Longitudinal hybrid power speed change device, longitudinal hybrid power speed change system and vehicle with longitudinal hybrid power speed change system

Abstract

The invention provides a longitudinal hybrid power speed change device, a longitudinal hybrid power speed change system and a vehicle with the longitudinal hybrid power speed change system.The longitudinal hybrid power speed change device comprises a transmission wheel train, a first planet row, a clutch and a second planet row, the second planet row and the first planet row are arranged in a spaced mode, and the second planet row at least comprises a second planet gear ring and a second sun gear; the second planetary gear ring is connected with the second transmission wheel, the second sun wheel is connected with a main shaft of the driving motor, the second planetary gear ring and the second sun wheel are connected through a second planetary gear train, and the second planetary gear ring is connected with a second input shaft of the clutch; and two output half shafts of the differential mechanism are selectively connected with at least one of the second transmission wheel and the second planetary gear ring through a clutch. The planet row is adopted as a transmission assembly, the functions of engine direct drive, motor drive, engine power generation and the like are achieved, a larger speed ratio is obtained in the same space, the device is suitable for a drive motor with the higher rotating speed, and more efficient power transmission is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle design, in particular to a longitudinal hybrid transmission device, a longitudinal hybrid transmission system and a vehicle with the same. BACKGROUND

[0002] In hybrid electric vehicle technology, the combination of electric drive system and engine is the key to achieving efficient power transmission. The oil-cooled electric drive system in the prior art adopts a parallel shaft transmission structure, that is, the power of the engine and the drive motor is transmitted through the gears on the parallel shaft.

[0003] However, this structure has limitations in the application of high-speed electric motors, because the parallel shaft transmission requires a long axial distance, which not only increases the volume and weight of the transmission, but also may affect the power layout and fuel efficiency of the vehicle.

[0004] At present, there is no effective solution to the above problems. SUMMARY

[0005] The main purpose of the present application is to provide a longitudinal hybrid transmission device, a longitudinal hybrid transmission system and a vehicle with the same, to solve the problems of large volume, heavy weight and layout limitation of the existing electric drive system when applied to high-speed electric motors.

[0006] In order to achieve the above purpose, according to one aspect of the present application, a longitudinal hybrid transmission device is provided, comprising: a transmission train, the transmission train comprising a first transmission wheel and a second transmission wheel, the first transmission wheel being connected with a main shaft of an engine, the first transmission wheel being meshingly connected with the second transmission wheel; a first planetary gear set, the first planetary gear set being arranged on one side of the transmission train, the first planetary gear set comprising at least a first planetary gear ring and a first sun gear, the first planetary gear ring being connected with the first transmission wheel, the first sun gear being connected with a main shaft of a generator, the first planetary gear ring and the first sun gear being connected through a first planetary gear train, the generator being arranged apart from the engine; a clutch, a first input shaft of the clutch being connected with the second transmission wheel, an output shaft of the clutch being connected with a differential; a second planetary gear set, the second planetary gear set being arranged apart from the first planetary gear set, the second planetary gear set comprising at least a second planetary gear ring and a second sun gear, the second planetary gear ring being connected with the second transmission wheel, the second sun gear being connected with a main shaft of a drive motor, the second planetary gear ring and the second sun gear being connected through a second planetary gear train, the second planetary gear ring being connected with a second input shaft of the clutch; wherein two output half shafts of the differential are selectively connected with at least one of the second transmission wheel and the second planetary gear ring through the clutch.

[0007] Further, the generator and the drive motor are located on the same side of the transmission train, the engine and the differential are located on the same side of the transmission train, the transmission train is located between the engine and the first planetary gear set, and the transmission train is located between the differential and the second planetary gear set.

[0008] Further, the generator is arranged coaxially with the axis of the engine, and the drive motor is arranged coaxially with the output shaft.

[0009] Further, the generator comprises a generator housing provided with a first accommodating cavity, a generator stator assembly arranged in the first accommodating cavity and connected with the generator housing, and a generator rotor assembly arranged spaced apart from the generator housing and cooperatively arranged with the generator stator assembly, wherein an output shaft of the generator rotor assembly is connected with the first sun gear.

[0010] Further, the first planetary gear train comprises a first carrier connected with at least one of the generator housing and the generator stator assembly, and at least one first planetary gear rotatably arranged on one end of the first carrier and simultaneously meshingly connected with the first ring gear and the first sun gear.

[0011] Further, the drive motor comprises a drive motor housing provided with a second accommodating cavity, a drive motor stator assembly arranged in the second accommodating cavity and connected with the drive motor housing, and a drive motor rotor assembly arranged spaced apart from the drive motor housing and cooperatively arranged with the drive motor stator assembly, wherein an output shaft of the drive motor rotor assembly is connected with the second sun gear.

