A hybrid variable speed system of a dual decoupling high-speed motor

Abstract

The application relates to the field of vehicle hybrid power assemblies, in particular to a hybrid power transmission system of a double-decoupling high-speed motor, which comprises an engine, a motor one and a motor two, the engine is connected with a power input shaft, and the hybrid power transmission system further comprises an output shaft, a power transmission center shaft, a motor one input center gear, a motor two input center gear and a sliding sleeve one and a sliding sleeve three. When the engine directly drives the output shaft through the power input shaft, power transmission is realized. At this time, the sliding sleeve one is separated from the motor one input center gear, the sliding sleeve one cannot be driven through the motor one input center gear, the motor one is decoupled, the sliding sleeve three is separated from the motor two input center gear, the sliding sleeve three cannot be driven through the motor two input center gear, and the motor two is decoupled, so that the two motors are simultaneously decoupled. In this working mode, gearless idling stirring oil loss is avoided, so that the efficiency is improved and the fuel consumption is reduced.

Description

Technical Field

[0001] This application relates to the field of hybrid powertrains for vehicles, and in particular to a hybrid transmission system with dual decoupled high-speed electric motors. Background Technology

[0002] The hybrid systems of heavy-duty hybrid commercial vehicles mainly include single-motor parallel P2 configuration, dual-motor parallel P2 configuration, and series hybrid configuration.

[0003] Related technologies can be found in Chinese Patent No. CN220770058U, which discloses a transmission system, powertrain, and vehicle. The transmission system includes: a first input shaft, a second input shaft sleeve, an intermediate shaft, a compensating gear, a driven gear train, a driving gear train, and an actuator. The actuator can adjust the transmission ratio between the driven gear train and the driving gear train. The actuator can also engage or disengage the compensating gear from the first input shaft, and the actuator can also engage or disengage the driving gear train from the intermediate shaft. The transmission system, as well as a first power component and a third power component, are connected to the first input shaft. The second power component is connected to the second input shaft sleeve.

[0004] In current single-motor parallel P2 configurations and dual-motor parallel P2 configurations, one motor cannot be decoupled under engine direct drive conditions, resulting in motor idling losses, reduced drive efficiency, and poor fuel economy. Summary of the Invention

[0005] To address the aforementioned issues, this application provides a hybrid transmission system with dual decoupled high-speed motors.

[0006] The hybrid transmission system with dual decoupled high-speed motors provided in this application adopts the following technical solution:

[0007] A hybrid transmission system with dual decoupled high-speed motors includes an engine, a first motor, and a second motor. The engine is connected to a power input shaft. The system also includes...

[0008] An output shaft, which is coaxially arranged with the power input shaft;

[0009] A power transmission center shaft is located between the power input shaft and the output shaft;

[0010] A motor input center gear is coaxially rotatably connected to a power input shaft. The motor is coaxially connected to a motor input gear, which is connected to the motor input center gear in a transmission connection.

[0011] The second input center gear of the motor is coaxially rotatably connected to the power transmission center shaft. The second input gear of the motor is coaxially connected to the second input center gear of the motor.

[0012] Sliding sleeve one is coaxially slidably connected to the end of the power input shaft facing the power transmission center shaft. The motor input center gear and the power transmission center shaft are respectively located on both sides of sliding sleeve one. Sliding sleeve one slides towards the motor input center gear and meshes with the motor input center gear. Sliding sleeve one slides towards the power transmission center shaft and meshes with the power transmission center shaft.

[0013] Sliding sleeve three is coaxially slidably connected to the power transmission center shaft. The input center gear of motor two is located on the side of sliding sleeve three closer to sliding sleeve one. Sliding sleeve three slides toward the input center gear of motor two and meshes with the input center gear of motor two.

[0014] By adopting the above technical solution, during direct-drive cruising, the engine directly drives the output shaft via the power input shaft, thus achieving power transmission. At this time, sliding sleeve one is separated from the input center gear of motor one, and sliding sleeve one will not transmit power through the input center gear of motor one, achieving decoupling of motor one. Similarly, sliding sleeve three is separated from the input center gear of motor two, and sliding sleeve three will not transmit power through the input center gear of motor two, thus achieving decoupling of motor two. This achieves simultaneous decoupling of both motors. In this operating mode, there is no oil churning loss due to gear idling, thereby improving efficiency and reducing fuel consumption.

[0015] Preferably, the end of the output shaft is provided with a transmission gear that engages with the sliding sleeve three. The transmission gear and the input center gear of the motor are located on both sides of the sliding sleeve three, and the sliding sleeve three slides toward the transmission gear and meshes with the transmission gear.

[0016] By adopting the above technical solution, the first sliding sleeve is meshed with the power transmission center shaft, and the third sliding sleeve is meshed with the input center gear of the second motor. When the engine starts, the power can be directly transmitted to the output shaft through the power input shaft, making the power transmission efficient and convenient.

[0017] Preferably, the system also includes a front housing structure, which includes two intermediate shafts arranged parallel and symmetrically on both sides of the power transmission center shaft. An intermediate shaft split gear, an intermediate shaft second gear, and an intermediate shaft first gear are coaxially connected to the intermediate shafts. A motor power split gear that meshes with the intermediate shaft split gear is coaxially fixed to the motor input center gear. A main gearbox second gear that meshes with the intermediate shaft second gear is coaxially rotatably connected to the power transmission center shaft. A main gearbox first gear that meshes with the intermediate shaft first gear is coaxially rotatably connected to the power transmission center shaft.

