Multi-power brake shunting speed change mechanism

Abstract

The invention discloses a multi-power brake shunting mechanism, which is characterized in that two output gears of a differential mechanism in the prior art are respectively connected with an engine and a driving motor or two driving motors, and an engine flywheel and a driving motor rotor are respectively provided with a brake; the engine is braked and released respectively, and the purposes of changing the output power flow direction and adjusting the rotating speed are achieved by driving the power of the motor.

Description

Technical Field

[0001] The invention relates to the field of speed transmission of electric vehicles and hybrid electric vehicles. Background Art

[0002] The power consumption of a car with light or heavy load while driving is low at low speed. As the speed increases, the rolling resistance and wind resistance increase, and more power is needed. Nowadays, cars solve this problem through clutches, transmissions, or by increasing the output power of the engine or motor. The clutch and transmission are a very bulky and complex system. Increasing the output power will waste power and consume energy at low speed.

[0003] The current hybrid technology is dual motor + engine. When the engine drives the car, the generator must divert part of the power to generate electricity in order to output power to drive the car forward. This part of the power is then converted by the drive motor into power to drive the car, so there is loss in this conversion.

[0004] Some hybrid power technologies have two, three or single gears. Multi-gear shifting can cause jerks and single gear shifts, while a drive motor is required to adjust the speed to cope with changes in vehicle speed. Summary of the invention

[0005] According to the above problems, the solution of the present invention is: taking a car as an example: the driving motor of the electric car is set to two driving and generating dual-purpose motors, but the sum of the power of the two driving and generating dual-purpose motors must meet the maximum power requirement. When driving at low speed, it is driven by one driving motor, and when driving at high speed, the two driving motors jointly drive the torque and speed to form a superposition to solve the power saving and endurance problems.

[0006] The dual motor + engine of hybrid technology is set up as a single motor + engine. The vehicle is driven by the drive motor when starting and driving at low speed, and is driven by the fuel engine at high speed (driven in the engine economic speed zone) to solve the problems of fuel saving and endurance.

[0007] The method is: use the two power output ends of the differential of the prior art (such as: bevel gear open differential) as the input ends of the two power sources, and the power input end (housing) of the differential is used as the common output end of the two power sources. At low speed, one power source drives the other power source to brake (not rotate), and the input and output are reduced speed (reduction ratio 2 to 1). At high speed, the two power sources are driven at the same time (speed and power are superimposed), and the input and output are at the same speed. This is structural speed change (equivalent to having two gears), and then an output differential is set to cooperate with the input differential, the engine flywheel is used as a brake disc, and the brake card is embedded A brake disc is arranged on the engine body, a brake card is arranged on the rotor shaft of the driving motor, and a brake clamp is arranged on the driving motor body. The ABS hydraulic pump on the vehicle is used as a braking force solenoid valve to control the braking and releasing of the braking engine and the power of the driving motor to achieve the purpose of changing the output power flow direction and adjusting the speed; a wider range of stepless speed change can be achieved by utilizing the complementary superposition of speed regulation of multiple power sources (driving motors), and the purpose of saving fuel and electricity can be achieved without the need for a clutch, a transmission and a generator. The motor can also operate near the basic speed of constant torque and constant power, thereby extending the service life of the transmission components and reducing the weight and subsequent maintenance costs.

[0008] The multi-power brake split speed change mechanism is suitable for electric, oil-electric hybrid driven cars, tractors, engineering machinery vehicles, electric locomotives and other wheel-driven vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Since the split differential of the multi-power brake split transmission mechanism has many combinations and implementation methods, and the planetary helical gear inter-axle differential, the bevel helical gear differential, the parallel axis helical gear differential, and the worm gear helical gear differential can replace each other.

[0010] This specification only uses a bevel helical gear differential and a planetary helical gear inter-axle differential as embodiments of the multi-power brake split speed change mechanism to describe the implementation method.

[0011] The present application will be described by way of 12 specific implementations and with reference to the accompanying drawings, wherein:

[0012] Figure 1 This is a view of the four-speed four-motor components of the bevel gear differential embodiment A1 mechanism.

