A disc clutch and dual motor hybrid transmission drive system

Abstract

The application provides a disc-shaped wheel clutch and a dual-motor hybrid transmission system, comprising: a hybrid transmission with a plurality of disc-shaped wheel clutches, a first output shaft, a first input shaft, a second output shaft, a second input shaft and an intermediate shaft; further comprising a first motor, a battery, a power control unit, a second motor, an engine and an oil pressure control unit; the engine is coaxially arranged with the first input shaft, the first motor is coaxially arranged with the first input shaft, and the second motor is coaxially arranged with the second input shaft; in the hybrid mode, the engine power is distributed to the transmission shaft and the first motor through the hybrid transmission, and the excess power is converted into electrical energy for storage; when the engine power cannot meet the vehicle driving, the engine and the second motor power are coupled to the transmission shaft through the hybrid transmission; in the pure electric mode, the second motor power is transmitted to the transmission shaft through the hybrid transmission.

Description

Technical Field

[0001] This invention belongs to the field of vehicle transmission technology, specifically relating to a disc wheel clutch and a dual-motor hybrid transmission system. Background Technology

[0002] Existing hybrid electric vehicles (HEVs) utilize hybrid transmissions that, compared to traditional gasoline vehicles, add a planetary gear set at the front of the transmission for power distribution. Engine power is divided into two parts by this planetary gear set: one part is distributed to the generator, and the other part is distributed to the transmission assembly. According to publicly available data, engine thermal efficiency is related to engine speed and load rate. The highest thermal efficiency (greater than 38%) can be achieved when the engine speed is between 1500 rpm and 3500 rpm and the load rate is between 60% and 85%. The role of the hybrid transmission is to keep the engine operating at its optimal thermal efficiency (greater than 38%). While providing driving force to the vehicle, it converts excess engine power into electrical energy for storage. The electric motor acts as auxiliary power, converting the stored electrical energy into driving force when the vehicle is under heavy load, or operating in pure electric mode when the battery is fully charged, thereby reducing fuel consumption. For example, the invention patent with publication number CN101233005A discloses a "hybrid power drive device" that adopts a dual-motor separation hybrid power drive device. This drive device is equipped with a planetary gear set to distribute the engine's power to the first motor and the drive shaft. The engine, the first motor, and the second motor of this drive device are always connected, and the engine and the first motor and the engine and the second motor are connected with a fixed gear ratio. Therefore, the system only has the function of distributing the engine power into two parts, but does not have the function of adjusting the power of either part. As a result, when the engine is running under low load, the thermal efficiency ratio of the engine is reduced due to the low engine load. When driving at high speed and under heavy load, more than 30% of the engine's power is forcibly distributed to the first motor to do ineffective work, resulting in power waste. Furthermore, the power of the engine and the second motor cannot be fully superimposed. Therefore, this drive device has the problems of low engine thermal efficiency ratio, inability to support large-capacity storage batteries, and system power waste when operating at low power, high speed, and high power.

[0003] In summary, how to solve the problems caused by the inability to separate the engine, the first motor and the second motor in a dual-electric hybrid transmission configuration, the low thermal efficiency of the engine during low-power and high-speed and high-power operation, the inability to support large-capacity batteries, the power waste caused by ineffective work under high-speed and high-load driving conditions, and the inability to fully superimpose the power of the engine and the drive motor are important issues that urgently need to be addressed in this field. Summary of the Invention

[0004] The purpose of this invention is to provide a disc-type clutch and a dual-motor hybrid transmission system to address the shortcomings of existing technologies. It solves the problems of the inability to separate the engine, the first motor, and the second motor, as well as the problem of adjusting the power distribution from the engine to the first motor and the drive shaft. This ensures the engine operates stably at its optimal thermal efficiency of over 38%, converting excess power into stored electrical energy during low-load periods and converting electrical energy into driving force during high-load periods. Furthermore, this invention solves the problem of the inability to fully superimpose the power of the engine and the drive motor. In summary, this invention addresses the problems of the dual-electric hybrid transmission configuration, including the inability to separate the engine, the first motor, and the second motor; low engine thermal efficiency during low-power, high-speed, and high-power operation; inability to handle large-capacity batteries; power waste due to ineffective work during high-speed and high-load driving; and the inability to fully superimpose the power of the engine and the drive motor.

[0005] The present invention provides a disc wheel clutch, which includes an input shaft, an output shaft, a transmission drive gear, a transmission driven chuck, a disc clutch wheel, a rotating shaft, a fixed bracket, a sliding guide rail, a guide groove, a return spring, a fixed chuck groove, a housing, and a disc clutch wheel controller; The input shaft is arranged parallel to the output shaft. The variable speed drive gear is mounted on input shaft one; The variable speed driven cam is mounted on the output shaft; the variable speed driven cam is provided with several grooved friction rings; the grooved friction rings form an annular groove; The disc-shaped clutch wheel is mounted on the rotating shaft and rotates freely along the shaft; the disc-shaped clutch wheel includes several disc-shaped friction wheels; the disc-shaped friction wheels are provided with disc-shaped wheel connecting gears and disc-shaped wheel friction rings; the disc-shaped wheel connecting gears mesh with the transmission drive gear; The disc-shaped wheel friction ring and the slot friction ring are arranged with two externally tangent circles and connected by friction. The upper two side walls of the annular slot are used to mesh with the disc-shaped wheel friction ring, and the lower part has an enlarged space for the disc-shaped wheel connecting gear to pass through. Under the combined action of the sliding guide rail and the guide groove, the disc wheel connecting gear is fixed on the speed-changing drive gear and swings around the axis of the input shaft. The disc clutch wheel controller applies pressure along the radial direction of the disc wheel friction ring. The disc wheel friction ring is squeezed into the annular groove, and pressure is generated by extrusion deformation along the vertical direction of the groove surface. Under the action of pressure, friction is generated between the two. The groove friction ring obtains thrust from the disc wheel friction ring. The disc wheel clutch is connected, and the torque of the input shaft is transmitted to the output shaft. The hydraulic controller releases the pressure along the radial direction of the disc wheel friction ring. Under the action of the elastic force of the return spring and the pressure formed by the compression deformation of the groove friction ring, the disc wheel friction ring is pushed out of the annular groove, and the disc wheel clutch disengages.

[0006] In the disc wheel clutch described above, optionally, the disc wheel friction ring and the slot friction ring are arranged in a two-circle externally tangent configuration, and are connected by friction.

[0007] In the disc wheel clutch described above, optionally, the hydraulic controller applies pressure in a radial direction perpendicular to the disc wheel friction ring, the disc wheel friction ring is inserted into the annular groove, and extrusion deformation is formed in the direction perpendicular to the surface of the friction ring to generate pressure, and friction is generated between the two under the action of pressure.

[0008] In the disc wheel clutch described above, optionally, the transmission ratio of the disc wheel clutch is changed by altering the ratio of the pitch circle diameter of the drive gear to the driven chuck.

[0009] In the disc wheel clutch described above, optionally, the number of disc friction wheels is proportional to the maximum torque of the disc wheel clutch.

[0010] As described above, in the disc clutch, optionally, two disc clutches are combined into a disc clutch group, sharing a common transmission driven chuck, and the two input shafts are connected in parallel with the same output shaft; the two power sources are coupled into a single power source through the disc clutch group.

[0011] As described above, in the disc clutch, optionally, two disc clutches are combined into a disc clutch group, sharing a common transmission drive gear, and the two output shafts are connected in parallel to the same input shaft; a power source is distributed into two power sources through the disc clutch group; changing the transmission ratio of the two disc clutches can change the magnitude of the two power sources.