[0018] The first sliding sleeve is located between the power split gear of the motor and the second gear of the main gearbox. The second sliding sleeve is coaxially slidably connected on the power transmission center shaft between the second gear of the main gearbox and the first gear of the main gearbox. The second sliding sleeve slides toward the second gear of the main gearbox and meshes with the second gear of the main gearbox. The second sliding sleeve slides toward the first gear of the main gearbox and meshes with the first gear of the main gearbox.

[0019] By adopting the above technical solution, the first sliding sleeve remains stationary and does not engage with the power transmission center shaft or the input center gear of the first motor. The second sliding sleeve slides towards the first gear of the main gearbox and engages with it. The first motor transmits power to its input center gear, and then through the intermediate shaft shunt gear, it transmits power to the intermediate shaft first gear. The intermediate shaft first gear then transmits power to the main gearbox first gear, which in turn transmits power through the second sliding sleeve to the power transmission center shaft, ultimately reaching the output shaft. At this time, neither the engine nor the second motor starts, achieving independent control of the first motor. Similarly, when the second sliding sleeve slides towards the second gear of the main gearbox and engages with it, independent control of the first motor is also achieved.

[0020] Preferably, the diameters of the intermediate shaft splitter gear, the intermediate shaft second gear, and the intermediate shaft first gear decrease sequentially.

[0021] By adopting the above technical solution, the three components have different diameters and thus different transmission ratios, thereby meeting the transmission requirements of different speeds and power during gear shifting.

[0022] Preferably, the system also includes a rear housing structure, which includes two secondary shafts arranged parallel and symmetrically on both sides of the power transmission center shaft. The secondary shafts are coaxially connected to a secondary housing intermediate shaft reduction gear, a secondary housing intermediate shaft second-speed output gear, and a secondary housing intermediate shaft first-speed output gear. The motor second input center gear is coaxially fixed with a motor second power split gear that meshes with the secondary housing intermediate shaft reduction gear. The output shaft is coaxially rotatably connected to a secondary housing second-speed gear that meshes with the secondary housing intermediate shaft second-speed output gear. The output shaft is coaxially rotatably connected to a secondary housing first-speed gear that meshes with the secondary housing intermediate shaft first-speed output gear.

[0023] The sliding sleeve three is located between the second power split gear of the motor and the second gear of the auxiliary gearbox. The output shaft is coaxially slidably connected to the sliding sleeve four, which is located between the second gear and the first gear of the auxiliary gearbox. The sliding sleeve four slides toward the second gear of the auxiliary gearbox and meshes with it. The sliding sleeve four slides toward the first gear of the auxiliary gearbox and meshes with it.

[0024] By adopting the above technical solution, the sliding sleeve one remains stationary and does not mesh with the power transmission center shaft, nor with the input center gear of motor one. The sliding sleeve four slides towards the first gear of the auxiliary gearbox and meshes with it. Motor two transmits power to its input center gear, and then through the reduction gear on the intermediate shaft of the auxiliary gearbox, it transmits power to the first gear output gear on the intermediate shaft of the auxiliary gearbox. The first gear output gear on the intermediate shaft of the auxiliary gearbox then transmits power to the first gear of the auxiliary gearbox, which in turn transmits power to the output shaft through the sliding sleeve four. At this time, neither the engine nor motor one starts, achieving independent control of motor two. Similarly, when the sliding sleeve four slides towards the second gear of the auxiliary gearbox and meshes with it, independent control of motor two can also be achieved.

[0025] Preferably, the system also includes a rear housing structure, which includes two secondary shafts arranged parallel and symmetrically on both sides of the power transmission center shaft. A reduction gear, a second-gear output gear, and a first-gear output gear are coaxially connected to the secondary shafts. A second power shunt gear, meshing with the reduction gear, is coaxially fixed to the second input center gear of the motor. A second gear, meshing with the second-gear output gear, is rotatably connected to the power transmission center shaft. A first gear, meshing with the first-gear output gear, is rotatably connected to the output shaft. The third sliding sleeve is located between the second power shunt gear and the second gear.

[0026] The end of the output shaft facing the power transmission center shaft is coaxially slidably connected to the fourth sliding sleeve. The fourth sliding sleeve is slidably connected to the power transmission center shaft and meshes with it. The fourth sliding sleeve is slidably connected to the first gear of the auxiliary gearbox and meshes with it.

[0027] By adopting the above technical solution, sliding sleeves one, two, and three remain stationary and do not mesh with any gear structure. Sliding sleeve four slides towards the first gear of the auxiliary gearbox and meshes with it. Motor two transmits power to its input center gear, and then through the reduction gear on the intermediate shaft of the auxiliary gearbox, it transmits power to the first gear output gear on the intermediate shaft of the auxiliary gearbox. The first gear output gear on the intermediate shaft of the auxiliary gearbox then transmits power to the first gear of the auxiliary gearbox, and finally, through sliding sleeve four, it transmits power to the output shaft. At this time, neither the engine nor motor one starts, achieving independent control of motor two.

[0028] Sliding sleeve one and sliding sleeve two remain stationary, while sliding sleeve four slides toward the power transmission center shaft and engages with it. At this time, sliding sleeve three slides and engages with the power split gear of motor two or the second gear of the auxiliary gearbox. Motor two transmits power to the input center gear of motor two and simultaneously transmits it to the power split gear of motor two and the second gear of the auxiliary gearbox. Therefore, no matter which sliding sleeve three engages with, the power of motor two can be transmitted to the power transmission center shaft. The power transmission center shaft is then connected to the output shaft through sliding sleeve four, thus ultimately realizing the transmission of power from motor two to the output shaft, and also enabling independent control of motor two.