[0013] Figure 2 It is a partial cross-sectional view of the second-gear two-motor portion of the circle A1 mechanism of the bevel gear differential embodiment and its component views.

[0014] Figure 3 It is a component view of the second-speed two-motor mechanism of the bevel gear differential embodiment A2.

[0015] Figure 4It is a component view of the second-speed two-motor mechanism of the bevel gear differential embodiment A3.

[0016] Figure 5 This is a component view of the four-wheel drive mechanism of the bevel gear differential embodiment B1 engine + two motors.

[0017] Figure 6 Component view of bevel gear differential embodiment B2 engine + three-motor mechanism.

[0018] Figure 7 Component view of bevel gear differential embodiment B3 engine + three-motor mechanism.

[0019] Figure 8 Component view of the bevel gear differential embodiment B4 engine + three motors four-wheel drive mechanism.

[0020] Fig. 9 Component view of bevel gear differential embodiment B5 engine + three motors + clutch mechanism.

[0021] Fig.10 It is a partial cross-sectional view and component view of the bevel gear differential embodiment C engine + single motor mechanism.

[0022] Fig.11 It is a partial cross-sectional view and component view of the engine + single motor mechanism of embodiment D of the planetary helical gear inter-axle differential.

[0023] Fig.12 It is a partial cross-sectional view and component view of the engine + single motor mechanism of embodiment E of the planetary helical gear inter-axle differential.

[0024] Markings in the figure: 1, engine, 2, motor, 10, brake disc, 11, brake card, 12, planetary gear carrier, 13, ring gear, 14, sun gear hollow shaft, 15, planetary gear, 16, output differential, 17, reduction gear pair, 18, bevel gear, 19, cross-axis differential gear carrier, 20, rotor shaft, 21, engine crankshaft, 22, differential between planetary gear shafts, 23, clutch, 25, half-axle gear, 26, rear axle differential, 27, half-axle gear shaft, 28, front axle differential. DETAILED DESCRIPTION

[0025] All features disclosed in this specification, or steps in all methods or processes disclosed, except mutually exclusive features and / or steps, can be combined in any manner.

[0026] Any feature disclosed in this specification, unless otherwise stated, can be replaced by other equivalent or alternative features with similar purposes. That is, unless otherwise stated, each feature is only an example of a series of equivalent or similar features.

[0027] Embodiment 1 is a multi-power brake split speed change mechanism in claim 2, comprising: a bevel gear differential, two planetary reduction gear sets, a reduction bevel gear pair (17), an output differential (16), and a brake, wherein the parallel axis bevel gear differential can completely replace the bevel gear differential, and there are 10 specific mechanisms:

[0028] A1. Figure 2 As shown, two hollow sun gear shafts (14) of two planetary reduction gear sets are respectively connected to two motor rotor shafts (20) in one piece, two ring gears (13) are respectively fixed to the radial inner wall of the housing, and conical bevel gears (18) are respectively arranged on the opposite surfaces of the two planetary gear carriers (12) and at least two conical differential bevel gears are meshed axially at 90 degrees between them, forming an outer conical bevel gear differential and an inner conical spur gear output differential (16) and sharing a cross-axis differential gear carrier (19), and two half-axle gear shafts (27) of the output differential (16) pass through the hollow rotor shaft of the motor and are connected to the wheels to form a coaxial pure electric two-speed two-motor drive mechanism.

[0029] A further solution is: Figure 1 As shown, the two sun gear hollow shafts (14) are respectively connected in parallel with the two motor rotor shafts (20) via a reduction helical gear pair (17), and the outer walls of the two gear rings (13) are provided with a reduction helical gear pair (17) and are connected in parallel with the third and fourth motor rotor shafts (20) via a reduction helical gear pair (17) to form a pure electric four-speed four-motor drive mechanism;

[0030] A2. Figure 3 As shown, two hollow sun gear shafts (14) of two planetary reduction gear sets are respectively connected to two motor rotor shafts (20), two ring gears (13) are respectively fixed to the radial inner wall of the housing, and conical bevel gears (18) are respectively arranged on the opposite surfaces of the two planetary gear carriers (12) and at least two conical differential bevel gears are meshed axially at 90 degrees to form a conical bevel gear differential, and the cross-axis differential gear carrier (19) and the output differential (16) housing are connected in parallel by a reduction bevel gear pair (17) to form a pure electric two-speed two-motor drive mechanism.

