A multi-axle hybrid power system suitable for a refrigerated vehicle

Abstract

The application discloses a multi-shaft type hybrid power system suitable for a refrigeration truck, which comprises an engine, a torque damper, a driving motor, a planetary gear set, a first transmission shaft, a second transmission shaft, a power output shaft, an auxiliary transmission shaft, an auxiliary transmission system and a mode clutch and the like components, and a multi-shaft type architecture configuration of double power sources is adopted, so that the vehicle has six operation modes of parking / standing (refrigeration working), pure electric driving, engine single driving, hybrid driving, driving charging and regenerative braking, different operation conditions can be adapted, fuel consumption is obviously reduced, tail gas pollutant emission is reduced, the reliability of the refrigeration truck operation is improved, the application field is greatly expanded, and energy-saving benefits are obvious. In addition, whether the vehicle is in a driving state or a parking state, the auxiliary transmission system can ensure that the on-board refrigeration compressor reliably and stably operates, and the refrigeration effect is good, so that the operation quality of the refrigeration vehicle is further improved.

Description

Technical Field

[0001] This invention relates to the field of refrigerated truck technology, and more specifically to a multi-axle hybrid power system suitable for refrigerated trucks. Background Technology

[0002] Currently, refrigeration units used in refrigerated trucks can be divided into two main categories: independent refrigeration units and non-independent refrigeration units. Independent refrigeration units have their own small engine and generator to provide power and electricity to the refrigeration system, allowing them to operate independently without being limited by the truck's engine status. However, they are expensive and more complex to maintain than non-independent refrigeration units. Non-independent refrigeration units, on the other hand, cannot operate independently. These units lack their own power unit and rely on the truck's engine to drive the compressor. When the truck's engine stops, the non-independent refrigeration unit loses power, and the refrigeration system ceases operation. However, non-independent refrigeration units are inexpensive, have a simple structure, are easy to maintain and repair, and offer advantages such as high cost-effectiveness and strong market competitiveness.

[0003] Chinese Patent CN 116696580 A, entitled "Engine Speed ​​Control Method, Control Device, and Refrigerated Truck for Refrigerated Trucks," discloses a solution that intelligently controls engine speed based on the operating state of a non-independent refrigeration unit, simplifying driver operation and enhancing market competitiveness. Chinese Patent CN 116653551A, entitled "Refrigeration Speed ​​Control Method, Device, and System for Non-Independent Refrigeration Units in Refrigerated Trucks," discloses a strategy where the engine controller adjusts engine speed using an automatic speed increase mode or a manual speed mode based on mode information. This achieves rapid cooling of the truck compartment, saving time and effort, and offering advantages such as safety and high accuracy. However, when the vehicle is stationary, the engine must operate normally to ensure the refrigeration effect inside the compartment, leading to increased fuel consumption, significantly higher exhaust emissions, and other problems. Summary of the Invention

[0004] To address the aforementioned issues, the present invention aims to provide a multi-axle hybrid power system suitable for refrigerated trucks, which has advantages such as low operating costs, low exhaust emissions, significant environmental benefits, and high operational reliability. It is suitable for various cold chain transportation scenarios, including food transportation, pharmaceutical transportation, flower and plant transportation, cold chain logistics, and catering services.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a multi-shaft hybrid power system suitable for refrigerated trucks, comprising an engine, a torque damper, a drive motor, a planetary gear set, a first drive shaft, a second drive shaft, a power output shaft, an auxiliary drive shaft, an auxiliary transmission system, and a mode clutch;

[0006] The planetary gear set includes a sun gear, a planet carrier, and a ring gear;

[0007] The engine is rigidly connected to the ring gear of the planetary gear set via a torque damper, and the ring gear is fixed to rotate together with the second drive shaft.

[0008] The planetary carrier is fixed to rotate together with the first drive shaft, and the sun gear is rigidly connected to the drive motor.