[0012] Further, the second planetary gear train comprises a third ring gear connected with at least one of the drive motor housing and the drive motor stator assembly, a second carrier arranged spaced apart from the third ring gear, at least one second planetary gear rotatably arranged on the second carrier and meshingly connected with the second sun gear and the third ring gear, respectively, and a third planetary gear arranged spaced apart from the second planetary gear, wherein the third planetary gear comprises at least one third planetary gear rotatably arranged on the second carrier, adjacent third planetary gears are coaxially arranged with the second planetary gear through the second carrier, the third planetary gear is arranged spaced apart from the third ring gear and meshingly connected with the second ring gear.

[0013] In another aspect of the present application, a longitudinal hybrid transmission system is provided, comprising a longitudinal hybrid transmission device, which is any one of the longitudinal hybrid transmission devices according to claims 1 to 15.

[0014] Further, the longitudinal hybrid transmission system comprises an engine direct drive mode, a drive motor drive mode and a hybrid drive mode, in the engine direct drive mode, the clutch is controlled to perform a first closing action to connect the two output half shafts of the differential with the second transmission wheel, so that the engine provides driving force; in the drive motor drive mode, the clutch is controlled to perform a second closing action to connect the two output half shafts of the differential with the second planetary gear, so that the drive motor provides driving force; in the hybrid drive mode, the clutch is controlled to perform a third closing action to connect the two output half shafts of the differential with the second planetary gear and the second transmission wheel at the same time, so that the engine and the drive motor jointly provide driving force.

[0015] In another aspect of the present application, a vehicle comprising a longitudinal hybrid transmission system is provided, wherein the longitudinal hybrid transmission system is the longitudinal hybrid transmission system of claim 1 or 2.

[0016] By adopting the planetary gear set as the transmission assembly, the engine direct drive, motor drive, engine power generation and other functions are realized, the planetary gear set structure can significantly reduce the X direction and Z direction space of the electric drive system, thereby reducing the weight, improving the flexibility of the layout, and obtaining greater speed ratio under the same space, adapting to higher speed drive motor, realizing more efficient power transmission, and solving the problems of large volume, heavy weight and layout limitation of the existing electric drive system when the high speed motor is applied. BRIEF DESCRIPTION OF DRAWINGS

[0017] The drawings accompanying the specification of the present application form a part thereof, serve to provide further understanding of the present application, and together with the description of the exemplary embodiments of the present application and the explanation thereof serve to explain the present application, and do not constitute improper limitations on the present application. In the drawings: Figure 1 a structural schematic diagram of a first embodiment of a longitudinal hybrid transmission device according to the present application is shown;

[0018] Figure 2 a structural schematic diagram of a second embodiment of a longitudinal hybrid transmission device according to the present application is shown;

[0019] Figure 3 a structural schematic diagram of a third embodiment of a longitudinal hybrid transmission device according to the present application is shown;

[0020] Figure 4 a structural schematic diagram of a fourth embodiment of a longitudinal hybrid transmission device according to the present application is shown;

[0021] Figure 5 a structural schematic diagram of a fifth embodiment of a longitudinal hybrid transmission device according to the present application is shown; Figure 6 a structural schematic diagram of a sixth embodiment of a longitudinal hybrid transmission device according to the present application is shown.

[0022] Wherein the above figures include the following reference signs:

[0023] 1. An engine;

[0024] 2. A drive train;

[0025] 21. A first drive wheel;

[0026] 22. A second drive wheel;

[0027] 3. A first planetary array;

[0028] 31. A first ring gear;

[0029] 32. A first planet wheel;

[0030] 33. A first carrier;

[0031] 34. A first sun wheel;

[0032] 4. A generator;

[0033] 41. A generator stator assembly;

[0034] 42. A generator rotor assembly;

[0035] 5. A drive motor;

[0036] 51. A drive motor stator assembly;

[0037] 52. A drive motor rotor assembly;

[0038] 6. A second planetary array;

[0039] 61. A second sun wheel;

[0040] 62. A second planet wheel;

[0041] 63. A third ring gear;

[0042] 64. A second carrier;

[0043] 65. A third planet wheel;

[0044] 66. A second ring gear;

[0045] 7. A clutch;

[0046] 8. A differential. DETAILED DESCRIPTION

[0047] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0048] It is to be understood that the terminology used herein is for the purpose of describing specific embodiments only and is not intended to be limiting of example embodiments in accordance with the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and / or "comprising," when used in this specification, specify the presence of stated features, steps, operations, elements, components, and / or groups thereof, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and / or groups thereof.

[0049] It is to be understood that the terms "first", "second", and the like, used in the specification and claims herein are used to distinguish between similar objects, and are not necessarily used to describe a particular sequential or chronological order. It is to be understood that the terms so used are interchangeable under appropriate circumstances such that the embodiments of the application described herein are, for example, capable of practical implementation in other than the order illustrated or described herein. Moreover, the terms "comprise", "comprising", "include", "including", and the like, are typically used herein to indicate the presence of stated features, steps, or components and / or groups thereof, but do not preclude the presence or addition of one or more other features, steps, components, or groups thereof. Furthermore, these terms are not mutually exclusive, and the use of these terms does not exclude the presence of additional features, steps, components, or groups thereof.