[0031] A3. Figure 4As shown, the bevel gear differential is axially arranged in parallel between the two motors, the two bevel gears (18) of the bevel gear differential are respectively axially connected to the two motor rotor shafts (20) by the reduction helical gear pair (17), and the cross shaft differential gear frame (19) and the output differential (16) housing are axially connected at 90 degrees vertically by the reduction helical gear pair (17) to form a pure electric two-speed two-motor drive mechanism.

[0032] The control method is: pure electric drive A1, A2, A3 mechanism, such as Figure 2 , Figure 3 , Figure 4 As shown, when the vehicle starts and moves at medium and low speeds, the power is provided by the motor (2) without a brake installed, and the ABS hydraulic pump acts as a braking force solenoid valve to control the brake of the other motor (2). The bevel gear differential diverts the power to the cross-axis differential gear frame (19) and then to the output differential (16) and outputs it to the wheels through the half-axle gear (25); at this time, the bevel gear differential is equivalent to being in a differential state, and the input and output are reduced speed (reduction ratio 2:1), which is equivalent to the first gear, and the speed regulation can be achieved by adjusting the speed of the motor; when driving at high speed, the other motor (2) releases the brake and acts as a power source to jointly drive the vehicle (speed and power are superimposed), and at this time, the bevel gear differential is equivalent to being in a straight-ahead state, and the input and output are equal speed (1:1), which is equivalent to the second gear. At this time, adjusting the speed of the two motors (2) can achieve a wider range of speed regulation. When the vehicle goes downhill and brakes, the two motors (2) act as generators to recover kinetic energy to charge the battery.

[0033] B1. Figure 5 As shown, in the mechanism of the pure electric drive A1, the outer walls of the two gear rings (13) are provided with a reduction helical gear pair (17) and are connected in parallel with the engine crankshaft (21), a front axle differential (26) is provided near the motor end cover of the engine, and the front half-axle gear shaft (27) of the output differential (16) is vertically connected by the bevel helical gear reduction helical gear pair (17) axially at 90° in a T-shape, and the rear half-axle gear shaft (27) is vertically connected to the bevel helical gear reduction helical gear pair (17) of the rear axle differential (28) axially at 90° in a T-shape to form a three-speed two-motor hybrid four-wheel drive mechanism;

[0034] B2, such as Figure 6As shown, in the mechanism of pure electric drive A2, two hollow sun gear shafts (14) of two planetary reduction gear sets are respectively connected to two motor rotor shafts (20), two ring gears (13) are respectively fixed to the radial inner wall of the housing, and conical bevel gears (18) are respectively arranged on the opposite surfaces of the two planetary gear carriers (12), and at least two conical differential bevel gears are meshed axially at 90 degrees to form a conical bevel gear differential, a conical bevel gear reduction helical gear pair (17) is arranged between the outer wall of the ring gear (13) and the engine crankshaft (21) and the third motor rotor shaft (20) and is vertically connected axially at 90 degrees, and a cross-axis differential gear carrier (19) and an output differential (16) housing are connected in parallel by the reduction helical gear pair (17) to form a three-speed three-motor plug-in hybrid drive mechanism.

[0035] B3, such as Figure 7 As shown, in the plug-in hybrid drive B2 mechanism, two motors are arranged in parallel on both sides of the engine, two sun gear hollow shafts (14) are respectively connected to the two motor rotor shafts (20) at 90 degrees in the axial direction by a bevel helical gear reduction helical gear pair (17) and a cylindrical helical gear reduction helical gear pair (17), a bevel helical gear reduction helical gear pair (17) is arranged between the outer walls of the ring gears (13) of the two planetary reduction gear sets and the engine crankshaft (21) and the third motor rotor shaft (20) to be vertically connected in a T-shaped manner at 90 degrees in the axial direction, and a cross shaft differential gear carrier (19) and an output differential (16) housing are connected in parallel by a reduction helical gear pair (17) to form a three-speed three-motor plug-in hybrid drive mechanism.