[0009] The first drive shaft is rotatably supported on the second drive shaft and can be selectively connected to the power output shaft;

[0010] The second drive shaft can be selectively connected to the power output shaft;

[0011] The auxiliary transmission system can selectively connect the auxiliary transmission shaft to either the first transmission shaft or the second transmission shaft.

[0012] The mode clutch is used to independently connect either the first drive shaft or the second drive shaft to the power output shaft.

[0013] Furthermore, the auxiliary drive shaft is rigidly connected to the vehicle-mounted refrigeration compressor via a shaft connector.

[0014] Furthermore, the auxiliary transmission system includes a first transmission shaft gear, an auxiliary shaft first gear, an auxiliary shaft first gear engagement gear ring, a second transmission shaft gear, an auxiliary shaft second gear, an auxiliary shaft second gear engagement gear ring, a splined hub, and a coupling sleeve; the first transmission shaft gear is mounted on the first transmission shaft and meshes with the auxiliary shaft first gear; the second transmission shaft gear is mounted on the second transmission shaft and meshes with the auxiliary shaft second gear; the splined hub is fixed on the auxiliary transmission shaft and can selectively engage with either the auxiliary shaft first gear engagement gear ring or the auxiliary shaft second gear engagement gear ring via the coupling sleeve.

[0015] Furthermore, the outer surface of the spline hub is provided with external splines;

[0016] Furthermore, the coupling sleeve has an internal spline;

[0017] Furthermore, the coupling sleeve can slide along the splined hub axial direction;

[0018] Optionally, the tooth profile of the external spline is the same as that of the tooth profile of the auxiliary shaft first gear engagement gear ring and the auxiliary shaft second gear engagement gear ring;

[0019] A multi-axle hybrid power system suitable for refrigerated trucks, by controlling the engine, drive motor, planetary gear set, auxiliary transmission system, and mode clutch, enables the multi-axle hybrid power system to have six operating modes: parking / stationary (refrigeration operation), pure electric, engine-only drive, hybrid drive, vehicle charging, and regenerative braking. The specific process is as follows:

[0020] A. Parking / Stationing (Refrigeration Operation)

[0021] When the ring gear (41) in the planetary gear set (4) is locked, the engine (1) is turned off, the drive motor (3) is running, the mode clutch (10) disconnects the first drive shaft (5) and the second drive shaft (6) from the power output shaft (7), and the engagement sleeve (98) meshes with the first gear engagement ring gear (93) of the auxiliary shaft; the power output by the drive motor (3) is transmitted to the first drive shaft (5) through the sun gear (43) and the planet carrier (42), and all the power is transmitted to the auxiliary drive shaft (8) through the first drive shaft gear (91), the first gear of the auxiliary shaft (92), the first gear engagement ring gear (93) of the auxiliary shaft, the engagement sleeve (98), and the splined hub (97);

[0022] B. Pure Electric Mode

[0023] When the ring gear in the planetary gear set is locked, the engine is off, the drive motor is running, the mode clutch connects the first drive shaft to the power output shaft, and the engagement sleeve meshes with the first gear of the auxiliary shaft. The power output by the drive motor is transmitted to the first drive shaft via the sun gear and planet carrier. Part of the power is transmitted to the power output shaft by the mode clutch, and the other part is transmitted to the auxiliary drive shaft via the first drive shaft gear, the first gear of the auxiliary shaft, the engagement ring gear of the first gear of the auxiliary shaft, the engagement sleeve, and the splined hub.

[0024] C. Engine-only drive mode

[0025] When the sun gear in the planetary gear set is locked, the engine is running, the drive motor is off, and the mode clutch connects the first drive shaft to the power output shaft. The engagement sleeve meshes with the first gear of the auxiliary shaft. The power output by the engine is transmitted to the first drive shaft through the torque damper, the gear ring, and the planetary carrier. Part of the power is transmitted to the power output shaft by the mode clutch, and the other part is transmitted to the auxiliary drive shaft through the first drive shaft gear, the first gear of the auxiliary shaft, the engagement gear ring of the first gear of the auxiliary shaft, the engagement sleeve, and the splined hub.

