Commercial vehicle multi-gear hybrid power system and vehicle

Abstract

The invention relates to a commercial vehicle multi-gear hybrid power system and a vehicle, and the system comprises a hybrid power unit which comprises an input shaft, an engine connected with the input shaft through a clutch, a first motor in transmission connection with the input shaft, and a second motor in parallel transmission with the engine; the main box gear shifting unit comprises an output shaft coaxial with the input shaft and a middle rotating shaft coaxially located between the input shaft and the output shaft, one end of the main box gear shifting unit is combined with or separated from the input shaft through a first gear shifting mechanism, and the other end of the main box gear shifting unit is combined with or separated from the output shaft through a second gear shifting mechanism; the intermediate shaft is parallel to the output shaft, the second motor is in transmission connection with the intermediate shaft through a third gear shifting mechanism, and the intermediate shaft is provided with a multi-gear gear shifting gear pair which is in transmission connection with the intermediate shaft and the output shaft. The engine, the first motor and the second motor can simultaneously or independently drive the vehicle through the first gear shifting mechanism, the second gear shifting mechanism and the third gear shifting mechanism, multiple gears can be selected, and the optimal driving mode is achieved through different gear speed ratios.

Description

Technical Field

[0001] This application relates to the field of commercial vehicle hybrid power system technology, and in particular to a multi-speed hybrid power system and vehicle for commercial vehicles. Background Technology

[0002] With the rapid development of dual-motor hybrid and plug-in hybrid technologies applied to passenger vehicles, the dual-motor hybrid transmission systems used in passenger vehicles have fewer engine gears and lower transmission load requirements, making them difficult to directly apply to commercial vehicles with heavy load requirements.

[0003] In related technologies, a first electric motor is connected in series or parallel directly after the engine. Part of the engine's power drives the vehicle, and the other part powers the first motor to generate electricity, allowing the engine to operate within its optimal economic range. Simultaneously, a second electric motor is connected in parallel to the transmission. When the engine's power is insufficient, it can supplement the vehicle's drive, or it can operate purely on electric power. During braking, braking energy can be recovered through the second motor. This method allows for the simple implementation of various driving modes, including series, parallel, and hybrid configurations.

[0004] However, when the engine drives the vehicle, the first motor will rotate, resulting in unnecessary energy loss. In pure electric drive, the first motor cannot participate in driving; instead, it will drive the engine to rotate. Summary of the Invention

[0005] This application provides a multi-speed hybrid powertrain system and vehicle for commercial vehicles to solve the problem in related technologies where, when the engine drives the vehicle, the first motor rotates along with it, resulting in unnecessary energy loss. In pure electric drive, the first motor cannot participate in driving, and instead drives the engine to rotate.

[0006] The first aspect of this application provides a multi-speed hybrid power system for commercial vehicles, including: A hybrid power unit, the hybrid power unit including an input shaft, an engine connected to the input shaft via a clutch, a first motor drivenly connected to the input shaft, and a second motor driven in parallel with the engine; The main gearbox shifting unit includes an output shaft coaxially arranged with the input shaft, and a transfer shaft coaxially located between the input shaft and the output shaft. One end of the transfer shaft is connected to or disconnected from the input shaft through a first shifting mechanism, and the other end of the transfer shaft is connected to or disconnected from the output shaft through a second shifting mechanism. The intermediate shaft is radially offset from and parallel to the output shaft. The second motor is connected to the intermediate shaft via a third shifting mechanism. The intermediate shaft is provided with a multi-gear pair that drives the transfer shaft and the output shaft.

[0007] In some embodiments: the first motor is radially biased on one side of the input shaft, and a first reduction gear pair is provided between the first motor and the input shaft. The first reduction gear pair includes a first driving bias gear and a first driven bias gear that are meshed with each other. The first driving bias gear is connected to the first motor, and the first driven bias gear is connected to the input shaft.

[0008] In some embodiments: the first shifting mechanism is circumferentially fixed on the central shaft, the first shifting mechanism is connected to the input shaft by engaging or disengaging the first driven bias gear, the outer diameter of the first driving bias gear is smaller than the outer diameter of the first driven bias gear, and the first motor is a first motor.

[0009] In some embodiments: the second motor is radially offset to one side of the intermediate shaft, and a second reduction gear pair is provided between the second motor and the intermediate shaft. The second reduction gear pair includes a second driving offset gear and a second driven offset gear. The second driving offset gear is connected to the second motor, and the second driven offset gear is drivenly connected to the intermediate shaft.

[0010] In some embodiments: the third shifting mechanism is circumferentially fixed to one end of the intermediate shaft and engages or disengages from the second driven bias gear. A reduction idler gear meshes between the second driving bias gear and the second driven bias gear. The outer diameter of the second driving bias gear is smaller than the outer diameter of the reduction idler gear, and the outer diameter of the reduction idler gear is smaller than the outer diameter of the second driven bias gear.