[0029] Preferably, the diameters of the intermediate shaft reduction gear, the second gear output gear, and the first gear output gear decrease sequentially.

[0030] By adopting the above technical solution, the three components have different diameters and thus different transmission ratios, thereby meeting the transmission requirements of different speeds and power during gear shifting.

[0031] Preferably, the input gear of motor one and the input center gear of motor one are connected by a transmission through an intermediate gear and a secondary gear of motor one. The intermediate gear and the secondary gear of motor one are coaxially fixedly connected. The input gear of motor one and the intermediate gear of motor one are meshed together. The secondary gear of motor one and the input center gear of motor one are meshed together. The input gear of motor two and the input center gear of motor two are connected by a transmission through an intermediate gear and a secondary gear of motor two. The intermediate gear and the secondary gear of motor two are coaxially fixedly connected through a connecting shaft. The intermediate gear and the secondary gear of motor two are meshed together. The secondary gear and the input center gear of motor two are meshed together. Motor one and motor two are high-speed, low-torque motors.

[0032] By adopting the above technical solution, two stages of reduction gears are added during the power transmission process of motor one and motor two, thereby changing motor one and motor two from low-speed, high-torque motors to high-speed, low-torque motors, reducing the cost of hybrid motors.

[0033] Preferably, the diameter of the intermediate input gear of the first motor is larger than the diameter of the secondary input gear of the first motor, and the diameter of the intermediate input gear of the second motor is larger than the diameter of the input gear of the second motor.

[0034] Preferably, the second motor is located at the end of the front housing structure away from the output shaft, with one intermediate shaft hollow, and the connecting shaft passing through and rotatably connected to the intermediate shaft. The diameter of the intermediate input gear of the first motor is smaller than the diameter of the secondary input gear of the first motor, and the diameter of the intermediate input gear of the second motor is smaller than the diameter of the input gear of the second motor.

[0035] By adopting the above technical solution, the installation positions of motor one and motor two can be changed according to the actual situation of the vehicle. When the position of motor two is changed, power transmission can still be achieved by passing the connecting shaft through the center of the intermediate shaft.

[0036] In summary, this application includes at least one of the following beneficial technical effects:

[0037] When the engine is cruising in direct drive, the dual motors can be decoupled from the engine, eliminating motor idle drag losses; at the same time, each gear set can be decoupled, eliminating gear idle oil churning losses, resulting in high efficiency and good fuel economy. The high-speed, low-torque single-motor structure reduces the cost of the hybrid motor;

[0038] Motor 1 can decouple the engine and Motor 2 and output power independently, realizing efficient single-motor direct drive;

[0039] Motor 2 can decouple the engine and motor 1 to output power independently, achieving efficient drive with a single motor 2. Attached Figure Description

[0040] Figure 1 This is a schematic diagram of the overall structure of Embodiment 1;

[0041] Figure 2 This is a schematic diagram of the overall structure of Embodiment 2;

[0042] Figure 3 This is a schematic diagram of the overall structure of Embodiment 3.

[0043] Explanation of reference numerals in the attached figures:

[0044] 1. Engine;

[0045] 2. Motor 1;

[0046] 3. Motor input gear 1; 31. Motor input center gear 1; 32. Motor power split gear 1; 33. Main gearbox second gear; 34. Main gearbox first gear; 35. Motor input intermediate gear; 36. Motor input second gear;

[0047] 4. Intermediate shaft; 41. Intermediate shaft splitter gear; 42. Intermediate shaft second gear; 43. Intermediate shaft first gear;

[0048] 5. Secondary central shaft; 51. Secondary gearbox intermediate shaft reduction gear; 52. Secondary gearbox intermediate shaft second gear output gear; 53. Secondary gearbox intermediate shaft first gear output gear;

[0049] 6. Motor II; 61. Input center gear of Motor II; 62. Power split gear of Motor II; 63. Second gear of auxiliary gearbox; 64. First gear of auxiliary gearbox; 65. Input intermediate gear of Motor II; 66. Input secondary gear of Motor II; 67. Input gear of Motor II; 68. Connecting shaft;

[0050] 7. Power input shaft;

[0051] 8. Power transmission center shaft;

[0052] 9. Output shaft; 91. Transmission gear;

[0053] 101. Sliding sleeve one; 102. Sliding sleeve two; 103. Sliding sleeve three; 104. Sliding sleeve four. Detailed Implementation

[0054] The present application will be further described in detail below with reference to all the accompanying drawings.

[0055] Example 1

[0056] This application discloses a hybrid transmission system with dual decoupled high-speed motors, referring to... Figure 1 It includes engine 1, motor 1 2, motor 2 6, power input shaft 7, power transmission center shaft 8, output shaft 9, front box structure and rear box structure.

[0057] Engine 1 is fixedly connected to power input shaft 7. A motor input center gear 31 is coaxially rotatably connected to power input shaft 7. A sliding sleeve 101, coaxially sliding with the motor input center gear 31, is slidably connected to the end of power input shaft 7 away from engine 1. Sliding sleeve 101 slides to the left and engages with the motor input center gear 31 to transmit power. Power transmission center shaft 8 is coaxially opposite power input shaft 7, and is located on the side of sliding sleeve 101 away from the motor input center gear 31. Sliding sleeve 101 engages with the end of power transmission center shaft 8. That is, when sliding sleeve 101 slides to the right, sliding sleeve 101 engages with power transmission center shaft 8 to transmit power. Here, the sliding sleeve 101 has three states: First, the sliding sleeve 101 slides to the left and engages with the input center gear 31 of the motor; second, the sliding sleeve 101 remains stationary, that is, it does not engage with the input center gear 31 of the motor or with the power transmission center shaft 8; third, the sliding sleeve 101 slides to the right and engages with the power transmission center shaft 8.

