Hybrid power variable-speed driving system, driving axle and vehicle with hybrid power variable-speed driving system

Abstract

The invention relates to a hybrid power variable-speed driving system, a driving axle and a vehicle, provides a hybrid power driving axle suitable for a commercial vehicle with a long-stroke requirement, and mainly aims to weaken or cancel a gearbox behind an engine, transmit power to the driving axle through a transmission shaft, provide efficient power direct drive and provide main power for medium-speed and high-speed running of the vehicle. The power redundancy, the size, the weight and the cost required by the power assembly are greatly reduced, and the torque borne by the transmission shaft and the main speed reducer is greatly reduced. The motor is installed on the drive axle and mainly provides medium-low-speed, short-distance and empty running, kinetic energy recovery, climbing, overtaking and the like, the capacity needed by a battery is small, and the battery can be charged through an existing charging pile. Power of the engine and power of the motor can respectively drive different drive axles according to needs and can also jointly drive the same drive axle, at the moment, the power of the engine can be changed through the motor transmission on the drive axle, and applicability of the engine is improved.

Description

Technical Field

[0001] The present invention is a hybrid power transmission axle mainly used for vehicles and the vehicle thereof, and is used for a hybrid power transmission in which an electric motor works alone, an internal combustion engine works alone, or an internal combustion engine and an electric motor intervene with each other. Background Art

[0002] At present, the main vehicle power sources include internal combustion engines, electric motors, and hybrid power consisting of internal combustion engines and electric motors. Internal combustion engines are divided into gasoline engines, diesel engines, and natural gas engines. Depending on the purpose of the vehicle and the internal combustion engine used, the number of gears and transmission ratios of the transmission vary greatly, ranging from five or six gears to more than ten gears. Pure electric power, low-cost vehicles use a reducer with a transmission ratio, and performance-oriented vehicles use two or more gear transmissions. Hybrid vehicles are mainly electric motor single-gear reducers and motor transmissions with a small number of gears.

[0003] Pure electric vehicles are mainly passenger cars, while commercial vehicles, especially heavy trucks with long-range requirements, use fewer electric-drive vehicles. The main reason is that the batteries that can meet the long-range requirements of heavy trucks are too heavy and the cost is too high. Summary of the invention

[0004] The present invention provides a hybrid drive axle suitable for commercial vehicles with long travel requirements. The main content is to weaken or cancel the gearbox behind the engine. The power is transmitted from the transmission shaft to the drive axle, providing efficient power direct drive, providing the main power for the vehicle to travel at medium and high speeds, greatly reducing the power redundancy, volume, weight and cost required for the power assembly, and greatly reducing the torque carried by the drive shaft and the main reducer. The electric motor is installed on the drive axle, mainly providing medium and low speed, short range, empty vehicle driving, kinetic energy recovery, climbing, overtaking, etc. The battery requires a small capacity and can be charged with an existing charging pile. The engine power and the electric motor power can drive different drive axles separately as needed, or they can drive the same drive axle together. At this time, the engine power can be changed through the electric motor transmission on the drive axle to increase the applicability of the engine.

[0005] Specifically include the following aspects:

[0006] 1. There is no transmission installed behind the engine. The engine power is directly transmitted to the drive axle by the power transmission mechanism such as the transmission shaft. During the transmission process, only the speed and torque are changed through the main reducer. The engine power is only provided for the vehicle to travel at medium and high speeds, or as an extended-range hybrid to provide power for the electric motor.

[0007] Second, a weakened gearbox is installed behind the engine, such as a reverse gear and one or several forward gears, which can be combined with the gearbox of the electric motor on the drive axle to provide the vehicle with a certain medium and low speed driving ability.

[0008] 3. The motor transmission is small in size and suitable for installation in the drive axle. It has a high transmission ratio and can give full play to the characteristics of the motor's high speed and high power density.

[0009] 4. The engine and the electric motor drive different drive axles respectively, which can simplify the drive axle structure and reduce costs.

[0010] 5. The engine and the electric motor jointly drive the same or several drive axles, and the engine power can use the electric motor transmission to change the speed and torque.

[0011] 6. The main reduction gear that combines cylindrical gears and bevel gears can be connected to the cylindrical gear driven by the motor, or the bevel gear driven by the transmission shaft. The driven gear of the engine-driven bevel gear main reduction gear may not be an integral part of the differential, and the gear position is used to maintain the disconnection and connection with the differential. When the engine does not directly drive the vehicle, it is disconnected to reduce the stirring of lubricating oil by the driven gear of the main reduction gear.

[0012] 7. The transmission part adopts a planetary gear set with the square number of gear positions of the same planetary gear, a gear set combining a toothed chain drive and a parallel shaft gear drive, and other transmission mechanisms to reduce the size of the reduction and speed change mechanism and improve its performance.

[0013] The planetary gears in two or more planetary gear sets are installed on the same planetary shaft, share a planet carrier, maintain the same revolution and rotation, and each sun gear has a different diameter. They can be controlled by any input transmission ratio at the input end, and each ring gear can be controlled by the brake to stop rotating. With the planet carrier as the output end, one sun gear is driven, and the two ring gears are braked alternately and then stop rotating. The planet carrier will output two transmission ratios. Three ring gears are braked alternately, and the planet carrier will output three transmission ratios, and so on. The second sun gear is driven. Since it has a different diameter from the first sun gear, when each ring gear is braked alternately, the planet carrier will output more than two different transmission ratios. When the third sun gear is driven, it will also produce more than two different transmission ratios. Therefore, two sets of planetary gear sets can produce four output transmission ratios, three sets of planetary gear sets can produce nine output transmission ratios, and four sets of planetary gear sets can produce sixteen output transmission ratios. By analogy, no matter how many planetary gears are composed of the planetary gear set, the number of gears can be generated in the square of this number, so it is called a transmission with square superposition of the number of gears. Multiple input ends, multiple output ends, and multi-position brakes can enable the planetary gear set to produce more gears.

[0014] A decentralized variable speed drive system means that the vehicle as a whole has more than two transmissions, which are installed at the drive axle and wheel positions. This can reduce the number of gears of the central transmission, or even eliminate the central transmission. When there are more than two drive axles or more than four drive wheels, the power of one drive axle or wheel can be disconnected for gear shifting, which will greatly simplify the structure of the transmission. The first transmission to shift gears can use a staged interruption power shift device to reduce the maximum torque. Two 2-speed transmissions can be switched alternately, so that the whole vehicle can obtain three gears. Four 2-speed transmissions can be switched alternately, so that the whole vehicle can obtain five gears, and the human body can experience a smoother gear shifting. The number of gears that the vehicle finally obtains is the sum of the number of gears of each drive axle, minus the number of drive axles, plus 1.

[0015] When the reduction transmission located at the vehicle wheel performs decentralized and alternating gear shifting, the driving force output of the left and right wheels is controlled to coordinate with each other to prevent the driving force on the left and right sides of the vehicle from being too different due to the reduction of driving force on one side, resulting in deviation.

[0016] 8. Vehicle temperature mutual assistance system

[0017] When a vehicle is driving, there may be multiple places where the temperature is higher or lower than the required temperature. For example, the temperature inside the vehicle may need to be increased or decreased. The engine requires a higher temperature, but not too high. The gearbox also requires a suitable temperature to keep the lubricating oil at an appropriate viscosity. Centralized temperature regulation and heat exchange devices are set up.

[0018] When the motor is working and driving the vehicle, all three electrics will generate heat. The heat will pass through the heat exchange device to heat the engine coolant or oil, causing the engine to heat up. When the engine is needed to drive the vehicle, the engine warm-up time can be reduced.

[0019] When the temperature is too low in winter and the battery is not working well, the internal combustion engine is used first to heat the battery through a heat exchange device, or the exhaust pipe of the internal combustion engine can be connected to a centralized temperature regulating and temperature exchange device in partially connected, fully connected, or completely disconnected states. The exhaust temperature can quickly increase the temperature of the exhaust pipe, and the centralized heat exchange device is used to first heat the temperature inside the vehicle, the engine water temperature, the oil temperature, and some components that have temperature requirements. All or part of the exhaust gas enters the centralized temperature heat exchange device to make the temperature inside the vehicle and the engine circulation meet the requirements.

[0020] When the vehicle is running at high speed for a long time, the gearbox mostly uses higher gears such as direct gear, and the gear is stable, with less gear shifting, and the gearbox heat dissipation demand is low. However, the engine is at a high power output and generates a lot of heat. Other heat dissipation devices such as the gearbox and electric drive system are used to improve the heat dissipation performance. Cold centralized exchange devices and heat centralized exchange devices can be installed to provide appropriate temperatures according to the needs of each component. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Part of the contents in the specification of the present invention contains conceptual descriptions of the contents of the invention, and the various contents may complement each other. The contents shown in the drawings of the specification are schematic diagrams of the structures of the invention, and the contents shown in the drawings may complement each other. The various dimensions shown in the drawings are only used to illustrate the structure and do not represent the actual product dimensions.

[0022] Figures 1 to 12 Shown are two-row and three-row planetary gear set speed change mechanisms.

[0023] Figures 13 to 18 Shown is the wheel-side reduction and speed change mechanism.

[0024] Figures 19 to 22 The drive axle section is shown

[0025] Figure 23 to Figure 28 What is shown is a speed change device combining chain drive and gear drive. DETAILED DESCRIPTION

[0026] The clutch in the present invention is preferably a dry clutch over a wet clutch because of the large number of transmission gears, the large low gear ratio, and the involvement of the motor in the hybrid power.

[0027] Instructions attached Figure 1 The hybrid electric drive axle shown is a two-row planetary gear set as a transmission mechanism, and a drive shaft connected to the differential. This design is based on Figure 1 It is developed from the content described in (Extended Functions).

[0028] In the figure, 1 is a motor, whose power is transmitted to the coupling sleeve 2, and drives the sun gear 5 in the first planetary row of the planetary gear set by moving the connecting spline 3 to the right, and drives the sun gear in the second planetary row 9 by moving the connecting spline 4 to the left. The two rows of planetary gears in the figure are divided into the first planetary row and the second planetary row. The left side is the first planetary row, which consists of the sun gear 5, the planetary gear 6, the inner ring gear 7 and the brake device 8, and the right side planetary row is collectively referred to as the second planetary row 9.

[0029] The planetary gears of the first planetary gear row and the second planetary gear row are on the same shaft and connected as a whole to form a stepped compound planetary gear set.

[0030] First gear: drive the sun gear 5 of the first planetary row, the brake 8 of the first planetary row works to stop the ring gear 7 from rotating, and the ring gear of the second planetary row 9 outputs low-speed, high-torque, and high-speed ratio power to the spline 10. The coupling sleeve 12 connected to the differential 13 or the drive shaft moves to the left and connects to the spline 10, transmitting the power output by the ring gear on the second planetary row 9 to the differential 13 or the drive shaft. The power transmitted to the differential 13 is redistributed to the half-shaft 14 to drive the vehicle.

[0031] Second gear: The coupling sleeve 2 moves to the left, separates from the spline 3, and connects with the spline 4, driving the sun gear of the second planetary row 9. The ring gear 7 of the first planetary row still maintains braking, and the ring gear of the second planetary row 9 still maintains output. Since the diameter of the sun gear of the second row of planetary gears is larger than the sun gear in the first planetary row, the transmission ratio of the second gear is smaller than that of the first gear.

[0032] 3rd to 6th gear: the engagement sleeve 2 moves to the right and connects with the spline 3, driving the sun gear 5 in the first row of planetary gears. The engagement sleeve 12 moves to the right and connects with the spline 11 of the planetary carrier output power. The power of the planetary carrier is transmitted to the differential 13 or the transmission shaft by the engagement sleeve 12. The brake device 8 in the first planetary row releases the brake on the ring gear 7, and the brake device in the second planetary row 9 brakes its ring gear, and the planetary carrier outputs power. Through the switching of the engagement sleeve 2 between the splines 3 and 4, and the conversion of the braking and releasing of the ring gear by the first and second planetary row brake devices, the planetary carrier can output 4 gear ratios, namely 3rd to 6th gear.

[0033] Transmission ratio: In the figure, assuming that the radius of the first sun gear is 3, the radius of its planetary gear is 6, and the radius of the second sun gear and its planetary gear is 4.5, the transmission ratio of its planetary gear set from large to small is:

[0034] The ring gear outputs two transmission ratios: 36, 21, and the planet carrier outputs four transmission ratios: 7, 6, 4, 3.75

[0035] Assuming that the radius of the first sun gear is 3, the radius of its planetary gear is 6, the radius of the second sun gear is 5, and the radius of its planetary gear is 4, the transmission ratios of the planetary gear sets from large to small are:

[0036] The ring gear outputs two transmission ratios: 26, 13, and the planet carrier outputs four transmission ratios: 7.5, 6, 3.6, 3

[0037] Assuming that the radius of the first sun gear is 1, the radius of its planetary gear is 1.5, the radius of the second sun gear is 1.5, and the radius of its planetary gear is 1, the transmission ratio of its planetary gear set from large to small is:

[0038] The ring gear outputs two transmission ratios: 21, 11.667, and the planet carrier outputs four transmission ratios: 6.25, 5, 3.333, 2.778

[0039] From this we can see that the transmission ratio of the ring gear output is much larger than the transmission ratio of the planetary carrier output. The combination of the rim output and the planetary carrier output not only increases the planetary gear set by two gears, but also increases the maximum output torque exponentially. Other reduction devices are no longer needed for secondary reduction transmission, which simplifies the structure of the transmission, improves the transmission efficiency, and can be used for coaxial electric drive axles with multiple gears and large transmission ratios required by heavy-duty commercial buses and trucks.

[0040] In the figure, 15 is the input shaft of the main reducer, 16 is the driving bevel gear of the main reducer, and 17 is the driven bevel gear of the main reducer. The input shaft can be connected to the end of the transmission shaft of the internal combustion engine or other power source, and the gear position control can be set to connect or disconnect with the transmission shaft. The transmission shaft drives the input shaft 15, the driving bevel gear 16 and the driven bevel gear 17. The driven bevel gear 17 is integrated with the differential. Taking the internal combustion engine as an example (not limited to the internal combustion engine), when driving for a long distance and exceeding the battery life, the internal combustion engine needs to drive directly. The vehicle is driven by the motor 1 at medium and low speeds. When cruising at medium and high speeds, the transmission shaft drives the main reducer and the differential, and then drives the vehicle. The motor 1 can stop working or intervene only when needed.

[0041] Instructions attached Figure 2 What is shown is a full-range automatic transmission device with two rows of planetary gear sets as a transmission mechanism, a dual clutch at the input end and a dual clutch at the output end, and a hybrid electric drive axle with a drive shaft connected to the dual clutch at the input end. The power input by the drive shaft can be shifted and output by the planetary gear set like the input power of the electric motor.

[0042] Figure 2 Compared to Figure 1 , it also uses two rows of planetary gear sets for speed change, forming a planetary gear set speed change mechanism with a ring gear outputting two gears and a planetary carrier outputting four gears. The difference is that the seventh direct drive gear can be obtained by closing the dual clutch at the same time. The motor drives the two sun gears respectively through the dual clutch for automatic shifting, and the main reducer input by the drive shaft is connected to the dual clutch through the gear, so that the power output by the engine can obtain seven gears of output power using the transmission on the drive axle. The dual clutch is used for shifting between the planetary gear set and the reducer, and according to the skip-gear dual clutch, the switching of three gears can be controlled. One of the gears is connected to the half-shaft. Through this gear and the dual clutch, the differential and the half-shaft can be kept semi-connected or connected as one to prevent the vehicle from slipping.

[0043] In the figure, 1 is the motor, 2 is the gear position, and the motor is connected and disconnected with the dual clutch housing 3 by connecting and disconnecting with this gear position. 4 is the first clutch plate, which is connected to the first sun gear 7 of the first planetary row, 5 is the second clutch plate, which is connected to the second sun gear 11 of the second planetary row, and 6 is the gear position. The engine power drives the main reducer input shaft 31, the main reducer driving bevel gear 32, and the main reducer driven bevel gear 33 through the transmission shaft. The driven bevel gear 33 is connected and disconnected with the input end dual clutch 3 through the gear position 6, so that the engine power can be changed in speed using the speed change mechanism in the figure. When the gear position 6 is connected, the main reducer driven gear 33 keeps synchronous rotation with the dual clutch housing 3, and the axial force and radial force can be offset by the bearing of the transmission housing. When the gear position 6 is disconnected, the motor 1 drives the vehicle to travel, and the main reducer driven gear 33 is stationary or driven to rotate at a low speed, which reduces the stirring of the lubricating oil. This design can be used for the main reducer and differential, that is, the main reducer and differential are not integrated, but are connected and disconnected by gears as shown in the figure.