[0011] In some embodiments: the multi-gear shifting gear pair includes a first shifting gear pair that is driven between the central shaft and the intermediate shaft, and a second, a third, and a fourth shifting gear pair that are driven between the intermediate shaft and the output shaft; The second shifting mechanism is circumferentially fixed on the output shaft and is used to engage or disengage the first shifting gear pair and the second shifting gear pair. The output shaft is also circumferentially fixed with a fourth shifting mechanism for engaging or disengaging the third shifting gear pair and the fourth shifting gear pair.

[0012] In some embodiments: the first shift gear pair includes a first output gear fixed on the central shaft and a first input gear fixed on the intermediate shaft, wherein the first output gear and the first input gear are meshed with each other; The second shifting mechanism is connected to the central shaft by engaging or disengaging the first output gear, wherein the outer diameter of the first input gear is larger than the outer diameter of the first output gear.

[0013] In some embodiments, the second shift gear pair includes a second output gear loosely fitted on the output shaft and a second input gear fixed on the intermediate shaft, wherein the second output gear and the second input gear are meshed with each other. The second shifting mechanism engages or disengages the second output gear to drive the second output gear to the output shaft, wherein the outer diameter of the second input gear is larger than the outer diameter of the second output gear.

[0014] In some embodiments: the third shift gear pair includes a third output gear loosely fitted on the output shaft and a third input gear fixed on the intermediate shaft, wherein the third output gear and the third input gear are meshed with each other; The fourth shifting mechanism engages or disengages the third output gear to drive the third output gear to the output shaft, wherein the outer diameter of the third input gear is smaller than the outer diameter of the third input gear.

[0015] In some embodiments: the fourth shift gear pair includes a fourth output gear loosely fitted on the output shaft and a fourth input gear fixed on the intermediate shaft, wherein the fourth output gear and the fourth input gear are meshed with each other; The fourth shifting mechanism engages or disengages the fourth output gear to drive the fourth output gear to the output shaft, wherein the outer diameter of the fourth input gear is smaller than the outer diameter of the fourth output gear.

[0016] A second aspect of this application provides a vehicle that includes the commercial vehicle multi-speed hybrid power system described in any of the above embodiments.

[0017] The beneficial effects of the technical solution provided in this application include: This application provides a multi-speed hybrid power system and vehicle for commercial vehicles. The multi-speed hybrid power system includes a hybrid power unit comprising an input shaft, an engine connected to the input shaft via a clutch, a first motor driven by the input shaft, and a second motor driven in parallel with the engine; a master gear shifting unit including an output shaft coaxially arranged with the input shaft, a transfer shaft coaxially located between the input and output shafts, one end of the transfer shaft engaging or disengaging from the input shaft via a first shifting mechanism, and the other end of the transfer shaft engaging or disengaging from the output shaft via a second shifting mechanism; and an intermediate shaft radially offset from and parallel to the output shaft. The second motor is driven by the intermediate shaft via a third shifting mechanism, and the intermediate shaft is provided with a multi-speed shifting gear pair drivingly connecting the transfer shaft and the output shaft.

[0018] Therefore, in the commercial vehicle multi-speed hybrid system of this application, after the engine and the first motor input power are linked on the input shaft, the first shifting mechanism of the main gearbox shifting unit can selectively link with the intermediate shaft of the main gearbox shifting unit. The intermediate shaft is linked with the output shaft through the second shifting mechanism. The second motor only links with the intermediate shaft of the main gearbox shifting unit. The second motor can provide synchronous control of the shifting gear speed of the first motor and / or the engine in the multi-speed shifting gear pair of the main gearbox shifting unit during the shifting process, simplifying the structure of the first shifting mechanism and the second shifting mechanism. When the multi-speed shifting gear pair driven by the engine is in the shifting state, the second motor completes a fast and smooth shift by changing the speed of the multi-speed shifting gear pair to a set speed difference range.

[0019] The second motor of the commercial vehicle multi-speed hybrid system of this application is connected to the intermediate shaft via a third shifting mechanism, and the input shaft is connected to the intermediate shaft via a first shifting mechanism. When the third shifting mechanism engages the second motor and the intermediate shaft, and the first shifting mechanism disengages the input shaft and the intermediate shaft, the second motor can directly drive the vehicle. Furthermore, the first motor and engine can be disengaged via the first shifting mechanism and the clutch, reducing drag losses during pure electric drive by the second motor. The engine, the first motor, and the second motor can drive the vehicle simultaneously or independently via the first and third shifting mechanisms, with multiple gears available to select from, achieving the optimal driving mode through different gear ratios. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a structural schematic diagram of an embodiment of this application.

