Multi-gear speed change hybrid power assembly

Abstract

The multi-gear speed change hybrid power assembly comprises a power system, a speed change system and a controller, the power system comprises an engine and a motor, the motor is provided with an inner rotor and an outer rotor, and an output shaft of the engine can be controlled to be connected or disconnected with the inner rotor and / or the outer rotor; the outer rotor is used for outputting power; the speed control system is used for receiving the power output by the outer rotor and outputting the received power at a set gear speed; the controller controls the output shaft of the engine to be connected and disconnected with the inner rotor and / or the outer rotor and controls the gear speed change of the speed control system. A conventional single-rotor motor is replaced by the double-rotor motor, the engine is connected with the motor, so that power of the engine is finally output to the speed control system through a rotor of the motor and then output to drive a vehicle after speed change and torque change, the overall structure is simplified, and the cost is reduced. Meanwhile, the output power of the motor can be output after being subjected to speed change and torque change through the speed change system, and the performance of the vehicle is improved.

Description

Technical Field

[0001] The invention belongs to the technical field of hybrid power systems and relates to a multi-speed hybrid power assembly. Background Art

[0002] Hybrid vehicles are a type of new energy vehicles that combine the advantages of traditional internal combustion engines and electric motors. They have good fuel economy and power performance, as well as strong endurance, and have become a mainstream model of new energy vehicles.

[0003] However, existing hybrid vehicles still have some limitations. The power systems of existing hybrid vehicles are mostly motors and engines that output power separately. The power of the motor is directly transmitted to the wheels, and the power of the engine is also directly transmitted to the wheels after passing through the transmission. This power layout has the following disadvantages. First, the overall structure is large, which will compress the space of the power battery or the passenger compartment, affecting the pure electric endurance or the driving experience of the members; second, the direct drive of the motor affects the performance of the vehicle. Due to the layout structure and the conventional transmission structure, the conventional motor directly outputs power or outputs it through a simple speed change structure. This results in not enough gears to adapt to different operating conditions during pure electric operation, affecting the performance of the vehicle.

[0004] To solve the above problems, the existing power system structure and layout need to be redesigned. Summary of the invention

[0005] In view of this, the present invention provides a multi-speed hybrid powertrain, which uses a dual-rotor motor instead of a conventional single-rotor motor, connects the engine to the electric motor, so that the power of the engine is ultimately output to the transmission system through the rotor of the electric motor, and then output to drive the vehicle after speed and torque conversion, thereby simplifying the overall structure. At the same time, the output power of the motor can also be output after speed and torque conversion through the transmission system, thereby improving the performance of the vehicle.

[0006] The present invention discloses a multi-speed hybrid powertrain, comprising:

[0007] A power system, the power system comprising an engine and an electric motor, the electric motor having an inner rotor and an outer rotor, the output shaft of the engine being controllably engaged with or disconnected from the inner rotor and / or the outer rotor; the outer rotor being used to output power;

[0008] A speed change system, the speed change system is used to receive the power output by the outer rotor and output the received power at a set gear speed;

[0009] A controller controls the output shaft of the engine to engage and disengage with the inner rotor and / or the outer rotor, and the controller also controls the gear speed change of the transmission system.

[0010] Further, the speed change system includes a power input shaft, free gear teeth, an intermediate multi-speed change mechanism and a power output shaft;

[0011] The free gear teeth can be manipulated to engage with the power input shaft and combined with the intermediate multi-speed transmission mechanism to form a transmission with a first set number of gears;

[0012] Alternatively, the free gear teeth may be manipulated to engage with the power output shaft and combined with an intermediate multi-speed transmission mechanism to form a transmission with a second set number of gears;

[0013] Alternatively, the free gear teeth may be manipulated to engage the power input shaft and the power output shaft to form a set gear.