[0044] The two rows of planetary gear sets in the figure are similar to those in the instruction manual. Figure 1 The two rows of planetary gear sets are the same. Through the switching of the dual clutch 3 at the input end, the first sun gear 7 and the second sun gear 11 are automatically driven respectively, and through the mutual braking of the brakes 10 and 14, the inner ring 13 in the second row of planetary gears outputs two transmission ratios through the spline 17, and the planet carrier 16 outputs four transmission ratios through the spline 18. When the two clutch plates of the clutch 3 at the input end are closed at the same time, the brakes 10 and 14 are released at the same time, the planetary gear set is locked, and the overall synchronous rotation is maintained, forming a direct drive gear with an output transmission ratio of 1 of the splines 17 and 18.

[0045] When the input power of the internal combustion engine is not considered, the main reducer can be eliminated, the gears 2 and 6 can be eliminated, and the motor 1 is directly connected to the dual clutch housing 3 to make the structure more compact.

[0046] The splines 17 and 18 driven by the ring gear 13 and the planet carrier 16 are respectively transmitted to the differential 29 and the half shaft 30 through the engagement sleeve 20, 21 and the dual clutch 28. The engagement sleeve 20 is connected to the clutch plate 26 and is connected or disconnected with the splines 17 and 18 respectively by moving left and right. The left and right movement of the engagement sleeve can be achieved by the shift fork shifting the shift fork groove 22. The engagement sleeve 21 is connected to the clutch plate 27 and is connected or disconnected with the splines 18 and 19 respectively by moving left and right. The shift fork shifts the shift fork groove 23 to move left and right. An axial groove is opened on the shaft between the engagement sleeve 20 and the clutch plate 26, so that the second shift fork 24 driven by the shift fork groove 23 can be inserted into the engagement sleeve 20, and the second shift fork groove 25 is shifted, so that the engagement sleeve 21 can move left and right.

[0047] The coupling sleeves 20, 21 are connected or disconnected with the splines 17, 18, 19 respectively using the instructions. Figure 5 The principle of the shiftable dual clutch is shown in FIG. When the vehicle is running normally, the engagement sleeves 20 and 21 move to the left and connect to the splines 17 and 18 respectively. Through the connection and disconnection of the clutch plates 26 and 27, the output power of the ring gear 13 and the planetary carrier 16 is connected or disconnected with the reducer 29. When the wheel slips, the engagement sleeve 20 selects the corresponding spline connection and then moves to the right, disconnects from the spline 18, and connects to the spline 19. The spline 19 is integrated with the left half shaft 30. The clutch plate 27 is closed, locking the half shaft on one side, so that the half shafts 30 on both sides, the differential 29 and the dual clutch 28 rotate synchronously, achieving the function of preventing slipping. At this time, the heavy-loaded vehicle should limit the friction force on the clutch plate 27 to prevent the half shaft and other components from being subjected to excessive torque due to turning and other reasons. At this time, the coupling sleeve 20 can only interrupt the power shift between the splines 17 or 18. If automatic shifting is also required at this time, a clutch with three clutch plates can be used, and each of the three splines is equipped with a corresponding clutch plate. Since the gear position change here is not too frequent, it is not easy to cause overheating and other common problems of dual clutches. A clutch connection 19 can also be set separately. When the differential diameter is too large, the dual clutch can be placed on the left side of the differential. When the anti-slip differential lock is not required, the shifting mechanism between the planetary gear set and the dual clutch can be cancelled, and the ring gear 13 and the planetary carrier 16 are directly connected to the clutch plates 26 and 27, making the structure simpler. The clutch plates 26 and 27 are closed at the same time, and the planetary gear set can also be locked to form a direct gear.

[0048] Instructions attached Figure 3 Shown is a planetary gear set consisting of a double clutch with skippable gears and a clutch driving three rows of planetary gears at the input end.

[0049] In the figure, 1 is a motor connected to a dual clutch 2. Clutch plates 3 and 4 drive two coupling sleeves 5 and 6 respectively. The coupling sleeves 5 and 6 are connected to three splines 7, 8, and 9 connected to the sun gears in the three rows of planetary gears by moving left and right, respectively, to drive the three sun gears.

[0050] The three rows of planetary gears are divided into a first planetary row 15, a second planetary row 16, and a third planetary row 17 according to the diameter of the sun gear from small to large, and the names of the components therein are also arranged accordingly.

[0051] The first sun gear in the first planetary row 15 has the smallest diameter, and the corresponding first planetary gears and first ring gear have the largest diameters. The diameters of the second sun gear, planetary gears and ring gear in the second planetary row 16 are between the first planetary row 15 and the third planetary row 17. The diameter of the third sun gear in the third planetary row 17 is the largest, and the diameters of the third planetary gears and third ring gear are the smallest.

[0052] When the second ring gear 18 is used as the output end of the planetary gear set, the three sun gears are driven separately when the first brake 15 is braked, and the ring gear 18 can output three forward rotation transmission ratios to the spline 21 connected thereto. When the brake 17 is braked, the ring gear 18 can output three reverse rotation transmission ratios, which can be used as three low-speed reverse gears. When the reverse gear is not needed, the third planetary row can be transferred to the far right, and its third ring gear is connected to the spline 21 as the output end. The two ring gears are braked and cooperate with the three sun gears, and the third planetary row ring gear can output six forward rotation gears.

[0053] In the figure, the planet carrier 20 is connected to the spline 22 as the output end. Through the cooperation of three sun gears and three brakes, the planet carrier 20 can output 9 gears, which together with the six gears of the ring gear make a total of 15 gears, meeting the gear requirements of general large trucks. This transmission can be used as a transmission for large commercial vehicles.

[0054] In order to make the structure of the three planetary gears more compact, the dual-clutch control planetary gear shifting mechanism is transferred from the planetary gear to between the dual clutch and the planetary gear set, and the principle of the dual-clutch shifting mechanism with skipping gears is used to make the two coupling sleeves output by the dual clutch shift between the splines connected to the three sun gears.

[0055] For example, when the vehicle starts, the coupling sleeve 6 moves left and connects with the spline 7 connected to the first sun gear, the clutch 4 is closed, and the driving path is: motor 1, clutch 2, clutch plate 4, coupling sleeve 6, spline 7, and first sun gear.

[0056] When shifting gears, the coupling sleeve 5 moves left and connects with the spline 8 driving the second sun gear, the clutch plate 3 closes, and the clutch plate 4 opens. The driving path is: motor 1, clutch 2, clutch plate 3, coupling sleeve 5, spline 8, and second sun gear.

[0057] When shifting gears again, the coupling sleeve 6 moves right, disengages from the spline 7, connects to the spline 9, the clutch plate 4 closes, and the clutch plate 3 disconnects. The driving path is: motor 1, clutch 2, clutch plate 4, coupling sleeve 6, spline 9, and the third sun gear.

[0058] Jumping gear: When jumping gear from driving the first sun gear directly to driving the third sun gear, the engagement sleeve 5 moves right and is connected to the spline 7 with the engagement sleeve 6 at the same time, the clutch plate 3 is closed, the clutch plate 4 is disconnected, the engagement sleeve 6 moves right, disconnects from the spline 7, and connects to the spline 9, the clutch plate 4 is closed, the clutch plate 3 is disconnected, and the transition from driving the first sun gear directly to driving the third sun gear is completed. Therefore, the jumpable dual clutch needs to have an intermediate gear position that can be driven by both clutch plates.

[0059] By moving the fork groove 10, the left and right movement of the coupling sleeve 6 can be controlled. The fork groove 11 can slide left and right on the coupling sleeve 6. In order to prevent the axial groove from reducing the strength of the coupling sleeve to transmit torque by opening the coupling sleeve 6, a hole can be opened on the side of the coupling sleeve 6. The second fork rod 12 penetrates into the coupling sleeve 6 through the hole to form an inner fork rod 13, which rotates synchronously with the coupling sleeve 6. The left and right movement of the coupling sleeve 5 is controlled by moving the fork groove 14 on the coupling sleeve 5 by the inner fork rod.

[0060] Instructions attached Figure 4 Shown is a parallel shaft gear and planetary gear set transmission shared by the engine and the electric motor, which theoretically has 18 forward and 4 reverse gears, and can easily increase 4 low torque reduction gears and 4 overdrive gears.

[0061] Gear shifting can be divided into the following stages:

[0062] 1. When the vehicle starts, the power passes through the dual clutch 6, 7, gears 8, 9, gears 13, 20, the shift mechanism, the sun gear 83, 84, the ring gear 33 for braking, and the ring gear 52 outputs 4 gear ratios.

[0063] 2. In the first gear transition, the power passes through the dual clutch 6, 7, gears 8, 9, gears 13, 20, gears 16 to 17, intermediate shaft 21, gears 56 to 54, and obtains a transition gear with two transmission ratios.

[0064] 3. The planetary carrier outputs, and the power is transmitted through the dual clutches 6 and 7, gears 8 and 9, gears 13 and 20, the shift mechanism, the sun gears 83 and 84, the ring gears 33 and 52 for braking, and the planetary carrier 39 for output, so that 8 gears can be obtained.

[0065] 4. In the second gear transition, the power passes through the dual clutch 6, 7, gears 8, 9, gears 13, 20, gears 77 to 78, intermediate shaft 21, gears 56 to 54, and obtains a transition gear with two transmission ratios.

[0066] 5. Direct gear, the power passes through the dual clutch 6, 7, gears 8, 9, gears 13, 20, gear 55, directly drives the differential, and obtains two gears. The power only undergoes one gear reduction, and the transmission efficiency reaches the highest.

[0067] In the figure, the engine output shaft 1 and the clutch 2 are separated from the dual clutch 3 to form a split dual mass flywheel, and the dual clutch has a better heat dissipation environment. The motor 4 can be connected or disconnected with the housing of the clutch 3 through the gear position 5, so that the motor can use the dual clutch to change speed and reduce the maximum output torque of the motor. Gears 8 and 9 are located between the clutches 2 and 8, and the planetary gear set and reducer of the transmission body are located on the left side of gears 13 and 20. This arrangement is to prevent the output shaft 11 of the half-shaft transmission from being too far to the right due to the narrow engine room of the transverse engine, so the transmission body is arranged as far to the left as possible. If the engine room space is sufficient, it is not necessary to arrange it in this way. The clutches 2 and 3 can be combined into one. On the left side of gears 8 and 9, the shaft connecting the motor 4 and the dual clutch can be connected to the housing of the clutch 3 through the axis of gears 8 and 9 like the output shaft of the clutch 2. The main body of the transmission such as the planetary gear set can also be placed on the right side of gears 8 and 9. The gear 10 is connected to the generator, can start the engine, and can provide power for the vehicle. The gear 10 has a small diameter, which can enable the generator to obtain a higher speed and output, and can be connected and disconnected by using the clutch 6.

[0068] Gear 8 drives gear 13 and is connected to coupling sleeve 63 through a shaft. The coupling sleeve moves to the left and is connected to gear 64 and gear 65. Clutch 7 is connected to coupling sleeve 75 through gears 8, 13, and 64. Coupling sleeve 75 moves left and right. By moving right and connecting to gear 72, it can drive sun gear 84. By moving left, it drives sun gear 83 by connecting to coupling sleeve 76. Coupling sleeve 63 moves to the left, and clutch 7 drives gears 16 and 77 through gear 65. Drive gear 16 forms the first transition gear from the output of the planetary gear ring to the output of the planet carrier. Drive gear 77 forms the second transition gear from the output of the planet carrier to the output of the center direct gear.

[0069] Gear 9 drives gear 20, gear 20 is connected to engagement sleeve 67, and is connected to gears 68 and 69 respectively through engagement sleeve 67 moving left and right. Through gear 68, the clutch can connect engagement sleeve 76, engagement sleeve 76 moves left, connects to gear 74, and can drive sun gear 83, and moves right, and can connect to gear 72 through engagement sleeve 75 to drive sun gear 84. When engagement sleeve 67 moves right and connects to gear 69, clutch 6 can drive gears 16 and 77, and switch with clutch 7 to complete the first and second transition gears together.

[0070] Gear shifting process:

[0071] 1st to 4th gear (ring gear output):

[0072] When the vehicle starts, the engagement sleeve 63 moves to the right and connects with the gear position 64, driving the engagement sleeve 75. The engagement sleeve 75 moves to the left and connects with the engagement sleeve 76 and continues to move to the left and connects with the gear position 74. The clutch 7 drives the sun gear 83 through the gear 8, the ring gear 33 brakes, and the ring gear 52 outputs power to the differential 54 through the gear position 40. The engagement sleeve 42 connected to the differential housing moves to the right and connects with the engagement sleeve 41, and pushes 41 to move to the right, and the engagement sleeve 41 is connected to the gear position 40.

[0073] The engagement sleeve 67 moves to the left and is connected to the gear position 68, so that the clutch 6 can drive the engagement sleeve 76 and the sun gear 83 through the gear 9.

[0074] The engagement sleeve 75 moves to the right, disengages from the engagement sleeve 76, and connects with the gear position 72, so that the clutch 7 can drive the sun gear 84. The engagement sleeve 76 moves to the right, disengages from the gear position 74, and connects with the engagement sleeve 75, so that the clutch 6 can drive the sun gear 84.

[0075] At this point, one ring gear is used for braking, one ring gear is used for output, and two sun gears cooperate with the dual clutch to produce four gears.

[0076] The fifth and sixth gears: the first transition gear (transition from ring gear output to planetary carrier output)

[0077] The coupling sleeve 63 moves to the left and connects with the gear 65, driving the ring gears 16 and 17. The coupling sleeve 80 moves to the left and connects with the gear 81. The gear 46 moves to the right and connects with the gear 45. The power of the clutch 7 is transmitted to the gears 56, 60 and the differential housing. The coupling sleeve 67 moves to the right and connects with the gear 69, so that the clutch 6 can take over the clutch 7 to drive the gear 13.

[0078] At this point, the dual clutch produces two gears.

[0079] 7th to 14th gear (planetary carrier output)

[0080] The coupling sleeve 42 moves to the left, causing the coupling sleeve 41 to move to the left and connect with the gear 43 driven by the planetary carrier. The coupling sleeve 63 moves to the right and connects with the gear 64. The coupling sleeve 75 moves to the left and connects with the coupling sleeve 76 and the gear 74, so that the clutch 7 can drive the sun gear 83 and return to the state of the first gear. However, the output end is converted from the output of the ring gear 52 to the output of the planetary carrier 39. The dual clutch combines with the two sun gears to form four gears. The ring gear 52 does not need to output power, and switches the braking with the ring gear 33 to form eight gears.

[0081] 15th and 16th gears (second transition, transition from planetary carrier output to direct gear)

[0082] The process is similar to the first process, except that the coupling sleeve 80 moves right and connects with the gear 79, and the transmission of gears 16 and 17 is changed to that of gears 77 and 78.

[0083] If space and distance permit, it can be considered to install gears 16 and 77 between gears 8 and 9, thereby reducing one gear transmission stage and improving transmission efficiency. It is necessary to provide gear positions for connecting and disconnecting gears 8 and 9 with gears 16 and 77, respectively, just like coupling sleeves 63 and 67 with gear positions 65 and 69. Gear 77 can be connected by a toothed chain to correct the rotation direction. An additional gear transmission stage can be added between gears 16 and 17 to increase the transmission ratio and reduce the diameter of gear 17.