[0022] Reference numerals: 1. Engine; 2. Clutch; 3. First motor; 4. Input shaft; 5. First driven bias gear; 6. First driving bias gear; 7. First shifting mechanism; 8. Intermediate shaft; 9. First output gear; 10. Second shifting mechanism; 11. Second output gear; 12. Third output gear; 13. Fourth shifting mechanism; 14. Fourth output gear; 15. Output shaft; 16. Second motor; 17. Second driving bias gear; 18. Reduction idler gear; 19. Second driven bias gear; 20. First input gear; 21. Second input gear; 22. Third input gear; 23. Fourth input gear; 24. Intermediate shaft; 25. Third shifting mechanism. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] This application provides a multi-speed hybrid powertrain system and vehicle for commercial vehicles, which solves the problem in related technologies where, when the engine drives the vehicle, the first motor rotates along with it, resulting in unnecessary energy loss. In pure electric drive, the first motor cannot participate in driving, and instead drives the engine to rotate.

[0025] See Figure 1 As shown, the first aspect of this application provides a multi-speed hybrid power system for commercial vehicles, including: The hybrid power unit includes an input shaft 4, an engine 1 connected to the input shaft 4 via a clutch 2, a first motor 3 driven by the input shaft 4, and a second motor 16 driven in parallel with the engine 1.

[0026] The main gearbox shifting unit includes an output shaft 15 coaxially arranged with the input shaft 4, and a transfer shaft 8 coaxially located between the input shaft 4 and the output shaft 15. One end of the transfer shaft 8 is connected to or separated from the input shaft 4 through a first shifting mechanism 7, and the other end of the transfer shaft 8 is connected to or separated from the output shaft 15 through a second shifting mechanism 10.

[0027] And an intermediate shaft 24 that is radially offset from and parallel to the output shaft 15. The second motor 16 is connected to the intermediate shaft 24 via a third shifting mechanism 25. The intermediate shaft 24 is provided with a multi-gear shifting gear pair that connects the intermediate shaft 8 and the output shaft 15.

[0028] In this embodiment of the commercial vehicle multi-speed hybrid system, the engine 1 and the first motor 3 are linked on the input shaft 4. The first shifting mechanism 7 of the main gearbox shifting unit can selectively link with the intermediate shaft 8 of the main gearbox shifting unit. The intermediate shaft 8 is linked with the output shaft 15 through the second shifting mechanism 10. The second motor 16 is only linked with the intermediate shaft 24 of the main gearbox shifting unit.

[0029] The second motor 16 can provide synchronous control of the shift gear speed of the multi-gear pair in the main gearbox shift unit of the first motor 3 and / or engine 1 during the shifting process, simplifying the structure of the first shift mechanism 7 and the second shift mechanism 10. When the multi-gear pair driven by engine 1 is in the shifting state, the second motor 16 completes fast and smooth shifting by changing the speed of the multi-gear pair to a set speed difference range.

[0030] In this embodiment of the commercial vehicle multi-speed hybrid system, the second motor 16 is connected to the intermediate shaft 24 via the third shift mechanism 25, and the input shaft 4 is connected to the intermediate shaft 8 via the first shift mechanism 7. When the third shift mechanism 25 engages the second motor 16 and the intermediate shaft 24, and the first shift mechanism 7 disconnects the input shaft 4 and the intermediate shaft 8, the second motor 16 can directly drive the vehicle. Furthermore, the first motor 3 and the engine 1 can be disengaged through the first shift mechanism 7 and the clutch 2, thereby reducing the drag loss when the first motor 3 is driven purely electrically.

[0031] Engine 1, first motor 3 and second motor 16 can drive the vehicle simultaneously or individually through first shift mechanism 7 to third shift mechanism 25, and there are multiple gears to choose from, achieving the best driving mode through different gear ratios.

[0032] In some alternative embodiments: see Figure 1 As shown in the figure, this application embodiment provides a multi-speed hybrid power system for commercial vehicles. The first motor 3 of the multi-speed hybrid power system is radially offset to one side of the input shaft 4, and a first reduction gear pair is provided between the first motor 3 and the input shaft 4. The first reduction gear pair includes a first driving offset gear 6 and a first driven offset gear 5 that are meshed with each other. The first driving offset gear 6 is connected to the first motor 3, and the first driven offset gear 5 is connected to the input shaft 4.

[0033] The first shifting mechanism 7 is circumferentially fixed on the central shaft 8. The first shifting mechanism 7 is connected to the input shaft 4 via engagement or disengagement of the first driven bias gear 5. The outer diameter of the first driving bias gear 6 is smaller than the outer diameter of the first driven bias gear 5. The first motor 3 is a first motor. In this embodiment, the first motor 3 is radially biased to the outside of the input shaft 4 via a first reduction gear pair. The first reduction gear pair includes a first driving bias gear 6 and a first driven bias gear 5 that mesh with each other. By forming a single-stage reduction ratio, the high-efficiency zone of the engine 1 coincides with the high-efficiency zone of the first motor 3, thereby improving power generation efficiency.