[0012] The present invention also proposes a dual-motor hybrid power transmission system, wherein the system includes a disc wheel clutch and a disc wheel clutch assembly as claimed in any of the appeals. It also includes a hybrid transmission, a first motor, a battery, a power control unit, a second motor, an engine, and a hydraulic control unit; The hybrid transmission includes a first output shaft, a first input shaft, a second output shaft, a second input shaft, and an intermediate shaft; The first output shaft is arranged parallel to the first input shaft, the second output shaft, and the second input shaft in sequence; The engine is coaxially arranged with the first input shaft; the first motor is coaxially arranged with the first output shaft; the second motor is coaxially arranged with the second input shaft; the transmission shaft is coaxially arranged with the intermediate shaft; the second output shaft is connected to the transmission shaft via the intermediate shaft; The first output shaft and the first input shaft constitute a first transmission group; A first group of first disc wheel clutches is provided between the first output shaft and the first input shaft. A first group of second, third, fourth, fifth, sixth, seventh, eighth, ninth, and tenth disc wheel clutches are also provided between the first output shaft and the first input shaft. The number of disc wheel clutches is not limited to ten and can be increased or decreased according to vehicle performance. The first disc wheel clutch, the second disc wheel clutch, the third disc wheel clutch, the fourth disc wheel clutch, the fifth disc wheel clutch, the sixth disc wheel clutch, the seventh disc wheel clutch, the eighth disc wheel clutch, the ninth disc wheel clutch, and the tenth disc wheel clutch in the first group have different transmission ratios. The first transmission group is used to switch the connection and disconnection states of the engine and the first motor, and to change the speed ratio between the engine and the first motor; the first motor obtains different transmission ratios by switching different disc clutches through the first transmission group, and obtains different speeds and torques from the engine; The first input shaft and the second output shaft constitute a second transmission group; A second group of first disc wheel clutches is provided between the first input shaft and the second output shaft. A second group of second, third, fourth, fifth, sixth, seventh, eighth, ninth, and tenth disc wheel clutches are also provided between the first input shaft and the second output shaft. The number of disc wheel clutches is not limited to ten and can be increased or decreased depending on vehicle performance. The first disc wheel clutch, the second disc wheel clutch, the third disc wheel clutch, the fourth disc wheel clutch, the fifth disc wheel clutch, the sixth disc wheel clutch, the seventh disc wheel clutch, the eighth disc wheel clutch, the ninth disc wheel clutch, and the tenth disc wheel clutch in the second group all have different transmission ratios. The second transmission group is used to switch the connection and disconnection states of the engine and the drive shaft, and to change the speed ratio between the engine and the drive shaft; the drive shaft obtains different transmission ratios by switching different disc clutches through the second transmission group, and obtains different speeds and torques from the engine; The second output shaft and the second input shaft constitute the third transmission group; The second output shaft and the second input shaft are equipped with a third group of first disc wheel clutches, a third group of second disc wheel clutches, a third group of third disc wheel clutches, a third group of fourth disc wheel clutches, a third group of fifth disc wheel clutches, a third group of sixth disc wheel clutches, a third group of seventh disc wheel clutches, a third group of eighth disc wheel clutches, a third group of ninth disc wheel clutches, and a third group of tenth disc wheel clutches; the number of disc wheel clutches is not limited to ten, and the number of disc wheel clutches can be increased or decreased according to the vehicle performance; The transmission ratios of the first disc wheel clutch, second disc wheel clutch, third disc wheel clutch, fourth disc wheel clutch, fifth disc wheel clutch, sixth disc wheel clutch, seventh disc wheel clutch, eighth disc wheel clutch, ninth disc wheel clutch, and tenth disc wheel clutch in the third group are all different. The third gearbox group is used to switch the connection and disconnection states of the second motor and the drive shaft, and to change the speed ratio between the second motor and the drive shaft; the drive shaft obtains different transmission ratios by switching different disc wheel clutches through the third gearbox group, and obtains different speeds and torques from the second motor.

[0013] In the dual-motor hybrid transmission system described above, there are five optional power combinations and distribution schemes for the engine and the second motor, with the system prioritizing engine power as the driving force for the vehicle.

[0014] In the dual-motor hybrid transmission system described above, optionally, the principle by which the hybrid transmission changes the power distribution from the engine to the first motor and the drive shaft is as follows: when the engine outputs a fixed torque, any disc clutch of the first transmission group is engaged, and any disc clutch of the second transmission group is engaged. The engine power is distributed to the first motor and the drive shaft via the first and second transmission groups. The engagement gears of the disc clutches in the first transmission group change sequentially from the first disc clutch to the tenth disc clutch, the transmission ratio between the first motor and the engine increases sequentially, the load of the first motor on the engine increases sequentially, and therefore the torque distributed from the engine to the drive shaft decreases sequentially. Conversely, the engagement gears of the disc clutches in the first transmission group change sequentially from the tenth disc clutch to the first disc clutch, the transmission ratio between the first motor and the engine decreases sequentially, the load of the first motor on the engine decreases sequentially, and the torque distributed from the engine to the drive shaft increases sequentially.

[0015] In the dual-motor hybrid power transmission system described above, optionally, a first gear pair is provided on the second output shaft; The first gear pair mentioned above includes a first driving gear and a first driven gear; The first driving gear is mounted on the second output shaft; the first driven gear is mounted on the intermediate shaft for connection with the transmission shaft. The intermediate shaft and the second output shaft are arranged parallel to each other; the second output shaft is connected to the transmission shaft via the first gear pair. The pitch circle diameter of the first driving gear is smaller than the pitch circle diameter of the first driven gear. After passing through the first gear pair, the transmission ratio of the second and third transmission groups is amplified, and the torque transmitted from the engine and the second motor to the drive shaft is amplified.

[0016] In the dual-motor hybrid transmission system described above, optionally, the power drive modes of the dual-motor hybrid system include a hybrid drive mode and a pure electric drive mode.

[0017] In the dual-motor hybrid transmission system described above, optionally, there are seventeen power transmission paths in hybrid drive mode.

[0018] In the dual-motor hybrid transmission system described above, optionally, there are thirteen power transmission paths in pure electric drive mode.

[0019] In the dual-motor hybrid transmission system described above, optionally, the first motor is a high-speed constant torque generator motor, which serves as the engine starter motor when the engine starts.

[0020] In the dual-motor hybrid transmission system described above, optionally, the second motor is a high-speed, low-torque drive motor that serves as a generator during the kinetic energy recovery phase.

[0021] The beneficial effects of this invention are as follows: Compared with the prior art, the disc-wheel clutch provided by this invention has a small size, high torque capacity, high transmission efficiency, and uninterrupted power shifting. The number of gears in the transmission is unlimited, the gear settings are simple and reasonable, and multiple transmission groups can be set within the transmission. The disc-wheel clutch hybrid transmission distributes engine power to the first motor and drive shaft according to the vehicle's power demand. While providing driving force to the vehicle, it converts all surplus power into electrical energy for storage. Therefore, the system can support a large-capacity battery and convert the stored electrical energy into driving force when the vehicle is under heavy load, thus truly achieving peak load reduction and ensuring that the engine is always controlled at its thermal efficiency. It operates under optimal conditions with a ratio greater than 38%; the power of the engine and the second motor is fully coupled to the second output shaft through the disc-wheel clutch hybrid transmission, or it can be transmitted to the second output shaft independently through the disc-wheel clutch hybrid transmission. Therefore, it solves the problem of wasted power in the engine due to the engine and motor being always connected, resulting in some of the engine's power being distributed to the motor for secondary work, as well as the problem of wasted power in the engine and motor. The second motor has different transmission ratios through the disc-wheel clutch hybrid transmission. During low-speed driving, the second motor can still operate at an effective speed and convert kinetic energy into electrical energy for recovery, while providing greater negative torque to provide braking force for the vehicle. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the disc wheel clutch proposed in Embodiment 1 of the present invention; Figure 2 It is along Figure 1 A schematic diagram of the structure of line P1-P1; Figure 3 It is along Figure 1 A schematic diagram of the structure of the P2-P2 line; Figure 4 It is along Figure 3 Schematic diagram and force analysis of the P3-P3 line; Figure 5 It is along Figure 4 Schematic diagram and force analysis of the P4-P4 line; Figure 6 It is along Figure 5 Schematic diagram and force analysis of the P5-P5 line; Figure 7 The area of ​​the contact surface S is calculated using contour plotting. Figure 8 This is an application example of the disc wheel clutch proposed in Embodiment 1 of the present invention; Figure 9 This is another application example of the disc wheel clutch proposed in Embodiment 1 of the present invention; Figure 10 This is a schematic diagram of the dual-motor hybrid power transmission system proposed in Embodiment 2 of the present invention; Figure 11 It is along Figure 5 A schematic diagram of the structure of line P6-P6; Figure 12 The transmission ratio of the dual-motor hybrid power transmission system proposed in Embodiment 4 of this invention; Figure 13 It is the load-bearing torque of the dual-motor hybrid transmission system proposed in Embodiment 4 of the present invention.