[0050] Reference will now be made in detail to the example embodiments of the present application, which are illustrated in the accompanying drawings. However, these example embodiments can be implemented in various different forms and should not be construed as being limited to only the embodiments set forth herein. It should be understood that the embodiments are provided so that the present disclosure will be thorough and complete, and will fully convey the concept of the example embodiments to those skilled in the art, and in the drawings, the thicknesses of layers and regions are exaggerated for clarity, and the same reference numerals are used throughout the drawings to designate the same elements, and thus a repeated description thereof will be omitted.

[0051] In the field of hybrid vehicle technology, the efficient integration of electric drive systems with internal combustion engines is considered a key engineering challenge. Electric drive systems, through their electric motors, electronic control units, and cooling systems, provide an additional power source for vehicles, especially in low-speed and urban driving environments, significantly improving fuel efficiency and reducing emissions. However, seamlessly integrating these electric drive modules with traditional internal combustion engines and transmissions, especially when high-speed electric motors are involved, presents a series of design and technical challenges.

[0052] Common oil-cooled electric drive systems in the prior art typically rely on parallel shaft transmission structures. In this design, the power of the engine and the drive motor is transmitted through gears on their respective parallel shafts, ultimately converging into a differential or final drive mechanism to power the wheels. While this structure performs well in certain situations, it has obvious shortcomings when dealing with high-speed electric motors:

[0053] High-speed electric motors often require more complex reduction mechanisms to convert high rotational speeds into suitable speeds for driving vehicle wheels. In parallel-axis transmission structures, this means requiring more gear stages or longer gear shafts, resulting in a significant increase in axial distance. This increased space requirement directly impacts the overall size of the electric drive system, making it larger in volume and heavier in weight.

[0054] The extended axial distance means that the electric drive system needs to occupy more longitudinal space, which is not conducive to modern vehicles pursuing the trend of compact design and lightweight. Greater volume and weight not only reduce the handling performance of the vehicle, but also may increase the overall energy consumption of the vehicle, which is contrary to the goal of energy saving and emission reduction.

[0055] The physical limitations of parallel-axis transmission structures have an impact on the power layout of the vehicle. Due to the occupation of more space by the electric drive system, it limits the layout options of the engine and other key components, which may force designers to make compromises, such as increasing the Y-direction (lateral) size, which affects the vehicle's aerodynamic performance and internal space utilization. In addition, the higher system weight and possible transmission efficiency loss reduce fuel efficiency, which is a problem that hybrid vehicle designers strive to avoid.

[0056] The above discussion highlights the need for efficient integration of electric drive systems and engines in hybrid vehicle design, especially when high-speed electric motors are used. A new transmission architecture needs to be developed that can adapt to the characteristics of high-speed electric motors without sacrificing the overall performance and fuel efficiency of the vehicle, while optimizing the volume, layout, and weight of the system. This requires a more compact transmission solution that can reduce the required axial distance while maintaining or enhancing power transmission capacity and flexibility to meet the requirements of different driving conditions.

[0057] In combination Figures 1 to 6 As shown, according to specific embodiments of the present application, a longitudinal hybrid transmission device is provided.

[0058] Specifically, as Figure 1As shown, a longitudinal hybrid transmission device includes a transmission gear train 2, a first planetary gear set 3, a clutch 7 and a second planetary gear set 6, the transmission gear train 2 includes a first transmission gear 21 and a second transmission gear 22, the first transmission gear 21 is connected with a main shaft of an engine 1, the first transmission gear 21 is in meshing connection with the second transmission gear 22, the first planetary gear set 3 is arranged on one side of the transmission gear train 2, the first planetary gear set 3 includes at least a first planetary gear ring 31 and a first sun gear 34, the first planetary gear ring 31 is connected with the first transmission gear 21, the first sun gear 34 is connected with a main shaft of a generator 4, the first planetary gear ring 31 and the first sun gear 34 are connected through a first planetary gear train, the generator 4 is arranged in a spaced manner with the engine 1, a first input shaft of the clutch 7 is connected with the second transmission gear 22, an output shaft of the clutch 7 is connected with a differential 8, the second planetary gear set 6 is arranged in a spaced manner with the first planetary gear set 3, the second planetary gear set 6 includes at least a second planetary gear ring 66 and a second sun gear 61, the second planetary gear ring 66 is connected with the second transmission gear 22, the second sun gear 61 is connected with a main shaft of a drive motor 5, the second planetary gear ring 66 and the second sun gear 61 are connected through a second planetary gear train, the second planetary gear ring 66 is connected with the second input shaft of the clutch 7; wherein two output half shafts of the differential 8 are selectively connected with at least one of the second transmission gear 22 and the second planetary gear ring 66 through the clutch 7.