[0036] B4, such as Figure 8As shown, in the plug-in hybrid drive A2 mechanism, three motors are arranged in parallel and vertically at one end of the engine, the upper and lower motor rotor shafts (20) are respectively connected to the two sun gear hollow shafts (14) by a reduction helical gear pair (17) and a bevel helical gear reduction helical gear pair (17) at an axial angle of 90 degrees, the outer wall of a ring gear (13) is connected to the middle motor rotor shaft (20) by a bevel helical gear reduction helical gear pair (17) at an axial angle of 90 degrees, the engine crankshaft (21) passes through the middle motor rotor shaft (20) and is connected to the outer wall of another ring gear (13) by a bevel helical gear reduction helical gear pair (17) at an axial angle of 90 degrees, and the cross shaft differential gear The wheel carrier (19) shaft passes through the hollow shaft (14) of the sun gear on this side and is connected to the planetary gear shaft differential (22) by a bevel helical gear reduction helical gear pair (17) at an axial angle of 90 degrees; a front axle differential (28) is arranged at the other end of the lower motor; a front output shaft of the planetary gear shaft differential (22) passes through the hollow rotor shaft (20) of the lower motor and is connected to the front axle differential (28) by a bevel helical gear reduction helical gear pair (17) at an axial angle of 90 degrees; a rear output shaft of the planetary gear shaft differential (22) is connected to the rear axle differential (26) by a bevel helical gear reduction helical gear pair (17) at an axial angle of 90 degrees to form a three-speed three-motor hybrid four-wheel drive mechanism.

[0037] B5. Fig. 9 As shown, in the mechanism of the pure electric drive A3, the bevel gear differential is axially arranged in parallel between the two motors, the cone backs of the two bevel gears (18) are respectively connected in parallel with the two motor rotor shafts (20) by the reduction bevel gear pair (17), the engine crankshaft (21) and the bevel gear (18) on this side are connected by a clutch (23) or a one-way transmission clutch, the engine body and the flywheel are not provided with a brake disc and a brake clamp, the end faces of the two bevel gears (18) are provided with inner holes to provide support for the cross-axis differential gear frame (19), and the cross-axis differential gear frame (19) and the output differential (16) housing are axially connected at 90 degrees vertically by the reduction bevel gear pair (17), forming a hybrid drive mechanism with two gears and two motors integrated and arranged at the same end of the engine.

[0038] The one-way transmission clutch includes: one-way bearing, one-way ratchet, overrunning clutch, etc.

[0039] The motor stator and the end cover on this side are integrally arranged and then extend out a cavity to serve as a box body to be connected and fixed to the engine body.

[0040] The stators and end covers at opposite ends of the two motors (2) are integrally arranged and then extend out of a cavity to form a box body and are connected and fixed.

[0041] The control method of the plug-in hybrid three-speed drive B1, B2, B3, B4, B5, mechanism mainly based on electricity: Figure 5 , Figure 6 , Figure 7 , Figure 8 , Fig. 9 As shown in FIG. 1 , when the vehicle starts and moves at medium and low speeds, the power is provided by one motor (2), and the ABS hydraulic pump acts as a braking force solenoid valve to control the engine and the other motor (2) to brake (B5 is clutch separation), and the bevel gear differential diverts the power to the cross-axis differential gear frame (19) and then to the output differential (16) to output to the wheels, which is equivalent to the first gear. The speed of the motor can be adjusted again by adjusting the speed of the motor; when driving at high speed, the other motor (2) releases the brake and acts as a power source to drive the vehicle together, which is equivalent to the second gear. When more power is needed, the third motor joins the drive, which is equivalent to the third gear. At this time, adjusting the speed of the two motors (2) can achieve a wider range of speed regulation. When the vehicle goes downhill and brakes, the two motors (2) act as generators to recover kinetic energy to charge the battery.