[0084] 17th and 18th gears (direct gears)

[0085] The clutch 42 moves to the left, disengages from the clutch 41, and connects with the gear 55. The output of the planetary carrier is switched to the output of the gear 55 connected with the gear 63, bypassing the planetary gear set. The clutch 66 moves to the left, and connects with the clutch 63, so that the clutch 7 can be connected with the gear 54 and the differential through the gear 63. The clutch 75 and 76 are connected together in the middle position, disengaging from the gears 72 and 74. The clutch 67 moves to the left, and is connected with the gear 67, so that the clutch 6 can also be connected with the gear 63 through the clutch 75 and 76, forming a second direct gear.

[0086] Four reverse gears: The clutch and shift mechanism are the same as those for the conversion from first gear to fourth gear, except that the ring gear 33 is used for braking, and the output of the ring gear 52 is changed to the ring gear 52 braking and the ring gear 33 output. The gear 34 connected to the ring gear 32 is meshed with the gear 48, and the coupling sleeve 46 moves to the left and is connected to the gear 47. The power is transmitted to the gear 60 on the differential housing through the shaft 53 and the gear 56.

[0087] Through relatively simple changes, the transmission can be expanded to have four low-torque reduction gears and four overdrive gears. For example, gear 63 and shaft 71 are cancelled, and gear 72, sun gear 84 and gear 55 are connected as one. After the second transition gear is completed, coupling sleeve 42 moves to the left and connects with gear 55, and coupling sleeves 75 and 76 are connected together and move to the left to connect with gear 74, forming sun gear 83 input, sun gear 84 output, two ring gears switch braking, the planetary gear set forms two gears, and combined with the dual clutch forms four gears.

[0088] The direct gear position is when the engagement sleeve 75 moves to the right and connects with the gear position 72 , the gear position 55 is driven by the clutch 7 , the engagement sleeve 76 moves to the right and connects with the engagement sleeve 75 , and the upper clutch 6 drives the gear position 55 .

[0089] The overdrive gear is a gear position in which the power is interrupted and the planetary carrier is connected by the coupling sleeves 75 and 76 to form the planetary carrier input, the two ring gears are braked, and the sun gear 84 is the output.

[0090] The existing horizontal engine output shaft and the transmission output shaft are driven by the intermediate shaft gear, so the engine output shaft (transmission input shaft) and the transmission output shaft have the same rotation direction. In the figure, a toothed chain is used between gear 8 and gear 13, and between gear 9 and gear 20, so that each pair of gears can have the same rotation direction, thus solving this problem. Other similar problems in the present invention can also be solved by this method. If only an electric motor is used for driving, this problem does not exist.

[0091] When the transmission shown in the figure does not use an engine but only a motor drives the axle, the gear 17, shaft 21, and shaft 53 are placed on the other side of the drive axle opposite to the motor, so that the weight on both sides of the drive axle can be more balanced.

[0092] This figure shows an ideal transmission with many gears, a wide range of transmission ratios, full automaticity and high transmission efficiency. If such comprehensive performance is not required, it can be simplified.

[0093] Simplified solution 1: The clutch 2 driven by the engine only drives one gear, which drives the driven gear 60 through the toothed chain or the intermediate shaft gear, so that the rotation direction of the gear 60 is the same as that of the engine, and the engine only retains one high-speed gear. The motor 4 no longer drives the sun gear in the planetary gear set through gears 8 and 9, but is installed on the same axis as the sun gear. The sun gears 83 and 84 can be connected through a double clutch or interrupted power shifting sleeve. For example, a dry double clutch can be used. The two output shafts of the double clutch are respectively connected to the sun gears 83 and 84. In cooperation with the braking of the two ring gears 33 and 52, the ring gear 52 and its gear position 40 can produce two low-speed gears, and the planet carrier 39 and its gear position 43 can produce four medium and high-speed gears. The direct gear 55 is cancelled. The motor drive no longer pursues direct drive. The coupling sleeve 42 only switches between the output gear position 40 of the ring gear and the output gear position 43 of the planet carrier.

[0094] Simplified solution 2: Based on simplified solution 1, the engine and the motor are not on the same drive axle, the differential driven gear 60 is changed to a bevel gear, the engine drives the driven bevel gear through the transmission shaft and the active bevel gear, no speed change mechanism is installed behind the engine, or only a small number of gears are installed, and medium and low speed driving is mainly driven by the motor. The output torque of the engine without speed reduction and torque increase is much lower than the output torque of the low-speed gear, which reduces the burden on the transmission system.

[0095] Instructions attached Figure 5 Shown is a transmission mechanism combining a dual clutch with same-speed output and a double-row planetary gear set. Theoretically, it can produce thirteen forward gears and two reverse gears. The dual clutch and the planetary gear set maintain the same axis, and the two clutches output the same speed and torque to the planetary gear set.

[0096] When starting, the gear position 14 moves to the right and connects with the clutch sleeve 23, the clutch 3 is closed, the sun gear 17 is driven to rotate, the ring gear 24 is braked, and the ring gear 25 outputs power to the gear position 26 to drive the differential.

[0097] Second gear: gear 15 moves right and connects with gear 16, clutch 2 closes and clutch 3 opens, and gear 20 is driven by gears 15 and 16.

[0098] Third gear (transition gear): gear 14 moves to the left and disengages from the clutch sleeve 23, gear 9 moves to the right and connects to gear 10, clutch 3 closes, clutch 2 opens, and power is transmitted to the differential through gears 5, 7, 13, 11, gears 10, 9 and shaft 12.

[0099] From fourth to seventh gear: the ring gear 24 is released from the brake, gear 15 moves to the left and connects with the coupling sleeve 23 to drive the sun gear 17, the clutch 2 is closed, the clutch 3 is disconnected, the ring gear 25 is braked, the gear 9 moves to the left and disengages from the gear 10 to complete the fourth gear conversion, the gear 14 moves to the right and connects with the coupling sleeve 22 to replace the gear 15, so that the gear 15 can move to the right, driving the gear 16 and the sun gear 20, and the gear 26 driven by the ring gear 25 to the delivery end of the planetary gear to the differential is changed to the gear 27 driven by the planetary carrier. The two sun gears cooperate with the two ring gears to produce four gears.

[0100] Eighth gear (transition gear): gear 14 moves to the left and disengages from the clutch sleeve 23, gear 9 moves to the left and connects to gear 8, clutch 3 closes, clutch 2 opens, and power is transmitted to the differential through gears 4, 6, gears 8, 9, and shaft 12.

[0101] Ninth gear and tenth gear: gear 15 moves left and is connected to coupling sleeve 23. The output end of the planetary gear set is converted to gear 27 driven by the planetary carrier to gear 28 connected to gear 16 and sun gear 20. Clutch 2 is closed, ring gear 25 is braked, clutch 3 is disconnected, gear 9 moves right and is disengaged from gear 8, forming two gears with sun gear 17 input and sun gear 20 output, and the two ring gears switch and brake.

[0102] Eleventh gear (direct gear): gear position 14 moves to the right and connects with clutch sleeve 22, clutch 3 is closed, clutch 2 is disconnected, gear position 15 moves to the right and connects with gear position 16 to form direct drive gear position 28, clutch 2 is closed, and clutch 3 is disconnected.

[0103] Gear 12 and gear 13 (overdrive): gear 14 moves left and connects with clutch sleeve 22, clutch 2 is disconnected, clutch 3 is closed, planetary carrier is input, ring gears 24 and 25 are switched for braking in turn, and sun gear 20 and gear 28 can output 2 overdrive gears to the differential.

[0104] Two-speed reverse gear: By driving the two sun gears and braking the ring gear 25, gear 24 can output 2 gear reverse gears.

[0105] In addition, the planet carrier is braked, the sun gear 17 is input, and the sun gear 20 can also output a gear, and the two sun gears are used as input wheels, and the ring gear 25 can also output two reverse gears with a larger transmission ratio.

[0106] Gears 5 and 7 are connected by a toothed chain to correct the direction of rotation.

[0107] The planet carrier is driven to rotate, the ring gear 24 is braked, and the ring gear 25 can produce a transmission ratio of more than 2 times.

[0108] The shaft 12 and the shafts of the gears 7 and 13 provide multiple transmission ratio outputs as power take-off power.

[0109] Instructions attached Figure 6 Shown is a transmission mechanism combining a dual-clutch with same-speed output and a three-row planetary gear set, which can theoretically provide 28 automatic forward gears and 6 automatic reverse gears.

[0110] Compare the instructions with Figure 4 Clutch 2 is connected to coupling sleeve 15, which can be moved left and right to connect gears 16 and 23, 23 is connected to the first gear sun gear 17 with the smallest diameter, gear 16 is connected to the third gear sun gear 20 with the largest diameter, clutch 3 is connected to gear 14, gear 14 is moved right to connect to coupling sleeve 30, and then drives the second gear sun gear 31 with a diameter between the first gear and the third gear.

[0111] Gear 1 to Gear 6: Clutch 2 closes, coupling sleeve 15 connects gear 23, drives sun gear 17, gear 14 moves right to connect coupling sleeve 30, clutch 3 closes, clutch 2 disconnects, sun gear 31 is driven, coupling sleeve 15 moves right to connect gear 16, clutch 2 closes, clutch 3 disconnects, and sun gear 20 is driven. At this point, a drive cycle of the three sun gears is completed, and the three sun gears are combined with two ring gears to produce six gears.

[0112] Seventh gear (transition gear): gear 14 moves left and disengages from clutch sleeve 30, gear 9 moves right and connects with gear 10, and power is transmitted to the differential through gears 5, 7, 111, gears 9, 10, and shaft 12.

[0113] Gear 8 to Gear 17: The output end of the planetary gear set is converted from gear 26 to gear 27, the clutch sleeve 15 moves right and connects with gear 23, the clutch 2 is closed, the clutch 3 is disconnected, the gears 9 and 10 are disconnected, completing the conversion from the seventh gear to the eighth gear, and entering a new round of driving the three sun gears. The three gears combined with the three ring gears can produce 9 gears.

[0114] Gear 18 (transition gear): Gear 14 moves left and disengages from clutch sleeve 30, gear 9 moves left and connects to gear 8, clutch 3 closes, clutch 2 opens, and power is transmitted to the differential through gears 5, 4, 6, gears 8, 9, and shaft 12.

[0115] Gear 19 to gear 24: the clutch sleeve 15 moves to the right and connects with gear 23, the clutch 2 closes, the clutch 3 is disconnected, the gears 8 and 9 are disconnected, and the output end of the planetary gear set is switched from gear 28 to gear 29, completing the switch from gear 18 to gear 19. The gear 14 moves to the right and connects with the clutch sleeve 30, driving the sun gear 31. The dual clutch controls the two sun gears 17 and 31 and combines with the three ring gears to make the sun gear 20 and gear 28 produce six gears.

[0116] The 25th gear (direct gear) coupling sleeve 15 is connected to the gear 16 and directly drives the gear 28.

[0117] Gears 26 to 28 (overdrive): Gear position 14 moves left and connects with clutch sleeve 22 to drive the planetary carrier. The three ring gears are combined with sun gear 20 to output three overdrive gears to gear position 28.

[0118] Six reverse gears: The ring gear diameter of the planetary row where the sun gear 17 is located is the largest, and it serves as the reverse gear output end. The other two ring gears are braked in turn and cooperate with the three sun gears to produce six reverse gears.

[0119] Instructions attached Figure 7 The figure shows the combination of transition gear and equal shaft dual clutch dual speed output structure. 1 and 2 in the figure are two gears driven by dual clutch, gear 1 drives gear 3, the diameter of gear 3 is gear 4 and gear 1 is meshed with teeth, gear 3 is inside the engagement sleeve 5, connected with gears 6 and 7 by moving left and right, when connected with gear 6, gear 23 is driven, when connected with gear 7, gears 8 and 9 are driven, gear 2 drives gear 4A, gear 4A has the same structure as gear 4, the inside is the engagement sleeve, moving left and right to connect with gears 10 and 11, connected with gear 11, gear 12 can be driven, connected with gear 10 can drive gears 8 and 9, gear 23 is connected with engagement sleeve 14 which can slide axially on it through splines, gear 12 is connected with engagement sleeve 13 which can slide axially on it through splines, when the vehicle starts, engagement sleeve 5 is connected with gear 6, engagement sleeve 4A is connected with gear 11, engagement sleeves 13 and 14 move to the right, engagement sleeve 13 is connected with gear 25 and shaft 15, drive instruction manual attached Figure 3The sun gear 17 in the coupling sleeve 14 and 13 have corresponding splines and spline sleeves, which can be connected together when close to each other, and jointly drive the gear 25. When the driven sun gear is switched, the coupling sleeve 14 moves to the left, disengages from the coupling sleeve 13, and connects with the gear 24. The double clutch is switched, and the driving coupling sleeve 13 is changed to drive the coupling sleeve 14, and then the gear 24 shaft 16 and the sun gear 20 in the drawings of the specification are driven. The coupling sleeve 13 moves to the left and is connected with the coupling sleeve 14, which is equivalent to being connected with the gear 24. The double clutch is switched to drive the coupling sleeve 13, the coupling sleeve 5 moves to the right and is connected with the gear 7, and the coupling sleeve 21 moves to the left and is connected with the gear 19. The double clutch is switched, and the gears 1, 3, 9, and 18 are driven. The power is transmitted to the differential through the shaft 22, and the transition from the planetary gear set speed change to the transition gear speed change is completed. The clutch sleeve 4A moves to the left and connects to the gear position 10. The double clutch is switched. The power is transmitted to the differential through the gears 2, 4A, 9, and 18 through the shaft 22, forming an intermediate transition gear between the two transmission ratios. The clutch sleeves 23 and 14 are connected together and move to the right, connecting to the gear position 25. The clutch sleeve 5 moves to the left and connects to the gear position 6. The output end of the planetary gear set is attached to the instruction manual. Figure 3 The gear position 26 is converted to gear position 27, the clutch is switched, and the transition gear is converted to the planetary gear set planetary carrier output. Figure 3 When the intermediate gear position 27 transitions to the gear position 28, the transition process is basically the same, except that the coupling sleeve 21 moves to the right and connects with the gear position 20, and the power is transmitted by the gear 8 and the gear 17.

[0120] Instructions attached Figure 8 The following table shows the Figure 6 The structure is basically the same, but in order to reduce the diameter of the transition gear 29, a two-stage gear transmission is adopted, which can increase the transmission ratio and reduce the diameter of the driven gear. Figure 5 The first-stage gear transmission of gears 9 and 18 is changed to a second-stage gear transmission of gears 9, 27, 28 and 29.

[0121] Instructions attached Fig. 9 The figure shows a schematic diagram of the combination of the dual clutch mechanism of the internal combustion engine and the planetary gear mechanism of the electric motor. In the figure, 1 is the first input shaft of the dual clutch, 2 is the second input shaft of the dual clutch, 3, 4, 5, 6 are gears, 7 is the electric motor, 8, 9, 10 are gears, 11, 12 are shafts, 13 is the sun gear, 14 is the gear, 15, 16 are planetary gears, 17, 18 are the ring gear and brake, 19 is the planet carrier, 20 is the output shaft gear carrier, 21, 22 are gears, 23 is the differential, and 24 is the half shaft.

[0122] In the figure, the driving shafts 1, 2 and the power source 7 in the figure can be an electric motor and an internal combustion engine respectively. When the motor drives the shafts 1, 2, because of the deceleration of the gears 3, 4 and 5, 6, the motor can further reduce the output torque, reduce the size and weight of the motor, and the motor can rotate in the opposite direction without correcting the rotation direction. When the internal combustion engine drives the shafts 1, 2, the gears 3, 4 can drive the toothed chain, and the toothed chain drives the gears 5, 6 to rotate, and correct the rotation direction of the output end. The shafts 1, 2 can also be connected to the generator, and the gears 5, 6 drive the gears 3, 4 to rotate, increasing the speed of the generator.

