Series-parallel hybrid system transmission assembly and automobile

Abstract

The invention relates to a series-parallel hybrid power system transmission assembly and an automobile. The series-parallel hybrid power system transmission assembly comprises an engine, a first motor, a start-stop control mechanism, a power output shaft, a linkage mechanism and a supplementary power source. The start-stop control mechanism is arranged between the engine and the first motor and used for controlling start and stop of the engine and the first motor; the power output shaft is connected with wheels of an automobile; the linkage mechanism is connected with the output end of the start-stop control mechanism and the power output shaft, and the linkage mechanism is used for driving the power output shaft to rotate and controlling the output mode of the power output shaft; the supplementary power source is connected with the power output shaft and used for driving the power output shaft to rotate in the corresponding output mode. According to the series-parallel hybrid power system transmission assembly, an engine can be flexibly started and stopped under different working conditions, and the requirement for large-torque output can be met; and the engine can be ensured to operate in a high-efficiency area as much as possible, and oil consumption is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of new energy vehicles, and in particular to a series-parallel hybrid system transmission assembly and a vehicle. Background Art

[0002] With the development of new energy vehicles, hybrid gearboxes are now widely used in the commercial vehicle field, especially heavy-duty commercial vehicles. Most hybrid gearboxes are in series, parallel or series-parallel form, with multiple working modes, and the engine can participate in power output.

[0003] In the related technologies, on the one hand, the series-parallel hybrid power system is traditionally fuel-based, and the engine's high-efficiency zone adjustment capability is limited. In addition, when the battery is insufficient, its economy is greatly reduced. On the other hand, although the hybrid power split system can better adjust the engine's operating area to make it operate in the high-efficiency zone, the system structure is complex and requires multiple clutches and actuators, resulting in great control difficulty, high manufacturing and maintenance costs, and usually only a few gears can be achieved, which cannot meet the needs of large torque output. Summary of the invention

[0004] Based on this, it is necessary to provide a hybrid system transmission assembly and a vehicle to address the problems in the hybrid series-parallel configuration in the relevant technology, where the engine cannot always be in the high-efficiency zone, resulting in poor economy, and in the hybrid configuration, where the motor intervenes in the power output when the engine is directly driven and pure electric, using multiple clutches and actuators, resulting in a complex system structure and power interruption when shifting in multiple gears.

[0005] In a first aspect, the present application provides a series-parallel hybrid system transmission assembly, which is suitable for an automobile. The series-parallel hybrid system transmission assembly includes:

[0006] engine;

[0007] First motor;

[0008] A start-stop control mechanism is provided between the engine and the first motor, and is used to control the start and stop of the engine and the first motor, and output corresponding power;

[0009] The power output shaft is connected to the wheels of the car;

[0010] A linkage mechanism is connected to the output end of the start-stop control mechanism and the power output shaft, and the linkage mechanism is used to drive the power output shaft to rotate and to control the output mode of the power output shaft;

[0011] The supplementary power source is connected to the power output shaft, and the supplementary power source is used to drive the power output shaft to rotate in a corresponding output mode.

[0012] In one embodiment, the start-stop control mechanism includes:

[0013] A planetary gear, an input end of which is connected to both the engine and the first motor;

[0014] An engine locking assembly is arranged between the engine and the planetary gear, and is used to lock or release the engine;

[0015] The motor locking assembly is arranged between the first motor and the planetary gear, and is used to lock or release the first motor.

[0016] In one embodiment, the engine locking assembly includes:

[0017] The engine locking gear seat is spline-connected to the drive shaft of the engine, and the engine locking gear seat is coaxially slidably arranged on the drive shaft of the engine;

[0018] An engine locking gear sleeve is spline-connected to an engine locking gear seat;

[0019] The engine locking piece is arranged on the housing, and the engine locking piece is locked with the engine locking gear sleeve.

[0020] In one embodiment, the engine locking member includes an engine locking engaging tooth, and the engine locking engaging tooth is meshed with the engine locking gear sleeve.