[0058] Motor 2 is coaxially connected to motor input gear 3. Motor input gear 3 is connected to motor input center gear 31 via motor input intermediate gear 35 and motor input secondary gear 36. Motor input intermediate gear 35 and motor input secondary gear 36 are coaxially and fixedly connected. Motor input gear 3 meshes with motor input intermediate gear 35, and motor input secondary gear 36 meshes with motor input center gear 31. The diameter of motor input intermediate gear 35 is larger than the diameter of motor input secondary gear 36. Motor 2 can transmit power to motor input center gear 31 through motor input intermediate gear 35 and motor input secondary gear 36. Motor 2 is a high-speed, low-torque motor.

[0059] The front housing structure includes two intermediate shafts 4 parallel to the power transmission center shaft 8, located on opposite sides of the power transmission center shaft 8. A three-way intermediate shaft gear 41, a second-speed intermediate shaft gear 42, and a first-speed intermediate shaft gear 43 are coaxially fixed to each other on the intermediate shafts 4. The intermediate shaft gear 41 is located at the end of the intermediate shaft 4 closest to the engine 1, and the first-speed intermediate shaft gear 43 is located at the other end of the intermediate shaft 4. The diameters of the intermediate shaft gear 41, the second-speed intermediate shaft gear 42, and the first-speed intermediate shaft gear 43 decrease sequentially.

[0060] A motor power split gear 32, which meshes with the intermediate shaft split gear 41, is coaxially fixed on the motor input center gear 31. A main gearbox second gear 33, which meshes with the intermediate shaft second gear 42, and a main gearbox first gear 34, which meshes with the intermediate shaft first gear 43, are coaxially rotatably connected on the power transmission center shaft 8. A sliding sleeve 102 is coaxially slidably connected on the power transmission center shaft 8, located between the main gearbox second gear 33 and the main gearbox first gear 34, and can mesh with either the main gearbox second gear 33 or the main gearbox first gear 34. There are three states for the sliding sleeve 102: First, the sliding sleeve 102 slides to the left and engages with the second gear 33 of the main gearbox; second, the sliding sleeve 102 remains stationary, that is, it does not engage with the second gear 33 of the main gearbox nor with the first gear 34 of the main gearbox; third, the sliding sleeve 102 slides to the right and engages with the first gear 34 of the main gearbox.

[0061] Output shaft 9 is coaxially aligned with power transmission center shaft 8, and is located at the end of power transmission center shaft 8 furthest from power input shaft 7. A second motor input center gear 61 is coaxially rotatably connected to the end of power transmission center shaft 8 facing output shaft 9. A sliding sleeve 103, which engages with the second motor input center gear 61, is coaxially slidably connected to the end of power transmission center shaft 8 facing output shaft 9. A transmission gear 91, which engages with sliding sleeve 103, is located at the end of output shaft 9 between the second motor input center gear 61 and output shaft 9. Sliding sleeve 103 has three states: first, sliding sleeve 103 slides to the left and engages with the second motor input center gear 61; second, sliding sleeve 103 remains stationary, neither engaging with the second motor input center gear 61 nor with output shaft 9; third, sliding sleeve 103 slides to the right and engages with output shaft 9.

[0062] Motor 2 (6) is coaxially connected to input gear 67. Input gear 67 is connected to input center gear 61 via intermediate input gear 65 and secondary input gear 66. Intermediate input gear 65 and secondary input gear 66 are coaxially and fixedly connected. Input gear 67 meshes with intermediate input gear 65, and secondary input gear 66 meshes with center gear 61. The diameter of intermediate input gear 65 is larger than the diameter of secondary input gear 66. Motor 2 (6) transmits power to center gear 61 via intermediate input gear 65 and secondary input gear 66. Motor 2 (6) is a high-speed, low-torque motor.

[0063] The rear housing structure includes two secondary shafts 5 parallel to the output shaft 9, located on opposite sides of the output shaft 9. Coaxially fixed to each secondary shaft 5 are a reduction gear 51, a second-gear output gear 52, and a first-gear output gear 53. The reduction gear 51 is located at the end of the secondary shaft 5 closest to the engine 1, and the first-gear output gear 53 is located at the other end of the intermediate shaft 4. The diameters of the reduction gear 51, the second-gear output gear 52, and the first-gear output gear 53 decrease sequentially.

[0064] A power shunt gear 62, which meshes with the reduction gear 51 on the intermediate shaft of the auxiliary gearbox, is coaxially fixed on the input center gear 61 of the motor. A second-gear 63 of the auxiliary gearbox, which meshes with the second-gear output gear 52 on the intermediate shaft of the auxiliary gearbox, and a first-gear 64 of the auxiliary gearbox, which meshes with the first-gear output gear 53 on the intermediate shaft of the auxiliary gearbox, are coaxially rotatably connected to the output shaft 9. A sliding sleeve 104 is coaxially slidably connected to the output shaft 9, located between the second-gear 63 and the first-gear 64 of the auxiliary gearbox, and can mesh with either the second-gear 63 or the first-gear 64 of the auxiliary gearbox respectively. There are three states for the sliding sleeve 104: First, the sliding sleeve 104 slides to the left and engages with the second gear 63 of the auxiliary gearbox; second, the sliding sleeve 104 remains stationary, that is, it does not engage with the second gear 63 of the auxiliary gearbox or the first gear 64 of the auxiliary gearbox; third, the sliding sleeve 104 slides to the right and engages with the first gear 64 of the auxiliary gearbox.