[0034] In some alternative embodiments: see Figure 1As shown, this application embodiment provides a multi-speed hybrid power system for commercial vehicles. The second motor 16 of the multi-speed hybrid power system is radially offset on one side of the intermediate shaft 24. A second reduction gear pair is provided between the second motor 16 and the intermediate shaft 24. The second reduction gear pair includes a second active bias gear 17 and a second driven bias gear 19. The second active bias gear 17 is connected to the second motor 16, and the second driven bias gear 19 is drivenly connected to the intermediate shaft 24.

[0035] The third shifting mechanism 25 is circumferentially fixed to one end of the intermediate shaft 24 and engages or disengages from the second driven bias gear 19. A reduction idler gear 18 meshes between the second driving bias gear 17 and the second driven bias gear 19. The outer diameter of the second driving bias gear 17 is smaller than the outer diameter of the reduction idler gear 18, and the outer diameter of the reduction idler gear 18 is smaller than the outer diameter of the second driven bias gear 19.

[0036] In this embodiment, the second motor 16 is radially offset to the outside of the intermediate shaft 24 via a second reduction gear pair. The second reduction gear pair includes a second driving offset gear 17, a reduction idler gear 18, and a second driven offset gear 19 that are meshed with each other. The second driving offset gear 17, the reduction idler gear 18, and the second driven offset gear 19 form a two-stage reduction ratio to increase the output torque of the second motor 16.

[0037] In some alternative embodiments: see Figure 1 As shown, this application embodiment provides a multi-speed hybrid power system for commercial vehicles. The multi-speed shift gear pairs of the multi-speed hybrid power system for commercial vehicles include a first shift gear pair that is driven between the central shaft 8 and the intermediate shaft 24, and a second, third, and fourth shift gear pairs that are driven between the intermediate shaft 24 and the output shaft 15.

[0038] The second shifting mechanism 10 is circumferentially fixed on the output shaft 15 and is used to engage or disengage the first and second shifting gear pairs. A fourth shifting mechanism 13, which engages or disengages the third and fourth shifting gear pairs, is also circumferentially fixed on the output shaft 15. The speed ratios from the first to the fourth shifting gear pairs gradually increase.

[0039] Specifically, the first shift gear pair includes a first output gear 9 fixed on the central shaft 8 and a first input gear 20 fixed on the intermediate shaft 24, with the first output gear 9 and the first input gear 20 meshing with each other. The second shift mechanism 10 is connected to the central shaft 8 by engaging or disengaging the first output gear 9, and the outer diameter of the first input gear 20 is larger than the outer diameter of the first output gear 9.

[0040] The second shift gear pair includes a second output gear 11 loosely fitted on the output shaft 15 and a second input gear 21 fixed on the intermediate shaft 24. The second output gear 11 and the second input gear 21 are meshed together. The second shift mechanism 10 engages or disengages the second output gear 11 to enable the second output gear 11 to be driven by the output shaft 15. The outer diameter of the second input gear 21 is larger than the outer diameter of the second output gear 11.

[0041] The third shift gear pair includes a third output gear 12 loosely fitted on the output shaft 15 and a third input gear 22 fixed on the intermediate shaft 24. The third output gear 12 and the third input gear 22 are meshed together. The fourth shift mechanism 13 engages or disengages the third output gear 12 to enable the third output gear 12 to be driven by the output shaft 15. The outer diameter of the third input gear 22 is smaller than the outer diameter of the third input and third output gear 12.

[0042] The fourth shift gear pair includes a fourth output gear 14 loosely fitted on the output shaft 15 and a fourth input gear 23 fixed on the intermediate shaft 24. The fourth output gear 14 and the fourth input gear 23 are meshed together. The fourth shift mechanism 13 engages or disengages the fourth output gear 14 to enable a transmission connection between the fourth output gear 14 and the output shaft 15. The outer diameter of the fourth input gear 23 is smaller than that of the fourth output gear 23.

[0043] The following is a working state table of a multi-speed hybrid power system for commercial vehicles according to an embodiment of this application:

[0044] The power transmission route of a multi-speed hybrid power system for a commercial vehicle according to an embodiment of this application is as follows: Engine-driven 1st gear: Clutch 2 is engaged, first shift mechanism 7 is engaged to the left, second shift mechanism 10 is in the middle position, third shift mechanism 25 is engaged to the right, and fourth shift mechanism 13 is engaged to the right. At this time, the power of engine 1 is transmitted to output shaft 15 through clutch 2, input shaft 4, first driven bias gear 5, first shift mechanism 7, intermediate shaft 8, first output gear 9, first input gear 20, intermediate shaft 24, fourth input gear 23, fourth output gear 14 and fourth shift mechanism 13, and then transmitted to the output shaft 15 to transmit power outward.