[0021] In one embodiment, the motor locking assembly includes:

[0022] The motor locking gear seat is spline-connected to the motor shaft of the first motor, and the motor locking gear seat is coaxially slidably arranged on the motor shaft of the first motor;

[0023] The motor locking gear sleeve is spline-connected with the motor locking gear seat;

[0024] The motor locking piece is arranged on the housing, and the motor locking piece is locked and matched with the motor locking gear sleeve.

[0025] In one embodiment, the motor locking member includes a motor locking coupling tooth, and the motor locking coupling tooth is meshed with the motor locking gear sleeve.

[0026] In one embodiment, the output end of the planetary gear is an output gear, and the linkage structure includes:

[0027] A transmission gear meshing with the output gear;

[0028] A transmission shaft, coaxially connected with the transmission gear;

[0029] A first gear portion connected to the transmission shaft;

[0030] A second gear portion connected to the transmission shaft;

[0031] The gear switching member is used to control the connection and release between the first gear part or the second gear part and the power output shaft.

[0032] In one of the embodiments, the first gear portion includes a first gear driving gear and a first gear driven gear, the first gear driving gear is coaxially connected to the transmission shaft, and the first gear driven gear is coaxially connected to the power output shaft; the second gear portion includes a second gear driving gear and a second gear driven gear, the second gear driving gear is coaxially connected to the transmission shaft, and the second gear driven gear is coaxially connected to the power output shaft; the gear switching component includes a combining gear sleeve, the combining gear sleeve is coaxially slidably arranged on the transmission shaft, and the combining gear sleeve is used to mesh with the first gear driving gear or the second gear driving gear.

[0033] In one embodiment, the supplemental power source comprises:

[0034] Second motor;

[0035] A motor driving gear is coaxially connected to the motor shaft of the second motor;

[0036] The output driven gear is coaxially arranged on the power output shaft, and the output driven gear is meshed with the motor driving gear.

[0037] In a second aspect, the present application provides a car, comprising any one of the series-parallel hybrid system transmission assemblies provided in the first aspect, the car also comprising a housing, and the series-parallel hybrid system transmission assembly is disposed in the housing.

[0038] The above-mentioned series-parallel hybrid system transmission assembly is suitable for automobiles. The series-parallel hybrid system transmission assembly includes an engine, a first motor, a start-stop control mechanism, a power output shaft, a linkage mechanism and a supplementary power source; the start-stop control mechanism is arranged between the engine and the first motor, and the start-stop control mechanism is used to control the start and stop of the engine and the first motor, and output corresponding power; the power output shaft is connected to the wheels of the automobile; the linkage mechanism is connected to the output end of the start-stop control mechanism and the power output shaft, and the linkage mechanism is used to drive the power output shaft to rotate, and is used to control the output mode of the power output shaft; the supplementary power source is connected to the power output shaft, and the supplementary power source is used to drive the power output shaft to rotate under the corresponding output mode. The transmission assembly of the series-parallel hybrid system in the present application can effectively control the coordinated work between two power sources, namely the first motor and the supplementary power source, through the cooperation of the start-stop control mechanism and the linkage mechanism, thereby realizing a variety of coordination modes between the engine, the first motor and the supplementary power source, so that the engine can be flexibly started and stopped under different working conditions to meet the demand for large torque output; and combined with the output of the first motor, it can be adjusted at any time between charging and discharging to ensure that the engine runs in the high-efficiency area as much as possible, reduce fuel consumption, and thus improve the power performance and energy efficiency of the applicable vehicle; in addition, by replacing the complex structure of multiple clutches and actuators in the existing series-parallel system with the start-stop control mechanism, the control process can be simplified and the manufacturing and maintenance costs can be reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the conventional technology, the drawings required for use in the embodiments or the conventional technology descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0040] FIG1 is a schematic structural diagram of a series-parallel hybrid system transmission assembly in some embodiments of the present application;

[0041] FIG. 2 is a schematic diagram of the structure of a planetary gear in some embodiments of the present application.