[0014] Furthermore, the intermediate multi-speed transmission mechanism includes an intermediate shaft, a plurality of active gear teeth and a plurality of driven gear teeth;

[0015] The power input shaft comprises an inner shaft and an outer shaft which are sleeved with each other, the plurality of active gear teeth comprise active gear teeth I, active gear teeth II, and active gear teeth III, the active gear teeth I and active gear teeth II are arranged on the outer shaft, the active gear teeth III and the free gear teeth are arranged on the inner shaft, and the active gear teeth III or the free gear teeth can be controlled to engage or disengage with the power output shaft;

[0016] The plurality of driven gear teeth include driven gear teeth I, II, III, IV and V arranged on the intermediate shaft, and the driven gear teeth I, II, III, IV and V are respectively correspondingly meshed with the active gear teeth I, II, III, free gear teeth and power output teeth; the driven gear teeth I or II can be controlled to engage or disengage with the intermediate shaft;

[0017] The free gear teeth or the power output teeth can be controlled to engage with or disengage from the power output shaft.

[0018] Furthermore, the transmission system further includes a first clutch and a second clutch, wherein the first clutch can be controlled by a controller to engage or disconnect the inner shaft with the outer rotor, and the second clutch can be controlled by a controller to engage or disconnect the outer shaft with the outer rotor.

[0019] Furthermore, the intermediate multi-speed transmission mechanism also includes a first synchronizer, the inner shaft is coaxially arranged with the power output shaft, the power output shaft is axially connected to the inner shaft, the first synchronizer is installed on the power output shaft, the free gear tooth idler is arranged at a position of the inner shaft close to the power output shaft, and the power output gear idler is arranged on the power output shaft; the first synchronizer can be controlled by a controller to engage the free gear tooth or the power output tooth with the power output shaft.

[0020] Furthermore, the intermediate multi-speed transmission mechanism also includes a second synchronizer, which is arranged on the inner shaft and located between the active gear tooth III and the free gear tooth. The active gear tooth III is an empty sleeve arranged on the inner shaft. The second synchronizer can be controlled by a controller to engage the active gear tooth III or the free gear tooth with the inner shaft.

[0021] Furthermore, the intermediate multi-speed transmission mechanism also includes a third synchronizer, which is installed on the intermediate shaft and located between the driven gear teeth I and the driven gear teeth II. The driven gear teeth I and the driven gear teeth II are loosely arranged on the intermediate shaft. The third synchronizer can be controlled by a controller to engage the driven gear teeth I or the driven gear teeth II with the intermediate shaft.

[0022] Furthermore, the power system also includes a brake, the output shaft of the engine is connected to the inner rotor, the inner rotor and the outer rotor are arranged in a transmission-coordinated manner, and the brake can be controlled by a controller to lock or unlock the output shaft of the engine.

[0023] Furthermore, a third clutch is included, and the third clutch can be controlled to connect or disconnect the outer rotor and the output shaft of the engine.

[0024] Beneficial effects of the present invention:

[0025] The present invention discloses a multi-speed hybrid powertrain, which uses a dual-rotor motor instead of a conventional single-rotor motor, connects the engine with the motor, and finally outputs the power of the engine to the transmission system through the rotor of the motor, and then outputs the power to drive the vehicle after speed and torque conversion. Under this structure, the final output of the entire power system is only the power output shaft of the transmission system, which makes the overall structure simpler and more compact, and reduces the layout volume. At the same time, the output power of the motor is also output after speed and torque conversion of the transmission system, which improves the performance of the vehicle.