[0065] Engine 1 operates in direct drive, meaning it transmits power to output shaft 9 while motors 2 and 6 remain stationary. Sliding sleeve 101 slides to the right, sliding sleeve 102 remains stationary, sliding sleeve 103 slides to the right and engages with output shaft 9, while sliding sleeve 104 remains stationary. The generator transmits power to the power transmission center shaft 8 via sliding sleeve 102, and the power transmission center shaft 8 then transmits power to output shaft 9 via sliding sleeve 104, completing the output. At this time, motors 2 and 6 are decoupled; they do not idle, and the gears do not rotate, resulting in low power loss.

[0066] Motor 1 and Motor 2 operate independently with first gear and independent output. Sliding sleeve 101 remains stationary, sliding sleeve 2 102 slides to the right and engages with the first gear 34 of the main gearbox, sliding sleeve 3 103 slides to the right and engages with the output shaft 9, and sliding sleeve 4 104 remains stationary. At this time, the power from Motor 1 and Motor 2 is transmitted to the input center gear 31 of Motor 1 through the input intermediate gear 35 and the input secondary gear 36. The input center gear 31 of Motor 1 transmits the power to the intermediate shaft shunt gear 41 through the power shunt gear 32. The intermediate shaft shunt gear 41 simultaneously transmits the power to the intermediate shaft first gear 43, which in turn transmits it to the first gear 34 of the main gearbox. The first gear 34 of the main gearbox transmits the power to the power transmission center shaft 8 through sliding sleeve 2 102, and the power transmission center shaft 8 transmits the power to the output shaft 9 through sliding sleeve 3 103, completing the output. At this time, engine 1 and Motor 2 are in a decoupled state.

[0067] Motor 1 (2) operates independently in two gears with independent output. Sliding sleeve 1 (101) remains stationary, sliding sleeve 2 (102) slides to the left to engage with the second gear 33 of the main gearbox, sliding sleeve 3 (103) slides to the right to engage with the output shaft 9, and sliding sleeve 4 (104) remains stationary. At this time, Motor 1 (2) transmits power to the input center gear 31 of Motor 1 via the input intermediate gear 35 and the input secondary gear 36. The input center gear 31 of Motor 1 transmits power to the intermediate shaft shunt gear 41 via the power shunt gear 32. The intermediate shaft shunt gear 41 simultaneously transmits power to the intermediate shaft second gear 42, which in turn transmits it to the second gear 33 of the main gearbox. The second gear 33 of the main gearbox transmits power to the power transmission center shaft 8 via sliding sleeve 2 (102), and the power transmission center shaft 8 transmits power to the output shaft 9 via sliding sleeve 3 (103), completing the output. At this time, engine 1 and Motor 2 (6) are in a decoupled state.

[0068] Motor 2 (6) is driven independently in first gear with independent output. Sliding sleeve 101, sliding sleeve 2 (102), and sliding sleeve 3 (103) remain stationary, while sliding sleeve 4 (104) slides to the right and engages with the auxiliary gearbox's first gear 64. At this time, the power of motor 2 (6) is transmitted to the input center gear 61 of motor 2 through the input intermediate gear 65 and the input secondary gear 66. The input center gear 61 then transmits the power to the auxiliary gearbox's intermediate shaft reduction gear 51 via the power split gear 62. The reduction gear 51 simultaneously transmits the power to the auxiliary gearbox's intermediate shaft first gear output gear 53, which in turn transmits it to the auxiliary gearbox's first gear gear 64. The auxiliary gearbox's first gear gear 64 then transmits the power to the output shaft 9 via sliding sleeve 4 (104), completing the output. At this time, engine 1 and motor 2 (2) are in a decoupled state.

[0069] Motor 2 (6) operates independently in second gear with independent output. Sliding sleeves 101, 102, and 103 remain stationary, while sliding sleeve 104 slides to the left and engages with the auxiliary gearbox's second-gear 63. At this time, Motor 2 (6) transmits power to Motor 2's input center gear 61 via the input intermediate gear 65 and input secondary gear 66. The input center gear 61 then transmits power to the auxiliary gearbox's intermediate shaft reduction gear 51 via the power split gear 62. The reduction gear 51 simultaneously transmits power to the auxiliary gearbox's intermediate shaft second-gear output gear 52, which in turn transmits power to the auxiliary gearbox's second-gear output gear 52. The output gear 52 then transmits power to the auxiliary gearbox's second-gear 63, which in turn transmits power to the output shaft 9 via sliding sleeve 104, completing the output. At this point, engine 1 and Motor 1 (2) are decoupled.

[0070] Motor 1 (2) and Motor 2 (6) work together to output power. Sliding sleeve 1 (101) remains stationary. Sliding sleeve 2 (102) slides to the right and engages with the first gear 34 of the main gearbox. Sliding sleeve 3 (103) slides to the left and engages with the input center gear 61 of Motor 2. Sliding sleeve 4 (104) slides to the right and engages with the first gear 64 of the auxiliary gearbox. At this time, motor 2 transmits power to motor 1 input center gear 31 through motor 1 input intermediate gear 35 and motor 1 input secondary gear 36. Motor 1 input center gear 31 transmits power to intermediate shaft shunt gear 41 through motor 1 power shunt gear 32. Intermediate shaft shunt gear 41 transmits power to intermediate shaft first gear 43. Intermediate shaft first gear 43 transmits power to main gearbox first gear 34. Main gearbox first gear 34 transmits power to power transmission center shaft 8 through sliding sleeve 2 102. Power transmission center shaft 8 transmits power to motor 2 input center gear 61 through sliding sleeve 3 103. Motor 2 input center gear 61 transmits power to auxiliary gearbox intermediate shaft reduction gear 51 through motor 2 power shunt gear 62. Auxiliary gearbox intermediate shaft reduction gear 51 transmits power to auxiliary gearbox intermediate shaft first output gear 53. Auxiliary gearbox intermediate shaft first output gear 53 transmits power to auxiliary gearbox first gear 64. Auxiliary gearbox first gear 64 transmits power to output shaft 9 through sliding sleeve 4 104. Motor 2 completes power output.