[0045] Engine-driven 2nd gear: Clutch 2 is engaged, first shift mechanism 7 is engaged to the left, second shift mechanism 10 is in the middle position, third shift mechanism 25 is engaged to the right, and fourth shift mechanism 13 is engaged to the left. At this time, the power of engine 1 is transmitted to output shaft 15 through clutch 2, input shaft 4, first driven bias gear 5, first shift mechanism 7, intermediate shaft 8, first output gear 9, first input gear 20, intermediate shaft 24, third input gear 22, third output gear 12 and fourth shift mechanism 13, and then transmitted to the output shaft 15 to transmit power outward.

[0046] Engine drives in 3rd gear: Clutch 2 is engaged, first shift mechanism 7 is engaged to the left, second shift mechanism 10 is engaged to the right, fourth shift mechanism 13 is in the middle position, and third shift mechanism 25 is engaged to the right. At this time, the power of engine 1 is transmitted to output shaft 15 through clutch 2, input shaft 4, first driven bias gear 5, first shift mechanism 7, intermediate shaft 8, first output gear 9, first input gear 20, intermediate shaft 24, second input gear 21, second output gear 11, and second shift mechanism 10, and then transmitted to the output shaft 15 to transmit power outward.

[0047] Engine drives 4 gears: Clutch 2 is engaged, first shift mechanism 7 is engaged to the left, second shift mechanism 10 is engaged to the left, fourth shift mechanism 13 is in the middle position, and third shift mechanism 25 is engaged to the right. At this time, the power of engine 1 is transmitted to output shaft 15 through clutch 2, input shaft 4, first driven bias gear 5, first shift mechanism 7, central shaft 8, first output gear 9 and second shift mechanism 10, and then transmitted to the outside.

[0048] Second motor drive: Clutch 2 is disengaged, second shift mechanism 10 is in the middle position, fourth shift mechanism 13 engages to the right, and third shift mechanism 25 engages to the left. At this time, the power of the second motor 16 is transmitted to the output shaft 15 through the second active bias gear 17, reduction idler gear 18, second driven bias gear 19, third shift mechanism 25, intermediate shaft 24, fourth input gear 23, fourth output gear 14 and fourth shift mechanism 13, and then transmitted to the output shaft 15 to transmit power outward.

[0049] Second motor drive + first motor drive: Clutch 2 is engaged, first shift mechanism 7 is engaged to the left, second shift mechanism 10 is in the middle position, fourth shift mechanism 13 is engaged to the right, third shift mechanism 25 is engaged to the left, and the power of the first motor 3 is transmitted to the intermediate shaft 24 through the first active bias gear 6, the first driven bias gear 5, the first shift mechanism 7, the intermediate shaft 8, the first output gear 9, and the first input gear 20. The power of the second motor 16 is transmitted to the intermediate shaft 24 through the second active bias gear 17, the reduction idler gear 18, the second driven bias gear 19 and the third shifting mechanism 25. The power of the first motor 3 and the power of the second motor 16 are coupled on the intermediate shaft 24, and transmitted to the output shaft 15 through the fourth input gear 23, the fourth output gear 14 and the fourth shifting mechanism 13 to transmit power outward.

[0050] Engine-driven 1st gear + second motor-driven: Clutch 2 is engaged, first shift mechanism 7 is engaged to the left, second shift mechanism 10 is in the middle position, fourth shift mechanism 13 is engaged to the right, third shift mechanism 25 is engaged to the left, and the power of engine 1 is transmitted to intermediate shaft 24 through clutch 2, input shaft 4, first driven bias gear 5, first shift mechanism 7, intermediate shaft 8, first output gear 9 and first input gear 20; The power of the second motor 16 is transmitted to the intermediate shaft 24 through the second active bias gear 17, the reduction idler gear 18, the second driven bias gear 19 and the third shifting mechanism 25. The power of the engine 1 and the power of the second motor 16 are coupled on the intermediate shaft 24, and transmitted to the output shaft 15 through the fourth input gear 23, the fourth output gear 14 and the fourth shifting mechanism 13 to transmit power outward.