[0026] The free gear teeth provided in the transmission system of the present invention can be engaged with the power input shaft of the transmission as a gear gear, and can also be engaged with the power output shaft as a gear for outputting power. After the free gear teeth are engaged with the power output shaft, they are matched with other active gear teeth, and gears with different gear ratios can be combined, achieving the goal of matching and combining more different gears with the same number of gears. The overall structure of the transmission is more compact and simple, with better volume and better performance. By controlling the engagement of different gears with the shaft through three synchronizers, a variety of different gears can be matched, and the overall structure and control logic are also simpler, further reducing the volume of the entire powertrain, which is more conducive to layout on hybrid vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a schematic diagram of the arrangement structure of the present invention;

[0028] Figure 2 It is a structural schematic diagram of the speed change system of the present invention;

[0029] Figure 3 It is a transmission schematic diagram of the speed change system of the present invention. DETAILED DESCRIPTION

[0030] It should be noted that, in the description of this specification, the terms "upper", "lower", "top", "bottom", "inside", "outside", "axial", "radial", "circumferential", etc., indicating the orientation or position relationship are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0031] The present invention discloses a multi-speed hybrid powertrain, comprising:

[0032] A power system, the power system includes an engine 1 and an electric motor, the electric motor has an inner rotor 4 and an outer rotor 5, the output shaft of the engine 1 can be controlled to engage or disconnect with the inner rotor 4 and / or the outer rotor 5; the outer rotor 5 is used to output power; in this embodiment, the output shaft of the engine 1 can be connected to the inner rotor 4, or can be connected to the inner rotor 4 and the outer rotor 5 at the same time, or can be disconnected from the transmission connection with the inner and outer rotors 5, so that the power of the engine 1 is not connected, and the operation mode of the vehicle is changed by changing the engagement mode of the engine 1 with the inner rotor 4 and the outer rotor 5. Thus, the power of the engine 1 is finally output to the speed change system 2 through the rotor of the electric motor, and then output to drive the vehicle after speed change and torque conversion. Under this structure, the final output of the entire power system is only the power output shaft 204 of the speed change system 2, which makes the overall structure simpler and more compact, and reduces the layout volume. At the same time, the output power of the motor is also output after speed change and torque conversion of the speed change system 2, which improves the performance of the vehicle.

[0033] The transmission system 2 is used to receive the power output by the outer rotor 5 and output the received power at a set gear speed; whether it is the engine 1 or the electric motor, the final power is output through the transmission system 2, which effectively improves the vehicle's driving performance and allows the pure electric mode to adapt to different operating conditions.

[0034] Controller 3, the controller 3 controls the output shaft of the engine 1 to engage and disengage with the inner rotor 4 and / or the outer rotor 5, and the controller 3 also controls the gear speed change of the transmission system 2. In this embodiment, the controller 3 also controls the operation of other components of the vehicle, such as controlling the start and stop of the engine 1 and the motor, controlling the charging and discharging of the vehicle's power battery 8, and controlling the external charging device 9 to charge and discharge the power battery 8. The controller 3 is a driving computer, that is, a vehicle computer. How to control the above-mentioned components through the controller 3 is a conventional technical means in the art and will not be repeated here.