[0071] The power from motor 2 (6) is transmitted to the input center gear 61 via the input intermediate gear 65 and the input secondary gear 66. The input center gear 61 then transmits the power to the intermediate shaft reduction gear 51 of the auxiliary gearbox via the power split gear 62. The intermediate shaft reduction gear 51 simultaneously transmits the power to the first-gear output gear 53 of the auxiliary gearbox, which in turn transmits it to the first-gear gear 64. The first-gear gear 64 then transmits the power to the output shaft 9 via the sliding sleeve 104, thus completing the power output of motor 2 (6). This achieves the combined power output of motor 1 (2) and motor 2 (6).

[0072] The above describes only one output mode of the combined power of motor 1 (2) and motor 2 (6). Sliding sleeve 1 (101) remains stationary, while sliding sleeve 3 (103) slides to the left and engages with the input center gear 61 of motor 2. Sliding sleeves 2 (102) and 4 (104) can slide to the left or right to achieve different output modes. Since the power transmission principle is the same, it will not be described in detail again.

[0073] Motor 2 starts engine 1, while motor 6 drives it independently. Sliding sleeve 101 slides to the left and engages with the input center gear 31 of motor 1, while sliding sleeve 2 102 and sliding sleeve 3 103 remain stationary. Sliding sleeve 4 104 slides to the right and engages with the first gear 64 of the auxiliary gearbox. The power from motor 2 is transmitted to the input center gear 31 of motor 1 through the intermediate input gear 35 and the secondary input gear 36 of motor 1. The input center gear 31 of motor 1 then transmits the power to the power input shaft 7 through sliding sleeve 101. The power input shaft 7 is directly connected to engine 1, thus enabling motor 2 to start engine 1. The power from motor 2 (6) is transmitted to the input center gear 61 via the input intermediate gear 65 and the input secondary gear 66. The input center gear 61 then transmits the power to the intermediate shaft reduction gear 51 of the auxiliary gearbox via the power split gear 62. The intermediate shaft reduction gear 51 simultaneously transmits the power to the first gear output gear 53 of the auxiliary gearbox, which in turn transmits it to the first gear gear 64. The first gear gear 64 then transmits the power to the output shaft 9 via the sliding sleeve 104, thus completing the power output from motor 2 (6). Similarly, when the sliding sleeve 104 slides to the left, motor 2 (6) can shift gears. It is clear that the output mode of motor 2 (6) is independent of motor 2 (2) and engine 1; motor 2 (6) can be independently controlled and driven.

[0074] Similarly, the power of engine 1 can also be directly transmitted to motor 2, thereby enabling engine 1 to drive motor 2 to generate electricity, and motor 6 to drive independently.

[0075] Example 2

[0076] The difference between Embodiment 2 and Embodiment 1 lies in the different structures of the power input shaft 7 and the power transmission center shaft 8. (Refer to...) Figure 2 The second power split gear 62 of the motor and the second gear 63 of the auxiliary gearbox are coaxially rotatably connected to the power transmission center shaft 8. The third sliding sleeve 103 is coaxially slidably connected to the power transmission center shaft 8 and located between the second power split gear 62 of the motor and the second gear 63 of the auxiliary gearbox. The first gear 64 of the auxiliary gearbox is rotatably connected to the output shaft 9. The fourth sliding sleeve 104 is coaxially slidably connected to the end of the output shaft 9 and is located between the power transmission center shaft 8 and the first gear 64 of the auxiliary gearbox.

[0077] Engine 1 is directly driven. Sliding sleeve 101 slides to the right and engages with the power transmission center shaft 8, while sliding sleeve 2 102 and sliding sleeve 3 103 remain stationary. Sliding sleeve 4 104 slides to the left and engages with the power transmission center shaft 8. Power from engine 1 is transmitted to the power transmission center shaft 8 via sliding sleeve 101, and then to the output shaft 9 via sliding sleeve 4 104, completing the output. Motor 1 2 and Motor 2 6 remain decoupled.

[0078] Motor 1 (2) is driven independently. Sliding sleeve 101 remains stationary, sliding sleeve 2 (102) engages by sliding to the left or right, and sliding sleeve 4 (104) engages with the power transmission center shaft 8 by sliding to the left. Power from Motor 1 (2) is transmitted to the input center gear 31 via the input intermediate gear 35 and the input secondary gear 36. The input center gear 31 then transmits power to the intermediate shaft shunt gear 41 via the power shunt gear 32. The intermediate shaft shunt gear 41 simultaneously transmits power to the intermediate shaft second gear 42 and the intermediate shaft first gear 43. The intermediate shaft second gear 42 transmits power to the main gearbox second gear 33, and the intermediate shaft first gear 43 transmits power to the main gearbox first gear 34. The main gearbox second gear 33 or the main gearbox first gear 34 transmits power to the power transmission center shaft 8 via sliding sleeve 2 (102). The power transmission center shaft 8 then transmits power to the output shaft 9 via sliding sleeve 4 (104), completing the output. At this time, engine 1 and motor 2 (6) are decoupled.