[0051] Engine-driven 1st gear + second motor-driven + first motor-driven: Clutch 2 is engaged, first shift mechanism 7 is engaged to the left, second shift mechanism 10 is in the middle position, fourth shift mechanism 13 is engaged to the right, third shift mechanism 25 is engaged to the left. The power of engine 1 is transmitted to input shaft 4 through clutch 2, and the power of first motor 3 is transmitted to input shaft 4 through first active bias gear 6 and first driven bias gear 5. The power of engine 1 and the power of first motor 3 are coupled on input shaft 4, and transmitted to intermediate shaft 24 through first shift mechanism 7, intermediate shaft 8, first output gear 9 and first input gear 20. The power of the second motor 16 is transmitted to the intermediate shaft 24 through the second active bias gear 17, the reduction idler gear 18, the second driven bias gear 19 and the third shifting mechanism 25. The power on the input shaft 4 and the power of the second motor 16 are coupled on the intermediate shaft 24, and transmitted to the output shaft 15 through the fourth input gear 23, the fourth output gear 14 and the fourth shifting mechanism 13 to transmit power outward.

[0052] Engine-driven 2nd gear + second motor drive: Clutch 2 is engaged, first shift mechanism 7 is engaged to the left, second shift mechanism 10 is in the middle position, fourth shift mechanism 13 is engaged to the left, third shift mechanism 25 is engaged to the left, and the power of engine 1 is transmitted to intermediate shaft 24 through clutch 2, input shaft 4, first driven bias gear 5, first shift mechanism 7, intermediate shaft 8, first output gear 9 and first input gear 20; The power of the second motor 16 is transmitted to the intermediate shaft 24 through the second active bias gear 17, the reduction idler gear 18, the second driven bias gear 19 and the third shifting mechanism 25. The power of the engine 1 and the power of the second motor 16 are coupled on the intermediate shaft 24, and transmitted to the output shaft 15 through the third input gear 22, the third output gear 12 and the fourth shifting mechanism 13 to transmit power outward.

[0053] Engine-driven 2nd gear + second motor-driven + first motor-driven: Clutch 2 is engaged, first shift mechanism 7 is engaged to the left, second shift mechanism 10 is in the middle position, fourth shift mechanism 13 is engaged to the left, third shift mechanism 25 is engaged to the left, the power of engine 1 is transmitted to input shaft 4 through clutch 2, the power of first motor 3 is transmitted to input shaft 4 through first active bias gear 6 and first driven bias gear 5, the power of engine 1 and the power of first motor 3 are coupled on input shaft 4, and transmitted to intermediate shaft 24 through first shift mechanism 7, intermediate shaft 8, first output gear 9 and first input gear 20; The power of the second motor 16 is transmitted to the intermediate shaft 24 through the second active bias gear 17, the reduction idler gear 18, the second driven bias gear 19 and the third shifting mechanism 25. The power on the input shaft 4 and the power of the second motor 16 are coupled on the intermediate shaft 24, and transmitted to the output shaft 15 through the third input gear 22, the third output gear 12 and the fourth shifting mechanism 13 to transmit power outward.

[0054] Engine-driven 3rd gear + second motor drive: Clutch 2 is engaged, first shift mechanism 7 is engaged to the left, second shift mechanism 10 is engaged to the right, fourth shift mechanism 13 is in the middle position, third shift mechanism 25 is engaged to the left, and the power of engine 1 is transmitted to intermediate shaft 24 through clutch 2, input shaft 4, first driven bias gear 5, first shift mechanism 7, intermediate shaft 8, first output gear 9 and first input gear 20; The power of the second motor 16 is transmitted to the intermediate shaft 24 through the second active bias gear 17, the reduction idler gear 18, the second driven bias gear 19 and the third shifting mechanism 25. The power of the engine 1 and the power of the second motor 16 are coupled on the intermediate shaft 24, and transmitted to the output shaft 15 through the second input gear 21, the second output gear 11 and the second shifting mechanism 10 to transmit power outward.

[0055] Engine-driven 3rd gear + second motor-driven + first motor-driven: Clutch 2 is engaged, first shift mechanism 7 is engaged to the left, second shift mechanism 10 is engaged to the right, fourth shift mechanism 13 is in the middle position, third shift mechanism 25 is engaged to the left, the power of engine 1 is transmitted to input shaft 4 through clutch 2, the power of first motor 3 is transmitted to input shaft 4 through first active bias gear 6 and first driven bias gear 5, the power of engine 1 and the power of first motor 3 are coupled on input shaft 4, and transmitted to intermediate shaft 24 through first shift mechanism 7, intermediate shaft 8, first output gear 9 and first input gear 20; The power of the second motor 16 is transmitted to the intermediate shaft 24 through the second active bias gear 17, the reduction idler gear 18, the second driven bias gear 19 and the third shifting mechanism 25. The power on the input shaft 4 and the power of the second motor 16 are coupled on the intermediate shaft 24, and transmitted to the output shaft 15 through the second input gear 21, the second output gear 11 and the second shifting mechanism 10 to transmit power outward.