[0035] In this embodiment, the transmission system 2 includes a power input shaft, a free gear tooth 208, an intermediate multi-speed gear shift mechanism and a power output shaft 204. The power input shaft is used to receive the power outputted by the outer rotor 5. The free gear tooth can be controlled to engage with the power input shaft and combine with the intermediate multi-speed gear shift mechanism to form a transmission with a first set number of gears; or, the free gear tooth can be controlled to engage with the power output shaft and combine with the intermediate multi-speed gear shift mechanism to form a transmission with a second set number of gears; or, the free gear tooth can be controlled to engage the power input shaft and the power output shaft to form a set gear. In this embodiment, the free gear tooth 208 can be controlled to engage or disengage with the power input shaft and / or the power output shaft 204. The free gear tooth 208 can be controlled to engage only with the power input shaft. At this time, the free gear tooth 208 acts as an active gear gear, and outputs power to the power output shaft 204 as a gear of the transmission; the free gear tooth 208 can also be controlled to engage only with the power output shaft 204. At this time, the free gear tooth 208 acts as a driven gear, and its main function is to match different gear ratios with other gear teeth, so that more gears can be provided under the same structure; the free gear tooth 208 can also be controlled to engage with the power input shaft and the power output shaft 204 at the same time. At this time, the free gear tooth 208 is equivalent to a coupling, connecting the power input shaft and the power output shaft 204, which can also constitute a gear. It can be seen from this that the free gear tooth 208 can be engaged with the power input shaft of the transmission as a gear gear, and can also be engaged with the power output shaft 204 as a gear for outputting power. After the free gear tooth 208 is engaged with the power output shaft 204, it is matched with other active gear teeth to combine gears with different gear ratios, thereby achieving the goal of matching and combining more different gears with the same number of gears. The overall structure of the transmission is more compact and simple, with a better size and better performance. The aforementioned set number of gears is specifically related to the intermediate multi-speed transmission mechanism. Taking the intermediate multi-speed transmission mechanism itself as an example, which can form three gears, after the free gear teeth are engaged with the power input shaft, they act as a gear tooth, so that the first group of set number of gears will increase one gear on the basis of the original number of gears of the intermediate multi-speed transmission mechanism, forming four gears; when the free gear teeth are engaged with the power output shaft, the free gear teeth are equivalent to a new output tooth, and after cooperating with the intermediate multi-speed transmission mechanism, a new number of gears of the same number will be formed, that is, the number of gears of the second group remains unchanged, still three, but its gear speed changes, forming three new gears. When the free gear teeth are controlled and engaged with the power input shaft and the power output shaft at the same time, the power will bypass the intermediate multi-speed transmission mechanism and be directly output, which is another gear.

[0036] In this embodiment, the intermediate multi-speed transmission mechanism includes an intermediate shaft 203, a plurality of active gears and a plurality of driven gears; the power input shaft includes an inner shaft 201 and an outer shaft 202 which are sleeved with each other, the plurality of active gears include active gears I 205, active gears II 206, and active gears III 207, the active gears I 205 and active gears II 206 are arranged on the outer shaft 202, the active gears III 207 and the free gear gears 208 are arranged on the inner shaft 201, the active gears III 207 and the free gear gears 208 are arranged on the inner shaft 201, and the active gears III 207 and the free gear gears 208 are arranged on the inner shaft 201. The gear III 207 or the free gear gear 208 can be controlled to engage or disengage with the power output shaft 204; the plurality of driven gear teeth include driven gear teeth I 212, driven gear teeth II 213, driven gear teeth III 214, driven gear teeth IV 215 and driven gear teeth V 216 arranged on the intermediate shaft 203, and the driven gear teeth I 212, driven gear teeth II 213, driven gear teeth III 214, driven gear teeth IV 215 and driven gear teeth V 216 correspond to the active gear teeth I 205, active gear teeth I 205 and active gear teeth V 216 respectively. The gear teeth II 206, the active gear teeth III 207, the free gear teeth 208 and the power output teeth 211 are meshed, that is, the active gear teeth I are meshed with the driven gear teeth I, the active gear teeth II are meshed with the driven gear teeth II, the active gear teeth III are meshed with the driven gear teeth III, the free gear teeth 208 are meshed with the driven gear teeth III, and the power output teeth 211 are meshed with the driven gear teeth III, forming a total of five gear sets with different gear ratios (transmission ratios); the driven gear teeth I 212 or the driven gear teeth II 213 can be controlled to be connected to the intermediate shaft 203 Engagement or disconnection; as shown in the figure, in this embodiment, the active gear teeth III and the free gear teeth 208 are not engaged with the inner shaft 201 at the same time, when the active gear teeth III are engaged with the inner shaft 201, the free gear teeth 208 are disconnected from the inner shaft 201, when the free gear teeth 208 are engaged with the inner shaft 201, the active gear teeth III are disconnected from the inner shaft 201, or the active gear teeth III and the free gear teeth 208 are disconnected from the inner shaft 201 at the same time; similarly, the driven gear teeth I and the driven gear teeth II are not engaged with the intermediate shaft 203 at the same time. Moreover, in this embodiment, the four gear teeth of the active gear teeth III, the free gear teeth 208, the driven gear teeth I and the driven gear teeth II correspond to four groups of different input gear ratios, and will not be engaged with the aforementioned inner shaft 201 or the intermediate shaft 203 at the same time, which can be understood by those skilled in the art and will not be repeated here.