[0079] Motor 2 (6) is driven independently in first gear with independent output. Sliding sleeve 101, sliding sleeve 2 (102), and sliding sleeve 3 (103) remain stationary, while sliding sleeve 4 (104) slides to the right and engages with the auxiliary gearbox's first gear 64. Power from Motor 2 (6) is transmitted to the input center gear 61 via the input intermediate gear 65 and the input secondary gear 66. The input center gear 61 then transmits power to the auxiliary gearbox's intermediate shaft reduction gear 51 via the power split gear 62. The reduction gear 51 simultaneously transmits power to the auxiliary gearbox's intermediate shaft first gear output gear 53, which in turn transmits power to the auxiliary gearbox's first gear output gear 64. The auxiliary gearbox's first gear output gear 64 then transmits power to the output shaft 9 via sliding sleeve 4 (104), completing the output. At this time, engine 1 and motor 2 (2) are decoupled.

[0080] Motor 2 (6) operates independently in two gears with independent output. Sliding sleeve 1 (101) and sliding sleeve 2 (102) remain stationary. Sliding sleeve 3 (103) slides left or right to engage, while sliding sleeve 4 (104) slides left to engage with the power transmission center shaft 8. Power from motor 2 (6) is transmitted to the input center gear 61 via the input intermediate gear 65 and the input secondary gear 66. The input center gear 61 then transmits power to the auxiliary gearbox intermediate shaft reduction gear 51 via the power split gear 62. The reduction gear 51 simultaneously transmits power to the auxiliary gearbox intermediate shaft second-gear output gear 52 and the auxiliary gearbox intermediate shaft first-gear output gear 53. The second-gear output gear 52 transmits power to the auxiliary gearbox second-gear gear 63, and the first-gear output gear 53 transmits power to the auxiliary gearbox first-gear gear 64. Either the auxiliary gearbox second-gear gear 63 or the auxiliary gearbox first-gear gear 64 transmits power to the power transmission center shaft 8 via sliding sleeve 3 (103), completing the output. At this time, engine 1 and motor 2 (2) are decoupled.

[0081] Example 3

[0082] The difference between Example 3 and Example 2 lies in the position of motor 6. (Refer to...) Figure 3 The second input intermediate gear 65 and the second input secondary gear 66 of the motor are coaxially and fixedly connected via a connecting shaft 68. The second motor 6 is located at the end of the front housing structure away from the output shaft 9. One of the intermediate shafts 4 is hollow. The connecting shaft 68 passes through the intermediate shaft 4 and is rotatably connected to it. The second input intermediate gear 65 and the second input secondary gear 66 of the motor are located on opposite sides of the front housing structure. The diameter of the first input intermediate gear 35 is smaller than the diameter of the first input secondary gear 36, and the diameter of the second input intermediate gear 65 is smaller than the diameter of the second input gear 67.

[0083] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A hybrid transmission system of a dual decoupled high speed electric motor comprising an engine (1), an electric motor one (2) and an electric motor two (6), said engine (1) is connected with a power input shaft (7), characterized in that: Also comprising, an output shaft (9) coaxially arranged with the power input shaft (7); a power transmission center shaft (8) between the power input shaft (7) and the output shaft (9); a motor one input center gear (31) coaxially rotatably connected to the power input shaft (7), the motor one (2) coaxially connected with a motor one input gear (3), the motor one input gear (3) is in transmission connection with the motor one input center gear (31); a motor two input center gear (61) coaxially rotatably connected to the power transmission center shaft (8), the motor two (6) coaxially connected with a motor two input gear (67), the motor two input gear (67) is in transmission connection with the motor two input center gear (61); a sliding sleeve one (101) coaxially slidingly connected to the end of the power input shaft (7) towards the power transmission center shaft (8), the motor one input center gear (31) and the power transmission center shaft (8) are respectively located on both sides of the sliding sleeve one (101), the sliding sleeve one (101) is slidingly connected with the motor one input center gear (31) towards the motor one input center gear (31), the sliding sleeve one (101) is slidingly connected with the power transmission center shaft (8) towards the power transmission center shaft (8); a sliding sleeve three (103) coaxially slidingly connected to the power transmission center shaft (8), the motor two input center gear (61) is located on one side of the sliding sleeve three (103) close to the sliding sleeve one (101), the sliding sleeve three (103) is slidingly connected with the motor two input center gear (61) towards the motor two input center gear (61); Further comprising a front box structure, the front box structure comprises two intermediate shafts (4) arranged in parallel and symmetrically on both sides of the power transmission center shaft (8), the intermediate shaft (4) is coaxially connected with an intermediate shaft split gear (41), an intermediate shaft two gear (42) and an intermediate shaft one gear (43), the motor one input center gear (31) is coaxially fixed with a motor one power split gear (32) which is in mesh with the intermediate shaft split gear (41), the power transmission center shaft (8) is coaxially rotatably connected with a main gearbox two gear (33) which is in mesh with the intermediate shaft two gear (42), the power transmission center shaft (8) is coaxially rotatably connected with a main gearbox one gear (34) which is in mesh with the intermediate shaft one gear (43); Further comprising a rear box structure, the rear box structure comprises two auxiliary intermediate shafts (5) arranged in parallel and symmetrically on both sides of the power transmission center shaft (8), the auxiliary intermediate shaft (5) is coaxially connected with an auxiliary box intermediate shaft reduction gear (51), an auxiliary box intermediate shaft two gear output gear (52) and an auxiliary box intermediate shaft one gear output gear (53), the motor two input center gear (61) is coaxially fixed with a motor two power split gear (62) which is in mesh with the auxiliary box intermediate shaft reduction gear (51).