[0123] Six-speed shifting process using pure internal combustion engine full drive:

[0124] In the first gear, the clutch pressure plate connected to the input shaft 2 presses the clutch plate, and the shaft 2 drives the gears 3 and 5 to rotate. The gears 9 and 10 are connected, and the gear 14 is connected, so that the gear 5 drives the sun gear 13 through the gear 10, gear 9, shaft 11, gear 14, and shaft 12 in sequence, and the sun gear 13 drives the planetary gear 15 and the planetary gear 16 connected to the same planetary carrier as the sun gear 13. The diameter of the planetary gear 15 is larger than that of the gear 16, the ring gear 18 is braked and stops rotating, and the ring gear 17 rotates in the opposite direction. The planetary gears 15 and 16 drive the planetary carrier 19, the gear 21, the output shaft gear frame 20 and the differential 23 to rotate as a whole, and the power is distributed to the left and right half shafts 24 through the differential 23. The left half shaft 24 can pass through the hollow gears and shafts, directly connect to the wheels or connect the half shafts through the universal joint to complete the drive of the first gear.

[0125] In the second gear, the clutch pressure plate connected to the input shaft 1 presses the clutch plate, and the clutch pressure plate connected to the input shaft 2 disengages the clutch plate. The shaft 1 drives the gear 4, gear 6 and shaft 12, driving the sun gear 13 to rotate. The other processes are the same as the first gear. The difference is that the diameter of the second gear 4 is larger than the first gear 3, so the final output shaft speed is higher than the first gear.

[0126] The clutch action of the third and fourth gears is the same as that of the first and second gears. The difference is that the planetary gear set is braked by the ring gear 18 and the free rotation of the ring gear 17 is transformed into braking by the ring gear 17 and free rotation of the ring gear 18. Because the diameter of the gear 15 is larger than that of the planetary gear 16, the output shaft speed of the third and fourth gears is higher than that of the first and second gears.

[0127] The double clutch of input shafts 1 and 2 and the braking of ring gears 17 and 18 form a coordinated shifting mechanism similar to a four-clutch.

[0128] In the fifth gear, gear 14 is disengaged, so that gear 5 is no longer connected to sun gear 13, the output shaft gear frame moves to the right and is connected to gears 21 and 22 at the same time, the clutch pressure plate connected to the input shaft 2 presses the clutch plate, the clutch of the fourth gear is released, and the output shaft gear frame 20 is driven by shaft 2 through gear 3, gears 10, 9, shaft 11, and gear 22 to complete the fifth gear.

[0129] In the sixth gear, the ring gear 17 is released from the brake, and the ring gears 17 and 18 can rotate freely. The gear frame 20 moves to the right, disengaging the gear 21, connecting the gear 14, the clutch of shaft 2 is disengaged, and the clutch of shaft 1 is tightened. The power is transmitted to the output shaft gear frame and the differential via shaft 1, gears 4 and 6, shaft 12, gear 14, shaft 11, and gear 22.

[0130] The whole process of three-speed shifting is driven by an electric motor:

[0131] In the first gear, gears 8 and 9 are connected, gear 14 is connected, ring gear 18 is braked, and ring gear 17 rotates freely. The motor power is transmitted to sun gear 13 via gears 8, 9, shaft 11, gear 14, and shaft 12, driving planetary gears 15 and 16, driving planetary carrier 19 to rotate, and driving differential 23 and half shaft 24 to rotate via 21 and output shaft gear carrier 20.

[0132] In the second gear, the ring gear 17 is braked, the ring gear 18 is released, and the output shaft speed increases.

[0133] In the third gear, the best solution is that the power is briefly interrupted, the gear 14 is disconnected, the output shaft gear frame 20 moves to the right, connects with the gear 22, and disengages from the gear 21, and the power is transmitted to the output shaft gear frame 20, the differential 23 and the half shaft 24 through the gears 8, 9, the shaft 11 and the gear 22.

[0134] The motor and the internal combustion engine are driven in conjunction: the electric motor increases the vehicle speed to a certain speed. When it is necessary to maintain a constant cruising speed, the clutch pressure plate connected to shaft 2 can be pressed against the clutch plate, and the internal combustion engine gear enters the fifth gear, and the speed is reduced and the torque is increased from gear 3 to gear 4, which is roughly equivalent to the 4th gear direct drive gear to the 5th gear overdrive gear of the manual 5-speed rear-wheel drive. The motor can exit the drive or enter the electric drive 3rd gear. Because there is an internal combustion engine as the power, there is no need to interrupt the power to shift gears. When the road conditions are good, the internal combustion engine can enter the 6th gear overdrive gear for driving.

[0135] Extended function: When the internal combustion engine is in the 1st, 2nd, 3rd, and 4th gears and the motor is in the 1st and 2nd gears, the planetary gear set in the figure participates in the driving process. When the ring gear 17 is braked and does not rotate, the ring gear 18 will rotate forward at a lower speed. The ring gear is connected to the output shaft gear frame, and a gear is set in the middle. When this gear is engaged, it can be used as a differential gear type large transmission ratio reduction gear. The smaller the diameter difference between gears 15 and 16, the greater the transmission ratio. In addition to the planetary gears 15 and 16, a planetary gear connected to them is set, and like 15 and 16, the meshing ring gears can be braked and stopped, which means that one or more gears can be added. When the ring gear 18 is braked and stopped, the ring gear 17 will rotate in the opposite direction. The left and right positions of the planetary gears 15 and 16 and the ring gears 17 and 18 of the sideband are interchanged in the figure. The ring gear 17 is connected to the output shaft gear frame and the gear is set. When the internal combustion engine needs to use reverse gear, the gear can be engaged and reversed.

[0136] Instructions attached Fig.10 The semi-automatic staged interruption power shift structure is shown. Interrupting the power shift can simplify the transmission structure and reduce the size and weight.

[0137] In the figure, 1 and 2 are the output shafts of the dual clutch, driving gears 3 and 4, and gears 5 and 6 drive gear 8 together on the same shaft 7. Gear 8 moves left and right to connect the gear connected to the sun gear to drive sun gears 9 and 12. Gear 8 moves left and can also directly drive gear 19 at the output end. Planet carrier 10 drives gear 18 to output, and ring gear 16 drives gear 17 to output. 20 is the half shaft of the reducer output. When the dual clutch outputs three or four gears, and three or four planetary gear sets are shifted, the shift mechanism will be more complicated. In the stage where the dual clutch and ring gear brake can control the gear switching, the gear is switched by the dual clutch and ring gear brake. When this stage is exceeded and the next stage is entered, for example, when the transition from driving one sun gear to driving another sun gear is made, the power is interrupted to switch the gear, so it is called staged interruption power shift.

[0138] When starting, in first gear, gear 8 moves to the right and connects to sun gear 9, gear 17 is used as the output end, and two transmission ratios are generated by dual clutch gears 3, 5 and gears 4, 6.

[0139] In the second gear, gear 8 moves to the left and connects with shaft 15 and sun gear 12. Similarly, the double clutch produces two transmission ratios.

[0140] In the third gear, gear position 8 moves to the right and is connected to sun gear 9. Gear position 18 is used as the output end, while ring gear 16 is no longer used as the output end and can participate in the speed change process. Therefore, two ring gears plus dual clutch in this gear position can produce four transmission ratios.

[0141] In the fourth gear, the gear position 8 is shifted to the left, and the drive shaft 15 and the sun gear 12 also produce four transmission ratios.

[0142] In the fifth gear, with gear 19 as the output end, gear 8 moves right and connects to the sun gear 9, generating four transmission ratios. At this time, if the planet carrier 10 can stop rotating, two transmission ratios can be generated.

[0143] In the sixth gear, the gear position 8 is shifted to the left and connected to the shaft 15. The dual-clutch drive shaft 7 and shaft 15 bypass the planetary gear set and drive the output end 19, so that the planetary gear set is in neutral, achieving extremely high transmission efficiency.

[0144] Simulate manual gears; the gearbox lever in the cab simulates the manual gearbox lever, but does not directly control the fork in the gearbox. Instead, the lever is engaged in the corresponding gear to trigger the corresponding actuator action, engage and disengage the corresponding gear, and cooperate with the semi-automatic staged interruption power shift structure. Novices can cooperate with the gear reading bar, and do not need to step on the clutch when shifting gears in the traditional manual gearbox. They only need to operate the lever in the cab to engage the corresponding gear. As can be seen from the above content, for odd gears, gear 8 is shifted to the right, and even gears are shifted to the left, so gear 8 can be operated manually.

[0145] The full-time power interruption shift structure, in the structure shown in the figure, cancels the dual clutch, gears 3 and 4 are installed on the same shaft, and a shift device is installed between the two gears, so that when the power is interrupted, the shaft can be connected to gears 3 or 4 respectively through synchronizers and coupling sleeves using a traditional manual transmission shift device, and the friction brake device of the ring gears 14 and 16 is canceled, and a coupling sleeve connected to the transmission housing is installed between the ring gears 14 and 16 instead, so that when the power is interrupted, the ring gears 14 and 16 are respectively connected to the housing through synchronizers and coupling sleeves and remain stationary.

[0146] Functional expansion: Double planetary gear set fully automatic shift transmission, with shift mechanism A installed between gears 5 and 6 in the figure, through which shaft 7 can be connected to gear 5 or 6 respectively, and output ends 17, 18, 19 no longer directly drive the differential, but drive gear B through the output end, and then drive another output shaft C through the gear, and then install gears 5, 6 and planetary gear sets as above under gears 3 and 4 in the figure, and the transmission ratio is staggered with gears 5, 6 and planetary gear sets above, and the output ends of the upper and lower sets of mechanisms both drive output shaft C with gear B, forming a typical dual-clutch transmission with dual intermediate shafts. During the gear shifting process, the spline of the upper gear 5 moves to the right and is connected to the gear shift mechanism A to drive shaft 7 by gear 3. During the gear shifting process, the spline of the upper gear 6 moves to the left and is connected to the gear shift mechanism A. The double clutch is switched, and shaft 7 is driven by gear 6. The spline of gear 5 moves to the left and is disengaged from the gear shift mechanism A. The spline of the lower gear 5 moves to the right and is connected to the lower gear shift mechanism A to drive the lower shaft 7. The clutch of shaft 2 is closed and the clutch of shaft 1 is disconnected. The double clutch switches from driving the upper planetary gear set to driving the lower planetary gear set. The spline of the upper gear 6 moves to the right and is disengaged from the upper gear shift mechanism A. At this time, the upper gears 5, 6 and the planetary gear set are all in a neutral state and can switch gears at will. Then, the double clutch drives the lower planetary gear set to drive the upper planetary gear set in the same way. The lower gears 5, 6 and the planetary gear set are also in a neutral state and can also switch gears at will. Therefore, gear shifting without power interruption can be achieved throughout the process.

[0147] When shifting gears in neutral, the friction brake device does not need to be used for ring gears 14 and 17. External splines are installed on the left side of the outer circle of ring gear 14 and on the right side of the outer circle of ring gear 17. Internal and external splines and a spline sleeve of a synchronizer are installed between the two ring gears. The external splines of the spline sleeve are connected to the housing to prevent the splines from rotating. The spline sleeve moves to the left and can be connected to the external splines on ring gear 14 to stop ring gear 14. The spline sleeve moves to the right and the internal splines can be connected to the external splines on ring gear 17 to stop ring gear 17.

[0148] High torque reverse gear: A gear can be installed on the side of the ring gear 14, and the power is transmitted to the differential or output shaft through a parallel shaft gear transmission mechanism. The sun gear serves as the input end. When the ring gear 18 stops rotating, the ring gear 17 rotates in the opposite direction to output a large torque. The parallel shaft gear mechanism can further reduce the speed and increase the torque.

[0149] The dual clutch and shafts 1, 2 and gears 3, 4, 5, 6 in the figure are eliminated, and the power source directly drives shaft 7, which can further simplify the transmission. The planetary gear set is used as the wheel-side transmission to replace the original wheel-side reducer with only a deceleration function, forming a transmission with several gears and a wheel-side reducer with several gears. The multiplication of the two can produce multiple gears and output a large torque to the wheels. This interrupted power shift transmission is suitable for other transmission structures described in the present invention.

[0150] In the decentralized transmission drive system of the entire vehicle, it can be used as the first transmission mechanism to shift gears, using the dual-clutch automatic shifting function to shift from the first gear to the second gear. Other transmission mechanisms that require complete power interruption to shift gears will then shift to the second gear in turn.

[0151] Instructions attached Fig.11 What is shown in the figure is a transmission that uses a single clutch and mainly interrupts power shifting. In the figure, 1 is the clutch power, which is transmitted to the speed change mechanism through the clutch, gears 3 and 8. In the figure, 5 is the electric motor or generator, which is connected and disconnected through gear 6, and outputs power by reducing speed and increasing torque through gears 7 and 4, or reducing torque and increasing speed to increase the generator speed.

[0152] Gear 8 transmits power to sun gears 12 and 13 by moving the connecting sleeve 11 left and right, so that the ring gear 17 and gear 18 can output 2 gear ratios, the planetary carrier 14 and gear 19 can output 4 gear ratios, and gears 9 and 10 are connected to bypass the planetary gear set to form a direct gear of this axis, which is output by gear 20.

[0153] Among the 7 gears, only the gears that complete the gear shift by switching between two gear rings can shift automatically. The other gears require interrupting the power to shift, but the structure is greatly simplified.

[0154] Instructions attached Fig.12 The following table shows the Fig.10 The speed change mechanism is basically the same, the difference is that the coaxial output motor 23 is used as the power. When the ring gears 27 and 28 are braked, the outer diameter of the coupling sleeve 29 is connected to the housing through a keyway and does not rotate. It moves to the left and connects with the spline on the ring gear 27, so that the ring gear 27 cannot rotate. It moves to the right and connects with the spline on the ring gear 28, so that the ring gear 28 cannot rotate.

[0155] When the motor output torque is large, you can use direct gear through gear position 25.

[0156] Instructions attached Fig.13The one shown in the figure is mainly used for wheel side drive. In the figure, 1 is a motor, which drives the sun gear 2 of the first row of planetary gears. The engagement sleeve 6 connected to the housing moves to the left and is connected with the spline on the ring gear 5 of the first row of planetary gears. The ring gear 5 cannot rotate. The ring gear 7 of the second row of planetary gears outputs power, and the gear position 11 moves to the right and is connected with the gear position 12 to transmit power to the wheels.

[0157] The gear position 11 moves to the left and is connected with the gear position 10 to receive the power output by the planetary carrier. Through the connection between the coupling sleeve 6 and the spline 8 or 5 on the ring gear, the shaft 13 obtains two gear positions.

[0158] The three gears of the structure shown in this figure all require interruption of power shifting. In a decentralized variable speed drive system, two drive wheels can allow the vehicle as a whole to obtain five gears, and four drive wheels can allow the vehicle as a whole to obtain nine gears.

[0159] In the figure, the missing second row of planetary gear sun gears are used to arrange the gear positions 10, 11, and 12, saving space.

[0160] Instructions attached Fig.14 Shown in the figure is a decentralized transmission mechanism that can accept central power.

[0161] In the figure, 1 is the gear driven by the central power, gear 2 is connected to the coupling sleeve 5 and the direct output gear 16, gear 3 is the output gear of the motor 4, gear 3 can be connected to gear 2 separately or together, the coupling sleeve 5 is connected to gears 6 and 10 respectively by moving left and right, and then drives the sun gears 7 and 11, the ring gear 13 and gear 14 output 2 transmission ratios, the planetary carrier and 15 output 4 transmission ratios, and gear 15 outputs a direct gear, a total of 7 gears.

[0162] Instructions attached Fig.15 What is shown in the figure is an electric drive transmission mechanism mainly used for wheel side or aircraft landing gear.

[0163] In the figure, 1 is a column of a vehicle frame or an aircraft landing gear, 2 is a bracket fixed on 1 or a beam of the landing gear, 3 is an electric motor with the beam 2 as the axis, 4 is a power output shaft of the electric motor, 5 is a housing of the electric motor, 6 is a gear connected to a gear 7 on the planetary carrier, and 8 is another layout of the motor. The motor is no longer centered on the beam 2, but is installed independently, and the layout is more flexible. The torque obtained by the shaft 4 can be increased by gears 9 and 10, which can reduce the output torque of the motor and reduce the weight of the motor.

[0164] The power drives the sun gear 11 to rotate through the shaft 4, and the coupling sleeve 17 connected to the housing moves to the right and connects to the spline 16 on the ring gear. The ring gear 16 is stationary, and the ring gear 18 outputs power. The gear 15 moves to the left and connects to the gear 19 to transmit the power to the differential shaft 20. If there is no need to transmit power to the other side of the wheel, the differential can be omitted. If the wheels on both sides can rotate at the same speed, the differential is not needed and it only needs to be connected to the shaft 24.