[0037] The free gear teeth 208 or the power output teeth 211 can be controlled to engage or disconnect with the power output shaft 204. The free gear teeth 208 and the power output teeth 211 are also not engaged with the power output shaft 204 at the same time. When the free gear teeth 208 are engaged with the power output shaft 204, the power output teeth 211 are disconnected from the power output shaft 204. When the power output teeth 211 are engaged with the power output shaft 204, the free gear teeth 208 are disconnected from the power output shaft 204. The free gear teeth 208 and the power output teeth 211 constitute two sets of non-universal output gear ratios. Together with the aforementioned four sets of different input gear ratios, eight sets of different transmission gear ratios are formed as a whole, that is, an eight-speed transmission structure is formed by five sets of gear sets, and the structure is simpler and more compact. It should be noted that at least one of the free gear teeth 208 and the power output teeth 211 is engaged with the power output shaft 204 to form a complete transmission structure.

[0038] In this embodiment, the speed change system 2 further includes a first clutch 218 and a second clutch 219. The first clutch 218 can be controlled by the controller 3 to engage or disconnect the inner shaft 201 with the outer rotor 5, and the second clutch 219 can be controlled by the controller 3 to engage or disconnect the outer shaft 202 with the outer rotor 5. In this embodiment, a dual clutch structure is adopted, that is, the first clutch 218 and the second clutch 219 are integrated in a clutch assembly. The first clutch 218 and the inner shaft 201 are engaged or disconnected to control whether the power is input to the inner shaft 201, and the second clutch 219 and the outer shaft 202 are engaged or disconnected to control whether the power is input to the outer inner shaft 201. This is understandable to those skilled in the art and will not be repeated here. In different gear positions, different clutches are engaged so that the power is input through different shafts to achieve the purpose of gear shifting and speed change.

[0039] In this embodiment, the intermediate multi-speed transmission mechanism also includes a first synchronizer 210, the inner shaft 201 is coaxially arranged with the power output shaft 204, the power output shaft 204 is axially connected to the inner shaft 201, the first synchronizer 210 is installed on the power output shaft 204, the free gear tooth 208 is loosely arranged at a position of the inner shaft 201 close to the power output shaft 204, and the power output tooth 211 is loosely arranged on the power output shaft 204; the first synchronizer 210 can be controlled by the controller 3 to engage the free gear tooth 208 or the power output tooth 211 with the power output shaft 204. In this embodiment, the transmission system 2 further includes a second synchronizer 209, which is arranged on the inner shaft 201 and located between the active gear teeth III 207 and the free gear teeth 208. The active gear teeth III 207 are arranged in an idle position on the inner shaft 201. The second synchronizer 209 can be controlled by the controller 3 to engage the active gear teeth III 207 or the free gear teeth 208 with the inner shaft 201. In this embodiment, the transmission system 2 further includes a third synchronizer 217, which is installed on the intermediate shaft 203 and located between the driven gear teeth I 212 and the driven gear teeth II 213. The driven gear teeth I 212 and the driven gear teeth II 213 are arranged in an idle position on the intermediate shaft 203. The third synchronizer 217 can be controlled by the controller 3 to engage the driven gear teeth I 212 or the driven gear teeth II 213 with the intermediate shaft 203. As shown in the figure, in this embodiment, the connection and disconnection of each gear with the corresponding shaft are all set by a synchronizer. Among them, in order to facilitate the connection between the free gear tooth 208 and the power output shaft 204, the power output shaft 204 and the inner shaft 201 are set as two coaxial shafts, and the head end of the power output shaft 204 is sleeved on the end of the inner shaft 201. The power output shaft 204 and the inner shaft 201 are connected by a bearing to ensure that the two shafts are connected in the axial direction, but they can rotate independently without interfering with each other in the circumferential direction. The first synchronizer 210 is installed at the head end of the power output shaft 204, and the intermediate transmission teeth are set at a position close to the first synchronizer 210 as shown in the figure. It is common knowledge in the field that the gear sleeve is installed on the shaft and how the synchronizer connects the gear with the shaft, which will not be repeated here.