[0042] Description of Figure Numbers:

[0043] 100, engine; 200, first motor; 300, start-stop control mechanism; 310, planetary gear; 312, ring gear; 314, planet carrier; 316, sun gear shaft; 318, planetary gear; 319, output gear; 320, engine locking assembly; 322, engine locking gear seat; 324, engine locking gear sleeve; 326, engine locking coupling gear; 330, motor locking assembly; 332, motor locking gear seat; 324, motor locking gear sleeve; 32 6. Motor locking coupling teeth; 400. Power output shaft; 500. Linkage mechanism; 510. Transmission gear; 520. Transmission shaft; 530. First gear unit; 532. First gear driving gear; 534. First gear driven gear; 540. Second gear unit; 542. Second gear driving gear; 544. Second gear driven gear; 550. Coupling gear sleeve; 600. Supplementary power source; 610. Second motor; 620. Motor driving gear; 630. Output gear. DETAILED DESCRIPTION

[0044] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0045] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0046] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0047] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0048] In the present application, unless otherwise clearly specified and limited, a first feature being “above” or “below” a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being “above”, “above”, and “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being “below”, “below”, and “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0049] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are for illustrative purposes only and are not intended to be the only implementation method.

[0050] In order to solve the problems in the related art that the engine cannot always be in the high-efficiency zone in the hybrid series-parallel configuration, the economy is poor, and in the hybrid configuration, the motor intervenes in the power output when the engine is directly driven and pure electric, using multiple clutches and actuators, which leads to complex system structure and power interruption when shifting in multiple gears, etc., in the first aspect, referring to Figure 1, an embodiment of the present application provides a hybrid system transmission assembly, which is suitable for automobiles. The hybrid system transmission assembly includes an engine 100, a first motor 200, a start-stop control mechanism 300, a power output shaft 400, a linkage mechanism 500 and a supplementary power source 600; the start-stop control mechanism 300 is arranged between the engine 100 and the first motor 200, and the start-stop control mechanism 300 is used to control the start and stop of the engine 100 and the first motor 200, and output corresponding power; the power output shaft 400 is connected to the wheels of the car; the linkage mechanism 500 is connected to the output end of the start-stop control mechanism 300, and is connected to the power output shaft 400, the linkage mechanism 500 is used to drive the power output shaft 400 to rotate, and is used to control the output mode of the power output shaft 400; the supplementary power source 600 is connected to the power output shaft 400, and the supplementary power source 600 is used to drive the power output shaft 400 to rotate under the corresponding output mode.

[0051] Specifically, through the cooperation of the start-stop control mechanism 300 and the linkage mechanism 500, the coordinated work between the two power sources, namely the first motor 200 and the supplementary power source 600, can be effectively controlled, thereby improving the power performance and energy efficiency of the vehicle used.

[0052] The transmission assembly of the series-parallel hybrid system in this embodiment can effectively control the coordinated work between two power sources, namely, the first motor 200 and the supplementary power source 600, through the cooperation of the start-stop control mechanism 300 and the linkage mechanism 500, thereby realizing a variety of coordination modes between the engine 100, the first motor 200 and the supplementary power source 600, so that the engine 100 can be flexibly started and stopped under different working conditions to meet the demand for large torque output; and combined with the output of the first motor 200, it can be adjusted at any time between charging and discharging to ensure that the engine 100 runs in the high-efficiency area as much as possible, reduce fuel consumption, and thus improve the power performance and energy efficiency of the applicable automobile; in addition, by replacing the complex structure of multiple clutches and actuators in the existing series-parallel system with the start-stop control mechanism 300, the control process can be simplified and the manufacturing and maintenance costs can be reduced.

[0053] 1 and 2 , in some embodiments, the start-stop control mechanism 300 includes a planetary gear 310, an engine locking assembly 320 and a motor locking assembly 330, wherein the input end of the planetary gear 310 is connected to the engine 100 and the first motor 200; the engine locking assembly 320 is disposed between the engine 100 and the planetary gear 310, and the engine locking assembly 320 is used to lock or release the engine 100; the motor locking assembly 330 is disposed between the first motor 200 and the planetary gear 310, and the motor locking assembly 330 is used to lock or release the first motor 200.