[0042] When the battery is discharged, the engine starts (B5 is the clutch engagement), and the two motors brake and the engine (1) directly drives the vehicle forward, which is equivalent to the third gear, or one motor (2) generates electricity to power the other motor to drive the vehicle forward in the extended range mode.

[0043] C. Fig.10 As shown, in the pure electric drive A2 mechanism, the engine replaces one motor, the planetary reduction gear set on this side is cancelled, the bevel gear (18) on this side is connected to the engine crankshaft (21), and the cross shaft differential gear carrier (19) and the output differential (16) housing are connected axially at 90 degrees vertically by the reduction bevel gear pair (17) to form an oil-based hybrid three-speed single motor drive mechanism;

[0044] The control method of the oil-based hybrid three-speed drive C mechanism is as follows: Fig.10As shown, when the vehicle starts and at medium and low speeds, the power is provided by the motor (2) through the planetary reduction gear set, the ABS hydraulic pump acts as a braking force solenoid valve to control the engine (1) brake, and the bevel gear differential distributes the power to the cross-axis differential gear frame (19) through the reduction bevel gear (17) to the output differential (16) and outputs it to the wheels through the half-axle gear (25); at this time, the bevel gear differential is equivalent to being in a differential state, and the input and output are reduced speed (reduction ratio 2 to 1), which is equivalent to the first gear, and the speed regulation can be achieved by adjusting the speed of the motor; when driving at medium and high speeds, the engine (1) is released from the brake, and the motor (2) is braked, which is equivalent to the second gear, and the engine ( 1) When the driving vehicle has sufficient power, the motor (2) is released from the brake and switched to the power generation state to charge the battery during driving. The reverse force during power generation pushes the vehicle forward. When driving at high speed or accelerating suddenly, the engine (1) and the motor (2) are driven together (speed and power are superimposed). At this time, the bevel gear differential is equivalent to being in a straight-ahead state, and the input and output are at the same speed (1:1), which is equivalent to the third gear. At this time, adjusting the speed of the two motors (2) can achieve a wider range of speed regulation. When the vehicle goes downhill and brakes, the two motors (2) act as generators to recover kinetic energy to charge the battery. When the vehicle is stopped to generate electricity, the vehicle wheels are braked, and the engine is started to drive the motor to generate electricity to charge the battery.

[0045] Embodiment 2 is a specific implementation of the dual power brake split speed change mechanism and the brake split speed change mechanism of the locking mechanism in claim 3, the planetary gear shaft differential, the reduction gear pair (17), the output differential (16), and the brake, and there are two specific mechanisms:

[0046] D. Fig.11 As shown, the hollow shaft of the sun gear (14) is connected to the motor rotor shaft (20), the planetary gear carrier (12) shaft is connected to the engine crankshaft (21), and the outer wall of the ring gear (13) is integrally provided with a reduction gear pair (17) which is parallelly connected to the output differential (16) to form an oil-based hybrid three-speed single-motor drive mechanism.

[0047] E. Fig.12 As shown, the hollow sun gear shaft (14) is connected to the motor rotor shaft (20), the ring gear (13) is connected to the engine crankshaft (21), and the planetary gear carrier (12) is connected in parallel with a reduction gear pair (17) provided on the housing of the output differential (16) to form an oil-based hybrid three-speed single-motor drive mechanism.

[0048] The motor stator and the end cover on this side are integrally arranged and then extend out a cavity to serve as a box body to be connected and fixed to the engine body.

[0049] The control method is as follows: when the vehicle starts and at medium and low speeds, the motor (2) provides power, the ABS hydraulic pump acts as a braking force solenoid valve to control the engine (1) brake, and the planetary gear shaft differential diverts power to the planetary gear carrier (12) (such as Fig.12 As shown), or diverted to the outer wall of the gear ring (13) (as shown Fig.11 As shown in the figure, the planetary gear shaft differential is output to the wheels by the reduction gear (17) to the output differential (16); at this time, the planetary gear shaft differential is equivalent to being in a differential state, the input and output are reduced speed, and the reduction ratio is: the number of teeth of the planetary gear carrier (12) (the number of teeth of the ring gear plus the number of teeth of the sun gear) divided by the number of teeth of the sun gear. The speed regulation can be achieved by adjusting the speed of the motor; it is equivalent to the first gear. When driving at high speed, the engine (1) releases the brake and drives the vehicle as a power source. The motor (2) brakes. At this time, the planetary gear shaft differential is in a differential state, the input and output are reduced speed, and the reduction ratio is: the number of teeth of the ring gear divided by the number of teeth of the planetary gear carrier (12), which is equivalent to the second gear. When more power is needed, the motor (2) releases the brake and switches to the driving state to jointly drive the wheels. At this time, the planetary gear shaft differential is equivalent to being in a straight state, the input and output are equal speed (1 to 1), which is equivalent to the third gear. The speed regulation of a wider range can be achieved by adjusting the speed of the motor (2).