[0040] In this embodiment, the above five groups of gears constitute eight forward gears, and the transmission paths corresponding to the specific gear positions are as follows:

[0041] In the first to fourth gear operating conditions, the first synchronizer 210 engages the power output gear 211 with the power output shaft 204;

[0042] In the first gear, the second synchronizer 209 engages the free gear teeth 208 with the inner shaft 201. At this time, the power is transmitted from the inner shaft 201 to the driven gear teeth IV 215 through the free gear teeth 208. The driven gear teeth IV 215 drive the intermediate transmission shaft to rotate. The driven gear teeth V 216 rotate synchronously with the intermediate transmission shaft, thereby driving the power output teeth 211 to rotate and output the power through the power output shaft 204.

[0043] In the second gear, the third synchronizer 217 engages with the driven gear I 212 and the intermediate shaft 203. At this time, the power is transmitted from the outer shaft 202 to the driven gear I 212 via the active gear I 205. The driven gear I 212 drives the intermediate transmission shaft to rotate, and the driven gear V 216 rotates synchronously with the intermediate transmission shaft, thereby driving the power output gear 211 to rotate and output the power through the power output shaft 204.

[0044] In the third gear, the second synchronizer 209 engages the active gear teeth III 207 with the inner shaft 201. At this time, the power is transmitted from the inner shaft 201 to the driven gear teeth III 214 via the active gear teeth III 207. The driven gear teeth III 214 drive the intermediate transmission shaft to rotate. The driven gear teeth V 216 rotate synchronously with the intermediate transmission shaft, thereby driving the power output teeth 211 to rotate and output the power through the power output shaft 204.

[0045] In the fourth gear, the third synchronizer 217 engages with the driven gear II 213 and the intermediate shaft 203. At this time, the power is transmitted from the outer shaft 202 to the driven gear II 213 via the active gear II 206. The driven gear II 213 drives the intermediate transmission shaft to rotate, and the driven gear V 216 rotates synchronously with the intermediate transmission shaft, thereby driving the power output gear 211 to rotate and output the power through the power output shaft 204.

[0046] In this embodiment, the first gear, the second gear, the third gear and the fourth gear are the aforementioned first set number of gears.

[0047] In the fifth to eighth gear operating conditions, the first synchronizer 210 engages the free gear tooth 208 with the power output shaft 204.

[0048] In the fifth gear, the second synchronizer 209 engages the free gear teeth 208 with the inner shaft 201. At this time, the power is directly transmitted from the inner shaft 201 to the power output shaft 204 through the free gear teeth 208, and the power output shaft 204 outputs the power; the fifth gear corresponds to the aforementioned set gear.

[0049] In the sixth gear, the third synchronizer 217 engages the driven gear teeth I 212 with the intermediate shaft 203. At this time, the power is transmitted from the outer shaft 202 to the driven gear teeth I 212 via the active gear teeth I 205. The driven gear teeth I 212 drive the intermediate transmission shaft to rotate, and the driven gear teeth IV 215 rotate synchronously with the intermediate transmission shaft, thereby driving the free gear teeth 208 to rotate and output the power through the power output shaft 204.