[0056] Engine-driven 4-speed + second motor-driven: Clutch 2 is engaged, first shift mechanism 7 is engaged to the left, second shift mechanism 10 is engaged to the left, fourth shift mechanism 13 is in the middle position, third shift mechanism 25 is engaged to the left. The power of engine 1 is transmitted to first output gear 9 through clutch 2, input shaft 4, first driven bias gear 5, first shift mechanism 7, and intermediate shaft 8. The power of second motor 16 is transmitted to first output gear 9 through second driving bias gear 17, reduction idler gear 18, second driven bias gear 19, intermediate shaft 24, and first input gear 20. The power of engine 1 and the power of second motor 16 are coupled on first output gear 9, and transmitted to output shaft 15 through second shift mechanism 10 to transmit power outward.

[0057] Engine-driven 4-speed + second motor-driven + first motor-driven: Clutch 2 is engaged, first shift mechanism 7 is engaged to the left, third shift mechanism 25 is engaged to the left, second shift mechanism 10 is engaged to the left, fourth shift mechanism 13 is in the middle position, third shift mechanism 25 is engaged to the left, the power of engine 1 is transmitted to input shaft 4 through clutch 2, and the power of first motor 3 is transmitted to input shaft 4 through first active bias gear 6 and first driven bias gear 5. The power of engine 1 and the power of first motor 3 are coupled on input shaft 4. The power of the second motor 16 is transmitted to the first output gear 9 through the second active bias gear 17, the reduction idler gear 18, the second driven bias gear 19, the third shifting mechanism 25, the intermediate shaft 24 and the first input gear 20. The power of the input shaft 4 and the power of the second motor 16 are coupled on the first output gear 9, and transmitted to the output shaft 15 through the second shifting mechanism 10 to transmit power outward.

[0058] Engine + First motor generates electricity + Second motor drives: Clutch 2 engages, First shift mechanism 7 engages to the right, Second shift mechanism 10 is in the middle position, Fourth shift mechanism 13 engages to the right, Third shift mechanism 25 engages to the left. The power of engine 1 is transmitted to first motor 3 through clutch 2, input shaft 4, first driven bias gear 5 and first driving bias gear 6, driving first motor 3 to generate electricity. The power of second motor 16 is transmitted to output shaft 15 through second driving bias gear 17, reduction idler gear 18, second driven bias gear 19, third shift mechanism 25, intermediate shaft 24, fourth input gear 23, fourth output gear 14 and fourth shift mechanism 13 to transmit power outward.

[0059] Second motor generates electricity: When the vehicle is braking or coasting, clutch 2 engages / disengages, first shift mechanism 7 engages to the right, second shift mechanism 10 is in the middle position, fourth shift mechanism 13 engages to the right, and third shift mechanism 25 engages to the left. The kinetic energy of the wheels drives the second motor to generate electricity through output shaft 15, fourth shift mechanism 13, fourth output gear 14, fourth input gear 23, intermediate shaft 24, third shift mechanism 25, second driven bias gear 19, reduction idler gear 18 and second active bias gear 17.

[0060] Second motor power generation + First motor power generation: When the vehicle is in braking or coasting state, clutch 2 is disengaged, first shift mechanism 7 engages to the left, second shift mechanism 10 is in the middle position, fourth shift mechanism 13 engages to the right, and third shift mechanism 25 engages to the left. The kinetic energy of the wheels is input to the first input gear 20 through output shaft 15, fourth shift mechanism 13, fourth output gear 14, fourth input gear 23, intermediate shaft 24. Part of the kinetic energy is driven by the first output gear 9, intermediate shaft 8, first shift mechanism 7, first driven bias gear 5 and first active bias gear 6 to generate electricity from the first motor. Part of the kinetic energy is driven by the third shift mechanism 25, second driven bias gear 19, reduction idler gear 18 and second active bias gear 17 to generate electricity from the second motor.

[0061] A second aspect of this application provides a vehicle, which includes the commercial vehicle multi-speed hybrid power system described in any of the above embodiments.

[0062] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0063] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0064] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A multi-speed hybrid power system for commercial vehicles, characterized in that, include: The hybrid power unit includes an input shaft (4), an engine (1) connected to the input shaft (4) via a clutch (2), a first motor (3) driven by the input shaft (4), and a second motor (16) driven in parallel with the engine (1). The main gearbox shifting unit includes an output shaft (15) coaxially arranged with the input shaft (4) and a transfer shaft (8) coaxially located between the input shaft (4) and the output shaft (15). One end of the transfer shaft (8) is connected to or separated from the input shaft (4) through a first shifting mechanism (7), and the other end of the transfer shaft (8) is connected to or separated from the output shaft (15) through a second shifting mechanism (10). And an intermediate shaft (24) that is radially offset from and parallel to the output shaft (15), the second motor (16) is connected to the intermediate shaft (24) via a third shifting mechanism (25), and the intermediate shaft (24) is provided with a multi-gear pair that drives the transfer shaft (8) and the output shaft (15).