[0165] After the power is transmitted to the shaft 20, the planetary gear 21 distributes it to two sun gears 22 and 23. The sun gear 22 is connected to the wheels to drive the vehicle or aircraft on the ground, and the sun gear 23 transmits the power to the vehicle on the other side through the shaft 24.

[0166] After speeding up, the power is interrupted, and gears 15 and 14 are connected to receive the power output by the planetary carrier. The coupling sleeve 17 is connected to splines 18 and 16 respectively, so that the planetary carrier can generate two gears of power. Gears 6 and 7 are connected, which is a direct gear.

[0167] After being installed on the aircraft landing gear, the aircraft can be driven electrically when it is on the ground. The aircraft is slow and heavy on the ground, which is suitable for the large torque output of the gear ring 18. When the aircraft lands, the motor uses the direct gear to keep the tires at a certain speed, making the landing smoother and reducing tire friction. During the deceleration process after the aircraft lands, the gear is continuously changed from the direct gear to the gear that reduces torque and speeds up from the tire to the motor, which enhances the braking effect and kinetic energy recovery effect on the tires and reduces the burden on the tire braking system. The recovered kinetic energy can be used in the driving process from the runway to the parking platform and other purposes, reducing the storage capacity of the aircraft battery.

[0168] Instructions attached Fig.16 Shown is a single row planetary gear transmission.

[0169] In the figure, 1 is the power input shaft, driving gears 2, 3 and sun gear 5. The output gear is connected to gears 8 and 9 respectively by moving left and right. It is connected to gear 9 to output the low-speed, high-torque power generated by the planetary carrier to the outside, and connected to gear 8 to output the power transmitted by the first-stage gears of gears 2 and 3. To make the power and the transmission body closer to the wheels, the gears 8, 9, and 10 in the figure can be transferred to the left side of the gear 3. The specific structure is that the shaft 11 passes through the hollow shaft 4 and appears on the right side of the gear 3. The gear 10 is installed at the leftmost end of the shaft 11. The gear 10 is installed on the shaft 4 on the left side of the gear 3. The planetary carrier is connected to the shaft wrapped outside the shaft 11, passes through the shaft 4 together with the shaft 11, and appears on the left side of the gear 3. The gear it connects is between the gear 10 at the left end of the shaft 11 and the gear 8 on the shaft 4. The gear 10 is connected to the coupling sleeve. The gear switching part of the coupling sleeve is located between the gears 8 and 9. The left and right movement can connect the gears 8 and 9 respectively, so that the power and the transmission body are closer to the wheels.

[0170] The traditional wheel-side reducer transmits power to shaft 4 and only reduces speed through planetary gears. It has no speed change function and a limited reduction ratio. The traditional portal axle drive axle is only used to raise the chassis and increase the vehicle's passability. It has weak deceleration performance and no speed change function. The transmission of gears 2 and 3 in the figure enhances the performance of the wheel-side reducer and forms a portal axle wheel-side structure with two gears. It allows the vehicle to use the second gear at medium and high speeds where energy consumption is the highest, and only uses the first-stage gear transmission, saving several percentage points of energy consumption.

[0171] In a distributed variable speed drive system, two transmissions each have two gears, and the whole vehicle has three gears; four transmissions each have two gears, and the whole vehicle has five gears.

[0172] The dual clutch is connected to two gears and closed to a certain extent. The addition of planetary gear ring gear braking can make the speed change mechanism generate braking force, forming three braking forces: motor power recovery, vehicle braking system, and transmission braking.

[0173] Instructions attached Fig.17 The following is the instruction manual Fig.15 The transmission body in the embodiment adds a dual-clutch drive structure. In the figure, shaft 1 drives the dual-clutch output gears 5 and 6 with two transmission ratios. Gears 10 and 11 can be connected to the middle gear 9 separately or together, increasing the number of gears and partial automatic transmission capability.

[0174] Instructions attached Fig.18 Shown is a low-speed, high-torque electric motor combined with a two-speed wheel drive with a single clutch and single-row planetary gearset.

[0175] Taking the outer rotor motor as an example in the figure, the outer rotor 2 of the motor 1 drives the sun gear 4, so that the planetary carrier generates a large torque to drive the output shaft 8. At medium and high speeds, the clutch 3 is closed, so that the speed change mechanism is equivalent to engaging two gears at the same time, the ring gear brake of the planetary gear is released, and the planetary gear set as a whole rotates synchronously with the motor and shaft 8. The gears for connection and disconnection can be set between the rotor 3 and the sun gear 4 and between the planetary gear 7 and the output shaft 8, and the connection is cut off after switching to the second gear to reduce the loss of churning lubricating oil.

[0176] The cooperation between the clutch and the ring gear brake can make the transmission mechanism generate braking force, forming three kinds of braking forces: motor power recovery, vehicle braking system and transmission braking.

[0177] Instructions attached Fig.19 Shown is a three-drive hybrid drive system in a decentralized variable speed drive system, taking one in front and two in the back as an example and applicable to drive systems of other schemes.

[0178] In the decentralized variable speed drive system, the engine outputs power directly to the drive shaft 1 without passing through the gearbox, and the torque borne by the drive shaft and the main reducer at the drive axle is greatly reduced. For heavy-duty commercial trucks, the first gear ratio is more than 10 times, and the entire transmission system has to bear this torque. Installing the speed change mechanism on the drive axle can reduce the maximum torque borne by the drive shaft and the main reducer by more than ten times.

[0179] In the figure, 1 is the shaft driven by the engine, 2 is the motor, 3, 4, and 5 are the gears responsible for connection and disconnection. The motor drives the shaft 11 of the central first differential through the connection of gears 3 and 4. The engine controls the connection and disconnection with shaft 11 through the clutch at the flywheel. Gear 5 is connected with gear 4 to form a differential lock. Gear 6 is driven by the differential sun gear 7 to transmit power to the front drive axle. In order to bypass the engine, gear 6 is used to drive gear 13. After gears 5 and 6 are connected, shaft 11 and gear 4 rotate synchronously to prevent the front wheel from slipping, or disconnect the front wheel drive, and the two rear wheels can also be driven normally. Sun gear 14 is larger than sun gear 7, and can deliver a torque greater than that delivered to the front axle to the two rear axles. For example, by adjusting the diameters of sun gears 7 and 14, and planetary gears 8 and 9, according to the design load distribution of the vehicle, a torque of one third or one quarter of the total torque can be delivered to the front axle. If there are four drive axles and the load difference is not large, the two sun gears and planetary gears have the same diameter and the torque is evenly distributed. If only two drive axles are needed, the central differential can be eliminated and gear 4 is directly connected to shaft 15.

[0180] Of the two rear drive axles, the first drive axle preferably uses hypoid bevel gears as the main and driven gears of the main reducer, which can make the axis of shaft 15 intersect with the axis of the drive axle. If it is an ordinary bevel gear, a two-stage gear transmission is required to bypass the axis of the drive axle.

[0181] After passing through the first rear drive axle, shaft 15 is connected to shaft 17 in the second central reducer and clutch 25 in the dual clutch. The connecting shaft 17 drives the differential to rotate, driving the sun gears 18 and 24 to rotate. The sun gear is integrated with the driving bevel gear 21 of the first rear drive axle main reducer, driving the driven bevel gear 22 to rotate, and driving the housing of the dual clutch 23 to rotate. The sun gear 24 drives the housing of the dual clutch composed of clutches 25 and 26 to rotate. The driven plate of clutch 26 connects shaft 27 and the driving bevel gear of the second rear drive axle, driving the driven bevel gear of the second rear drive axle main reducer to rotate.

[0182] The clutch 25 is closed, so that the shaft 17 and the sun gear 24 keep rotating synchronously, forming a differential lock between the two rear drive axles. When the vehicle is running normally, the clutch 25 is disconnected, and the first and second drive axles can run at different speeds.

[0183] When the rear axle wheels slip, the clutch 25 is closed, and the two drive axles rotate synchronously to prevent slipping.

[0184] When the two drive axles shift gears alternately, the clutch 25 is closed, one drive axle is disconnected for shifting gears, and the other drive axle bears all the torque transmitted by the shaft 15 to keep the vehicle running smoothly.

[0185] For example, when the vehicle starts, the two drive axles are in the first gear position together. The first rear drive axle with the dual clutch 23 is preferred to shift gears. Because the first rear drive axle has a dual clutch, at least the first gear to the second gear can be automatically shifted without interrupting the power. The clutch 25 will not be closed during the process, and the two drive axles will evenly distribute the torque. When the second rear drive axle shifts gears, the clutch 25 is closed, the clutch 26 is disconnected, and the second rear drive axle is in a neutral state and can be shifted at will. At this time, the first rear drive axle bears all the torque transmitted by the shaft 15, and this torque has not been reduced in speed and increased in torque. Compared with the torque output of the first gear of the traditional heavy truck, which is more than ten times the transmission ratio, the maximum torque appears at the output end of the dual clutch 23 rear transmission mechanism, and the first rear drive axle transmission mechanism, which has been changed to the second gear, has a greatly reduced output torque compared to the first gear, which reduces the burden on the half shaft, wheels, etc. After the second rear drive axle shifts to the second gear or the Nth gear, the clutch 26 is closed and the clutch 25 is disconnected. When the second gear of the first drive axle is converted to the third gear or other gear, if automatic gear shifting is possible, the clutch 25 does not need to be closed, and the gear shifting device automatically shifts gears. If power interruption for gear shifting is required, the clutch 25 is closed, and the two clutches of the dual clutch 23 are disconnected at the same time. The transmission of the first rear drive axle is in neutral and gear shifting is possible. After the gear shifting is completed, the clutch corresponding to the selected gear is closed, the clutch 25 is disconnected, and the vehicle drives normally.

[0186] The final number of gears obtained by the vehicle is the sum of the number of gears of each drive axle, minus the number of drive axles, and then plus 1.

[0187] In the figure, 29 is an electric motor, and 30 is a connecting gear. If the torque of the motor is large, the vehicle can be driven directly at medium and high speeds. The motor is installed at the axle, coaxial with the axle, and can be driven directly at medium and high speeds. If the torque of the motor is not enough to drive the vehicle directly, the motor is installed at the drive shaft, and the main reducer can be used to drive the vehicle with a primary gear transmission at medium and high speeds.

[0188] In the figure, 31 is a half shaft.

[0189] Instructions attached Fig. 20 Shown is a schematic diagram of a coaxial single-speed output dual-clutch automatic transmission on a drive axle.

[0190] In the figure, 1 is the power input shaft, 2 is the motor, 3 is the motor connecting gear, 4 is the driving bevel gear of the drive axle main reducer, 5 is the driven gear, 6 is the dual clutch housing, 7 and 8 are the two clutches in the dual clutch, 9 is the shaft driven by clutch 7, connecting gear 11, 10 is the shaft driven by clutch 8, connecting gears 26 and 18.

[0191] First and second gear (ring gear output)

[0192] First gear: gear position 11 is shifted rightward and connected to gear position 12, clutch 7 drives the left sun gear in the planetary gear set, and power is output by ring gear 34 and gear position 36.

[0193] The second gear drives the right sun gear via clutch 8 through gear position 26.

[0194] The third gear (transition gear):

[0195] Gear 11 moves left to connect to gear 14, gear 28 moves left to connect to shaft 21, and clutch 7 drives gears 15, 22, shaft 21, gear 28 and shaft 30 to transmit power to the differential.

[0196] Fourth gear (transition gear): Gear 18 is connected, and the clutch transmits power to the differential through gears 19, 20, shaft 21, gear 28 and shaft 30.

[0197] Fifth to eighth gear (planetary carrier output):

[0198] 1. The output end of the planetary gear set is switched from gear 36 to gear 37 driven by the planetary carrier. Gear 11 moves right and is connected to gear 12. Clutch 7 drives the left sun gear.

[0199] 2. 28 moves right to the middle position, disconnects from shaft 21, gear position 18 is disconnected, and the sun gear is driven by clutch 8.

[0200] The two sun gears cooperate with the two ring gears to produce four gears from fifth to eighth.

[0201] Ninth gear (direct gear):

[0202] The output end of the transmission changes from the output of gear 37 alone to the output of gear 37 and 38 together. At this time, gear 38 is in neutral state, gear 11 moves right, pushing gear 12 and spline 13 to move right, so that spline 13 is connected with coupling sleeve 24, so that clutch 7 can drive the right sun gear, gear 16 moves right, disengages from coupling sleeve 24, and connects with coupling sleeve 27. By bypassing the planetary gear set, clutch 8 directly drives gear 38.

[0203] 2 and 17 in the figure are motors. If the motor torque is not enough to drive the wheels directly, the motor is installed at the position of motor 2 and the torque is increased by the main reducer. If the motor torque is enough to drive the wheels directly at medium and high speeds, the motor is installed at the position of motor 17. By connecting the gear position 16, the double clutch can be used to shift the speed and drive the wheels in direct gear. Shaft 39 is a half shaft.

[0204] Two reverse gears: the second row planetary gear ring gear 34 is braked, the first row planetary gear ring gear is installed with gear 31, meshing with gear 29, gear 28 is moved right and connected with gear 29, transmitting power to the differential, and the two sun gears are combined with a ring gear brake to produce two gears.

[0205] The speed change mechanism in the figure can be used in a decentralized speed change drive system, and can also be used as an independent drive axle alone. For example, most buses have rear-mounted engines. When the engine is longitudinally mounted, the engine output shaft serves as the power input shaft to connect shaft 1 in the figure.

[0206] When the engine is placed horizontally, the housing of the dual clutch 6 can be connected by a gear chain to form parallel axis power transmission. When the drive axle is fixed on the vehicle body and the distance from the engine remains unchanged, the length of the gear chain does not need to be adjusted. When the drive axle is not fixed on the vehicle body, the distance and angle between the drive axle and the engine will change. A mechanism for adjusting the length of the gear chain is set and the inlet and outlet of the gear chain are enlarged.

[0207] The transition gears and shifting mechanism in the figure can refer to the designs in other drawings of the specification.

[0208] Instructions attached Fig.21 Shown is a transaxle transmission with a two-speed final drive and dual clutch.

[0209] In the figure, the power output shaft 1 directly connects the two active bevel gears 4 and 5 in the two drive axle main reducers, and the two passive bevel gears 8 and 9 are connected to the two clutches 10 and 11 respectively, so that the drive axle transmission has the performance of dual-clutch dual-speed output. Clutch 10 is connected to gear 18 through shaft 17, and clutch 11 is connected to gears 13 and 28 through shaft 12.

[0210] 1st to 4th gear (ring gear output)

[0211] First and second gears: gear position 18 moves right and connects to gear position 19, coupling sleeves 39 and 40 move right, coupling sleeve 40 connects to gear position 33, coupling sleeve 39 connects to coupling sleeve 40, so that both clutches can drive sun gear 34, first driven by clutch 11 and then driven by clutch 10.

[0212] Third and fourth gears: the clutch sleeve 39 moves to the left and connects with the gear position 31, and the sun gear 36 is driven by the clutch 11. The clutch sleeve 40 moves to the left and connects with the clutch sleeve 39, and the drive from the clutch 11 is converted into the drive from the clutch 10.

[0213] Fifth gear (transition gear): gear 13 moves right and connects with gear 15, and gear 28 is pushed to the right to disengage from engagement sleeve 37, gear 24 moves left and connects with gear 23, and power is transmitted to the differential through clutch 11, gears 16, 6, shaft 7, and shaft 27.

[0214] Sixth gear (transition gear): gear 18 moves to the left and connects with gear 20. Power is transmitted from clutch 10 to the differential through gears 20, 22, shaft 7 and shaft 27.

[0215] 7th to 14th gear (planetary carrier output):

[0216] The output end of the transmission is switched from gear 43 to gear 44, gear 13 moves to the left and disengages from gear 15, gear 28 is also driven to move to the left and connects with clutch 37, clutch 39 and clutch 40 are connected and move to the right together and connect with gear 33, clutch 11 drives sun gear 34, gear 24 moves to the right and disengages from gear 23, gear 18 moves to the right and connects with gear 19, and the speed change mechanism returns to the state of the first gear, the difference is that the gear 43 is switched to gear 44.