[0026] D. Hybrid Drive Mode

[0027] In the planetary gear mechanism, the planetary carrier is locked, the mode clutch connects the second drive shaft to the power output shaft, and the engagement sleeve meshes with the auxiliary shaft second gear engagement ring gear. The power output by the drive motor is transmitted to the second drive shaft via the sun gear and the gear ring gear, and the power output by the engine is transmitted to the second drive shaft via the torque damper. Part of the power is transmitted to the power output shaft by the mode clutch, and the other part of the power is transmitted to the auxiliary drive shaft via the second drive shaft gear, the auxiliary shaft second gear, the auxiliary shaft second gear engagement ring gear, the engagement sleeve, and the splined hub.

[0028] E. Driving charging mode

[0029] In the planetary gear set, the planetary carrier is locked, the mode clutch connects the second drive shaft to the power output shaft, and the engagement sleeve meshes with the auxiliary shaft second gear engagement ring gear. The power output by the engine is transmitted to the second drive shaft through the torque damper. Part of the power is transmitted to the drive motor to generate electricity through the ring gear and the sun gear, another part of the power is transmitted to the power output shaft by the mode clutch, and the remaining part of the power is transmitted to the auxiliary drive shaft through the second drive shaft gear, the auxiliary shaft second gear, the auxiliary shaft second gear engagement ring gear, the engagement sleeve, and the splined hub.

[0030] F. Regenerative Braking Mode

[0031] When the ring gear in the planetary gear set is locked and the engine is off, the mode clutch connects the first drive shaft to the power output shaft. The engagement sleeve meshes with the first gear of the auxiliary shaft. The vehicle's kinetic energy is transmitted to the first drive shaft after passing through the power output shaft and the mode clutch. Part of the kinetic energy is transmitted to the drive motor through the planet carrier and the sun gear, which drives the drive motor to generate electricity. The other part of the kinetic energy is transmitted to the auxiliary drive shaft through the first drive shaft gear, the first gear of the auxiliary shaft, the engagement ring gear of the first gear of the auxiliary shaft, the engagement sleeve, and the splined hub.

[0032] The beneficial effects of this invention are:

[0033] (1) The present invention discloses a multi-axle hybrid power system suitable for refrigerated trucks. Its multi-axle architecture with dual power sources of engine and drive motor enables the vehicle to have multiple operating modes, adapt to different operating conditions, and effectively reduce fuel consumption and exhaust pollutant emissions. (2) The power output by the engine and / or drive motor can directly drive the air compressor of the refrigeration unit through the multi-axle architecture. Whether the vehicle is in motion or parked, the air compressor can be ensured to work normally in the most economical mode. In addition, the multi-power source method also significantly improves the reliability of the refrigeration unit's refrigeration operation. (3) The planetary gear set is cleverly introduced into the transmission system, which improves the vehicle's transmission efficiency. Even under the condition of full-load operation of the on-board non-independent refrigeration unit, the vehicle's power performance will not decline, thus enhancing the competitiveness of this model in the special refrigerated truck market. Compared with the prior art, the present invention has the advantages of low operating cost, strong adaptability, high cost performance and high reliability. It has great practical significance for promoting the high-quality development of cold chain logistics in my country and expanding the supply of high-quality market. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort, wherein:

[0035] Figure 1 This is a schematic diagram of a multi-axle hybrid power system suitable for refrigerated trucks according to the present invention;

[0036] Figure 2 This is a schematic diagram of a multi-shaft hybrid power system for refrigerated trucks disclosed in this invention, in which the first and second drive shafts are disconnected from the power output shaft, and the coupling sleeve is engaged with the first gear of the auxiliary shaft and the gear ring is meshed.

[0037] Figure 3 This is a schematic diagram of a multi-shaft hybrid power system for refrigerated trucks disclosed in this invention, in which the first drive shaft is connected to the power output shaft and the coupling sleeve is engaged with the first gear of the auxiliary shaft.