[0059] By adopting the planetary gear set as the transmission assembly, the engine 1 direct drive, the drive motor 5 drive, the engine 1 power generation and other functions are realized, the planetary gear set structure can significantly reduce the X direction and Z direction space of the electric drive system, thereby reducing the weight, improving the flexibility of the layout, and obtaining greater speed ratio under the same space, adapting to higher speed drive motor, realizing more efficient power transmission, solving the problems of large volume, heavy weight and layout limitation of the existing electric drive system when the high speed motor is applied.

[0060] In the embodiment, the generator 4 and the drive motor 5 are located on the same side of the transmission gear train 2, the engine 1 and the differential 8 are located on the same side of the transmission gear train 2, the transmission gear train 2 is located between the engine 1 and the first planetary gear set 3, and the transmission gear train 2 is located between the differential 8 and the second planetary gear set 6.

[0061] With the present embodiment, the generator 4 and the drive motor 5 are arranged on the same side of the transmission train 2, and the engine 1 and the differential 8 are arranged on the same side of the transmission train 2. This design maximizes the use of the longitudinal space in the front of the vehicle and reduces the overall length of the transmission system. This layout optimization enables the vehicle to have a shorter front overhang, improving handling performance and appearance design. Since the generator 4 and the drive motor 5 are located close to the transmission train 2, the distance from the motors to the transmission system is reduced. This layout reduces energy loss during transmission and improves overall energy conversion efficiency. At the same time, this layout helps to design a more efficient thermal management and cooling system, further improving system reliability.

[0062] The transmission train 2 is located between the engine 1 and the first planetary gear set 3, and between the differential 8 and the second planetary gear set 6. This design ensures that power can be quickly and efficiently transmitted between multiple key components, whether it is engine direct drive, motor drive, engine generation or brake energy recovery. The conversion of power flow becomes more rapid and smooth, improving the response speed and power performance of the vehicle in different driving modes.

[0063] Further, the generator 4 is arranged coaxially with the engine 1, and the drive motor 5 is arranged coaxially with the output shaft. The coaxial arrangement of the generator 4 with the engine 1 and the drive motor 5 with the output shaft achieves an important breakthrough in transmission system design. Not only does it simplify the structure and reduce the space requirement, but it also improves power transmission efficiency, reduces manufacturing and maintenance costs, optimizes thermal management, improves handling performance and energy management flexibility, and reduces noise and vibration.

[0064] In an embodiment, the generator 4 includes a generator housing, a generator stator assembly 41, and a generator rotor assembly 42. The generator housing is provided with a first accommodating cavity, the generator stator assembly 41 is arranged in the first accommodating cavity, the generator stator assembly 41 is connected with the generator housing, and the generator rotor assembly 42 is arranged in spaced relation with the generator housing. The generator rotor assembly 42 is arranged in cooperation with the generator stator assembly 41, and the output shaft of the generator rotor assembly 42 is connected with the first sun gear 34. The structural design of the generator 4 includes the generator housing, the generator stator assembly 41, and the generator rotor assembly 42. The generator housing is provided with the first accommodating cavity, which helps to realize the compact integration of the generator. The generator can be directly installed at a specific position in the transmission system, such as a position closely matched with the first sun gear 34 of the first planetary gear set 3, reducing additional connecting components and optimizing the spatial layout of the entire power transmission chain.

[0065] In this embodiment, the first planetary gear train includes a first carrier 33 connected to at least one of the generator housing and the generator stator assembly 41, and a first planet gear 32 including at least one, the at least one first planet gear 32 being rotatably arranged on one end of the first carrier 33, and simultaneously meshing and driving with the first ring gear 31 and the first sun gear 34. The design of the first carrier 33 connected to at least one of the generator housing and the generator stator assembly 41 ensures the stability of the planetary gear structure. This direct mechanical connection can reduce vibration and noise, improve the stability of the entire transmission system, and at the same time, the close combination with the generator assembly helps to improve the overall reliability of the system. The meshing and driving of the first planet gear 32 with the first ring gear 31 and the first sun gear 34 provides an efficient energy conversion path. The planetary gear system can convert power in a low-loss and high-efficiency manner, whether in engine direct drive, motor drive, or engine power generation and brake energy recovery mode, to ensure smoothness and efficiency of power transmission.

[0066] In one exemplary embodiment, the drive motor 5 includes a drive motor housing, a drive motor stator assembly 51, and a drive motor rotor assembly 52, the drive motor housing is provided with a second accommodating cavity, the drive motor stator assembly 51 is arranged in the second accommodating cavity, the drive motor stator assembly 51 is connected with the drive motor housing, the drive motor rotor assembly 52 is arranged in spaced apart manner with the drive motor housing, the drive motor rotor assembly 52 is arranged in cooperation with the drive motor stator assembly 51, and the output shaft of the drive motor rotor assembly 52 is connected with the second sun gear 61.