[0023] Explanation of reference numerals in the attached figures: D - Disc clutch, RZ1 - Input shaft 1, RZ2 - Input shaft 2, SZ1 - Output shaft 1, SZ2 - Output shaft 2, BC - Shift drive gear, ZC - Shift driven chuck, VML - Ring groove, VMH - Groove friction ring, DL - Disc clutch wheel, DML - Disc friction wheel, DLC - Disc wheel connecting gear, DMH - Disc wheel friction ring, DLK - Disc clutch wheel controller, DZ - Shaft, DJ - Fixed bracket, DG - Sliding guide rail, DFT - Return spring, DHC - Limiting groove, KC - Fixed groove, KT - Housing, 1 - Hybrid transmission, 2 - First motor, 3 - Battery, 4 - Power control unit, 5 - Second motor, 6 - Engine, 7 - Hydraulic control unit, 8 - First input shaft, 9 - Second input shaft, 10 - First output shaft, 11 - Second output shaft, 12 - Intermediate shaft, 13 - Drive shaft, 14 - First driving gear, 15 - First driven gear, B1 - First gearbox group, B2 - Second gearbox group, B3 - Third gearbox group, B1D1 - First disc wheel clutch of the first group, B1D2 - Second disc wheel clutch of the first group, B1D3 - Third disc wheel clutch of the first group, B1D4 - Fourth disc wheel clutch of the first group, B1D5 - Fifth disc wheel clutch of the first group, B1D6 - Sixth disc wheel clutch of the first group, B1D7 - Seventh disc wheel clutch of the first group, B1D8 - Eighth disc wheel clutch of the first group, B1D9 - Ninth disc wheel clutch of the first group, B1D10 - Tenth disc wheel clutch of the first group, B2D1 - First disc wheel clutch of the second group, B2D2 - Second disc wheel clutch of the second group, B2D3 - Third disc wheel clutch of the second group, B2D4 - Fourth disc wheel clutch of the second group, B2D5 - Fifth disc wheel clutch of the second group, B2D6 - Second group, sixth disc wheel clutch, B2D7 - Second group, seventh disc wheel clutch, B2D8 - Second group, eighth disc wheel clutch, B2D9 - Second group, ninth disc wheel clutch, B2D10 - Second group, tenth disc wheel clutch, B3D1 - Third group, first disc wheel clutch, B3D2 - Third group, second disc wheel clutch, B3D3 - Third group, third disc wheel clutch, B3D4 - Third group, fourth disc wheel clutch, B3D5 - Third group, fifth disc wheel clutch, B3D6 - Third group, sixth disc wheel clutch, B3D7 - Third group, seventh disc wheel clutch, B3D8 - Third group, eighth disc wheel clutch, B3D9 - Third group, ninth disc wheel clutch, B3D10 - Third group, tenth disc wheel clutch. Detailed Implementation

[0024] To better understand the above-mentioned objectives, features, and advantages of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments of the present invention and the features thereof can be combined with each other.

[0025] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and therefore the scope of protection of the invention is not limited to the specific embodiments disclosed below.

[0026]

Example 1

[0027] In the disc wheel clutch described above, optionally, the disc wheel friction ring DMH and the caliper friction ring VMH are arranged with two externally tangent circles, and are connected by friction.

[0028] In the disc wheel clutch described above, optionally, a pressure F1 is applied in the radial direction perpendicular to the disc wheel friction ring DMH, the disc wheel friction ring DMH is squeezed into the annular groove VML, and the groove friction ring VMH is deformed by compression in the direction perpendicular to the surface of the groove friction ring VMH to generate pressure FT, and friction is generated between the two under the action of pressure FT.

[0029] In the disc wheel clutch described above, optionally, the transmission ratio of the disc wheel clutch is changed by altering the pitch circle diameter ratio of the drive gear RC1 to the driven chuck SC1.

[0030] In the disc wheel clutch described above, optionally, the number X of the disc friction wheels DL is proportional to the maximum torque borne by the disc wheel clutch.

[0031] In practical implementation, with the engine output torque remaining constant, the disc-wheel clutch hybrid transmission D reduces the speed ratio of the first transmission group B1, thereby reducing the torque and speed distributed by the engine to the first motor 2, and thus increasing the torque distributed by the engine to the drive shaft. This ensures that the engine ultimately operates within its optimal speed and load range. By decreasing and increasing the speed ratio of the first transmission group B1, the torque and speed distributed by the engine to the first motor 2 are changed, thereby achieving the purpose of decreasing and increasing the torque and speed distributed by the engine to the drive shaft.

[0032]

Example 2

[0033] In specific implementation, please refer to Figure 8 Disc clutches D1 and D2 are combined to form a disc clutch group, sharing a transmission driven chuck SC1. Input shafts RC1 and RC22 are simultaneously connected in parallel with output shaft SC1. The two power sources are coupled into a single power source through this disc clutch group.

[0034]

Example 3

[0035] In specific implementation, please refer to Figure 9Disc clutches D1 and D2 are combined to form a disc clutch group, sharing a common transmission drive gear RC1. Output shafts SC1 and SC2 are simultaneously connected in parallel with input shaft RC1. One power source is distributed into two power sources through this disc clutch group. Changing the transmission ratio of disc clutches D1 and D2 can change the magnitude of the two power sources.

[0036]