[0038] Figure 4 This is a schematic diagram of a multi-shaft hybrid power system for refrigerated trucks disclosed in this invention, in which the second drive shaft is connected to the power output shaft and the coupling sleeve is engaged with the second gear of the auxiliary shaft.

[0039] Figure 1In the middle: Engine-1, Torque damper-2, Drive motor-3, Planetary gear set-4, Gear ring-41, Planet carrier-42, Sun gear-43, First drive shaft-5, Second drive shaft-6, Power output shaft-7, Auxiliary drive shaft-8, Auxiliary transmission system-9, Mode clutch-10, First drive shaft gear-91, Auxiliary shaft first gear-92, Auxiliary shaft first gear engagement gear ring-93, Second drive shaft gear-94, Auxiliary shaft second gear-95, Auxiliary shaft second gear engagement gear ring-96, Splined hub-97, Engaging sleeve-98. Detailed Implementation

[0040] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

[0041] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0042] Figure 1 This is a schematic diagram of a multi-axle hybrid power system suitable for refrigerated trucks according to the present invention, showing the components related to the invention only in a schematic manner. Figure 1 The multi-shaft hybrid power system for refrigerated trucks shown includes an engine 1, a torque damper 2, a drive motor 3, a planetary gear set 4, a first drive shaft 5, a second drive shaft 6, a power output shaft 7, an auxiliary drive shaft 8, an auxiliary transmission system 9, and a mode clutch 10. The planetary gear set 4 includes a sun gear 43, a planet carrier 42, and a ring gear 41. The engine 1 is rigidly connected to the ring gear 41 of the planetary gear set via the torque damper 2, and the ring gear 41 is fixed to rotate together with the second drive shaft 6. The planet carrier 42 is fixed to rotate together with the first drive shaft 5, and the sun gear 43 is rigidly connected to the drive motor 3. The first drive shaft 5 is rotatably supported on the second drive shaft 6 and can be selectively connected to the power output shaft 7. The second drive shaft 6 can be selectively connected to the power output shaft 7. The auxiliary transmission system 9 selectively connects the auxiliary drive shaft 8 to either the first drive shaft 5 or the second drive shaft 6. The mode clutch 10 is used to independently connect either the first drive shaft 5 or the second drive shaft 6 to the power output shaft 7. The preferred embodiment is that the auxiliary drive shaft 8 is rigidly connected to the on-board refrigeration compressor via a shaft connector. The on-board refrigeration compressor here is a non-independent refrigeration unit, and its rotor can be rotated by the auxiliary drive shaft 8 to achieve the refrigeration effect.

[0043] The auxiliary transmission system 9 includes a first transmission shaft gear 91, an auxiliary shaft first gear 92, an auxiliary shaft first gear engagement gear ring 93, a second transmission shaft gear 94, an auxiliary shaft second gear 95, an auxiliary shaft second gear engagement gear ring 96, a splined hub 97, and a coupling sleeve 98. The first transmission shaft gear 91 is mounted on the first transmission shaft 5 and meshes with the auxiliary shaft first gear 92; the second transmission shaft gear 94 is mounted on the second transmission shaft 6 and meshes with the auxiliary shaft second gear 95; the splined hub 97 is fixed to the auxiliary transmission shaft 8 and can selectively engage with either the auxiliary shaft first gear engagement gear ring 93 or the auxiliary shaft second gear engagement gear ring 96 via the coupling sleeve 98. Preferably, both the auxiliary shaft first gear engagement gear ring 93 and the auxiliary shaft second gear engagement gear ring 96 are equipped with synchronization devices to avoid impact caused by the engagement of the coupling sleeve 98 with the engagement gear ring, thereby improving the reliability and service life of the system. Here, the outer surface of the splined hub 97 is provided with external splines; and the tooth profile of the external splines is the same as that of the auxiliary shaft first gear engagement gear ring 93 and the auxiliary shaft second gear engagement gear ring 96; the engaging sleeve 98 has internal splines and can slide axially along the splined hub 97. The function of the auxiliary transmission system is to transmit the power output from the engine and / or drive motor to the auxiliary transmission shaft, thereby driving the compressor rotor to rotate, effectively improving the reliability of compressor operation. If the compressor does not need to work, the engaging sleeve 98 is in a non-engaged state, that is, it is not engaged with either the auxiliary shaft first gear engagement gear ring 93 or the auxiliary shaft second gear engagement gear ring 96.