[0067] According to the present embodiment, the housing of the drive motor 5 is designed with a second accommodating cavity, and the drive motor stator assembly 51 is tightly integrated therein, and the direct connection with the drive motor housing further improves the compactness of the system. This structural design reduces the space requirement between the motor and other components (such as planetary gear train, output shaft), making the entire hybrid system more integrated, which is beneficial to reduce the lateral and longitudinal dimensions of the vehicle and optimize the space utilization. The cooperation of the drive motor rotor assembly 52 with the drive motor stator assembly 51 ensures high electromagnetic conversion efficiency during motor operation, and this efficient energy conversion directly translates into enhanced power output. In hybrid mode, the drive motor 5 can quickly respond to supplement the output torque of the engine 1, improving the acceleration performance and overall power performance of the vehicle.

[0068] Furthermore, the second planetary gear system includes: a third planetary ring gear 63, a second planetary carrier 64, a second planetary gear 62 and a third planetary gear 65. The third planetary ring gear 63 is connected to at least one of the drive motor housing and the drive motor stator assembly 51. The second planetary carrier 64 and the third planetary ring gear 63 are spaced apart. The second planetary gear 62 includes at least one, at least one second planetary gear 62 is rotatably mounted on the second planetary carrier 64, at least one second planetary gear 62 is respectively engaged with the second sun gear 61 and the third planetary ring gear 63 for transmission. The third planetary gear 65 is spaced apart from the second planetary gear 62. The third planetary gear 65 includes at least one, at least one third planetary gear 65 is rotatably mounted on the second planetary carrier 64, adjacent third planetary gears 65 and the second planetary gear 62 are coaxially arranged through the second planetary carrier 64, the third planetary gear 65 and the third planetary ring gear 63 are spaced apart, and the third planetary gear 65 is meshed with the second planetary ring gear 66.

[0069] In this embodiment, the design of the second planetary gear train, particularly the direct connection of the third planetary gear ring 63 to the drive motor housing and the drive motor stator assembly 51, makes the entire system more compact. This design reduces the need for additional supports and connectors, helping to achieve a high level of integration for the hybrid system while reducing production costs and assembly difficulty. The second planetary carrier 64 supports at least one second planetary gear 62 and at least one third planetary gear 65, which mesh with the second sun gear 61, the third planetary gear ring 63, and the second planetary gear ring 66, respectively. This design provides efficient distribution of power between the motor and the planetary gear train. Whether operating in engine direct drive, drive motor drive, hybrid drive, or brake energy recovery mode, the second planetary gear train can flexibly adjust power flow according to actual needs, ensuring that the vehicle has excellent power performance under different operating conditions.

[0070] The dual-connected design of the second and third planetary gears 62 and 65 generates greater torque output within a smaller physical footprint. This design leverages the structural advantages of the planetary gear train. By increasing the number of gear contact points, the system can carry greater torque within the same volume, thereby improving torque density. This is particularly important for modern hybrid vehicles, which strive for high performance and space efficiency. The integrated design of the second planetary gear train and the drive motor 5 enables more efficient thermal management. Heat generated by the motor during operation is directly transferred to adjacent planetary gear train components. Through a shared cooling system, the overall system temperature is effectively controlled, contributing to improved system durability and reliability.

[0071] According to another specific embodiment of the present application, a longitudinal hybrid transmission system is further provided, including a longitudinal hybrid transmission device, and the longitudinal hybrid transmission device is any one of the longitudinal hybrid transmission devices described above.

[0072] In this embodiment, a longitudinal hybrid transmission is used, which achieves compact integration of the power system in the longitudinal space through an innovative planetary gear layout and clutch configuration. This not only reduces the vehicle space occupied by the entire hybrid system, but also makes the layout of the hybrid system and other vehicle components (such as the engine, drive motor, and generator) more reasonable, which is conducive to the overall lightweight and space optimization of the vehicle. The system design allows for fast and smooth switching between multiple modes such as engine direct drive, drive motor drive, hybrid drive, engine power generation, and brake energy recovery. Through the control of a set of clutches, it ensures the optimal power output and energy efficiency ratio under different working conditions. This flexibility not only enhances the driving experience, but also optimizes the overall efficiency of the power system.

[0073] Furthermore, it includes: an engine direct drive mode, a drive motor drive mode and a hybrid drive mode. In the engine direct drive mode, the clutch 7 is controlled to perform a first closing action to connect the two output half shafts of the differential 8 to the second transmission wheel 22, so that the engine 1 provides driving force; in the drive motor drive mode, the clutch 7 is controlled to perform a second closing action to connect the two output half shafts of the differential 8 to the second planetary ring gear 66, so that the drive motor 5 provides driving force; in the hybrid drive mode, the clutch 7 is controlled to perform a third closing action to connect the two output half shafts of the differential 8 to the second planetary ring gear 66 and the second transmission wheel 22 at the same time, so that the engine 1 and the drive motor 5 jointly provide driving force.