[0050] When the engine (1) drives the vehicle with sufficient power, the motor (2) releases the brake and switches to the power generation state to charge the battery during driving. The reverse force during power generation pushes the vehicle forward. When the vehicle is going downhill and braking, the engine (1) brakes the motor (2) as a generator to recover kinetic energy to charge the battery. When the vehicle is stopped to generate electricity, the vehicle wheels are braked and the engine is started to drive the motor to generate electricity to charge the battery.

[0051] The split differential and the output differential in the above embodiment are arranged perpendicularly at 90° to each other, so that the engine can be arranged longitudinally in the front and rear engine compartments in a central manner, with better weight distribution, and the two half shafts are of the same length.

Claims

1. Multi-power brake split speed change mechanism, the multi-power is a variety of hybrid power of two or more driving and generating dual-purpose motors and engines; The brake splitter speed change mechanism includes: A split differential, a brake, a reduction gear pair (17), and an output differential (16), characterized in that the split differential is a planetary helical gear shaft differential, a bevel helical gear differential, a parallel shaft helical gear differential, and a worm helical gear differential in the prior art, and any two of the three power connection ends of the split differential are connected to the engine crankshaft (21) and the motor rotor shaft (20) or two motor rotor shafts (20) as power input ends, respectively, and the other power connection end is connected to the output differential (16) housing by a reduction gear pair (17) or a chain sprocket as a power output end; Planetary helical gear inter-axle differential, bevel helical gear differential, parallel shaft helical gear differential, worm gear helical gear differential can replace each other; The brake is composed of a brake disc (10) and a brake clamp (11), wherein the engine flywheel serves as the brake disc (10), the brake clamp (11) is arranged on the engine body, the brake disc (10) is arranged on the motor rotor shaft (20), and the brake clamp (11) is arranged on the motor end cover, respectively braking and releasing the power of the engine and the motor to achieve the purpose of changing the output power flow direction and adjusting the rotation speed.