[0054] The planetary gear set 310 includes a ring gear 312, a planet carrier 314, a sun gear shaft 316 and a plurality of planetary gears 318. The ring gear 312 is an external circular gear fixed to the vehicle body, and has meshing tooth surfaces inside. The planet carrier 314 is a supporting structure that connects all the planetary gears 318 and allows them to rotate around the sun gear shaft 316. The planet carrier 314 usually rotates and is part of the power output. The sun gear shaft 316 is the central gear of the planetary gear set 310, located at the center of the planetary gears 318, and is usually driven directly by a power source. The movement of the sun gear shaft 316 is transmitted through the planetary gears 318. The planetary gears 318 cooperate with the sun gear and rotate around their own axis, and also rotate around the sun gear shaft 316. The configuration of the number and size of the planetary gears 318 will affect the transmission ratio and output characteristics. After the sun gear shaft 316 is driven, the planetary gears 318 will rotate around the sun gear shaft 316 , and at the same time, the planetary gears 318 close to the ring gear 312 will mesh with the ring gear 312 , and the planetary carrier 314 can support the planetary gears 318 to stabilize the output power.

[0055] The engine 100 is connected to the planet carrier 314, and the sun gear shaft 316 is connected to the first motor 200. The role of the planetary gear 310 in the series-parallel hybrid system is mainly to achieve power transmission and conversion, so that the engine 100 and the first motor 200 can work together efficiently. The planetary gear 310 effectively manages power input and output through its specific structural design to adapt to different driving conditions and requirements of the car.

[0056] Specifically, the planetary gear 310 can distribute and combine the power of the engine 100 and the first motor 200 according to the operating conditions of the vehicle. For example, under low-speed conditions, the system may rely more on the output of the motor, while at high speeds and acceleration, the contribution of the engine 100 may be greater; the design of the planetary gear 310 makes it possible to conveniently control the start and stop of the engine 100 or the first motor 200 under different operating conditions. For example, when the engine 100 is not needed to run, the planetary gear 310 can effectively lock it through the engine locking assembly 320, and use the first motor 200 to achieve electric drive; in addition, the planetary gear 310 can adjust the power output mode under different power requirements, such as pure electric mode, parallel mode, etc., thereby improving the flexibility and efficiency of the system.

[0057] In this embodiment, through the cooperation of the planetary gear 310, the engine locking assembly 320 and the motor locking assembly 330, the power output mode can be adjusted under different power requirements to adapt to different driving conditions and requirements of the automobile.

[0058] 1 , in some embodiments, the engine locking assembly 320 includes an engine locking gear seat 322, an engine locking gear sleeve 324 and an engine locking member, the engine locking gear seat 322 is splined to the drive shaft of the engine 100, and the engine locking gear seat 322 is coaxially slidably arranged on the drive shaft of the engine 100; the engine locking gear sleeve 324 is splined to the engine locking gear seat 322; the engine locking member is arranged on the housing, and the engine locking member is locked with the engine locking gear sleeve 324.

[0059] Among them, the engine locking gear seat 322 is a sleeve with a spline, which is connected to the drive shaft of the engine 100 through the spline. This connection enables the engine locking gear seat 322 and the drive shaft of the engine 100 to form a fixed transmission relationship, but at the same time has the ability to slide; and the engine locking gear sleeve 324 is also connected to the engine locking gear seat 322 through the spline, so that the locking gear sleeve can move synchronously with the sliding of the locking gear seat.

[0060] Specifically, when the engine 100 needs to be locked, the engine locking piece located on the housing engages with the engine locking gear sleeve 324. At this time, the engine locking piece may be a toothed device, and its shape design enables it to engage with the gear of the engine locking gear sleeve 324 to achieve mechanical connection; when the engine 100 needs to be released, the engine locking piece can be separated from the engine locking gear sleeve 324.

[0061] In this embodiment, the locking and releasing of the engine 100 can be achieved through the cooperation of the engine locking gear seat 322, the engine locking gear sleeve 324 and the engine locking member. The structure is simple and easy to operate; and it helps to reduce the manufacturing cost and maintenance cost of the hybrid system in this embodiment.

[0062] 1 , in some embodiments, the engine locking member includes an engine locking engaging tooth 326 , and the engine locking engaging tooth 326 is meshed with the engine locking gear sleeve 324 .