[0074] By applying this embodiment, by controlling the different closing actions of clutch 7, it is possible to quickly switch between the three modes of engine direct drive, drive motor drive, and hybrid drive. This provides the driver with extremely high flexibility and allows the power source to be instantly changed according to actual road conditions and driving needs, thereby improving driving responsiveness and control pleasure. In engine direct drive mode, engine 1 directly drives the vehicle, reducing energy loss during power transmission and making it suitable for use in situations with high energy efficiency requirements, such as highways. Drive motor drive mode exhibits higher energy efficiency in urban congestion or low-speed driving, while hybrid drive mode achieves optimal energy utilization efficiency through the coordinated work of the engine and motor when high torque output is required or when driving at high speeds.

[0075] In an exemplary embodiment, Figure 2 As shown, in the engine direct drive mode, power is input from the engine 1 to the first transmission wheel 21 and rotates together. The first transmission wheel 21 and the second transmission wheel 22 are engaged with each other, and the first transmission wheel 21 drives the second transmission wheel 22 to rotate. The connection mode of the clutch 7 is adjusted, and the output shaft of the clutch is rigidly connected to the second transmission wheel 22 through the clutch 7, so that the power is output from the output shaft of the clutch to the differential 8, and then distributed to the wheels by the differential 8.

[0076] By applying this embodiment, the engine power is directly transmitted through the first transmission wheel 21 and the second transmission wheel 22, which reduces the conversion and loss of power during the transmission process, improves the directness and overall efficiency of power transmission, and makes the engine more energy-efficient in direct drive mode.

[0077] In an exemplary embodiment, Figure 3 As shown, in the drive motor drive mode, the drive motor rotor assembly 52 is connected to the second sun gear 61, and the two rotate at the same speed. The third planetary ring gear 63 is rigidly connected to the drive motor stator assembly 51 and fixed to the housing, with a rotational speed of 0. The second sun gear 61 is meshed with the second planetary gear 62. The second planetary gear 62 and the third planetary gear 65 are double-linked planetary gears, jointly fixed to the second planet carrier 64. The third planetary gear 65 drives the second planetary ring gear 66 to rotate, completing the power transmission of the planetary gear train. The connection mode of the clutch 7 is adjusted so that the second planetary ring gear 66 is connected to the clutch output shaft, thereby outputting power from the clutch output shaft to the differential 8, which is then distributed to the wheels.

[0078] This embodiment employs a dual-pair planetary gear design, ensuring that the high-speed operation of the drive motor rotor assembly 52 is effectively converted into low-speed, high-torque power output suitable for the wheels. This design ensures that the drive motor can provide sufficient torque at various speeds, optimizing the vehicle's acceleration and gradeability.

[0079] In an exemplary embodiment, Figure 4 As shown, in hybrid drive mode, engine 1 inputs some power, connecting first transmission gear 21 to it and driving second transmission gear 22 to rotate. Simultaneously, the drive motor rotor assembly 52 also inputs some power, connecting second sun gear 61 to it, and meshing with second planetary gears 62 to transmit power. Third planetary gear 65 and second planetary gear 62 form a double-linked planetary gear fixed to second planetary carrier 64, and power is output through the meshing of second planetary ring gear 66 and third planetary gear 65. The clutch 7 is adjusted so that both second transmission gear 22 and second planetary ring gear 66 are connected to the clutch's output shaft. Power is then distributed to the wheels via differential 8.

[0080] In this embodiment, the dual-linked planetary gear design converts the high-speed rotation generated by the drive motor rotor assembly 52 into a low-speed, high-torque output, ideal for driving the wheels. This conversion not only maintains the motor's high-speed efficiency but also ensures that the wheels receive sufficient torque to drive the vehicle, balancing the conflict between motor efficiency and wheel torque requirements. The dual-linked planetary gear automatically adjusts output torque based on changes in motor speed, ensuring the motor provides optimal torque output under various driving conditions, such as acceleration, climbing, or maintaining a constant speed. This avoids excessive or insufficient torque, improving driving comfort and safety.

[0081] In an exemplary embodiment, Figure 5 As shown, in the engine power generation mode, the first planetary ring gear 31 is connected to the engine 1 and rotates together, the first planetary ring gear 31 is meshed with the first planetary gear 32, the first planetary gear 32 is fixed to the first planetary carrier 33, the first planetary carrier 33 is fixed to the generator stator assembly 41, and both are fixed to the housing, the first planetary gear 32 is meshed and transmitted with the first sun gear 34, and the generator rotor assembly 42 is connected to the first sun gear 34, so as to achieve the purpose of the engine 1 charging the generator 4.