[0217] The four gears produced by the planetary gearset are multiplied by the two ratios of the dual clutch output, resulting in eight gears.

[0218] 15th and 16th gears (direct gears):

[0219] The transmission output is converted from independent output of gear position 45 to common output of gear positions 45 and 46.

[0220] The gear position 13 moves to the left and connects to the gear position 14 , the gear position 28 is driven to move to the left, and drives the coupling sleeve 37 to move to the left and disengage the coupling sleeve 38 , and the clutch 11 connects to the gear position 45 through the gear positions 13 , 14 and the shaft 30 .

[0221] The output end is changed from the common output of gears 44 and 45 to the independent output of gear 45, the coupling sleeve 40 moves left and disengages from the gear 33, the gear 13 continues to move left, driving the gear 28 and the coupling sleeve 37 to move left, so that the coupling sleeve 37 is connected to the gear 29, and the clutch 10 bypasses the planetary gear set through the gears 18, 19, 29, the coupling sleeve 37, the gear 28, the shaft 16, the gears 13, 14, and the shaft 30, and transmits power to the gear 45.

[0222] Four reverse gears: the second row of planetary gear ring gear 42 is braked, the first row of planetary gear ring gear is installed with a gear, meshing with gear 25, gear 24 is moved right, connected with gear 26 and gear 25, and power is transmitted to the differential. The two sun gears are combined with a ring gear brake to produce two gears, which are then combined with the two transmission ratios output by the clutch to form four reverse gears.

[0223] The transition gears and shifting mechanism in the figure can refer to the designs in other drawings of the specification.

[0224] Instructions attached Fig. 22 The invention relates to a drive axle automatic transmission formed by a dual-clutch driving a dual-speed main reducer.

[0225] In the figure, the power input shaft 1 drives the dual clutch housing, the clutch 11 connects the active bevel gear 5 above the drive axle axis and the driven bevel gear 8 on the left, the clutch 10 deviates from the drive axle axis through the shaft 52, and connects the active bevel gear 4 and the driven bevel gear 9 below the drive axle axis. Gears 5 and 8 as well as gears 4 and 9 are quasi-hyperbolic gears, so that the shaft 52 does not intersect with the drive axle axis. The reason for this arrangement is that the transition gear 51 is suitable for installation between the two driven gears 8 and 9.

[0226] 1st to 4th gear (ring gear output)

[0227] First gear: the coupling sleeve 47 connected to the gear 8 moves to the left, the coupling sleeves 39 and 40 connected to the gear position 49 are connected together and move to the right, connected to the gear position 33, the left planetary gear ring is braked, the right planetary gear ring 42 and the gear position 43 output power, and the sun gear 34 is driven by the clutch 11.

[0228] Second gear: the coupling sleeve 53 connected to the gear 9 moves to the right and connects to the gear position 54, and the sun gear 34 is driven by the clutch 11.

[0229] Third gear; the clutch sleeve 39 moves to the left and connects with the gear position 31, and the clutch 11 drives the sun gear 36.

[0230] Fourth gear: the clutch sleeve 40 moves to the left and connects with the clutch sleeve 39 , and the sun gear 36 is driven by the clutch 10 .

[0231] Fifth and sixth gear (transition gear)

[0232] Fifth gear: the clutch sleeve 47 moves to the right and connects with the gear 48; the gear 59 moves to the right and connects with the gear 62; the power of the clutch 11 is transmitted to the differential through gears 5, 8, gears 48, gears 51, 56, gear 59, gear 62, gear 63 and shaft 7.

[0233] Sixth gear: the clutch sleeve 53 moves to the left and connects with the gear position 55 , and the clutch 10 drives the gear 51 .

[0234] Gears 51 and 56 are connected by a toothed chain, so that the rotation speed of gears 61 and 63 is opposite to the rotation direction of gear 51.

[0235] The seventh to fourteenth gears (planet carrier output) planetary gear set is converted from the output of gear 43 to the output of gear 44 driven by the planet carrier.

[0236] The clutch 11 drives the sun gear 34, and the gear 59 moves to the left and is disengaged from the gear 62. The clutch 53 moves to the right and is connected to the gear 54. The control of the planetary gear set returns to the state of the first gear. The two sun gears and two ring gears are braked, and combined with the two transmission ratios output by the dual clutch, eight gears are generated.

[0237] 15th and 16th gears (transition gears)

[0238] Fifteenth gear: the clutch sleeve 47 moves to the right and connects with the gear position 48, the gear position 59 moves to the left and connects with the gear position 60, and the power is transmitted to the differential through the clutch 11, gears 5, 8, 51, 56, 58, 61 and shaft 7.

[0239] 16th gear: The clutch sleeve 53 moves to the left and connects with the gear position 55, and the clutch 10 drives the gear 51.

[0240] 17th to 20th gear (sun gear output gear)

[0241] The output of the planetary gear set is switched from gear position 44 to direct output position 45.

[0242] The state returns to the seventh gear, and the double clutch drives the sun gear 34 in turn, and the two ring gears are braked respectively, so that the sun gear 36 outputs four transmission ratios to the gear position 45.

[0243] 21st and 22nd gear (direct gear)

[0244] 21st gear: The clutch sleeve 39 moves left and connects to gear position 31. The clutch 11 bypasses the planetary gear set and drives gear position 45.

[0245] 22nd gear: the clutch sleeve 40 moves leftward and connects with the clutch sleeve 39, and the clutch 10 drives the gear position 45.

[0246] Instructions attached Fig.23The figure shows a schematic diagram of a two-speed electric drive axle transmission device, including 1 a motor, 2 an input shaft, 3 a shift coupling sleeve, 4 a toothed chain driving sprocket, 5 a toothed chain driven sprocket, 6 a shift coupling sleeve, 7 a first-speed driving gear of a final reducer, 8 a driven gear of a final reducer, 9 a half shaft (output shaft), 10 a differential, and 11 a second-speed driving gear of a final reducer.

[0247] The speed change device in the figure belongs to the first form: the input shaft and the output shaft rotate in opposite directions.

[0248] First gear (toothed chain involved in secondary transmission) output: Motor 1 drives shift sleeve 3 through input shaft 2, sleeve 3 moves to the left and engages with the spline on driving sprocket 4, so that the motor drives sprocket 4, and drives driven sprocket 5 through the toothed chain. The shaft where driven sprocket 5 is located becomes the intermediate shaft, which rotates in the same direction as the input shaft and rotates in the opposite direction to the input shaft. When sleeve 3 moves to the left, sleeve 6 moves to the left at the same time and connects with the spline on sprocket 5, so that sprocket 5 is connected with the first gear driving gear 7 of the main reducer, and drives the driven gear 8 of the main reducer, differential 10 and half shaft 9 through gear 7 to complete the output of first gear.

[0249] Delivery chain: 1-2-3-4-5-6-7-8.

[0250] Second gear (primary gear transmission) output: coupling sleeves 3 and 6 move right at the same time, coupling sleeve 3 is connected to the second gear main reducer driving gear 11, coupling sleeve 6 is disconnected from sprocket 5, and the power of motor 1 is changed from sprocket 4 output to gear 11 output to main reducer driven gear 8, completing the second gear output.

[0251] Delivery chain: 1-2-3-9-8.

[0252] By taking advantage of the long-distance transmission capability of the toothed chain, the intermediate shaft where gears 5 and 7 are located is transferred to the other side of the drive axle corresponding to the input shaft 2, thereby reducing the weight on one side of the motor and increasing the weight on the other side, making the counterweights on both sides of the drive axle more balanced. This reduces the damage caused by vibration when the drive axle vibrates up and down during driving of the vehicle.

[0253] A planetary gear speed change mechanism can be installed between the sprocket 5 and the gear 7 to increase the overall torque output and the number of gears of the speed change device.

[0254] Instructions attached Fig.24 The speed change device shown in the figure is the same as that in Appendix 23 of the specification, except that bevel gears 15 and 18 serving as the main reducer are installed on the driven sprocket 5 and the main reducer driven gear 8. These two gears become the combination point of the engine power and the electric motor power, so that the engine power can drive the speed change device through the transmission shaft 12.

[0255] In this figure, on the basis of the above figure, a transmission shaft 12, a shift coupling sleeve 13, an engine first gear final reducer driving bevel gear 14, an engine first gear final reducer driven bevel gear 15, an engine second gear final reducer transmission shaft 16, an engine second gear final reducer driving bevel gear 17, and an engine second gear final reducer driven bevel gear 18 are added.

[0256] First gear (secondary transmission) output: The engine power is transmitted to the coupling sleeve 13 through the transmission shaft 12. The coupling sleeve 13 moves up and connects with the spline on the bevel gear 14. The driven bevel gear 15 is driven by the active bevel gear 14, which drives the driven cylindrical gear 8 on the final reducer.

[0257] Transmission chain: 12, 13, 14, 15, 7, 8.

[0258] Second gear (primary transmission) output: The engine power is transmitted to the coupling sleeve 13 through the transmission shaft 12. The coupling sleeve 13 moves downward and is connected to the spline on the transmission shaft 16 of the second gear final reducer of the engine, driving the active bevel gear 17 of the second gear final reducer of the engine. The gear 17 drives the bevel gear 18 installed on the driven gear 8 of the final reducer to rotate.

[0259] Transmission chain: 12, 13, 16, 17, 18.

[0260] It can be seen from the above two figures that the input shaft 2 and the output shaft (half shaft 9) belong to the first form with opposite rotation directions. The input shaft 2 has the same rotation direction as the intermediate shaft where the sprocket 5 and the gear 7 are located. The intervention of the toothed chain transmission formed by the sprockets 4 and 5 forms a two-stage transmission for the first gear and a one-stage transmission for the second gear. If only gear transmission is used, only single-stage transmissions of the first, third and fifth stages can be formed, without a two-stage transmission.

[0261] If automatic gear shifting is required, a dual clutch can be installed behind the motor 1 to control the sprocket 4 and the gear 11 respectively to achieve automatic gear shifting between two gears.

[0262] The best solution for the transmission device shown in the figure is an electric drive axle that is used for motor output speed is low, torque is large but the torque is not enough to directly drive the vehicle and a reduction device is required. The toothed chain can form a larger transmission ratio performance and improve the transmission ratio of the first gear for vehicles traveling at medium and low speeds. The second gear is driven by the input shaft 2 to drive the driving gear 11 and the driven gear 8, and only passes through one level of gear transmission, which is the highest transmission efficiency except for direct drive.

[0263] With the development of electric drive and battery technology, electric drive can meet the needs of most medium and short-distance vehicles. When traveling long distances beyond the electric drive mileage, the engine can drive the active bevel gear 17 and the driven bevel gear 18 through the transmission shaft 12 to drive the vehicle during high-speed driving. At this time, the engine is in a high-efficiency working condition, and only passes through a primary gear transmission of a main reducer. With the engine tilted backward and the transmission shaft raised, the axis of the active bevel gear 17 is theoretically on the same axis as the engine crankshaft. The shaft angle connecting the two ends of the universal joint on the transmission shaft can be theoretically 180 degrees, which can be regarded as the same axis, infinitely reducing problems such as wear of the steering joint and vibration caused by uneven speed. The transmission efficiency of the transmission shaft is close to 100%, making the overall transmission efficiency from the engine to the wheel much higher than that of the extended-range drive mode.

[0264] The addition of the active bevel gear makes the weight on the corresponding side of the motor larger, further balancing the weight on both sides of the drive axle.

[0265] The driving bevel gear 14 and the driven bevel gear 15 are driven by the transmission shaft, and the driven gear 8 is driven to rotate through the driving gear 7, so that the engine intervenes when the electric drive cannot meet the working conditions or the electric drive cannot work normally, providing low-speed driving performance for the vehicle. No transmission is installed behind the engine, and the transmission shaft is directly driven by the clutch, which can reduce the weight of the front of the vehicle and greatly reduce the maximum torque borne by the transmission shaft. If it is necessary to improve the driving performance of the engine on the vehicle, a gearbox with several gears can be installed behind the engine to cooperate with the speed change device on the transaxle.

[0266] In order to keep the two pairs of main reducer gears coaxial and miss the axis where the sprocket 5 is located, the bevel gears 14 and 15 are hypoid gears.

[0267] Instructions attached Fig.25 The device shown is a three-speed coaxial transmission, in which the half shaft 9 as the output shaft passes through the axis of the motor 1 and the input shaft, making the input shaft and the output shaft coaxial, which is the third form: the input shaft and the output shaft are coaxial and rotate in the same direction.

[0268] In the figure, in the first gear (toothed chain intervenes in the three-stage transmission), the motor 1 drives the gears 2 and 19, the coupling sleeve 3 moves rightward and is connected to the spline on the sprocket 4, and drives the driven sprocket 5 through the sprocket 4 and the toothed chain. The coupling sleeve 6 connected to the sprocket 5 moves rightward and is connected to the main reducer driving gear 7, driving the main reducer driven gear 8, and the gear 8 drives the differential 10 and the half shafts thereon to rotate.

[0269] Delivery chain: 1-2-19-3-4-5-6-7-8

[0270] In the second gear (two-stage gear transmission), the motor 1 drives the gears 2 and 19, the coupling sleeve 3 moves to the left, disengages from the connection with the gear 4, and is connected to the spline on the gear 11. The driving gear 11 drives the driven gear 8, and the coupling sleeve 6 moves to the left, disengaging from the connection with the gear 7.

[0271] Delivery chain: 1-2-19-3-11-8

[0272] Third gear (direct gear): Motor 1 drives the input shaft and gear 2. A gear connection sleeve and a spline can be installed between gear 2 and gear 8 to form a direct gear after connection.

[0273] Delivery chain: 1-2-8

[0274] In this figure, since the input and output shafts are coaxial, a primary transmission cannot be formed, and a first intermediate shaft (the shaft where the sprocket 4 and the gear 9 are located) and a second intermediate shaft (the shaft where the sprocket 5 and the gear 7 are located) are formed. From the perspective of rotation direction and power transmission, the first intermediate shaft replaces the position of the input shaft in the previous two figures, that is, the first intermediate shaft and the second intermediate shaft maintain the same rotation direction, which is opposite to the input shaft and the output shaft.

[0275] Because the speed change device in this figure has the input shaft and the output shaft coaxially rotating in the same direction, it can not only be used as an electric drive axle speed change, but also as a transmission installed behind the engine and the longitudinal motor. For example, the gear 8 is no longer equipped with a reducer, but the output shaft and the transmission shaft are connected on the right side of the gear 8 to output power to the drive axle, and the clutch behind the engine drives the gear 2 to form a weakened gearbox behind the engine, forming a three-stage reduction in the first gear, a two-stage reduction in the second gear, and a direct gear in the first gear. With the speed change device on the drive axle, the driving performance of the engine on the vehicle is greatly improved. When used as a four-wheel drive transmission or an electric central transmission of a dual rear drive axle, the transfer case can be omitted. The half shaft in the figure can be used as a drive shaft connecting the front and rear axles, and an anti-skid device can be installed on the differential.

[0276] If a dual clutch is used to control the shifting between the first and second gears, the dual clutch can be installed at the position of the engagement sleeve 3. The clutch housing 3 is driven by the gear 19, and the left and right sides are the clutch plates of the driving gear 11 and the sprocket 4 respectively.

[0277] In the figure, the engine power is connected through the transmission shaft 12 through the coupling sleeve 13, driving the active bevel gears 17 and 14 respectively. The coupling sleeve 13 moves up and connects the sprocket 20. The active sprocket 20 drives the driven sprocket 21 and the active bevel gear 14 and the driven bevel gear 15 through the toothed chain. The driven bevel gear 15 and the gear 19 are the same gear seat. The sprockets 4, 5, the coupling sleeves 6, 7 gears and the gear 8 can be connected through the coupling sleeve 3 to form a three-stage reduction transmission, and the gear 11 and the gear 8 can be connected through the coupling sleeve 3 to form a two-stage reduction transmission. The coupling sleeve 13 moves downward, disengages from the sprocket 21, and connects with the bevel gear 17. The engine power can directly drive the active bevel gear 17 and the driven bevel gear 18 to form a first-stage reduction transmission. A two-speed gearbox is installed behind the engine, combined with the drive axle speed change device, and theoretically can produce 6 gears. A three-speed gearbox is installed behind the engine, and theoretically can produce 9 gears. The 1 reverse gear behind the engine can also produce 3 reverse gears.