[0063] Specifically, when it is necessary to lock the engine 100, the engine locking gear sleeve 324 is controlled to move along the drive shaft of the engine 100 toward the side close to the engine locking coupling tooth 326 until the engine locking gear sleeve 324 is fully engaged with the engine locking coupling tooth 326, thereby achieving the locking of the engine 100; when it is necessary to release the engine 100, the engine locking gear sleeve 324 is controlled to move along the drive shaft of the engine 100 toward the side away from the engine locking coupling tooth 326 until the engine locking gear sleeve 324 is fully separated from the engine locking coupling tooth 326, thereby achieving the release of the engine 100. The structure is simple and easy to operate.

[0064] 1 , in some embodiments, the motor locking assembly 330 includes a motor locking gear seat 332, a motor locking gear sleeve 324 and a motor locking member, the motor locking gear seat 332 is spline-connected to the motor shaft of the first motor 200, and the motor locking gear seat 332 is coaxially slidably arranged on the motor shaft of the first motor 200; the motor locking gear sleeve 324 is spline-connected to the motor locking gear seat 332; the motor locking member is arranged on the housing, and the motor locking member is locked with the motor locking gear sleeve 324.

[0065] The motor locking tooth holder 332 is connected to the motor shaft of the first motor 200 via a spline, and this connection can ensure that the motor locking tooth holder 332 can rotate with the motor shaft and provide a locking function when needed; and the motor locking tooth holder 332 is coaxially slidably arranged on the motor shaft of the first motor 200, and can achieve axial sliding on the motor shaft of the first motor 200. The motor locking gear sleeve 324 is connected to the motor locking tooth holder 332 via a spline, which can ensure that it can move synchronously with the motor locking tooth holder 332, and can ensure that the motor locking tooth holder 332 and the motor locking gear sleeve 324 always maintain linkage during movement.

[0066] Specifically, when it is necessary to lock the first motor 200, the motor locking piece located on the housing engages with the motor locking gear sleeve 324. At this time, the motor locking piece may be a toothed device, and its shape design enables it to engage with the gear of the motor locking gear sleeve 324 to achieve mechanical combination, thereby forming a firm mechanical locking state; when it is necessary to enable the first motor 200, the motor locking piece can be removed from engagement with the motor locking gear sleeve 324, so that the first motor 200 is unlocked and restored to normal operation.

[0067] In this embodiment, the locking and release of the first motor 200 can be achieved through the cooperation of the motor locking gear seat 332, the motor locking gear sleeve 324 and the motor locking piece. The structure is simple and easy to operate; and it helps to reduce the manufacturing cost and maintenance cost of the hybrid system in this embodiment.

[0068] 1 , in some embodiments, the motor locking member includes a motor locking engaging tooth 326 , and the motor locking engaging tooth 326 is meshed with the motor locking gear sleeve 324 .

[0069] Specifically, when it is necessary to lock the first motor 200, the motor locking gear sleeve 324 is controlled to move along the motor shaft of the first motor 200 toward the side close to the motor locking coupling tooth 326 until the motor locking gear sleeve 324 is fully engaged with the motor locking coupling tooth 326, thereby achieving the locking of the first motor 200; when it is necessary to release the first motor 200, the motor locking gear sleeve 324 is controlled to move along the motor shaft of the first motor 200 toward the side away from the motor locking coupling tooth 326 until the motor locking gear sleeve 324 is fully separated from the motor locking coupling tooth 326, thereby achieving the release of the first motor 200. The structure is simple and easy to operate.

[0070] 1 and 2 , in some embodiments, the output end of the planetary gear 310 is an output gear 319, and the linkage structure includes a transmission gear 510, a transmission shaft 520, a first gear portion 530, a second gear portion 540 and a gear switching member, the transmission gear 510 is meshed with the output gear 319; the transmission shaft 520 is coaxially connected to the transmission gear 510; the first gear portion 530 is connected to the transmission shaft 520; the second gear portion 540 is connected to the transmission shaft 520; the gear switching member is used to control the connection and release of the first gear portion 530 or the second gear portion 540 with the power output shaft 400.

[0071] Specifically, when it is necessary to switch to a different power output mode, the gear switching component will adjust the movement path to switch the power connection between the first gear part 530 or the second gear part 540 and the transmission shaft 520, thereby realizing the functions of different sequential gears; after the gear is switched, the power can be transmitted to the wheels through the cooperation of the output gear 319, the transmission gear 510 and the transmission shaft 520.