[0044] The aforementioned multi-axle hybrid power system for refrigerated trucks, by controlling the engine 1, drive motor 3, planetary gear set 4, auxiliary transmission system 9, and mode clutch 10, enables the system to operate in six modes: parking / stationary (refrigeration operation), pure electric, engine-only drive, hybrid drive, driving charging, and regenerative braking. It should be noted that the mode clutch 10 has three states: one-axle engagement, two-axle engagement, and disengagement. Taking the compressor operating state as an example, the various operating modes are described as follows:

[0045] (1) Parking / Stationing (Refrigeration Operation)

[0046] See Figure 2 In the planetary gear set 4, the ring gear 41 is locked, the engine 1 is off, the drive motor 3 is running, the mode clutch 10 is disengaged, causing the first drive shaft 5 and the second drive shaft 6 to disconnect from the power output shaft 7, and the engagement sleeve 98 meshes with the auxiliary shaft first gear engagement ring gear 93; the power output by the drive motor 3 is transmitted to the first drive shaft 5 through the sun gear 43 and the planet carrier 42, and all the power is transmitted to the auxiliary drive shaft 8 through the first drive shaft gear 91, the auxiliary shaft first gear 92, the auxiliary shaft first gear engagement ring gear 93, the engagement sleeve 98, and the splined hub 97, and finally drives the compressor rotor to rotate, realizing refrigeration.

[0047] (2) Pure electric mode

[0048] See Figure 3 In the planetary gear set 4, the ring gear 41 is locked, the engine 1 is off, the drive motor 3 is running, and the mode clutch 10 is engaged, connecting the first drive shaft 5 to the power output shaft 7. Meanwhile, the engagement sleeve 98 meshes with the auxiliary shaft's first gear engagement ring gear 93. At this time, the power output from the drive motor 3 is transmitted to the first drive shaft 5 via the sun gear 43 and planetary carrier 42. Part of this power is transmitted to the power output shaft 7 via the mode clutch 10, ultimately driving the wheels to rotate and enabling pure electric driving. The other part of the power is transmitted to the auxiliary drive shaft 8 via the first drive shaft gear 91, the auxiliary shaft's first gear 92, the auxiliary shaft's first gear engagement ring gear 93, the engagement sleeve 98, and the splined hub 97, ultimately driving the compressor rotor to rotate and achieve cooling. Considering that the drive motor is currently a high-speed motor, the preferred transmission ratio of the planetary gear set in this mode is 5.

[0049] (3) Engine-only drive mode

[0050] See Figure 3 In the planetary gear set 4, the sun gear 43 is locked, the engine 1 is running, the drive motor 3 is off, and the mode clutch 10 is engaged, connecting the first drive shaft 5 to the power output shaft 7. The engagement sleeve 98 meshes with the auxiliary shaft's first gear engagement ring gear 93. The power output from the engine 1 is transmitted to the first drive shaft 5 via the torque damper 2, the gear ring 41, and the planetary carrier 42, while the second drive shaft 6 idles. Part of the power is transmitted to the power output shaft 7 via the mode clutch 10, ultimately driving the wheels to rotate, enabling the vehicle to be driven solely by the engine. The other part of the power is transmitted to the auxiliary drive shaft 8 via the first drive shaft gear 91, the auxiliary shaft's first gear 92, the auxiliary shaft's first gear engagement ring gear 93, the engagement sleeve 98, and the splined hub 97, ultimately driving the compressor rotor to rotate, achieving cooling. Here, the preferred transmission ratio of the planetary gear set in this mode is 1.67.