Example 4

[0037] In specific implementation, please refer to Figure 10 and Figure 11 The present invention proposes a dual-motor hybrid power transmission system, which includes the disc wheel clutch described in Embodiment 1 and the disc wheel clutch assembly described in Embodiments 2 and 3; It also includes a hybrid transmission 1, a first motor 2, a battery 3, a power control unit 4, a second motor 5, an engine 6, and a hydraulic control unit 7; The hybrid transmission 1 includes a first output shaft 10, a first input shaft 8, a second output shaft 11, a second input shaft 9, and an intermediate shaft 12; The first output shaft 10, the first input shaft 8, the second output shaft 11, and the first input shaft 9 are arranged in parallel in sequence. The engine 6 is coaxially arranged with the first input shaft 8; the second motor 5 is coaxially arranged with the second input shaft 9; the first motor 2 is coaxially arranged with the first output shaft 10; the transmission shaft 13 is coaxially arranged with the intermediate shaft 12. The first input shaft 8 and the first output shaft 10 constitute the first transmission group B1; A first group of first disc wheel clutches B1D1 is provided between the first input shaft 8 and the first output shaft 10. A first group of second disc wheel clutches B1D2, a first group of third disc wheel clutches B1D3, a first group of fourth disc wheel clutches B1D4, a first group of fifth disc wheel clutches B1D5, a first group of sixth disc wheel clutches B1D6, a first group of seventh disc wheel clutches B1D7, a first group of eighth disc wheel clutches B1D8, a first group of ninth disc wheel clutches B1D9, and a first group of tenth disc wheel clutches B1D10 are provided between the first input shaft 8 and the first output shaft 10. The first disc wheel clutch B1D1, the second disc wheel clutch B1D2, the third disc wheel clutch B1D3, the fourth disc wheel clutch B1D4, the fifth disc wheel clutch B1D5, the sixth disc wheel clutch B1D6, the seventh disc wheel clutch B1D7, the eighth disc wheel clutch B1D8, the ninth disc wheel clutch B1D9, and the tenth disc wheel clutch B1D10 in the first group have different transmission ratios. The first transmission group B1 is used to switch the connection and disconnection states of the engine 6 and the first motor 2, and to change the transmission ratio between the engine 6 and the first motor 2; the first motor 2 obtains different transmission ratios by passing through the first transmission group B1 and switching different disc wheel clutches, and obtains different speeds and torques from the engine; The first input shaft 8 and the second output shaft 11 constitute the second transmission group B2; A second group of first disc wheel clutches B2D1 is provided between the first input shaft 8 and the second output shaft 11. A second group of second disc wheel clutches B2D2, third disc wheel clutches B2D3, fourth disc wheel clutches B2D4, fifth disc wheel clutches B2D5, sixth disc wheel clutches B2D6, seventh disc wheel clutches B2D7, eighth disc wheel clutches B2D8, ninth disc wheel clutches B2D9, and tenth disc wheel clutches B2D10 are provided between the first input shaft 8 and the second output shaft 11. The transmission ratios of the first disc wheel clutch B2D1, the second disc wheel clutch B2D2, the third disc wheel clutch B2D3, the fourth disc wheel clutch B2D4, the fifth disc wheel clutch B2D5, the sixth disc wheel clutch B2D6, the seventh disc wheel clutch B2D7, the eighth disc wheel clutch B2D8, the ninth disc wheel clutch B2D9, and the tenth disc wheel clutch B2D10 in the second group are all different. The second transmission group B2 is used to switch the connection and disconnection states of the engine 6 and the drive shaft 13, and to change the transmission ratio between the engine 6 and the drive shaft 13; the drive shaft 13 obtains different transmission ratios by switching different disc clutches through the second transmission group B2, and obtains different speeds and torques from the engine; The second input shaft 9 and the second output shaft 11 constitute the third transmission group B3; A third group of first disc wheel clutches B3D1 is provided between the second input shaft 9 and the second output shaft 11. A third group of second disc wheel clutches B3D2, third disc wheel clutches B3D3, fourth disc wheel clutches B3D4, fifth disc wheel clutches B3D5, sixth disc wheel clutches B3D6, seventh disc wheel clutches B3D7, eighth disc wheel clutches B3D8, ninth disc wheel clutches B3D9, and tenth disc wheel clutches B3D10 are provided between the second input shaft 9 and the second output shaft 11. The transmission ratios of the first disc wheel clutch B3D1, the second disc wheel clutch B3D2, the third disc wheel clutch B3D3, the fourth disc wheel clutch B3D4, the fifth disc wheel clutch B3D5, the sixth disc wheel clutch B3D6, the seventh disc wheel clutch B3D7, the eighth disc wheel clutch B3D8, the ninth disc wheel clutch B3D9, and the tenth disc wheel clutch B3D10 in the third group are all different. The third gearbox group B3 is used to switch the connection and disconnection states of the second motor 5 and the drive shaft 13, and to change the speed ratio between the second motor 5 and the drive shaft 13; the drive shaft 13 obtains different transmission ratios by switching different disc wheel clutches through the third gearbox group B3, and obtains different speeds and torques from the second motor.

[0038] In specific implementation, please refer to Figure 12 , Figure 13 , Figure 12 The table lists the gear ratios of hybrid transmissions. Figure 13 The table lists the maximum torque values ​​for hybrid transmissions.

[0039] In the dual-motor hybrid transmission system described above, optionally, the engine 6 and the second motor 5 have five power combination and distribution schemes, and the system preferentially uses the engine power as the vehicle driving force. Option 1: Any disc wheel clutch of the first transmission group B1 is engaged, all disc wheel clutches of the second transmission group B2 are disengaged, all disc wheel clutches of the third transmission group B3 are disengaged, and all power of the engine 6 is transmitted to the first motor 2. The engine power is converted into electrical energy and stored in the battery 3 through the power control unit 4. Option 2: Any disc wheel clutch of the first transmission group B1 is engaged, any disc wheel clutch of the second transmission group B2 is engaged, and all disc wheel clutches of the third transmission group B3 are disengaged. The engine power is distributed to the drive shaft 13, and the remaining power is converted into electrical energy and stored in the battery 3 through the power control unit 4. Option 3: All disc wheel clutches in the first transmission group B1 are disengaged, any disc wheel clutch in the second transmission group B2 is engaged, all disc wheel clutches in the third transmission group B3 are disengaged, and all engine power is transmitted to the drive shaft 13. Option 4: All disc wheel clutches of the first transmission group B1 are disengaged, any disc wheel clutch of the second transmission group B2 is engaged, any disc wheel clutch of the third transmission group B3 is engaged, and all power from the engine and the second motor is coupled to the drive shaft 13. Option 5: All disc wheel clutches in the first transmission group B1 are disengaged, all disc wheel clutches in the second transmission group B2 are disengaged, and any disc wheel clutch in the third transmission group B3 is engaged, so that all power from the second motor is transmitted to the drive shaft 13.

[0040] In the dual-motor hybrid transmission system described above, optionally, the principle by which the hybrid transmission 1 changes the power distribution from the engine to the first motor and the drive shaft is as follows: when the engine 6 outputs a fixed torque, the principle of changing the power distribution from the engine to the first motor and the drive shaft is as follows: either disc wheel clutch of the first transmission group B1 is engaged, and either disc wheel clutch of the second transmission group B2 is engaged. The power from the engine 6 is distributed to the first motor 2 and the drive shaft 13 via the first transmission group B1 and the second transmission group B2. The disc wheel clutch of the first transmission group B1 is engaged / disengaged. The engagement gears of the first transmission group B1 change sequentially from the first disc clutch to the tenth disc clutch, the transmission ratio between the first motor 2 and the engine 6 increases sequentially, the load of the first motor 2 on the engine 6 increases sequentially, and therefore the torque distributed by the engine to the drive shaft 13 decreases sequentially.

[0041] In the dual-motor hybrid power transmission system described above, optionally, a first gear pair J1 is provided on the second output shaft 11; The first gear pair J1 mentioned above includes a first driving gear 14 and a first driven gear 15; The first driving gear 14 is mounted on the second output shaft 11; the first driven gear 15 is mounted on the intermediate shaft 12 and is used to connect with the transmission shaft 13. The intermediate shaft 12 and the second output shaft 11 are arranged in parallel; the second output shaft 11 is connected to the transmission shaft 13 via the first gear pair J1. The pitch circle diameter of the first driving gear 14 is smaller than the pitch circle diameter of the first driven gear 15. After passing through the first gear pair J1, the transmission ratio of the second transmission group B2 and the third transmission group B3 is amplified, and the torque transmitted from the engine and the second motor to the wheels is amplified.

[0042] In the dual-motor hybrid transmission system described above, optionally, the power drive modes of the dual-motor hybrid system include a hybrid mode and a pure electric mode.

[0043] The dual-motor hybrid transmission system described above, optionally, offers seventeen power transmission paths in hybrid mode.

[0044] The dual-motor hybrid transmission system described above offers, optionally, thirteen power transmission paths in pure electric mode.