[0278] Instructions attached Fig.26 Shown is a four-speed dual-clutch automatic transmission with four-stage, three-stage, two-stage and one-stage transmissions respectively.

[0279] First gear: The power of the motor 1 drives the active sprocket 4 through the clutch plate on the right side of the dual clutch 3, and drives the passive sprocket 5 through the toothed chain. The coupling sleeve 21 moves to the left and is connected to the gear 22. The gear 22 drives the gears 23, 24 and 26. The coupling sleeve 25 connected to 7 moves to the right and is connected to the gear 26. The gear 7 is driven by the gear 26, driving the main reducer gear 18 which is an integrated cylindrical gear and bevel gear to rotate.

[0280] Transmission chain: 1-3 right-4-5 (first-stage toothed chain reduction)-21-22-23 (second-stage gear reduction)-24-26 (third-stage gear reduction)-25-7-18 (fourth-stage gear reduction)

[0281] Second gear: Motor 1 drives coupling sleeve 27 through the left clutch plate of dual clutch 3. Coupling sleeve 27 moves leftward and connects with the spline on gear 2. Gear 2 drives the main reducer gear 18 through gears 23, 24, 26, coupling sleeve 25 and gear 7.

[0282] Transmission chain: 1-3 left-2-23 (first gear reduction)-24-26 (second gear reduction)-25-7-18 (third gear reduction)

[0283] Third gear: The power of the motor 1 drives the active sprocket 4 through the clutch plate on the right side of the dual clutch 3, and drives the passive sprocket 5 through the toothed chain. The coupling sleeve 21 moves to the right and is disconnected from the gear 22. The coupling sleeve 25 moves to the left and is disconnected from the gear 7 and connected to the coupling sleeve 21. The sprocket 5 drives the gear 7 through the connection of the two coupling sleeves, driving the main reduction driven gear 18 to rotate.

[0284] Transmission chain: 1-3 right-4-5 (first-stage toothed chain reduction)-21-25-7-18 (second-stage gear reduction)

[0285] Fourth gear: the motor 1 drives the coupling sleeve 27 through the left clutch plate of the dual clutch 3, the coupling sleeve 27 moves rightward, disengages from the gear 2, and connects with the gear 11, and the gear 11 drives the main reduction driven gear 18 to rotate.

[0286] Transmission chain: 1-3 left-27-11-18 (first gear reduction)

[0287] If bevel gears 14 and 15 are not installed, coupling sleeves 21 and 25 and matching splines can be transferred to the left side of sprocket 5, coupling sleeve 27 and matching splines can be transferred to the right side of gear 11, sprocket 5, gears 22, 23, 24, 26, 7 can be close together to make the structure more compact.

[0288] The engine power drives the coupling sleeve 13 through the shaft 12. The coupling sleeve 13 moves upward and is connected to the gear 20, and drives the gear 21 and the active bevel gear 14 and the driven bevel gear 15. The gear 15 is integrated with the gear 5. With the help of the transmission chain between the gear 5 and the driven gear 18 of the final reducer, a five-stage reduction and a three-stage reduction are formed. In addition, the active bevel gear 17 and the driven bevel gear 18 form a single-stage reduction gear. The engine has a total of three gears.

[0289] The four-stage reduction transmission needs to go through four reductions, and the transmission efficiency is low. It can be used for vehicle starting, heavy-load steep slope starting, etc. In urban areas, the second and third gears are mainly used, and the first gear is used for medium and high-speed cruising to achieve the highest transmission efficiency. If more gears are needed, by adding active pinions and driven large gears on each shaft, more gears and transmission ratios are formed through gears of different diameters, and a gear that allows the two gears to be connected is installed between gear 24 and gear 18, so that the intermediate shaft can directly drive the differential, so that gear 22 drives gear 23 to form a new secondary transmission, and gear 2 drives gear 23 to form a new primary transmission.

[0290] The intermediate shaft and the input shaft can both become the output shaft of the power take-off as needed. The intermediate shaft can also change gears according to actual needs to provide different torque and speed outputs.

[0291] When the vehicle changes from high speed to low speed or static braking, the transmission device can transition from fourth gear to first gear through the dual clutch as the vehicle speed decreases, which can maintain a high speed of the motor and generator during deceleration. The speed will not drop rapidly as the vehicle speed decreases, nor will the motor and generator speed be too high when shifting into low gear when the vehicle speed is high.

[0292] Instructions attached Fig. 27 The figure shows a transmission device with two gears, namely, a double reduction transmission and a single reduction transmission, which belongs to the second form: the input shaft and the output shaft rotate in the same direction.

[0293] In the figure, 1 is the power input shaft of the engine, 2 is the coupling sleeve, 3 is the spline on the coupling sleeve 4, the coupling sleeve moves to the right and can be connected with the spline 3 on the coupling sleeve 4, 12 is the motor, the coupling sleeve 13 moves to the left and is connected with the spline on the shaft 14, and can drive the coupling sleeve 4 which is integrated with the shaft 14, so the engine and the motor can drive the coupling sleeve 4 separately or together. The left and right moving actuator of the coupling sleeve 2 and 13 is integrated with the actuator of the coupling sleeve 4, and moves left and right with the actuator of the coupling sleeve 4, and moves left and right relative to the coupling sleeve 4 when an operation needs to be performed.

[0294] In the figure, 11, 7, and 8 are spur gears, 11 and 8 are driving and driven sprockets, and gear 7 is a spur gear made to mesh with gear 8.

[0295] First gear: The coupling sleeve moves to the left and connects with the spline on gear 5. Gear 5 drives gears 6, 7 and the main reduction driven gear 8, driving the reducer 9 and the half shaft 10 to rotate, forming a two-stage reduction transmission.

[0296] Second gear: The coupling sleeve moves right and connects with the spline on the driving sprocket 11, and drives the driven sprocket 8 as the driven gear of the main reducer to rotate, forming a first-stage toothed chain reduction transmission.

[0297] In the figure, the input shafts 1 and 14 rotate in the same direction as the output shaft 10, and in the opposite direction to the intermediate shaft where the gears 6 and 7 are located.

[0298] Instructions attached Fig.28 The three-speed transmission device shown is a three-speed reduction transmission with three-speed reduction, two-speed reduction and one-speed reduction transmission.

[0299] The difference between the figure and the above figure is that the positions of gears 5 and 11 are interchanged, forming a separate driven sprocket 15 to provide transmission for the first and third gears.

[0300] First gear: the engagement sleeve 4 moves left and connects with the driving sprocket 11, driving the driven sprocket 15. The engagement sleeve 16 on the sprocket 15 moves left and connects with the spline on the gear 17. The gear 17 drives the main reducer driven gear 8 through the gears 6 and 7, forming a three-stage reduction transmission.

[0301] Drive chain: 4-11-15 (first stage toothed chain reduction drive) -16-17-6 (second stage gear reduction drive) -7-8 (third stage gear reduction drive)

[0302] Second gear: the clutch sleeve 4 moves rightward, disengaging from the sprocket 11 and connecting with the spline on the gear 5. The gear 5 drives the gears 6 and 7, and finally drives the driven gear 8 of the main reducer to rotate, forming a two-stage reduction transmission.

[0303] Transmission chain: 4-5-6 (first gear reduction transmission) -7-8 (second gear reduction transmission)

[0304] Third gear: the coupling sleeve 4 moves left and connects with the driving sprocket 11, driving sprockets 11 and 15, the coupling sleeve 16 moves right and connects with the coaxial spline of gear 8, thereby driving the driven gear 8 of the main reducer to rotate, forming a first-stage reduction transmission.

[0305] The best application scenario for the transmission device in the figure is a hybrid drive axle with a transverse engine. The input shaft and the output shaft rotate in the same direction, and there is an intermediate shaft between the two shafts. It is a standard transverse engine front-wheel drive transmission, which is suitable for many current transverse front-wheel drive engine models. The coupling sleeve 4 can be changed to a dual clutch, and the gear 5 and the sprocket 11 are controlled by the dual clutch to form an automatic transmission device.

[0306] The output shafts can be combined with other types of transmission mechanisms, such as planetary gears, continuously variable transmission mechanisms, etc., and combined with the characteristics of chain transmission to form transmission devices with more characteristics.

[0307] The present invention focuses on the drive axle for speed change and deceleration. There is no heavy gearbox behind the engine, and the torque borne by the transmission shaft and the main reducer is reduced by several to dozens of times. When the vehicle only needs to travel on a road with good road conditions, the drive axle driven by the engine can be separated from the drive axle driven by the motor. For example, for a 6X4 vehicle, the rear two axles are drive axles, the engine drives the front axle, and the motor drives the rear axle. When it is possible to travel on a road with poor road conditions, the motor can drive the two rear axles to ensure the driving force at low speeds.

[0308] On vehicles with more than two drive axles, the engine power does not go through the gearbox's low-speed gearbox to reduce speed and increase torque, and the torque output to the drive axle is greatly reduced. Its power only drives one drive axle to meet the vehicle's uniform speed. Therefore, the engine power is only connected to one drive axle, which can simplify the structure of the transmission system and improve transmission efficiency. For example: the engine power drives shaft 1, drives cylindrical gear 1, gear 1 drives another cylindrical gear 2 on parallel shaft 2, gear 2 drives shaft 2 to rotate, shaft 2 drives cylindrical gear 3 and toothed chain driving wheel on it to rotate, gear 3 drives cylindrical gear 4 on shaft 3 to rotate, the toothed chain driving wheel drives the toothed chain driven wheel on shaft 3 through the toothed chain, shaft 3 is the output shaft, and keeps the same axis as shaft 1. Shaft 3 is connected to shaft 1 to form a direct forward gear, and the transmission of gears 1, 2, 3, and 4 can form a parallel shaft transmission deceleration forward gear, and a reverse gear can be obtained through the toothed chain transmission. The number of gears can be increased as needed.

[0309] A weakened transmission with a reverse gear and one or several forward gears can be installed behind the engine to ensure that the vehicle has basic mobility when the electric drive system fails to work properly.

[0310] The planetary gear set proposed by the present invention with a square superposition of the number of gears can provide a very large torque and a very large number of gears when the ring gear is used as the output end, and the transmission efficiency of each gear can be regarded as the efficient transmission of a first-stage planetary gear, and more gears can be superimposed.

[0311] At present, most electric vehicles use a reducer with a single transmission ratio, and some use a two-speed transmission. The transmission ratio difference between the two gears is very large, and the gear shift is more obvious. The more gears there are, the smaller the transmission ratio difference between the gears, which will make the vehicle power output more stable. Compared with internal combustion engines, electric motors have a larger speed range and are more suitable for dry dual-clutch transmissions. Even in congested roads, there will be no frequent switching of the dual clutch. Electric motors can also work normally at very low speeds without overheating the dual clutch, giving full play to the characteristics of simple structure, low cost and high transmission efficiency of the dry dual clutch.

[0312] Hybrid power transmission: Utilize a large transmission ratio reducer, especially the two sets of planetary gear differential structures mentioned above, to form a large transmission ratio coaxial transmission reducer, forming two multiple gears similar to a dual clutch, so that the motor and engine can use this transmission separately or together, which can reduce the performance requirements for the motor, such as reducing the maximum output torque of the motor and reducing the maximum speed of the motor.

[0313] At present, the speed of electric motors in new energy vehicles has reached tens of thousands of revolutions, and there are electric motors with more than 20,000 revolutions under development. The suitable speed of heavy truck engines is generally within 2,000 revolutions, which is more than 5 times different. According to this inference, as long as there are enough reduction gear ratios and gear numbers, a 600NM electric motor can replace a diesel or natural gas engine with an output torque of 3,000NM, and the electric motor has good low-speed performance, so the vehicle can obtain better low-speed performance. The engine and the electric motor jointly drive the vehicle, which can reduce the requirements for the engine and the motor, increase the driving performance of the vehicle, and reduce the output torque of the engine and the electric motor. Because of the large gear ratio and multiple gears, it can meet the basic needs of the engine and the electric motor to drive the vehicle alone, reducing the cost and weight of the vehicle.

[0314] Wheel-side double-speed and multi-speed reduction transmission: The planetary gear set with multiplication and superposition of the number of gears described in the present invention is small in size and has a large number of gears, which can be used for wheel-side reducers, and the alternating interruption shifting of the wheel-side reducers can be combined. Theoretically, two planetary gear sets can provide more than six gears. When the ring gears of the two planetary gear sets are not braked, the planetary gear sets are equivalent to being in a neutral state, and the gears can be switched conveniently.

[0315] Assuming that the transmission provides four gears, the wheel-side transmission has four gears, which can be combined into 16 gears. When the transmission has five gears, it can have a total of 20 gears. The wheel-side reducer is to share the deceleration function of the transmission and reduce the torque of the transmission system. Through the output of the ring gear in the planetary gear set described in the present invention, a transmission ratio of more than ten times can be generated, which is much larger than the current wheel-side reducer, and can further reduce the transmission output and the torque of the transmission system. The multiple gears of the wheel-side reducer can also reduce the dependence on the number of transmission gears. When the drive axle is installed with an electric motor, it can be considered that the output power of the electric motor is transmitted to the wheel-side reduction and transmission through the simplest and most efficient primary parallel shaft gear reduction, or even directly transmitted to the wheel-side reduction and transmission through the coaxial structure of the electric motor, differential, and half shaft without deceleration or speed change.

[0316] Auxiliary brake function: When the above-mentioned wheel-side double-speed and multi-speed reducers use friction-type ring gears and planetary carriers for braking, when more than two brakes are locked, the wheels can be stopped from rotating, and can be used as parking devices, brake devices or auxiliary brake devices, and the oil pump allows the lubricant and coolant to flow in the drive axle, frame, bottom plate and other parts, bringing the heat to the entire drive axle, and even to the vehicle and body, using the drive axle for brake and gear heat dissipation. Friction devices of the transmission system such as dual clutches and reduction locks can also become auxiliary brake devices. For example, when the gears controlled by the dual clutch are engaged in two gears, both clutches of the dual clutch are engaged, which is equivalent to engaging two gears at the same time, resulting in locking, and the transmission shaft will also be locked at the same time, controlling the engagement friction of the two clutches, which is equivalent to controlled braking. The combination of wheel-side reducer braking devices, dual clutches, differential locks, power recovery braking, engine passive rotation braking, etc. can greatly increase the braking performance. For example, power recovery braking is preferred, and then the braking device is selected to intervene according to the braking needs.

[0317] The integration of electric motors, generators, internal combustion engines and power take-offs in the transmission: By disconnecting the clutch or dual clutch, some gears can be placed in a neutral state. After connecting the electric motor, generator, power take-off, etc., the clutch is closed so that the power output device and the driven device can be smoothly connected to the entire drive system. The power take-off, generator, air pump, etc. are relatively simple and have little impact on the overall system, so they are not explained separately in the figure.

[0318] Gear shift reading bar: The automatic transmission adds gears that require temporary interruption of power shifting. If the power shift is suddenly interrupted automatically, it will bring a bad experience to the driver. The gear shift reading bar is set up, such as through sound prompts, progress bars, color changes and display of the current gear number, to assist users in grasping the timing of gear shifting and improve the driving experience.

[0319] Simulate manual gear; the gearbox operating lever in the cab simulates the traditional manual gearbox operating lever, but the operating lever does not directly control the shift fork in the gearbox. Instead, the corresponding actuator is triggered to engage or disengage the corresponding gear after the operating lever is engaged in the corresponding gear.

[0320] Single interruption power shifting of dual-axle dual-engine and multi-axle multi-engine vehicles: When a dual-axle dual-engine or multi-axle multi-engine vehicle shifts from low speed to high speed, the power of a drive axle (1) with a high output torque can be quickly reduced until the power source is interrupted, so that the transmission mechanism of this drive axle is in a neutral state, and the gears are quickly shifted, and the torque is quickly increased. At the same time, the torque of another drive axle (2) with a low output torque is quickly and briefly increased, so that the drive axle (1) is first shifted to a high gear, and the drive axle (2) retains a low gear, because the drive axle can output a larger torque in a low gear. By adjusting the torque output size of the two drive axles, the overall driving force change of the vehicle is reduced. When shifting multi-axle multi-engine vehicles, more than two drive axles can be selected to interrupt power shifting at the same time according to the total number and situation.