[0082] In this embodiment, the engine generator mode converts excess energy from high-speed engine operation into electrical energy through the first planetary gearset to charge the battery. This efficient energy recovery mechanism reduces energy waste, particularly during braking or deceleration. Mechanical energy is converted into stored electrical energy, providing more energy for subsequent electric driving, significantly improving the vehicle's overall energy efficiency. By leveraging the continuous meshing characteristics of the planetary gears, the engine generator mode achieves the conversion from mechanical power to electrical energy without affecting the vehicle's smooth ride. This impact-free power conversion avoids driving discomfort and enhances the driver experience.

[0083] In an exemplary embodiment, Figure 6 As shown, in the braking energy recovery mode, that is, when the vehicle brakes, the wheels rotate in the opposite direction to drive the differential 8, and the differential 8 recovers energy through the output shaft of the clutch 7. The connection state of the clutch 7 is adjusted, and the output shaft of the clutch is connected to the second planetary ring gear 66. The second planetary ring gear 66 is engaged with the third planetary gear 65. The third planetary gear 65 and the second planetary gear 62 are double planetary gears and are fixed to the second planet carrier 64. The third planetary gear 65 drives the second planetary gear 62 to rotate, and the second planetary gear 62 drives the second sun gear 61 to rotate. The second sun gear 61 is connected to the drive motor rotor assembly 52 to complete the energy recovery function in the braking state.

[0084] In this embodiment, during braking, the wheels rotate in the opposite direction, driving the differential and activating the energy recovery path of the planetary gearset. This design converts most braking energy into electrical energy, reducing energy waste and achieving higher energy recovery efficiency compared to traditional braking systems. By precisely controlling the connection state of clutch 7, the brake energy recovery mode achieves efficient energy recovery without compromising vehicle braking smoothness.

[0085] According to another specific embodiment of the present application, a vehicle is further provided, including a longitudinal hybrid transmission system, wherein the longitudinal hybrid transmission system is the aforementioned longitudinal hybrid transmission system.

[0086] By applying this embodiment, the energy utilization efficiency of the vehicle is significantly improved through precise power source switching (such as flexible use of engine direct drive, drive motor drive, hybrid drive, etc.) and energy recovery mechanism. This means that in daily driving, the vehicle can achieve lower fuel consumption and longer cruising range, especially in urban congestion environment, the advantage of electric drive will be more prominent. Since the hybrid system has multiple driving modes, the vehicle can intelligently select the most suitable power output mode according to driving requirements and road conditions. This not only ensures smooth driving and reduces shift shock, but also provides timely power response, whether in low-speed starting or high-speed cruising, the driver can feel the smooth power and stable control of the vehicle.

[0087] For the convenience of description, spatial relative terms such as "above", "upper", "upper surface", "upper" and the like can be used herein to describe the spatial positional relationship of one device or feature with other devices or features as shown in the drawings. It should be understood that the spatial relative terms are intended to include different orientations in use or operation in addition to the orientation of the device described in the drawings. For example, if the device in the drawing is inverted, the device described as "above" or "above" other devices or structures will be positioned "below" or "below" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below" orientations. The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein are interpreted accordingly.

[0088] In addition to the above, it should be noted that "one embodiment", "another embodiment", "embodiment" and the like mentioned in the specification refer to specific features, structures or characteristics described in connection with the embodiment, which are included in at least one embodiment generally described in the application. The same expression appears in several places in the specification does not necessarily refer to the same embodiment. Further, when a specific feature, structure or characteristic is described in connection with any embodiment, it is claimed that the implementation of such feature, structure or characteristic in connection with other embodiments also falls within the scope of the present application.

[0089] In the above embodiments, the description of each embodiment has its own emphasis, and the parts not described in detail in a certain embodiment can be referred to the related description of other embodiments.

[0090] The above only describes the preferred embodiments of the present application and is not intended to limit the present application. For those skilled in the art, the present application can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A longitudinal hybrid transmission, characterized in that: include: A transmission gear train (2), comprising a first transmission gear (21) and a second transmission gear (22), wherein the first transmission gear (21) is connected to a main shaft of the engine (1), and the first transmission gear (21) is meshedly connected to the second transmission gear (22); a first planetary gear (3), the first planetary gear (3) being arranged on one side of the transmission gear train (2), the first planetary gear (3) comprising at least a first planetary ring gear (31) and a first sun gear (34), the first planetary ring gear (31) being connected to the first transmission gear (21), the first sun gear (34) being connected to the main shaft of the generator (4), the first planetary ring gear (31) and the first sun gear (34) being connected via the first planetary gear train, and the generator (4) being spaced apart from the engine (1); a clutch (7), wherein a first input shaft of the clutch (7) is connected to the second transmission wheel (22), and an output shaft of the clutch (7) is connected to the differential (8); a second planetary gear (6), the second planetary gear (6) being spaced apart from the first planetary gear (3), the second planetary gear (6) comprising at least a second planetary ring gear (66) and a second sun gear (61), the second planetary ring gear (66) being connected to the second transmission wheel (22), the second sun gear (61) being connected to the main shaft of the drive motor (5), the second planetary ring gear (66) and the second sun gear (61) being connected via a second planetary gear train, and the second planetary ring gear (66) being connected to the second input shaft of the clutch (7); The two output half shafts of the differential (8) are selectively connected to at least one of the second transmission wheel (22) and the second planetary ring gear (66) through the clutch (7).