2. The multi-power brake splitter speed change mechanism according to claim 1 comprises: The bevel gear differential, two planetary reduction gear sets, a reduction bevel gear pair (17), an output differential (16), and a brake have multiple specific mechanisms, characterized in that: A1, two hollow sun gear shafts (14) of two planetary reduction gear sets are respectively connected to two motor rotor shafts (20) in one piece, two gear rings (13) are respectively fixed to the radial inner wall of the housing, two opposite surfaces of two planetary gear carriers (12) are respectively provided with bevel helical gears (18) and at least two bevel differential helical gears are meshed axially at 90 degrees between them, forming an outer bevel helical gear differential and an inner bevel spur gear output differential (16) and sharing a cross-axis differential gear carrier (19), two half-axle gear shafts (27) of the output differential (16) pass through the hollow rotor shaft of the motor and are connected to the wheels to form a coaxial pure electric two-speed two-motor drive mechanism; Alternatively, the two sun gear hollow shafts (14) are respectively connected in parallel with the two motor rotor shafts (20) via a reduction helical gear pair (17), and the outer walls of the two gear rings (13) are provided with a reduction helical gear pair (17) and are connected in parallel with the third and fourth motor rotor shafts (20) via a reduction helical gear pair (17) to form a pure electric four-speed four-motor drive mechanism; A2, two hollow sun gear shafts (14) of two planetary reduction gear sets are respectively connected to two motor rotor shafts (20), two ring gears (13) are respectively fixed to the radial inner wall of the housing, two opposite surfaces of the two planetary gear carriers (12) are respectively provided with bevel helical gears (18), and at least two bevel differential helical gears are meshed axially at 90 degrees to form a bevel helical gear differential, and the cross shaft differential gear carrier (19) and the output differential (16) housing are connected in parallel or axially at 90 degrees to form a pure electric two-speed two-motor drive mechanism by a reduction helical gear pair (17); A3, the bevel helical gear differential is arranged axially in parallel or coaxially between the two motors, the two bevel helical gears (18) of the bevel helical gear differential are respectively connected to the two motor rotor shafts (20) by a bevel helical gear reduction helical gear pair (17) at an axial angle of 90 degrees, or are connected axially in parallel by the reduction helical gear pair (17), and the cross-axis differential gear carrier (19) is connected to the output differential (16) housing by a reduction helical gear pair (17) in parallel, or by a bevel helical gear reduction helical gear pair (17) at an axial angle of 90 degrees to form a pure electric two-speed two-motor drive mechanism; B1, in the mechanism of pure electric drive A1, the outer walls of the two gear rings (13) are provided with a reduction helical gear pair (17) and are connected in parallel with the engine crankshaft (21), a front axle differential (26) is provided near the motor end cover of the engine and the front half-shaft gear shaft (27) of the output differential (16) is vertically connected in an axial 90° T-shape by the bevel helical gear reduction helical gear pair (17), and the rear half-shaft gear shaft (27) is vertically connected in an axial 90° T-shape with the bevel helical gear reduction helical gear pair (17) of the rear axle differential (28) to form a three-speed two-motor hybrid four-wheel drive mechanism; A reduction helical gear pair (17) is arranged on the outer wall of one gear ring (13) and is connected in parallel with the engine crankshaft (21), and a reduction helical gear pair (17) is arranged on the outer wall of another gear ring (13) and is connected in parallel with the rotor shaft (20) of the third motor to form a hybrid four-wheel drive mechanism with four gears and three motors; When the motor replaces the engine, a pure electric three-speed three-motor four-wheel drive mechanism and a four-speed four-motor four-wheel drive mechanism are formed respectively; B2. In the pure electric drive mechanism A2, a ring gear (13) of a planetary reduction gear set is not fixed to the radial inner wall of the housing, a bevel helical gear reduction helical gear pair (17) is arranged between the outer wall of the ring gear (13) and the engine crankshaft (21) in a 90° T-shaped vertical connection, and a cross-axis differential gear carrier (19) and an output differential (16) housing are connected in parallel by the reduction helical gear pair (17) to form a two-speed two-motor plug-in hybrid drive mechanism; The gear ring (13) of the other planetary reduction gear set is also not fixed to the radial inner wall of the housing, and a reduction helical gear pair (17) is arranged between the outer wall of the gear ring (13) and the third motor rotor shaft (20) in a 90° T-shaped vertical connection or in parallel to form a three-speed three-motor plug-in hybrid drive mechanism; B3, in the plug-in hybrid drive mechanism B2, two motors are arranged in parallel on both sides of the engine, two sun gear hollow shafts (14) are respectively connected to the two motor rotor shafts (20) at an axial angle of 90 degrees by a bevel helical gear reduction helical gear pair (17) and a cylindrical helical gear reduction helical gear pair (17), a bevel helical gear reduction helical gear pair (17) is arranged between the outer walls of the gear rings (13) of the two planetary reduction gear sets and the engine crankshaft (21) and the third motor rotor shaft (20) to be vertically connected in a T-shaped manner at an axial angle of 90 degrees, and a cross-axis differential gear carrier (19) and an output differential (16) housing are connected in parallel by a reduction helical gear pair (17) to form a three-speed three-motor plug-in hybrid drive mechanism; B4. In the pure electric drive A2 mechanism, three motors are arranged vertically and in parallel at one end of the engine. The upper and lower motor rotor shafts (20) are respectively connected to the two sun gear hollow shafts (14) by a reduction helical gear pair (17) and a bevel helical gear reduction helical gear pair (17) at an axial angle of 90 degrees. The outer wall of a ring gear (13) is connected to the middle motor rotor shaft (20) by a bevel helical gear reduction helical gear pair (17) at an axial angle of 90 degrees. The engine crankshaft (21) passes through the middle motor rotor shaft (20) and is connected to the outer wall of another ring gear (13) by a bevel helical gear reduction helical gear pair (17) at an axial angle of 90 degrees. The cross shaft differential The gear rack (19) shaft passes through the hollow shaft (14) of the sun gear on this side and is connected to the planetary gear shaft differential (22) by a bevel helical gear reduction helical gear pair (17) at an axial angle of 90 degrees; a front axle differential (28) is arranged at the other end of the lower motor; a front output shaft of the planetary gear shaft differential (22) passes through the hollow rotor shaft of the lower motor and is connected to the front axle differential (28) by a bevel helical gear reduction helical gear pair (17) at an axial angle of 90 degrees; a rear output shaft of the planetary gear shaft differential (22) is connected to the rear axle differential (26) by a bevel helical gear reduction helical gear pair (17) at an axial angle of 90 degrees to form a four-speed three-motor hybrid four-wheel drive mechanism; B5. In the pure electric drive A3 mechanism, the bevel gear differential is axially arranged in parallel between the two motors, the cone backs of the two bevel gears (18) are respectively connected in parallel with the two motor rotor shafts (20) by the reduction bevel gear pairs (17), the engine crankshaft (21) is connected to the bevel gear (18) on that side by a clutch (23) or a one-way transmission clutch, the engine body and the flywheel are not provided with a brake disc and a brake clamp, the cross shaft differential gear carrier (19) and the output differential (16) housing are connected in parallel or axially connected at 90 degrees perpendicularly by the reduction bevel gear pairs (17), forming a hybrid drive mechanism with two gears and two motors integrated and arranged at the same end of the engine; One-way transmission clutch includes: one-way bearing, one-way ratchet, overrunning clutch, etc. The motor stator and the end cover on this side are integrally arranged and then extend out a cavity as a box body to be connected and fixed to the engine body; The stators and end covers at opposite ends of the two motors (2) are integrally arranged and then extended to form a cavity as a box body and connected and fixed. C. In the pure electric drive A2 mechanism, the engine replaces one motor, the planetary reduction gear set on that side is cancelled, the bevel gear (18) on that side is connected to the engine crankshaft (21), and the cross shaft differential gear carrier (19) and the output differential (16) housing are connected in parallel or axially at 90° vertically by a multi-stage reduction helical gear pair (17) to form an oil-based hybrid three-speed single motor drive mechanism; Alternatively, the cross-axis differential gear frame (19) is not provided with a reduction helical gear, and the cross-axis differential gear frame (19) passes through the hollow rotor shaft (20) of the motor to output power.