[0051] (4) Hybrid drive mode

[0052] See Figure 4In the planetary gear mechanism 4, the planet carrier is locked at 42, and the mode clutch 10 is engaged in a two-shaft engagement state, connecting the second drive shaft 6 to the power output shaft 7. The engagement sleeve 98 meshes with the auxiliary shaft second gear engagement ring gear 96. The power output from the drive motor 3 is transmitted to the second drive shaft 6 via the sun gear 43 and the gear ring 41, while the power output from the engine 1 is transmitted to the second drive shaft 6 via the torque damper 2. Part of the power is transmitted to the power output shaft 7 via the mode clutch 10 and then to the wheels, achieving hybrid drive operation of the vehicle. The other part of the power is transmitted to the auxiliary drive shaft 8 via the second drive shaft gear 94, the auxiliary shaft second gear 95, the auxiliary shaft second gear engagement ring gear 96, the engagement sleeve 98, and the splined hub 97. Finally, the compressor rotor is driven to rotate, achieving refrigeration.

[0053] (5) Driving charging mode

[0054] The driving charging mode is designed to prevent permanent damage to the battery pack from depletion. It converts the engine's kinetic energy into electrical energy via the drive motor to charge the battery pack. (See also...) Figure 4 In planetary gear set 4, the planetary carrier is locked at 42, and the mode clutch 10 is in a two-shaft engagement state, connecting the second drive shaft 6 to the power output shaft 7. The engagement sleeve 98 meshes with the auxiliary shaft second gear engagement ring gear 96. At this time, the power output from engine 1 is transmitted to the second drive shaft 6 through torque damper 2. Part of the power drives the drive motor 3 to rotate and generate electricity through the gear ring 41 and sun gear 43, while the other part of the power is transmitted to the power output shaft 7 through mode clutch 10, thereby driving the wheels to rotate and enabling vehicle movement. In addition, a portion of the power is transmitted to the auxiliary drive shaft 8 through the second drive shaft gear 94, the auxiliary shaft second gear 95, the auxiliary shaft second gear engagement ring gear 96, the engagement sleeve 98, and the splined hub 97, ultimately driving the compressor rotor to rotate and achieve refrigeration.

[0055] (6) Regenerative Braking Mode

[0056] See Figure 3 In the planetary gear set 4, the ring gear 41 is locked, the engine 1 is off, and the mode clutch 10 is engaged, connecting the first drive shaft 5 to the power output shaft 7. The engagement sleeve 98 meshes with the auxiliary shaft first gear engagement ring gear 93. The vehicle's kinetic energy is transmitted to the first drive shaft 5 after passing through the power output shaft 7 and the mode clutch 10. Part of the kinetic energy is transmitted to the drive motor 3 through the planet carrier 42 and the sun gear 43, which drives the drive motor 3 to rotate and generate electricity, thereby charging the power battery pack. The other part of the kinetic energy is transmitted to the auxiliary drive shaft 8 through the first drive shaft gear 91, the auxiliary shaft first gear 92, the auxiliary shaft first gear engagement ring gear 93, the engagement sleeve 98, and the splined hub 97, which finally drives the compressor rotor to rotate and achieve cooling.

[0057] The present invention provides a multi-axle hybrid power system suitable for refrigerated trucks. Its multi-axle architecture with dual power sources of engine and drive motor enables six operating modes, which can adapt to different operating conditions, significantly reduce fuel consumption, reduce exhaust emissions, improve the reliability of refrigerated truck operation, greatly expand the application field, and is especially suitable for long-distance cold chain transportation with high refrigeration requirements. It is of great significance to promoting the high-quality development of cold chain logistics in my country.

[0058] The above describes the preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications are also within the scope of protection of the present invention.

