gear driven gear 23, and the output shaft 27.

[0093] Vehicle Example: This embodiment provides a vehicle, which adopts the hybrid power system provided by the hybrid power system embodiment. The specific hybrid power system structure, principle and working mode are clearly introduced in the hybrid power system embodiment and will not be repeated in this embodiment.

[0094] The vehicle of this embodiment realizes multiple gears and 13 working modes through coordinated control of the engine, two drive motors, planetary gears, and a non-power interruption gearbox, providing more power combination driving modes to meet more subdivided working conditions, while achieving the purpose of uninterrupted wheel-end torque during the gear shifting process. The scheme simplifies the control of the gear shifting mechanism or clutch, and solves the problems of difficult control of the gear shifting mechanism and easy clutch ablation. It provides enough gear ratios and power combinations to meet the working conditions of high-speed cruising and heavy loads or large climbing gradients of highway buses, and solves the problem of insufficient power due to the easy overheating of the motor in the continuous climbing and feeding working conditions of the whole vehicle, and has a wide range of application scenarios.

Claims

1. A multi-mode transmission, comprising a first input shaft and a second input shaft for connecting to different power sources, the first input shaft and the second input shaft are respectively connected to the first input end and the second input end of a planetary gear, the output end of the planetary gear is connected to an output shaft for power input through a first shifting mechanism; the first shifting mechanism is used to switch between connecting the output end of the planetary gear to a first intermediate shaft, connecting to the output shaft, or not connecting to either; the first intermediate shaft is also connected to the second intermediate shaft, and a second shifting mechanism for realizing a variable speed ratio transmission and / or disconnecting the transmission is further provided between the second intermediate shaft and the output shaft; characterized in that It also includes a third shifting mechanism, which is used to switch between locking the second input end of the planetary gear, connecting the output end, or not locking or connecting the output end.

2. The multi-mode transmission according to claim 1, characterized in that: The vehicle further comprises a third input shaft for connecting to different power sources, wherein the third input shaft is drivingly connected to the first intermediate shaft.

3. The multi-mode transmission according to claim 2, characterized in that: The first input shaft is coaxially arranged with the output shaft, and the first input shaft and the second input shaft and / or the first input shaft and the third input shaft are arranged off-axis.

4. The multi-mode transmission according to claim 3, characterized in that: The first input shaft and the second input shaft are arranged in an eccentric manner, and the second input shaft is connected to the second input end of the planetary gearbox through a speed change gear set.

5. The multi-mode transmission according to claim 3, characterized in that: The first input shaft and the third input shaft are arranged in an eccentric manner, and the third input shaft is transmission-connected to the first intermediate shaft via a speed change gear set.

6. The multi-mode transmission according to claim 1 or 2, characterized in that: The first input end of the planetary gear train is the planet carrier of the planetary gear train, the second input end of the planetary gear train is the sun gear of the planetary gear train, and the output end of the planetary gear train is the ring gear of the planetary gear train.

7. The multi-mode transmission according to claim 1 or 2, characterized in that: The second shift mechanism includes the following three gear positions: 1) engaging the second-speed gear set drivingly connected to the second intermediate shaft with the output shaft; 2) engaging the first-speed gear set drivingly connected to the second intermediate shaft with the output shaft; 3) disconnecting the transmission connection between the second intermediate shaft and the output shaft.

8. The multi-mode transmission according to claim 7, characterized in that: The gear ratio of the first-speed gear set, the gear ratio of the second-speed gear set, and the gear ratio of the transmission connection between the first intermediate shaft and the second intermediate shaft are all different.

9. The multi-mode transmission according to claim 8, characterized in that: The gear ratio of the second-speed gear set is smaller than the gear ratio of the first-speed gear set, and larger than the gear ratio of the first intermediate shaft and the second intermediate shaft in driving connection.

10. A hybrid power system, comprising a power source, characterized in that: It also includes a multi-mode transmission as claimed in any one of claims 1 to 9.

11. The hybrid power system according to claim 10, characterized in that: The power source includes an engine, a first motor and a second motor. The engine is transmission-connected to the first input shaft, the first motor is transmission-connected to the second input shaft, and the second motor is transmission-connected to the third input shaft.

12. A vehicle, characterized in that: Comprising a hybrid power system as claimed in claim 10 or 11.

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