[0045] In this embodiment, there are seventeen power transmission paths in hybrid mode, as follows: Path 1, engine start mode, the first motor 2 acts as the starter motor, the second transmission group B2 is in neutral, the third transmission group B3 is in neutral, and the first transmission group B1 is switched from gear three to gear ten. All disc wheel clutches in the second transmission group B2 are disengaged, all disc wheel clutches in the third transmission group B3 are disengaged, the first transmission group B1's first group third disc wheel clutch B1D3 is engaged, and after the engine 8 starts, it is switched to the third group's tenth disc wheel clutch B1D10 being engaged. The power of the first motor 2 is output to the engine 8 through the first output shaft 10, the first group of third disc wheel clutch B1D3, and the first input shaft 8; after the engine 8 starts, it outputs power in the forward direction, and the engine power is transmitted to the first motor 2 through the first input shaft 8, the first group of tenth disc wheel clutch B1D10, and the first output shaft 10.

[0046] Path 2, parking charging mode, the second transmission group B2 is in neutral, the third transmission group B3 is in neutral, and the first transmission group B1 is in gear 10; All disc wheel clutches in the second transmission group B2 are disengaged, all disc wheel clutches in the third transmission group B3 are disengaged, and the tenth disc wheel clutch B1D10 in the first transmission group B1 is engaged. The engine power is transmitted to the first motor 2 through the first input shaft 8, the first group of tenth disc clutch B1D10, and the first output shaft 10.

[0047] Path 3, coasting braking kinetic energy recovery mode, the second motor 5 acts as a generator motor, the second gearbox group B2 is in neutral, the first gearbox group B1 is in gear 10, and the third gearbox group B3 is in gear 10. In the second transmission group B2, all disc wheel clutches are disengaged, in the first transmission group B1, the tenth disc wheel clutch of the first group is engaged, and in the third transmission group B3, the xth disc wheel clutch B3Dx of the third group is engaged based on the vehicle speed and braking force. The engine power is transmitted to the first motor 2 through the first input shaft 8, the first group of tenth disc wheel clutch B1D10, and the first output shaft 10. All the engine power is converted into electrical energy and stored in the battery. The braking force is transmitted to the second motor 5 through the second intermediate shaft 12, the first gear pair J1, the second output shaft 11, the third group x disc wheel clutch, and the second input shaft 9. The second motor 5 is converted into a generator motor to convert kinetic energy into electrical energy and recover and store it in the battery.

[0048] Path 4, starting and low-speed driving mode, the second transmission group B2 is in neutral, the first transmission group B1 is in gear x, and the third transmission group B3 is in gear x; In the second transmission group B2, all disc wheel clutches are disengaged, and in the first transmission group B1, the tenth disc wheel clutch B1D10 of the first group is engaged. In the third transmission group B3, the xth disc wheel clutch B3Dx of the third group is engaged according to the power demand. The engine power is converted into electrical energy and output by the second motor 5. The engine power is transmitted to the transmission shaft 13 through the first input shaft 8, the first group of tenth disc clutch B1D10, the first output shaft 10, the first motor 2, the power control unit 4, the second motor 5, the second input shaft 9, the third group of xth disc clutch B3Dx, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0049] Path 5, drive gear reverse gear position 1, the second motor 5 rotates in the opposite direction to drive the vehicle, the second transmission group B2 gear is in neutral, the first transmission group B1 gear is in ten, and the third transmission group B3 gear is in one. In the second transmission group B2, all disc wheel clutches are disengaged, in the first transmission group B1, the tenth disc wheel clutch B1D10 of the first group is engaged, and in the third transmission group B3, the first disc wheel clutch B3D1 of the third group is engaged. The engine power is converted into electrical energy and output by the second motor 5. The engine power is transmitted to the transmission shaft 13 through the first input shaft 8, the first group of tenth disc wheel clutch B1D10, the first output shaft 10, the first motor 2, the power control unit 4, the second motor 5, the second input shaft 9, the third group of first disc wheel clutch B3D1, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0050] Path 6, drive gear reverse gear position 2, the second motor 5 rotates in the opposite direction to drive the vehicle, the second gearbox group B2 gear is in neutral, the first gearbox group B1 gear is in position 10, and the third gearbox group B3 gear is in position 2. In the second transmission group B2, all disc wheel clutches are disengaged, in the first transmission group B1, the first group's tenth disc wheel clutch B1D10 is engaged, and in the third transmission group B3, the third group's first disc wheel clutch B3D2 is engaged. The engine power is converted into electrical energy and output by the second motor 5. The engine power is transmitted to the transmission shaft 13 through the first input shaft 8, the first group of tenth disc wheel clutch B1D10, the first output shaft 10, the first motor 2, the power control unit 4, the second motor 5, the second input shaft 9, the third group of first disc wheel clutch B3D2, the second output shaft 11, the first gear pair J1, and the intermediate shaft 2.