[0072] In this embodiment, the gear switching component can be used to connect and release the first gear portion 530 or the second gear portion 540 to the transmission shaft 520, thereby achieving a gear shifting effect; in addition, by setting multiple gears, the system can quickly switch under different speed and torque requirements, thereby improving the vehicle's adaptability under various working conditions; in addition, the integrated design of the linkage structure and the planetary gear 310 contributes to the lightweight and compactness of the entire system, and improves the stability and performance of the overall structure.

[0073] 1 , in some embodiments, the first gear portion 530 includes a first gear driving gear 532 and a first gear driven gear 534, the first gear driving gear 532 is coaxially connected to the transmission shaft 520, and the first gear driven gear 534 is coaxially connected to the power output shaft 400; the second gear portion 540 includes a second gear driving gear 542 and a second gear driven gear 544, the second gear driving gear 542 is coaxially connected to the transmission shaft 520, and the second gear driven gear 544 is coaxially connected to the power output shaft 400; the gear switching member includes a combining gear sleeve 550, the combining gear sleeve 550 is coaxially slidably arranged on the transmission shaft 520, and the combining gear sleeve 550 is used to mesh with the first gear driving gear 532 or the second gear driving gear 542.

[0074] Specifically, when it is necessary to switch to the first gear, the coupling gear sleeve 550 slides toward the first gear driving gear 532 and meshes with the first gear driving gear 532, and the power is transmitted through the first gear combination; when it is necessary to switch to the second gear, the coupling gear sleeve 550 slides toward the second gear driving gear 542 and meshes with the second gear driving gear 542, and the power is transmitted through the second gear combination.

[0075] In this embodiment, through the design of the first gear and the second gear, different power output characteristics, such as acceleration performance and high-speed cruising, can be achieved according to the driving needs of the vehicle; in addition, the cooperation between the driving gear and the driven gear provides efficient power transmission, ensuring that energy loss is minimized, thereby improving the overall transmission efficiency; and, combined with the sliding mechanism of the gear sleeve 550, the gear switching operation is simplified, which can quickly respond to the driver's needs, making the gear shifting process smoother and improving the driving experience; in addition, combined with the sliding design of the gear sleeve 550 and the compact structure layout, the space occupied by the entire system is minimized, thereby improving the design flexibility of the vehicle.

[0076] 1 , in some embodiments, the supplementary power source 600 includes a second motor 610 , a motor driving gear 620 and an output driven gear 630 , wherein the motor driving gear 620 is coaxially connected to the motor shaft of the second motor 610 ; the output driven gear 630 is coaxially arranged on the power output shaft 400 , and the output driven gear 630 is meshed with the motor driving gear 620 .

[0077] Specifically, when the second motor 610 is started, the motor driving gear 620 starts to rotate, thereby driving the output driven gear 630 to rotate at the same time, and the output driven gear 630 is responsible for transmitting power to the power output shaft 400; the rotation of the output driven gear 630 will be combined with the output of other power sources (such as the first motor 200, the engine 100 or the planetary gear 310) to provide the overall power required by the vehicle. This combination can achieve a variety of power output modes, such as pure electric mode, hybrid power mode, etc.

[0078] In this embodiment, the introduction of the second motor 610 provides the vehicle with additional power output, which can enhance the performance of the vehicle under certain circumstances, such as acceleration or heavy load conditions, so that it performs better during driving; in addition, during driving, the use of the second motor 610 as an auxiliary power source helps to reduce the burden of the main power source, such as the engine 100, thereby improving overall fuel economy and reducing power consumption; and the design of the supplementary power source 600 allows the vehicle to operate in multiple modes, such as electric mode, hybrid mode, etc., providing more flexible driving options to meet the needs of different users.