2. A hybrid variable speed system for a dual decoupled high speed electric machine according to claim 1, characterized in that: The end of the output shaft (9) is provided with a transmission gear (91) matched with the sliding sleeve three (103), the transmission gear (91) and the motor two input center gear (61) are located at both sides of the sliding sleeve three (103) respectively, the sliding sleeve three (103) slides towards the transmission gear (91) and is connected with the transmission gear (91) in meshing engagement.

3. A hybrid variable speed system for a dual decoupled high speed electric machine according to claim 1, characterized in that: The sliding sleeve one (101) is located between the motor one power split gear (32) and the main gearbox two gear (33), the power transmission center shaft (8) is coaxially and slidingly connected with the sliding sleeve two (102) located between the main gearbox two gear (33) and the main gearbox one gear (34), the sliding sleeve two (102) slides towards the main gearbox two gear (33) and is connected with the main gearbox two gear (33) in meshing engagement, the sliding sleeve two (102) slides towards the main gearbox one gear (34) and is connected with the main gearbox one gear (34) in meshing engagement.

4. A hybrid variable speed system for a dual decoupled high speed electric machine according to claim 3, characterized in that: The diameters of the intermediate shaft split gear (41), the intermediate shaft two gear (42) and the intermediate shaft one gear (43) decrease successively.

5. A hybrid variable speed system for a dual decoupled high speed electric machine according to any one of claims 2-4, characterized in that: The output shaft (9) is coaxially and rotatingly connected with the auxiliary gearbox two gear (63) engaged with the auxiliary gearbox intermediate shaft two output gear (52), the output shaft (9) is coaxially and rotatingly connected with the auxiliary gearbox one gear (64) engaged with the auxiliary gearbox intermediate shaft one output gear (53); The sliding sleeve three (103) is located between the motor two power split gear (62) and the auxiliary gearbox two gear (63), the output shaft (9) is coaxially and slidingly connected with the sliding sleeve four (104) located between the auxiliary gearbox two gear (63) and the auxiliary gearbox one gear (64), the sliding sleeve four (104) slides towards the auxiliary gearbox two gear (63) and is connected with the auxiliary gearbox two gear (63) in meshing engagement, the sliding sleeve four (104) slides towards the auxiliary gearbox one gear (64) and is connected with the auxiliary gearbox one gear (64) in meshing engagement.

6. A hybrid variable speed system for a dual decoupled high speed electric machine according to any one of claims 2-4, characterized in that: The output shaft (9) is coaxially and rotatingly connected with the auxiliary gearbox two gear (63) engaged with the auxiliary gearbox intermediate shaft two output gear (52), the output shaft (9) is coaxially and rotatingly connected with the auxiliary gearbox one gear (64) engaged with the auxiliary gearbox intermediate shaft one output gear (53), the sliding sleeve three (103) is located between the motor two power split gear (62) and the auxiliary gearbox two gear (63); The end of the output shaft (9) is coaxially and slidingly connected with the sliding sleeve four (104) towards the power transmission center shaft (8), the sliding sleeve four (104) slides towards the power transmission center shaft (8) and is connected with the power transmission center shaft (8) in meshing engagement, the sliding sleeve four (104) slides towards the auxiliary gearbox one gear (64) and is connected with the auxiliary gearbox one gear (64) in meshing engagement.

7. A hybrid variable speed system for a dual decoupled high speed electric machine according to claim 6, characterized in that: The diameters of the auxiliary gearbox intermediate shaft reduction gear (51), the auxiliary gearbox intermediate shaft two output gear (52) and the auxiliary gearbox intermediate shaft one output gear (53) decrease successively.

8. A hybrid variable speed system for a dual decoupled high speed electric machine as set forth in claim 3, characterized in that: The motor one input gear (3) and motor one input center gear (31) through motor one input intermediate gear (35) and motor one input secondary gear (36) transmission connected, the motor one input intermediate gear (35) and motor one input secondary gear (36) coaxial fixed connection, the motor one input gear (3) and motor one input intermediate gear (35) meshing connected, the motor one input secondary gear (36) and motor one input center gear (31) meshing connected, the motor two input gear (67) and motor two input center gear (61) through motor two input intermediate gear (65) and motor two input secondary gear (66) transmission connected, the motor two input intermediate gear (65) and motor two input secondary gear (66) through connecting shaft (68) coaxial fixed connection, the motor two input intermediate gear (65) and motor two input gear (67) meshing connected, the motor two input secondary gear (66) and motor two input center gear (61) meshing connected, motor one (2) and motor two (6) for high speed small torque motor.

9. A hybrid variable speed system for a dual decoupled high speed electric machine according to claim 8, characterized in that: The diameter of the motor one input intermediate gear (35) is greater than the diameter of the motor one input secondary gear (36), and the diameter of the motor two input intermediate gear (65) is greater than the diameter of the motor two input gear (67).

10. A hybrid variable speed system of a dual decoupled high speed electric machine as claimed in claim 8, characterized in that: The motor two (6) is located at the end of the front box structure away from the output shaft (9), wherein a hollow intermediate shaft (4) is provided, the connecting shaft (68) penetrates the intermediate shaft (4) and is rotatably connected with the intermediate shaft (4), the diameter of the motor one input intermediate gear (35) is smaller than the diameter of the motor one input secondary gear (36), and the diameter of the motor two input intermediate gear (65) is smaller than the diameter of the motor two input gear (67).

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