[0050] In the seventh gear, the second synchronizer 209 engages the active gear teeth III 207 with the inner shaft 201. At this time, the power is transmitted from the inner shaft 201 to the driven gear teeth III 214 via the active gear teeth III 207. The driven gear teeth III 214 drive the intermediate transmission shaft to rotate. The driven gear teeth IV 215 rotate synchronously with the intermediate transmission shaft, thereby driving the free gear teeth 208 to rotate and output the power through the power output shaft 204.

[0051] In the eighth gear, the third synchronizer 217 engages the driven gear II 213 with the intermediate shaft 203. At this time, the power is transmitted from the outer shaft 202 to the driven gear II 213 via the active gear II 206. The driven gear II 213 drives the intermediate transmission shaft to rotate, and the driven gear IV 215 rotates synchronously with the intermediate transmission shaft, thereby driving the free gear gear 208 to rotate and outputting the power through the power output shaft 204.

[0052] Sixth gear, seventh gear and eighth gear are the second set number of gears mentioned above.

[0053] In this embodiment, the power system further includes a brake 6, the output shaft of the engine 1 is connected to the inner rotor 4, the inner rotor 4 and the outer rotor 5 are arranged in a transmission matching arrangement, and the brake 6 can be controlled by the controller 3 to lock or unlock the output shaft of the engine 1. In this embodiment, a third clutch 7 is also included, and the third clutch 7 can be controlled to engage or disconnect the outer rotor 5 and the output shaft of the engine 1. In this embodiment, the output shaft of the engine 1 is always connected to the inner rotor 4, and the brake 6 locks the output shaft (that is, the crankshaft) of the engine 1 to cut off the power output of the engine 1, and the third clutch 7 is used to control whether the output shaft of the engine 1 is connected to the outer rotor 5. Under this structure, the powertrain of this embodiment has at least the following four operating modes:

[0054] (1) Pure electric mode: in this mode, the brake 6 locks the output shaft of the engine 1, the third clutch 7 is not engaged, the inner rotor 4 of the motor does not rotate, and the outer rotor 5 rotates through electromagnetic drive to generate power and outputs the power through the transmission system 2 at a suitable gear to drive the vehicle.

[0055] (2) Hybrid mode: In this mode, the third clutch 7 is not engaged, the controller 3 drives the starter motor to start the engine 1, and then the brake 6 is disengaged. The engine 1 drives the inner rotor 4 to rotate, and the electromagnetic drives the outer rotor 5 to rotate, and finally generates power and outputs the power through the transmission system 2 at a suitable gear to drive the vehicle.

[0056] (3) Pure oil mode: in this mode, the brake 6 is in a disengaged state, and the third clutch 7 engages the output shaft of the engine 1 with the outer rotor 5. The power output by the engine 1 is directly transmitted from the outer rotor 5 to the transmission system 2 and outputs the power in a suitable gear to drive the vehicle.

[0057] (4) Parking charging mode. In this mode, the transmission system 2 executes two gears at the same time, the first clutch 218 and the second clutch 219 are closed at the same time, the vehicle is restricted from running and the motor outer rotor 5 is restricted, the third clutch 7 and the brake 6 are disengaged, and the engine 1 directly drives the inner rotor 4 to rotate and generate electricity.

[0058] In this embodiment, reversing can be achieved by reversing the motor, so there is no need to specially set up a reverse gear mechanism. This design can also achieve the purpose of reducing the volume.

[0059] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solution of the present invention can be modified or replaced by equivalents without departing from the purpose and scope of the technical solution of the present invention, which should be included in the scope of the claims of the present invention.

Claims

1. A multi-speed hybrid powertrain, characterized in that: include: A power system, the power system comprising an engine and an electric motor, the electric motor having an inner rotor and an outer rotor, the output shaft of the engine being controllably engaged with or disconnected from the inner rotor and / or the outer rotor; the outer rotor being used to output power; A speed change system, the speed change system is used to receive the power output by the outer rotor and output the received power at a set gear speed; A controller controls the output shaft of the engine to engage and disengage with the inner rotor and / or the outer rotor, and the controller also controls the gear speed change of the transmission system.