3. The multi-power brake splitter speed change mechanism according to claim 1 comprises: There are two specific mechanisms of the planetary gear shaft differential, the reduction helical gear pair (17), the output differential (16), and the brake, which are characterized by: D. The hollow shaft of the sun gear (14) is connected to the motor rotor shaft (20), the shaft of the planetary gear carrier (12) is connected to the engine crankshaft (21), and a reduction helical gear pair (17) is arranged between the outer wall of the ring gear (13) and the housing of the output differential (16) in parallel connection or axially 90° vertical connection to form an oil-based hybrid three-speed single motor drive mechanism; Alternatively, the outer wall of the gear ring (13) is not provided with a reduction helical gear, and the shaft of the gear ring (13) passes through the hollow rotor shaft (20) of the motor to output power; E. The hollow shaft of the sun gear (14) is connected to the motor rotor shaft (20), the ring gear (13) is connected to the engine crankshaft (21), and a reduction helical gear pair (17) is arranged between the planetary gear carrier (12) and the output differential (16) housing in parallel connection or axially 90° vertical connection to form an oil-based hybrid three-speed single motor drive module; Alternatively, the planetary gear carrier (12) is not provided with a reduction helical gear, and the axis of the planetary gear carrier (12) passes through the hollow rotor shaft (20) of the motor to output power.

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