[0051] Path 7, drive gear reverse gear position 3, the second motor 5 rotates in the opposite direction to drive the vehicle, the second transmission group B2 gear is in neutral, the first transmission group B1 gear is in position 10, and the third transmission group B3 gear is in position 3; In the second transmission group B2, all disc wheel clutches are disengaged, in the first transmission group B1, the tenth disc wheel clutch B1D10 of the first group is engaged, and in the third transmission group B3, the first disc wheel clutch B3D3 of the third group is engaged. The engine power is converted into electrical energy and output by the second motor 5. The engine power is transmitted to the transmission shaft 13 through the first input shaft 8, the first group of tenth disc wheel clutch B1D10, the first output shaft 10, the first motor 2, the power control unit 4, the second motor 5, the second input shaft 9, the third group of first disc wheel clutch B3D3, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0052] Path 8, drive gear forward gear 1, first transmission group B1 gear x, second transmission group B2 gear 1, third transmission group B3 gear x; The first transmission group B1 is connected to the xth disc wheel clutch B1Dx according to the vehicle's power requirements. The second transmission group B2 is connected to the first disc wheel clutch B2D1 according to the second group. The third transmission group B3 is connected to the xth disc wheel clutch B3Dx according to the vehicle's power requirements. The engine power is divided into two parts. One part of the power is distributed to the first motor through the first transmission group B1, and the other part of the power is distributed to the drive shaft 13 through the second transmission group B2. When the total power of the engine is less than the driving force required by the vehicle, the power of the second motor 5 is coupled to the engine power through the third transmission group B3 to the drive shaft 13. A portion of the engine's power is transmitted to the first motor 2 via the first input shaft 8, the first group of x-disc clutches B1Dx, and the first output shaft 10. The remaining power from the engine is transmitted to the drive shaft 13 via the first input shaft 8, the second group of first disc clutches B2D1, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12. The power from the second motor is transmitted to the drive shaft 13 via the second input shaft 9, the third group of disc-shaped clutch B3Dx, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0053] Path nine, drive gear forward gear two, first transmission group B1 gear neutral x, second transmission group B2 gear two, third transmission group B3 gear x; The first transmission group B1 is connected to the xth disc wheel clutch B1Dx according to the vehicle's power requirements. The second transmission group B2 is connected to the second disc wheel clutch B2D2 according to the second transmission group. The third transmission group B3 is connected to the xth disc wheel clutch B3Dx according to the vehicle's power requirements. The engine power is divided into two parts: one part is distributed to the first motor through the first transmission group B1, and the other part is distributed to the drive shaft 13 through the second transmission group B2. When the total engine power is less than the driving force required by the vehicle, the power of the second motor 5 is coupled to the engine power through the third transmission group B3 to the drive shaft 13. A portion of the engine's power is transmitted to the first motor 2 via the first input shaft 8, the first group of x-disc clutches B1Dx, and the first output shaft 10. Another part of the engine's power is transmitted to the drive shaft 13 via the first input shaft 8, the second disc clutch B2D2, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12; The power from the second motor is transmitted to the drive shaft via the second input shaft 9, the third group of disc-shaped clutch B3Dx, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0054] Path 10, drive gear forward gear 3, first transmission group B1 gear x, second transmission group B2 gear 3, third transmission group B3 gear x; The first transmission group B1 is connected to the xth disc wheel clutch B1Dx according to the vehicle's power requirements. The second transmission group B2 is connected to the third disc wheel clutch B2D3 according to the second transmission group. The third transmission group B3 is connected to the xth disc wheel clutch B3Dx according to the vehicle's power requirements. The engine power is divided into two parts: one part is distributed to the first motor through the first transmission group B1, and the other part is distributed to the drive shaft 13 through the second transmission group B2. When the total engine power is less than the driving force required by the vehicle, the power of the second motor 5 is coupled to the engine power through the third transmission group B3 to the drive shaft 13. A portion of the engine's power is distributed to the first motor 2 via the first input shaft 8, the first group of x-disc clutches B1Dx, and the first output shaft 10. The other part of the engine's power is distributed to the drive shaft via the first input shaft 8, the second group of third disc clutches B2D3, the second output shaft 12, the first gear pair J1, and the intermediate shaft 12; The power from the second motor is transmitted to the drive shaft via the second input shaft 9, the third group of disc-shaped clutch B3Dx, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0055] Path eleven, drive gear forward gear four, first transmission group B1 gear x, second transmission group B2 gear three, third transmission group B3 gear x; The first transmission group B1 is connected to the xth disc wheel clutch B1Dx according to the vehicle's power requirements. The second transmission group B2 is connected to the fourth disc wheel clutch B2D4 according to the second transmission group. The third transmission group B3 is connected to the xth disc wheel clutch B3Dx according to the vehicle's power requirements. The engine power is divided into two parts: one part is distributed to the first motor through the first transmission group B1, and the other part is distributed to the drive shaft 13 through the second transmission group B2. When the total engine power is less than the driving force required by the vehicle, the power of the second motor 5 is coupled to the engine power through the third transmission group B3 to the drive shaft 13. A portion of the engine's power is distributed to the first motor 2 via the first input shaft 8, the first group of x-disc clutches B1Dx, and the first output shaft 10. The other part of the engine's power is distributed to the drive shaft via the first input shaft 8, the second group of fourth disc wheel clutch B2D4, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12; The power from the second motor is transmitted to the drive shaft via the second input shaft 9, the third group of disc-shaped clutch B3Dx, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0056] Path 12, drive gear forward gear 5, first transmission group B1 gear x, second transmission group B2 gear 5, third transmission group B3 gear x; The first transmission group B1 is connected to the xth disc wheel clutch B1Dx according to the vehicle's power requirements. The second transmission group B2 is connected to the fifth disc wheel clutch B2D5 according to the second transmission group. The third transmission group B3 is connected to the xth disc wheel clutch B3Dx according to the vehicle's power requirements. The engine power is divided into two parts: one part is distributed to the first motor via the first transmission group B1, and the other part is distributed to the drive shaft 13 via the second transmission group B2. When the total engine power is less than the driving force required by the vehicle, the power of the second motor 5 is coupled to the engine power via the third transmission group B3 to the drive shaft 13. A portion of the engine's power is distributed to the first motor 2 via the first input shaft 8, the first group of x-disc clutches B1Dx, and the first output shaft 10. Another part of the engine's power is distributed to the drive shaft via the first input shaft 8, the second group fifth disc clutch B2D5, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12; The power from the second motor is transmitted to the drive shaft via the second input shaft 9, the third group of disc-shaped clutch B3Dx, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0057] Path thirteen, drive gear forward gear six, first transmission group B1 gear x, second transmission group B2 gear six, third transmission group B3 gear x; The first transmission group B1 is connected to the xth disc wheel clutch B1Dx according to the vehicle's power requirements. The second transmission group B2 is connected to the sixth disc wheel clutch B2D6 according to the second group. The third transmission group B3 is connected to the xth disc wheel clutch B3Dx according to the vehicle's power requirements. The engine power is divided into two parts: one part is distributed to the first motor via the first transmission group B1, and the other part is distributed to the drive shaft 13 via the second transmission group B2. When the total engine power is less than the driving force required by the vehicle, the power of the second motor 5 is coupled to the engine power via the third transmission group B3 to the drive shaft 13. A portion of the engine's power is distributed to the first motor 2 via the first input shaft 8, the first group of x-disc clutches B1Dx, and the first output shaft 10. The other part of the engine's power is distributed to the drive shaft via the first input shaft 8, the second group of sixth disc clutch B2D6, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12; The power from the second motor is transmitted to the drive shaft via the second input shaft 9, the third group of disc-shaped clutch B3Dx, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0058] Path fourteen, drive gear forward gear seven, first transmission group B1 gear x, second transmission group B2 gear seven, third transmission group B3 gear x; The first transmission group B1 is connected to the xth disc wheel clutch B1Dx according to the vehicle's power requirements. The second transmission group B2 is connected to the seventh disc wheel clutch B2D7 according to the second transmission group. The third transmission group B3 is connected to the xth disc wheel clutch B3Dx according to the vehicle's power requirements. The engine power is divided into two parts: one part is distributed to the first motor through the first transmission group B1, and the other part is distributed to the drive shaft 13 through the second transmission group B2. When the total engine power is less than the driving force required by the vehicle, the power of the second motor 5 is coupled to the engine power through the third transmission group B3 to the drive shaft 13. A portion of the engine's power is distributed to the first motor 2 via the first input shaft 8, the first group of x-disc clutches B1Dx, and the first output shaft 10. The other part of the engine's power is distributed to the drive shaft via the first input shaft 8, the second group of seventh disc clutches B2D7, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12; The power from the second motor is transmitted to the drive shaft via the second input shaft 9, the third group of disc-shaped clutch B3Dx, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0059] Path 15, drive gear forward gear 8, first transmission group B1 gear x, second transmission group B2 gear 8, third transmission group B3 gear x; The first transmission group B1 is connected to the xth disc wheel clutch B1Dx according to the vehicle's power requirements. The second transmission group B2 is connected to the eighth disc wheel clutch B2D8 according to the second group. The third transmission group B3 is connected to the xth disc wheel clutch B3Dx according to the vehicle's power requirements. The engine power is divided into two parts: one part is distributed to the first motor via the first transmission group B1, and the other part is distributed to the drive shaft 13 via the second transmission group B2. When the total engine power is less than the driving force required by the vehicle, the power of the second motor 5 is coupled to the engine power via the third transmission group B3 to the drive shaft 13. A portion of the engine's power is distributed to the first motor 2 via the first input shaft 8, the first group of x-disc clutches B1Dx, and the first output shaft 10. The other part of the engine's power is distributed to the drive shaft via the first input shaft 8, the second group of eighth disc wheel clutch B2D8, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12; The power from the second motor is transmitted to the drive shaft via the second input shaft 9, the third group of disc-shaped clutch B3Dx, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0060] Path sixteen, drive gear forward gear nine, first transmission group B1 gear x, second transmission group B2 gear nine, third transmission group B3 gear x; The first transmission group B1 is connected to the xth disc wheel clutch B1Dx according to the vehicle's power requirements. The second transmission group B2 is connected to the ninth disc wheel clutch B2D9 according to the second group. The third transmission group B3 is connected to the xth disc wheel clutch B3Dx according to the vehicle's power requirements. The engine power is divided into two parts: one part is distributed to the first motor via the first transmission group B1, and the other part is distributed to the drive shaft 13 via the second transmission group B2. When the total engine power is less than the driving force required by the vehicle, the power of the second motor 5 is coupled to the engine power via the third transmission group B3 to the drive shaft 13. A portion of the engine's power is distributed to the first motor 2 via the first input shaft 8, the first group of x-disc clutches B1Dx, and the first output shaft 10. The other part of the engine's power is distributed to the drive shaft via the first input shaft 8, the second group of ninth disc clutches B2D9, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12; The power from the second motor is transmitted to the drive shaft via the second input shaft 9, the third group of disc-shaped clutch B3Dx, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0061] Path 17, forward mode, drive gear forward gear 10, first transmission group B1 gear x, second transmission group B2 gear 10, third transmission group B3 gear x; The first transmission group B1 is connected to the xth disc wheel clutch B1Dx according to the vehicle's power requirements. The second transmission group B2 is connected to the tenth disc wheel clutch B2D10 according to the second group. The third transmission group B3 is connected to the xth disc wheel clutch B3Dx according to the vehicle's power requirements. The engine power is divided into two parts: one part is distributed to the first motor through the first transmission group B1, and the other part is distributed to the drive shaft 13 through the second transmission group B2. When the total engine power is less than the driving force required by the vehicle, the power of the second motor 5 is coupled to the engine power through the third transmission group B3 to the drive shaft 13. A portion of the engine's power is distributed to the first motor 2 via the first input shaft 8, the first group of x-disc clutches B1Dx, and the first output shaft 11. Another part of the engine's power is distributed to the drive shaft via the first input shaft 8, the second group of tenth disc clutch B2D10, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12; The power from the second motor is transmitted to the drive shaft via the second input shaft 9, the third group of disc-shaped clutch B3Dx, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0062] In this embodiment, there are thirteen power transmission paths in pure electric drive mode, as follows: Path 1, drive gear forward gear 1, all gears of the second transmission group B2 are disengaged, all gears of the first transmission group B1 are disengaged, and gear 1 of the third transmission group B3 is connected; All disc wheel clutches in the first transmission group B1 are disengaged, all disc wheel clutches in the second transmission group B2 are disengaged, and the first disc wheel clutch B3D1 in the third transmission group B3 is engaged. The power from the second motor is output to the transmission shaft via the second input shaft 9, the first disc clutch B3D1 of the third group, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0063] Path 2, drive gear forward gear 2, all gears of the second transmission group B2 are disengaged, all gears of the first transmission group B1 are disengaged, and gear 2 of the third transmission group B3 is connected; All disc wheel clutches in the first transmission group B1 are disengaged, all disc wheel clutches in the second transmission group B2 are disengaged, and the first disc wheel clutch B3D1 in the third transmission group B3 is engaged. The power from the second motor is output to the transmission shaft via the second input shaft 9, the third group of the second disc wheel clutch B3D2, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0064] Path 3, drive gear forward gear 3, all gears of the second transmission group B2 are disengaged, all gears of the first transmission group B1 are disengaged, and gear 3 of the third transmission group B3 is connected; All disc wheel clutches in the first transmission group B1 are disengaged, all disc wheel clutches in the second transmission group B2 are disengaged, and the first disc wheel clutch B3D1 in the third transmission group B3 is engaged. The power from the second motor is output to the transmission shaft via the second input shaft 9, the third disc clutch B3D3 in the third group, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0065] Path four, drive gear forward gear four, all gears of the second transmission group B2 are disengaged, all gears of the first transmission group B1 are disengaged, and gear four of the third transmission group B3 are connected; All disc wheel clutches in the first transmission group B1 are disengaged, all disc wheel clutches in the second transmission group B2 are disengaged, and the first disc wheel clutch B3D1 in the third transmission group B3 is engaged. The second motor power input shaft 9, the third group fourth disc wheel clutch B3D4, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12 output to the transmission shaft.