2. The multi-speed hybrid power system for commercial vehicles as described in claim 1, characterized in that: The first motor (3) is radially offset to one side of the input shaft (4). A first reduction gear pair is provided between the first motor (3) and the input shaft (4). The first reduction gear pair includes a first active bias gear (6) and a first driven bias gear (5) that mesh with each other. The first active bias gear (6) is connected to the first motor (3), and the first driven bias gear (5) is connected to the input shaft (4). The first shift mechanism (7) is circumferentially fixed on the central shaft (8). The first shift mechanism (7) is connected to the input shaft (4) by engaging or disengaging the first driven bias gear (5). The outer diameter of the first active bias gear (6) is smaller than the outer diameter of the first driven bias gear (5). The first motor (3) is the first motor (3).

3. The multi-speed hybrid power system for commercial vehicles as described in claim 1, characterized in that: The second motor (16) is radially offset on one side of the intermediate shaft (24). A second reduction gear pair is provided between the second motor (16) and the intermediate shaft (24). The second reduction gear pair includes a second active bias gear (17) and a second driven bias gear (19). The second active bias gear (17) is connected to the second motor (16), and the second driven bias gear (19) is connected to the intermediate shaft (24) in a transmission connection.

4. A multi-speed hybrid power system for commercial vehicles as described in claim 3, characterized in that: The third shifting mechanism (25) is circumferentially fixed to one end of the intermediate shaft (24) and engages or disengages from the second driven bias gear (19). A reduction idler gear (18) meshes between the second driving bias gear (17) and the second driven bias gear (19). The outer diameter of the second driving bias gear (17) is smaller than the outer diameter of the reduction idler gear (18), and the outer diameter of the reduction idler gear (18) is smaller than the outer diameter of the second driven bias gear (19).

5. A multi-speed hybrid power system for commercial vehicles as described in claim 1, characterized in that: The multi-gear shifting gear pair includes a first shifting gear pair that is driven between the central shaft (8) and the intermediate shaft (24), and a second, third and fourth shifting gear pairs that are driven between the intermediate shaft (24) and the output shaft (15). The second shift mechanism (10) is circumferentially fixed on the output shaft (15) and is used to engage or disengage the first shift gear pair and the second shift gear pair. The output shaft (15) is also circumferentially fixed with a fourth shift mechanism (13) for engaging or disengaging the third shift gear pair and the fourth shift gear pair.

6. A multi-speed hybrid power system for commercial vehicles as described in claim 5, characterized in that: The first shift gear pair includes a first output gear (9) fixed on the central shaft (8) and a first input gear (20) fixed on the intermediate shaft (24), and the first output gear (9) and the first input gear (20) are meshed with each other; The second shifting mechanism (10) is connected to the central shaft (8) by engaging or disengaging the first output gear (9), and the outer diameter of the first input gear (20) is greater than the outer diameter of the first output gear (9).

7. A multi-speed hybrid power system for commercial vehicles as described in claim 5, characterized in that: The second shift gear pair includes a second output gear (11) loosely fitted on the output shaft (15) and a second input gear (21) fixed on the intermediate shaft (24), wherein the second output gear (11) and the second input gear (21) are meshed with each other; The second shifting mechanism (10) engages or disengages the second output gear (11) so that the second output gear (11) is connected to the output shaft (15) in a transmission manner, and the outer diameter of the second input gear (21) is greater than the outer diameter of the second output gear (11).

8. A multi-speed hybrid power system for commercial vehicles as described in claim 5, characterized in that: The third shift gear pair includes a third output gear (12) loosely fitted on the output shaft (15) and a third input gear (22) fixed on the intermediate shaft (24), wherein the third output gear (12) and the third input gear (22) are meshed with each other; The fourth shifting mechanism (13) engages or disengages the third output gear (12) to drive the third output gear (12) to the output shaft (15), and the outer diameter of the third input gear (22) is smaller than the outer diameter of the third input gear (22).

9. A multi-speed hybrid power system for commercial vehicles as described in claim 5, characterized in that: The fourth shift gear pair includes a fourth output gear (14) loosely fitted on the output shaft (15) and a fourth input gear (23) fixed on the intermediate shaft (24), wherein the fourth output gear (14) and the fourth input gear (23) are meshed with each other; The fourth shifting mechanism (13) engages or disengages the fourth output gear (14) to drive the fourth output gear (14) to the output shaft (15), and the outer diameter of the fourth input gear (23) is smaller than the outer diameter of the fourth output gear (14).

10. A vehicle, characterized in that, The vehicle includes the commercial vehicle multi-speed hybrid power system as described in any one of claims 1 to 9.

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