[0079] The working modes of the series-parallel hybrid system transmission assembly in this application, i.e., the power output modes, include the following:

[0080] 1. In pure electric mode, the gear sleeve 550 is in neutral gear, and power is output through the cooperation of the second motor 610, the motor driving gear 620 and the output driven gear 630; at the same time, the engine locking gear sleeve 324 is combined with the engine locking combination gear 326 to lock the engine 100. At this time, the motor locking gear sleeve 324 is separated from the motor locking combination gear 326 (the engine locking gear sleeve 324 and the motor locking gear sleeve 324 are controlled by a gear seat gear sleeve actuator, and the gear seat gear sleeve actuator has three gears, namely, the engine 100 is locked when the left gear is engaged, the first motor 200 is locked when the right gear is engaged, and the engine 100 and the first motor 200 are free to rotate in neutral gear), the first motor 200 outputs power from the ring gear 312 through the planetary gear 310, and the gear sleeve 550 can be combined with the first gear driven gear 534 (1st gear) or the first gear driven gear 534 (2nd gear) to achieve two gear outputs. At this time, the second motor 610 can output power or not.

[0081] 2. Hybrid mode: the engine 100 and the start-stop control mechanism 300 are in neutral gear, neither the engine 100 nor the first motor 200 is locked, the engine 100 rotates forward to output power, and the first motor 200 generates electricity. At this time, the speed of the first motor 200 can be adjusted to keep the engine 100 in a high-efficiency range to reduce fuel consumption. The power is output from the ring gear 312 and output through the transmission gear 510. The gear sleeve 550 can be used to select the 1st gear or the 2nd gear. The output power is coupled with the power output by the second motor 610 through the motor driving gear 620 and output on the output driven gear 630.

[0082] 3. Extended-range mode: The gear sleeve 550 is put in neutral, the engine 100 outputs power, and the first motor 200 generates electricity to realize the extended-range mode and charge the battery. At this time, the power of the second motor 610 can be output through the output driven gear 630.

[0083] 4. Energy recovery mode: When the gear sleeve 550 is in neutral gear, the second motor 610 realizes braking energy recovery.

[0084] 5. The engine 100 directly outputs power: the motor locking gear sleeve 324 is hung to the right and combined with the motor locking combination tooth 326 to lock the first motor 200. The engine 100 outputs power, the planetary carrier 314 inputs power, the ring gear 312 outputs power, and the gear sleeve 550 can be engaged with the 1st gear or the 2nd gear, and the power is output through the output driven gear 630.

[0085] The present application can also lock the first motor 200 through a set of mechanisms, namely, through the cooperation of the start-stop control mechanism 300 and the linkage mechanism 500, and can realize multiple working modes. When the engine 100 is locked, the power can be enhanced during pure electric driving; when the first motor 200 is locked, the engine 100 can be directly driven, and the first gear and the second gear are set in front of the second motor 610, so that the gear shifting can be realized without power interruption when shifting, and the second motor 610 can be put in neutral when outputting power alone, thereby reducing additional drag torque and reducing efficiency loss; the speed regulation of the first motor 200 can be realized through the planetary gear 310, and the engine 100 always works in the optimal fuel consumption area to improve economy.

[0086] In a second aspect, an embodiment of the present application provides a vehicle, which is applied to any one of the series-parallel hybrid system transmission assemblies provided in the first aspect above. The vehicle also includes a housing, and the series-parallel hybrid system transmission assembly is arranged in the housing.

[0087] Specifically, after the automobile is equipped with any one of the series-parallel hybrid system transmission assemblies provided in the first aspect, it also correspondingly has the technical effects brought by the series-parallel hybrid system transmission assembly, that is, through the cooperation of the start-stop control mechanism 300 and the linkage mechanism 500, the two power sources, namely, the coordinated work between the first motor 200 and the supplementary power source 600 can be effectively controlled, thereby realizing a variety of coordination modes between the engine 100, the first motor 200 and the supplementary power source 600, so that the engine 100 can be flexibly started and stopped under different working conditions to meet the demand for large torque output; and combined with the output of the first motor 200, it can be adjusted at any time between charging and discharging to ensure that the engine 100 runs in the high-efficiency area as much as possible, reduce fuel consumption, and thus improve the power performance and energy efficiency of the applicable automobile; in addition, by replacing the complex structure of multiple clutches and actuators in the existing series-parallel system with the start-stop control mechanism 300, the control process can be simplified and the manufacturing and maintenance costs can be reduced.