[0066] Path 5, drive gear forward gear 5, all gears of the second transmission group B2 are disengaged, all gears of the first transmission group B1 are disengaged, and gear 5 of the third transmission group B3 is connected; All disc wheel clutches in the first transmission group B1 are disengaged, all disc wheel clutches in the second transmission group B2 are disengaged, and the first disc wheel clutch B3D1 in the third transmission group B3 is engaged. The power from the second motor is output to the transmission shaft via the second input shaft 9, the fifth disc clutch B3D5 of the third group, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0067] Path 6, drive gear forward gear 6, all gears of the second transmission group B2 are disengaged, all gears of the first transmission group B1 are disengaged, and gear 6 of the third transmission group B3 are connected; All disc wheel clutches in the first transmission group B1 are disengaged, all disc wheel clutches in the second transmission group B2 are disengaged, and the first disc wheel clutch B3D1 in the third transmission group B3 is engaged. The power from the second motor is output to the transmission shaft via the second input shaft 9, the third group of the sixth disc wheel clutch B3D6, the second output shaft 11, a gear pair J1, and the intermediate shaft 12.

[0068] Path 7, drive gear forward gear 7, all gears of the second transmission group B2 are disengaged, all gears of the first transmission group B1 are disengaged, and the third transmission group B3 gear 7 is connected. All disc wheel clutches in the first transmission group B1 are disengaged, all disc wheel clutches in the second transmission group B2 are disengaged, and the first disc wheel clutch B3D1 in the third transmission group B3 is engaged. The power from the second motor is output to the transmission shaft via the second input shaft 9, the third group of seventh disc wheel clutch B3D7, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0069] Path 8, drive gear forward gear 8, all gears of the second transmission group B2 are disengaged, all gears of the first transmission group B1 are disengaged, and the third transmission group B3 gear 8 are connected. All disc wheel clutches in the first transmission group B1 are disengaged, all disc wheel clutches in the second transmission group B2 are disengaged, and the first disc wheel clutch B3D1 in the third transmission group B3 is engaged. The power from the second motor is output to the transmission shaft via the second input shaft 9, the third group of eighth disc wheel clutch B3D8, the second output shaft 11, the first gear pair J1, and the second intermediate shaft 12.

[0070] Path nine, drive gear forward gear nine, all gears of the second transmission group B2 are disengaged, all gears of the first transmission group B1 are disengaged, and gear nine of the third transmission group B3 are connected; All disc wheel clutches in the first transmission group B1 are disengaged, all disc wheel clutches in the second transmission group B2 are disengaged, and the first disc wheel clutch B3D1 in the third transmission group B3 is engaged. The power from the second motor is output to the transmission shaft via the second input shaft 9, the third group of the ninth disc clutch B3D9, the second output shaft 11, the first gear pair J1, and the second intermediate shaft 12.

[0071] Path 10, drive gear forward gear 10, all gears of the second transmission group B2 are disengaged, all gears of the first transmission group B1 are disengaged, and the gears of the third transmission group B3 are connected. All disc wheel clutches in the first transmission group B1 are disengaged, all disc wheel clutches in the second transmission group B2 are disengaged, and the first disc wheel clutch B3D1 in the third transmission group B3 is engaged. The power from the second motor is output to the transmission shaft via the second input shaft 9, the third group of tenth disc wheel clutch B3D10, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0072] Path eleven, drive gear reverse gear one, the second motor 5 rotates in the opposite direction to drive the vehicle, the first gearbox group B1 is in neutral, the second gearbox group B2 is in neutral, and the third gearbox group B3 is in gear one; All disc wheel clutches in the first transmission group B1 are disengaged, all disc wheel clutches in the second transmission group B2 are disengaged, and the first disc wheel clutch B3D1 in the third transmission group B3 is engaged. The power from the second motor is output to the transmission shaft via the second input shaft 9, the first disc clutch B3D1 of the third group, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0073] Path 12, drive gear reverse gear position 2, the second motor 5 rotates in the opposite direction to drive the vehicle, the first gearbox group B1 is in neutral, the second gearbox group B2 is in neutral, and the third gearbox group B3 is in gear 2; All disc wheel clutches in the first transmission group B1 are disengaged, all disc wheel clutches in the second transmission group B2 are disengaged, and the second disc wheel clutch B3D2 in the third transmission group B3 is engaged. The power from the second motor is output to the transmission shaft via the second input shaft 9, the third group of the second disc wheel clutch B3D2, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0074] Path thirteen, drive gear reverse gear three, the second motor 5 rotates in the opposite direction to drive the vehicle, the first gearbox group B1 is in neutral, the second gearbox group B2 is in neutral, and the third gearbox group B3 is in gear three; All disc wheel clutches in the first transmission group B1 are disengaged, all disc wheel clutches in the second transmission group B2 are disengaged, and the third disc wheel clutch B3D3 in the third transmission group B3 is engaged. The power from the second motor is output to the transmission shaft via the second input shaft 9, the third disc clutch B3D3 in the third group, the second output shaft 11, the first gear pair J1, and the intermediate shaft 12.