2. The longitudinal hybrid transmission according to claim 1, characterized in that: The generator (4) and the drive motor (5) are located on the same side of the transmission gear train (2), the engine (1) and the differential (8) are located on the same side of the transmission gear train (2), the transmission gear train (2) is located between the engine (1) and the first planetary gear set (3), and the transmission gear train (2) is located between the differential (8) and the second planetary gear set (6).

3. The longitudinal hybrid transmission according to claim 1 or 2, characterized in that: The generator (4) is arranged to coincide with the axis of the engine (1), and the drive motor (5) is arranged to coincide with the axis of the output shaft.

4. The longitudinal hybrid transmission according to claim 3, characterized in that: The generator (4) comprises: A generator housing, wherein the generator housing is provided with a first accommodating cavity; A generator stator assembly (41), the generator stator assembly (41) being disposed in the first accommodating cavity, and the generator stator assembly (41) being connected to the generator housing; A generator rotor assembly (42) is spaced apart from the generator housing, the generator rotor assembly (42) is matched with the generator stator assembly (41), and an output shaft of the generator rotor assembly (42) is connected to the first sun gear (34).

5. The longitudinal hybrid transmission according to claim 4, characterized in that: The first planetary gear train comprises: a first planet carrier (33) connected to at least one of the generator housing and the generator stator assembly (41); The first planetary gear (32) includes at least one first planetary gear (32), the at least one first planetary gear (32) is rotatably arranged on one end of the first planetary carrier (33), and the at least one first planetary gear (32) is simultaneously meshed with the first planetary ring gear (31) and the first sun gear (34) for transmission.

6. The longitudinal hybrid transmission according to claim 3, characterized in that: The driving motor (5) comprises: A drive motor housing is provided with a second accommodating cavity; a drive motor stator assembly (51), the drive motor stator assembly (51) being disposed in the second accommodating cavity, and the drive motor stator assembly (51) being connected to the drive motor housing; A drive motor rotor assembly (52) is provided, the drive motor rotor assembly (52) is spaced apart from the drive motor housing, the drive motor rotor assembly (52) is provided in coordination with the drive motor stator assembly (51), and the output shaft of the drive motor rotor assembly (52) is connected to the second sun gear (61).

7. The longitudinal hybrid transmission according to claim 6, characterized in that: The second planetary gear train comprises: a third planetary gear ring (63), the third planetary gear ring (63) being connected to at least one of the drive motor housing and the drive motor stator assembly (51); a second planet carrier (64), the second planet carrier (64) being spaced apart from the third planetary ring gear (63); a second planetary gear (62), wherein the second planetary gear (62) includes at least one second planetary gear (62), the at least one second planetary gear (62) being rotatably mounted on the second planetary carrier (64), and the at least one second planetary gear (62) being respectively meshed with the second sun gear (61) and the third planetary ring gear (63) for transmission; A third planetary gear (65), the third planetary gear (65) and the second planetary gear (62) are spaced apart, the third planetary gear (65) includes at least one, at least one third planetary gear (65) is rotatably sleeved on the second planetary carrier (64), adjacent third planetary gears (65) and the second planetary gear (62) are coaxially arranged through the second planetary carrier (64), the third planetary gear (65) and the third planetary gear ring (63) are spaced apart, and the third planetary gear (65) is meshedly connected with the second planetary gear ring (66).

8. A longitudinal hybrid transmission system, comprising a longitudinal hybrid transmission device, characterized in that: The longitudinal hybrid transmission device is the longitudinal hybrid transmission device according to any one of claims 1 to 7.

9. The longitudinal hybrid transmission system according to claim 8, characterized in that: include: Engine direct drive mode, motor drive mode and hybrid drive mode, In the engine direct drive mode, the clutch (7) is controlled to perform a first closing action to connect the two output half shafts of the differential (8) with the second transmission wheel (22), so that the engine (1) provides driving force; In the drive motor driving mode, controlling the clutch (7) to perform a second closing action to connect the two output half shafts of the differential (8) to the second planetary ring gear (66), so that the drive motor (5) provides driving force; In the hybrid drive mode, the clutch (7) is controlled to perform a third closing action so that the two output half shafts of the differential (8) are simultaneously connected to the second planetary ring gear (66) and the second transmission wheel (22), so that the engine (1) and the drive motor (5) jointly provide driving force.

10. A vehicle comprising a longitudinal hybrid transmission system, characterized in that: The longitudinal hybrid transmission system is the longitudinal hybrid transmission system according to claim 8 or 9.

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