[0088] In the description of this specification, the description with reference to the terms "some embodiments", "other embodiments", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic description of the above terms does not necessarily refer to the same embodiment or example.

[0089] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0090] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be construed as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent application shall be subject to the attached claims.

Claims

1. A series-parallel hybrid transmission assembly, suitable for automobiles, characterized in that: The series-parallel hybrid system transmission assembly comprises: engine; First motor; A start-stop control mechanism is provided between the engine and the first motor, and is used to control the start and stop of the engine and the first motor, and output corresponding power; A power output shaft connected to the wheels of the automobile; A linkage mechanism connected to the output end of the start-stop control mechanism and the power output shaft, the linkage mechanism being used to drive the power output shaft to rotate and to control the output mode of the power output shaft; A supplementary power source is connected to the power output shaft, and the supplementary power source is used to drive the power output shaft to rotate under a corresponding output mode.

2. The series-parallel hybrid transmission assembly according to claim 1, characterized in that: The start-stop control mechanism comprises: A planetary gear, an input end of which is connected to both the engine and the first motor; An engine locking assembly, disposed between the engine and the planetary gear, the engine locking assembly being used to lock or release the engine; The motor locking assembly is arranged between the first motor and the planetary gear, and the motor locking assembly is used to lock or release the first motor.

3. The series-parallel hybrid transmission assembly according to claim 2, characterized in that: The engine locking assembly comprises: An engine locking gear seat is spline-connected to the drive shaft of the engine, and the engine locking gear seat is coaxially slidably arranged on the drive shaft of the engine; An engine locking gear sleeve, spline-connected to the engine locking gear seat; The engine locking member is arranged on the housing, and the engine locking member is locked with the engine locking gear sleeve.

4. The series-parallel hybrid transmission assembly according to claim 3, characterized in that: The engine locking member comprises an engine locking combining tooth, and the engine locking combining tooth is meshed and matched with the engine locking gear sleeve.

5. The series-parallel hybrid system transmission assembly according to claim 1, characterized in that: The motor locking assembly comprises: A motor locking gear seat is spline-connected to the motor shaft of the first motor, and the motor locking gear seat is coaxially slidably arranged on the motor shaft of the first motor; A motor locking gear sleeve, spline-connected to the motor locking gear seat; The motor locking piece is arranged on the housing, and the motor locking piece is locked with the motor locking gear sleeve.

6. The series-parallel hybrid system transmission assembly according to claim 5, characterized in that: The motor locking member comprises a motor locking combining tooth, and the motor locking combining tooth is meshed and matched with the motor locking gear sleeve.

7. The series-parallel hybrid transmission assembly according to claim 2, characterized in that: The output end of the planetary gear is an output gear, and the linkage structure includes: A transmission gear meshing with the output gear; A transmission shaft, coaxially connected to the transmission gear; A first gear portion connected to the transmission shaft; A second gear portion connected to the transmission shaft; The gear switching member is used to control the connection and release between the first gear part or the second gear part and the power output shaft.

8. The series-parallel hybrid transmission assembly according to claim 7, characterized in that: The first gear portion includes a first gear driving gear and a first gear driven gear, the first gear driving gear is coaxially connected to the transmission shaft, and the first gear driven gear is coaxially connected to the power output shaft; the second gear portion includes a second gear driving gear and a second gear driven gear, the second gear driving gear is coaxially connected to the transmission shaft, and the second gear driven gear is coaxially connected to the power output shaft; the gear switching component includes a combined gear sleeve, the combined gear sleeve is coaxially slidably arranged on the transmission shaft, and the combined gear sleeve is used to mesh with the first gear driving gear or the second gear driving gear.

9. The series-parallel hybrid transmission assembly according to claim 1, characterized in that: The supplementary power source comprises: Second motor; A motor driving gear coaxially connected to the motor shaft of the second motor; An output driven gear is coaxially arranged on the power output shaft, and the output driven gear is meshed with the motor driving gear.

10. An automobile, characterized in that: The vehicle comprises the series-parallel hybrid system transmission assembly according to any one of claims 1 to 9, wherein the vehicle further comprises a housing, and the series-parallel hybrid system transmission assembly is arranged in the housing.

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