[0321] The planetary gear set in the present invention can generate a large transmission ratio output with multiple gears, low speed and high torque, and can be used in a variety of reduction transmission mechanisms, such as the reduction device in a robot. When the input end and the output end are swapped, multiple high-speed and low-torque outputs can be generated, which can be used in a variety of speed-increasing mechanisms, such as a wind power generation device. The current large transmission ratio speed reduction and speed-increasing mechanisms have only one transmission ratio, but the planetary gear set of the present invention can enable the speed change mechanism to have more than two transmission ratios with minimal additional investment. In the use of the mechanical arm, because there is currently only one speed ratio, the mechanical arm can only run at one speed. When it has more than two gears, the mechanical arm can adjust the gear according to the actual load, increase or decrease the operating speed, improve the efficiency of the production line, and the structure is simpler. When used for wind power generation, the speed of the generator can be adjusted according to the wind force and the speed of the blades.

[0322] The planetary gear set in the present invention can be used for coaxial transmission, and can be used for drive forms such as drive axle transmission, wheel-side transmission, and can be combined with a rotary engine with a hollow shaft, so that the half shaft or transmission shaft of the differential output can pass through the axis of the rotary engine and be connected to the wheel or drive axle.

[0323] The power output by the engine can be transmitted to the drive axle without going through the transmission speed change, and then transmitted to the differential after the speed change by the transmission coaxial with the drive axle and the half-axle, and then transmitted to the wheels by the differential and the half-axle. This way, there is no transmission at the engine, which reduces the weight and volume of the engine and makes the engine more convenient to arrange. The small size of the transmission and the shared drive axle reduce the weight of the vehicle, reduce the burden on the drive system, and can reduce the weight of the front end of the vehicle, so that the weight of the transmission is moved to the rear axle for better weight distribution. A clutch is installed on the drive axle transmission to form a split dual-mass, dual-clutch. The clutch at the drive axle enables vehicles with more than two drive axles to have the function of cutting off power and continuously shifting gears by the drive axles respectively. For example, one drive axle (prioritizing the rear axle) maintains power connection, the front axle clutch is disconnected (at this time the central differential performs front and rear synchronous rotation locking), the front axle is shifted up, the front axle clutch is closed, the central differential is unlocked, the rear axle clutch is disconnected (at this time the central differential performs front and rear synchronous rotation locking), the rear axle is shifted up, the rear axle clutch is closed, and the central differential is unlocked. In this way, the front and rear axles can be shifted alternately to ensure uninterrupted power. The front and rear axles are combined into a dual clutch, and the actual structure is a single clutch. The heat dissipation performance is better than that of the existing dual clutch, and it forms an actual split dual-mass flywheel with the flywheel at the engine.

[0324] More extreme, all the speed change functions are placed on the wheel-side reducer, and the planetary gear set described in the present invention is used as the main body to replace the current wheel-side reducer with only one transmission ratio. The planetary gear set described in the present invention has the characteristics of large transmission ratio, small size, multiple gears and high efficiency, and reduces the burden of the transmission system. The half shaft is transmitted to the parallel gear shaft parallel to the wheel axis, and then transmitted to the planetary gear set through the gear, so that a portal bridge wheel-side transmission can be formed. The half shaft is connected to the clutch (dual clutch) for more convenient gear shifting. Two rows of planetary gears and the planetary carrier can produce four gears. Adding another row of planetary gears, three rows of planetary gears can produce 9 gears, and the ring gear can also output multiple gears with greater torque.

[0325] The contents of the present invention are intended to illustrate the present invention, but are not intended to limit the present invention. The drawings in the specification are schematic diagrams, and the scope of the present invention cannot be limited by the contents shown in the drawings.

Claims

1. The present invention is a variable speed drive system for a hybrid vehicle, comprising a gearbox-less powertrain (1), a toothed chain and gear combination speed change device (2), a multi-row multi-output end planetary gear set transmission (3), a dual clutch capable of shifting gears (4), a hybrid drive axle and vehicle (5), a shift coupling sleeve (6) that can be connected to each other, a dual coupling sleeve three-speed shift device (7), coupling sleeves that can be connected to the same spline and can bypass the spline to connect to each other (8), and a shift auxiliary prompt device (9); Its characteristics are: No transmission device is installed behind the powertrain (engine, electric motor), and the output power directly drives the transmission shaft, transmits the power to the drive axle, and directly drives the vehicle through the main reducer. The main speed change function can also be handed over to the transmission device on the drive axle, making the powertrain part simple in structure and light in weight. The transmission shaft and the main reducer do not bear large torque, which reduces weight, reduces costs, and increases transmission efficiency. A weakened transmission device with several gears is installed behind the powertrain (engine, electric motor), which can drive the generator and power take-off, and can cooperate with the transmission device of the drive axle to complete the overall power transmission of the vehicle; Main content: The gearboxless powertrain (1) is a system where no transmission is installed behind the engine or motor, and the power is directly connected to the drive shaft; The toothed chain and gear combination speed change device (2) is a combination of a toothed chain transmission and a gear transmission to form a first-stage transmission, which can be a gear position; The multi-row multi-output end planetary gear set transmission (3) is a transmission device with two or more rows of connected planetary gear sets as the main body, in which the ring gear, the planet carrier and the central shaft of the planetary gear set can all output power; The shiftable dual clutch (4) is a gear position that can be switched between the two shafts output by the dual clutch; The hybrid drive axle and vehicle (5) are composed of an engine drive axle, an electric drive axle and a hybrid drive axle. The engine drive axle and the hybrid drive axle have a main reducer driven by the engine, and the electric drive axle and the hybrid drive axle have a transmission. The driven gear of the main reducer, the planetary gear and the spur gear are integrated on the same gear as required; The gear shift coupling sleeve (6) that can be connected to each other is composed of two corresponding matching coupling sleeves, and the two coupling sleeves can be connected to each other and can also be connected to other splines respectively; The double-engagement sleeve three-speed shift device (7) uses a shift fork to control two engagement sleeves to switch gears among three gears; The coupling sleeves (8) which can be connected to the same spline and can bypass the spline to connect to each other are composed of two coupling sleeves and a spline. The two coupling sleeves can be connected to each other or to the spline separately or together. The gear shift auxiliary prompt device (9) assists the driver in understanding the vehicle speed and the status between gear positions.

2. The hybrid vehicle variable speed drive system according to claim 1, characterized in that The gearbox-less power assembly (1) is composed of a forward-inclined (rearward-inclined) power source (engine, electric motor) (1), a clutch (2), a clutch housing (3), a clutch housing bearing (4), a clutch and an output shaft telescopic spline sleeve assembly (5), an oil seal (6) and a vent hole (7); The rear of the power source (engine, electric motor) (1) is connected to a clutch housing (3) for installing a clutch (2). The clutch housing is provided with a bearing (4) for installing and fixing a telescopic spline sleeve assembly (5) of the clutch and the output shaft. One end of the spline sleeve assembly (5) is connected to a clutch plate of the clutch (2), and the other end is connected to the front end of the transmission shaft to transmit power through the spline.

3. The hybrid vehicle variable speed drive system according to claim 1, characterized in that The toothed chain and gear combination speed change device (2) is composed of a toothed chain transmission group (1) and a gear transmission group (2); Its characteristics are: Chain transmission is inserted into the gear transmission process. In the toothed chain transmission, the driving wheel and the driven wheel rotate in the same direction, while in the gear transmission, the driving wheel and the driven wheel rotate in opposite directions. Based on this feature, the combination of the two can form a gear position for each level of transmission.

4. The hybrid vehicle variable speed drive system according to claim 1, characterized in that A multi-row multi-output planetary gear set transmission (3) is composed of two or more coaxial planetary gears (1), a planetary gear shaft (2), a sun gear (3), a ring gear (4), a ring gear brake (5), a common planet carrier (6), multiple input ends (7) and multiple output ends (8); Its characteristics are: For two or more planetary gears installed on the same planetary gear shaft, take two planetary gears as an example. The two planetary gears maintain the same revolution and rotation. Each transmission ratio transmitted to the planetary gear set can drive each sun gear through the shifting device. A sun gear generates an active-driven relationship with each ring gear through the planetary gears installed on the same axis. When there are two sets of planetary gears, and the first sun gear is used as the input end and the planet carrier is used as the output end, the two ring gears are braked respectively, and the first sun gear and the first ring gear and the second ring gear respectively generate a transmission ratio, and a total of two transmission ratios are generated. Then, the second sun gear is used as the input end through the shifting mechanism, and the second sun gear again generates two transmission ratios with the two ring gears. At this time, the two sets of planetary gears generate a total of four transmission ratios. By analogy, three sun gears in three sets of planetary gears correspond to three ring gears, which can generate nine transmission ratios, and four sets of planetary gears can generate 16 transmission ratios. Therefore, it is called the number of gears superimposed by the second power, and it can be regarded as the transmission efficiency of the first-level planetary gear. The output ends of the multi-output planetary gear set can be the planet carrier, ring gear, sun gear and input shaft. With the ring gear as the output end, a very large transmission ratio can be generated. With the sun gear as the output end, several gears such as reduction gear, direct gear and overdrive gear can be provided. The input shaft of the planetary gear set can bypass the entire planetary gear set and directly become the output end, achieving maximum transmission efficiency. The input end of the multi-input planetary gear set can be a driving sun gear, a planet carrier and a ring gear; The slave brake planetary gear set can be ring gear brake, planet carrier brake and sun gear brake.

5. The hybrid vehicle variable speed drive system according to claim 1, characterized in that The shiftable dual clutch (4) is composed of a dual clutch (1), a shaft (2), a shaft (3), a non-switchable gear (4), a switchable gear (5), a shift device (6) and an inner and outer coupling sleeve shift device (7); Its characteristics are: The two clutches of the dual clutch (1) drive the shaft (2) and the shaft (3) respectively, the non-switchable gear (4) is driven by the fixed shaft (2) or the shaft (3), and the switchable gear (5) can be driven by the shaft (2) and the shaft (3) at the same time, or can be switched between the two shafts and driven separately by the two shafts; the shaft (2) and the shaft (3) can drive the non-switchable gear (4) or the switchable gear (5) through the gear conversion, and the switchable gear (5) can be installed on a driven shaft parallel to the shafts (2) and (3), and has the performance of being able to jump gears by using the gear (5) that can be driven together as a transfer; The single switchable gear (5) has two non-switchable gears (4) on both sides, a switchable gear (5) in the middle, and a shifting device between the three gears, so that the two shafts can switch between the three gears; The double switchable gear (5) has two non-switchable gears (4) on both sides and two switchable gears (5) in the middle. There is a shifting device between the gears (4) and (5), and the shifting device between the two switchable gears (5) is a coupling sleeve (7) with an inner and outer sleeve, so that the shafts (2) and (3) can drive the two switchable gears (5) simultaneously or separately. The inner and outer sleeves (7) have internal splines inside the sleeve and external splines outside the sleeve. The internal splines can be connected to other external splines, and the external splines outside the sleeve can be connected to the internal splines of other sleeves.

6. The hybrid drive axle and vehicle (5) according to claim 1, characterized in that The drive axle is divided into an engine drive axle (1), an electric drive axle (2) and a hybrid drive axle (3) Its characteristics are: The engine drive axle (1) is driven only by the engine, and the driven gear of the main reducer can be connected or disconnected with the reducer; The electric drive axle (2) is driven only by the electric motor and has a transmission to provide speed and torque conversion for the electric motor; The hybrid drive axle (3) has both a main reducer driven by the engine and a transmission driven by the electric motor, and the engine power can be changed in speed using the transmission of the electric motor as required; The vehicle can be equipped with one or more hybrid drive axles (3) according to design requirements; The vehicle can be equipped with one or more engine drive axles (1) and one or more electric drive axles (2) according to design requirements; The vehicle can be equipped with one or more engine drive axles (1) and one or more hybrid drive axles (3) according to design requirements; The vehicle can be equipped with one or more hybrid drive axles (3) and one or more electric drive axles (2) according to design requirements.

7. The hybrid vehicle variable speed drive system according to claim 1, characterized in that The gear shift coupling sleeve (6) which can be connected to each other is composed of two corresponding matching coupling sleeves; Its characteristics are: The two coupling sleeves each have an external spline or an internal spline on one side, and the two coupling sleeves are connected to the synchronizer through the internal and external splines. The other side of the two coupling sleeves is a spline connected to other gears. If the two shafts drive the two coupling sleeves separately, through this design, the two shafts can be combined through the two coupling sleeves to jointly drive any gear on both sides of the coupling sleeves, or they can be separated and drive the gears on both sides separately, which plays a role in gear shifting.

8. The hybrid vehicle variable speed drive system according to claim 1, characterized in that The double-engaging sleeve three-speed shifting device (7) is composed of three sequentially arranged input external splines (1, 2, 3), an output external spline (4), two sequentially arranged internal spline engaging sleeves (5, 6), an axial thrust spring (7) and a synchronizer (8); Its characteristics are: The left engaging sleeve (5) is connected to the splines (1 and 2) and is pushed to the right by the thrust spring (7). The right engaging sleeve (6) is connected to the splines (3 and 4) located on the right. The engaging sleeve (6) is always connected to the splines (4). The engaging sleeves (5 and 6) can be connected together by the engaging sleeves that can be connected to each other as described in claim 7. When starting, the shift fork controls the coupling sleeve (6) to move to the left, and the coupling sleeves (5 and 6) are connected together to drive the leftmost spline (1). In the next step, it moves to the right. Under the rightward thrust of the thrust spring (7), the coupling sleeve (5) moves to the right together with (6) and connects with the spline 2. In the third step, the coupling sleeve (6) moves to the right, disconnects from the coupling sleeve (5), and connects with the spline (3), so that one shift fork controls one coupling sleeve (6) to complete the switching of three gears.

9. The hybrid vehicle variable speed drive system according to claim 1, characterized in that The coupling sleeve (8) which can be connected to the same spline and can bypass the spline to connect to each other is composed of a coupling sleeve (3 and 4) with a large-diameter long spline (1), a small-diameter short spline (2), and an intermediate spline (5); Its characteristics are: The coupling sleeves (3) and (4) move towards each other. When the stroke is short, the two long splines are connected because the large-diameter spline is longer, so the two coupling sleeves are connected. The small-diameter short spline (2) is shorter, so it is not connected to the middle spline (5) between the two coupling sleeves, and the power bypasses the middle spline (5); at this time, any one of the coupling sleeves continues to move toward the other coupling sleeve, and the small-diameter spline (2) of the moving coupling sleeve is connected to the middle spline (5); the coupling sleeves (3 and 4) can also move toward the middle spline (5) respectively, and be connected to the middle spline (5) alone through the small-diameter short spline.

10. The hybrid vehicle variable speed drive system according to claim 1, characterized in that The gear shift auxiliary prompt device (9) is composed of a gear progress display bar (1), a gear progress percentage display (2), a current gear number display (3), a gear progress color change display (4), a gear color flashing prompt (5), and a gear sound prompt (6); Its characteristics are: The gear shifting auxiliary prompt device (9) is located on the instrument panel or screen in the vehicle cab, so that the driver can see it easily. The length of the gear progress bar (1) displayed on the device increases or decreases as the vehicle speed of the current gear increases or decreases; the value of the gear progress percentage (2) increases or decreases as the vehicle speed of the current gear increases or decreases; the color change of the gear progress (4) deepens as the vehicle speed of the current gear increases, for example, from light green to red. After the gear shift, the current gear turns light green at low speed and turns red at high speed; the gear color flashing prompt (5) indicates that the vehicle speed of the current gear is too high or too low, and the gear shifting auxiliary prompt device (9) flashes with color changes at the instrument panel or screen; the gear voice prompt (6) sounds a ringtone or voice prompt when the vehicle speed of the current gear is too high or too low.

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