2. The multi-speed hybrid powertrain according to claim 1, characterized in that: The speed change system comprises a power input shaft, free gear teeth, an intermediate multi-speed change mechanism and a power output shaft; The free gear teeth can be manipulated to engage with the power input shaft and combined with the intermediate multi-speed transmission mechanism to form a transmission with a first set number of gears; Alternatively, the free gear teeth may be manipulated to engage with the power output shaft and combined with an intermediate multi-speed transmission mechanism to form a transmission with a second set number of gears; Alternatively, the free gear teeth may be manipulated to engage the power input shaft and the power output shaft to form a set gear.

3. The multi-speed hybrid powertrain according to claim 2, characterized in that: The intermediate multi-speed transmission mechanism comprises an intermediate shaft, a plurality of active gear teeth and a plurality of driven gear teeth; The power input shaft comprises an inner shaft and an outer shaft which are sleeved with each other, the plurality of active gear teeth comprise active gear teeth I, active gear teeth II, and active gear teeth III, the active gear teeth I and active gear teeth II are arranged on the outer shaft, the active gear teeth III and the free gear teeth are arranged on the inner shaft, and the active gear teeth III or the free gear teeth can be controlled to engage or disengage with the power output shaft; The plurality of driven gear teeth include driven gear teeth I, II, III, IV and V arranged on the intermediate shaft, and the driven gear teeth I, II, III, IV and V are respectively correspondingly meshed with the active gear teeth I, II, III, free gear teeth and power output teeth; the driven gear teeth I or II can be controlled to engage or disengage with the intermediate shaft; The free gear teeth or the power output teeth can be controlled to engage with or disengage from the power output shaft.

4. The multi-speed hybrid powertrain according to claim 2, characterized in that: The transmission system further includes a first clutch and a second clutch. The first clutch can be controlled by a controller to engage or disconnect the inner shaft with the outer rotor, and the second clutch can be controlled by a controller to engage or disconnect the outer shaft with the outer rotor.

5. The multi-speed hybrid powertrain according to claim 3, characterized in that: The intermediate multi-speed transmission mechanism also includes a first synchronizer, the inner shaft is coaxially arranged with the power output shaft, the power output shaft is axially connected with the inner shaft, the first synchronizer is installed on the power output shaft, the free gear tooth idler is arranged at a position of the inner shaft close to the power output shaft, and the power output tooth idler is arranged on the power output shaft; the first synchronizer can be controlled by a controller to engage the free gear tooth or the power output tooth with the power output shaft.

6. The multi-speed hybrid powertrain according to claim 3, characterized in that: The intermediate multi-speed transmission mechanism also includes a second synchronizer, which is arranged on the inner shaft and located between the active gear tooth III and the free gear tooth. The active gear tooth III is arranged on the inner shaft. The second synchronizer can be controlled by a controller to engage the active gear tooth III or the free gear tooth with the inner shaft.

7. The multi-speed hybrid powertrain according to claim 3, characterized in that: The intermediate multi-speed transmission mechanism also includes a third synchronizer, which is installed on the intermediate shaft and located between the driven gear teeth I and the driven gear teeth II. The driven gear teeth I and the driven gear teeth II are arranged in an empty sleeve on the intermediate shaft. The third synchronizer can be controlled by a controller to engage the driven gear teeth I or the driven gear teeth II with the intermediate shaft.

8. The multi-speed hybrid powertrain according to claim 1, characterized in that: The power system also includes a brake. The output shaft of the engine is connected to the inner rotor. The inner rotor and the outer rotor are arranged in a transmission-coordinated manner. The brake can be controlled by a controller to lock or unlock the output shaft of the engine.

9. The multi-speed hybrid powertrain according to claim 1, characterized in that: A third clutch is also included, and the third clutch can be controlled to engage or disconnect the outer rotor and the output shaft of the engine.

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