Claims

1. A multi-axle hybrid power system suitable for refrigerated trucks, characterized in that: It includes an engine (1), a torque damper (2), a drive motor (3), a planetary gear set (4), a first drive shaft (5), a second drive shaft (6), a power output shaft (7), an auxiliary drive shaft (8), an auxiliary transmission system (9), and a mode clutch (10). The planetary gear set (4) includes a sun gear (43), a planet carrier (42), and a ring gear (41). The engine (1) is rigidly connected to the ring gear (41) of the planetary gear set via a torque damper (2), and the ring gear (41) is fixed to rotate together with the second drive shaft (6); The planetary carrier (42) is fixed to rotate together with the first drive shaft (5), and the sun gear (43) is rigidly connected to the drive motor (3); The first drive shaft (5) is rotatably supported on the second drive shaft (6) and can be selectively connected to the power output shaft (7); The second drive shaft (6) can be selectively connected to the power output shaft (7); The auxiliary transmission system (9) allows the auxiliary transmission shaft (8) to be connected to either the first transmission shaft (5) or the second transmission shaft (6); The mode clutch (10) is used to independently connect either the first drive shaft (5) or the second drive shaft (6) to the power output shaft (7). The auxiliary drive shaft (8) is rigidly connected to the vehicle-mounted refrigeration compressor via a shaft connector; The auxiliary transmission system (9) includes a first transmission shaft gear (91), an auxiliary shaft first gear (92), an auxiliary shaft first gear engagement gear ring (93), a second transmission shaft gear (94), an auxiliary shaft second gear (95), an auxiliary shaft second gear engagement gear ring (96), a splined hub (97), and a coupling sleeve (98). The first transmission shaft gear (91) is mounted on the first transmission shaft (5) and meshes with the first auxiliary shaft gear (92); The second drive shaft gear (94) is mounted on the second drive shaft (6) and meshes with the auxiliary shaft second gear (95); The splined hub (97) is fixed on the auxiliary transmission shaft (8) and can be engaged with either the auxiliary shaft first gear engagement ring (93) or the auxiliary shaft second gear engagement ring (96) through the engagement sleeve (98).

2. The multi-axle hybrid power system suitable for refrigerated trucks as described in claim 1, characterized in that: The outer surface of the splined hub (97) is provided with external splines.

3. A multi-axle hybrid power system suitable for refrigerated trucks as described in claim 1, characterized in that: The coupling sleeve (98) has an internal spline.

4. A multi-axle hybrid power system suitable for refrigerated trucks as described in claim 1, characterized in that: The coupling sleeve (98) can slide axially along the splined hub (97).

5. A multi-axle hybrid power system suitable for refrigerated trucks as described in claim 2, characterized in that: The tooth profile of the external spline is the same as that of the auxiliary shaft first gear engagement gear ring (93) and the auxiliary shaft second gear engagement gear ring (96).

6. A multi-axle hybrid power system suitable for refrigerated trucks as described in claim 1, characterized in that: By controlling the engine (1), drive motor (3), planetary gear set (4), auxiliary transmission system (9), and mode clutch (10), the multi-shaft hybrid power system can have six operating modes: parking / parking (cooling operation), pure electric, engine-only drive, hybrid drive, driving charging, and regenerative braking. A. Parking / Stationing (Refrigeration Operation) When the ring gear (41) in the planetary gear set (4) is locked, the engine (1) is shut off, the drive motor (3) is running, and the mode clutch (10) disconnects the first drive shaft (5) and the second drive shaft (6) from the power output shaft (7). The engagement sleeve (98) meshes with the first gear engagement ring gear (93) of the auxiliary shaft. The power output by the drive motor (3) is transmitted to the first drive shaft (5) via the sun gear (43) and the planet carrier (42). All the power is transmitted to the auxiliary drive shaft (8) via the first drive shaft gear (91), the first gear of the auxiliary shaft (92), the first gear engagement ring gear (93) of the auxiliary shaft, the engagement sleeve (98), and the splined hub (97). B. Pure Electric Mode When the ring gear (41) in the planetary gear set (4) is locked, the engine (1) is shut off, the drive motor (3) is running, the mode clutch (10) connects the first drive shaft (5) to the power output shaft (7), and the engagement sleeve (98) meshes with the auxiliary shaft first gear engagement ring gear (93); the power output by the drive motor (3) is transmitted to the first drive shaft (5) via the sun gear (43) and the planet carrier (42), part of which is transmitted to the power output shaft (7) via the mode clutch (10), and the other part of which is transmitted to the auxiliary drive shaft (8) via the first drive shaft gear (91), the auxiliary shaft first gear (92), the auxiliary shaft first gear engagement ring gear (93), the engagement sleeve (98), and the splined hub (97); C. Engine-only drive mode The sun gear (43) in the planetary gear set (4) is locked, the engine (1) is running, the drive motor (3) is shut off, the mode clutch (10) connects the first transmission shaft (5) to the power output shaft (7), and the engagement sleeve (98) meshes with the auxiliary shaft first gear engagement gear ring (93); The power output by the engine (1) is transmitted to the first drive shaft (5) via the torque damper (2), the gear ring (41) and the planetary carrier (42). Part of the power is transmitted to the power output shaft (7) via the mode clutch (10), and the other part of the power is transmitted to the auxiliary drive shaft (8) via the first drive shaft gear (91), the first gear of the auxiliary shaft (92), the gear ring of the first gear of the auxiliary shaft (93), the coupling sleeve (98), and the splined hub (97). D. Hybrid Drive Mode In the planetary gear set (4), the planet carrier (42) is locked, the mode clutch (10) connects the second drive shaft (6) to the power output shaft (7), and the engagement sleeve (98) meshes with the auxiliary shaft second gear engagement ring (96). The power output by the drive motor (3) is transmitted to the second drive shaft (6) via the sun gear (43) and the gear ring (41), and the power output by the engine (1) is transmitted to the second drive shaft (6) via the torque damper (2). Part of the power is transmitted to the power output shaft (7) by the mode clutch (10), and the other part of the power is transmitted to the auxiliary drive shaft (8) via the second drive shaft gear (94), the auxiliary shaft second gear (95), the auxiliary shaft second gear engagement ring (96), the engagement sleeve (98), and the splined hub (97). E. Driving charging mode In the planetary gear set (4), the planet carrier (42) is locked, the mode clutch (10) connects the second drive shaft (6) to the power output shaft (7), and the engagement sleeve (98) meshes with the auxiliary shaft second gear engagement ring (96). The power output by the engine (1) is transmitted to the second drive shaft (6) through the torque damper (2). Part of the power is transmitted to the drive motor (3) through the ring gear (41) and the sun gear (43) to generate electricity. Another part of the power is transmitted to the power output shaft (7) through the mode clutch (10), and another part of the power is transmitted to the auxiliary drive shaft (8) through the second drive shaft gear (94), the auxiliary shaft second gear (95), the auxiliary shaft second gear engagement ring (96), the engagement sleeve (98), and the splined hub (97). F. Regenerative Braking Mode When the ring gear (41) in the planetary gear set (4) is locked, the engine (1) is turned off, the mode clutch (10) connects the first drive shaft (5) to the power output shaft (7), and the engagement sleeve (98) meshes with the first gear engagement ring gear (93) of the auxiliary shaft. The vehicle's kinetic energy is transmitted to the first drive shaft (5) after passing through the power output shaft (7) and the mode clutch (10). Part of the kinetic energy is transmitted to the drive motor (3) through the planet carrier (42) and the sun gear (43), and drives the drive motor (3) to generate electricity. The other part of the kinetic energy is transmitted to the auxiliary drive shaft (8) through the first drive shaft gear (91), the first gear of the auxiliary shaft (92), the first gear engagement ring gear (93) of the auxiliary shaft, the engagement sleeve (98), and the splined hub (97).

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