[0075] In the dual-motor hybrid system described above, optionally, the first motor is a high-speed constant torque generator motor that also serves as the engine starter motor.

[0076] In the dual-motor hybrid system described above, optionally, the second motor is a high-speed, low-torque drive motor that also serves as a generator during the kinetic energy recovery phase.

Claims

1. A disc wheel clutch, characterized in that, It includes an input shaft (RZ1), an output shaft (SZ1), a speed change drive gear (BC), a speed change driven chuck (ZC), a disc clutch wheel (DL), a rotating shaft (DZ), a fixed bracket (DJ), a sliding guide rail (DG), a limit slide groove (DHC), a return spring (DFT), a fixed slot (KC), a housing (KT), and a disc clutch wheel controller (DLK); The input shaft (RZ1) and the output shaft (SZ1) are arranged in parallel. The variable speed drive gear (BC) is mounted on the input shaft (RZ1); The variable speed driven roller (ZC) is mounted on the output shaft (SZ1); the variable speed driven roller (ZC) is provided with several groove friction rings (VMH); the groove friction rings (VMH) form an annular groove (VML) between them; The disc clutch wheel (DL) is rotatably mounted on the rotating shaft (DZ); the disc clutch wheel (DL) includes several disc friction wheels (DML); the disc friction wheels (DML) are provided with disc wheel connecting gears (DLC) and disc wheel friction rings (DMH); the disc wheel connecting gears (DLC) mesh with the transmission drive gear (BC); The disc-shaped wheel friction ring (DMH) and the slot friction ring (VMH) are arranged with two externally tangent circles and connected by friction. The upper part of the ring-shaped slot (VML) meshes with the disc-shaped wheel friction ring (DMH) on both sides, and the lower part has an enlarged space for the disc-shaped wheel connecting gear (DLC) to pass through. Under the combined action of the sliding guide rail (DG) and the limiting slide groove (DHC), the disc wheel connecting gear (DLC) oscillates around the input shaft (RZ1) while maintaining engagement with the variable speed drive gear (BC). The disc clutch wheel controller (DLK) applies pressure (F1) in the radial direction perpendicular to the disc friction ring (DMH). The disc friction ring (DMH) is squeezed into the annular groove (VML), and pressure (FT) is generated by extrusion deformation in the direction perpendicular to the surface of the groove friction ring (VMH). Under the action of pressure (FT), friction is generated between the two. The groove friction ring (VMH) obtains thrust (F4) from the disc friction ring (DMH). The input shaft (RZ1) is connected to the output shaft (SZ1). The torque (T) of the input shaft (RZ1) is transmitted to the output shaft (SZ1) through the disc clutch wheel (DL). At this time, the disc clutch (D) is in the engaged state. The disc clutch controller (DLK) removes the pressure (F1) in the radial direction perpendicular to the disc friction ring (DMH). Under the action of the spring force of the return spring (DFT) and the pressure (FT) formed by the compression deformation of the disc friction ring (DMH) and the groove friction ring (VMH), the disc friction ring (DMH) is pushed out of the annular groove (VML), causing the input shaft (RZ1) to separate from the output shaft (SZ1). At this time, the disc clutch (D) is in the disengaged state.

2. The disc wheel clutch according to claim 1, characterized in that, The disc-shaped friction ring (DMH) and the slot friction ring (VMH) are arranged in a two-circle external tangent configuration and connected by friction.

3. The disc wheel clutch according to claim 1, characterized in that, Pressure (F1) is applied in the radial direction perpendicular to the disc-shaped friction ring (DMH), causing the disc-shaped friction ring (DMH) to be squeezed into the annular groove (VML). Extrusion deformation is formed in the direction perpendicular to the surface of the groove friction ring (VMH), generating pressure (FT). Under the action of pressure (FT), friction is generated between the two.

4. The disc wheel clutch according to claim 1, characterized in that, By changing the ratio of the pitch circle diameter of the drive gear (BC) to the driven chuck (ZC), the transmission ratio of the disc clutch (D) changes accordingly.

5. The disc wheel clutch according to claim 1, characterized in that, The number (X) of the disc friction wheels (DML) is proportional to the maximum torque that the disc wheel clutch can withstand.

6. The disc wheel clutch according to claim 1, characterized in that, Disc clutches (D1) and (D2) are combined to form a disc clutch group, sharing a transmission driven chuck (ZC). Input shaft one (RZ1) and input shaft two (RZ2) are simultaneously connected in parallel with output shaft one (SZ1). The two power sources are coupled into a single power source through this disc clutch group.

7. The disc wheel clutch according to claim 1, characterized in that, Disc clutches (D1) and (D2) are combined to form a disc clutch group, sharing a common transmission drive gear (BC). Output shaft one (SZ1) and output shaft two (SZ2) are simultaneously connected in parallel with input shaft one (RZ1). One power source is distributed into two power sources through this disc clutch group. Changing the transmission ratio of disc clutches (D1) and (D2) can change the magnitude of the two power sources.

8. A dual-motor hybrid power transmission system, characterized in that, Includes the disc wheel clutch as described in any one of claims 1-6; It also includes a hybrid transmission (1), a first motor (2), a battery (3), a power control unit (4), a second motor (5), an engine (6), and a hydraulic control unit (7). The hybrid transmission (1) includes a first output shaft (10), a first input shaft (8), a second output shaft (11), a second input shaft (9), and an intermediate shaft (12). The first output shaft (10), the first input shaft (8), the second output shaft (11), and the second input shaft (9) are arranged in parallel in the above order; The engine (6) is coaxially arranged with the first input shaft (8); the second motor (5) is coaxially arranged with the second input shaft (9); the first motor (2) is coaxially arranged with the first output shaft (10); the transmission shaft (13) is coaxially arranged with the intermediate shaft (12); The first input shaft (8) and the first output shaft (10) constitute the first transmission group (B1); A first group of first disc wheel clutches (B1D1) is provided between the first input shaft (8) and the first output shaft (10). A first group of second disc wheel clutches (B1D2), a first group of third disc wheel clutches (B1D3), a first group of fourth disc wheel clutches (B1D4), a first group of fifth disc wheel clutches (B1D5), a first group of sixth disc wheel clutches (B1D6), a first group of seventh disc wheel clutches (B1D7), a first group of eighth disc wheel clutches (B1D8), a first group of ninth disc wheel clutches (B1D9), and a first group of tenth disc wheel clutches (B1D10) are provided between the first input shaft (8) and the first output shaft (10). The first disc wheel clutch (B1D1), the second disc wheel clutch (B1D2), the third disc wheel clutch (B1D3), the fourth disc wheel clutch (B1D4), the fifth disc wheel clutch (B1D5), the sixth disc wheel clutch (B1D6), the seventh disc wheel clutch (B1D7), the eighth disc wheel clutch (B1D8), the ninth disc wheel clutch (B1D9), and the tenth disc wheel clutch (B1D10) in the first group have different transmission ratios. The first transmission group (B1) is used to switch the connection and disconnection states of the engine (6) and the first motor (2), and to change the transmission ratio between the engine (6) and the first motor (2); the first motor (2) obtains different transmission ratios by passing through the first transmission group (B1) and switching different disc wheel clutches, and obtains different speeds and torques from the engine; The first input shaft (8) and the second output shaft (11) constitute the second transmission group B2; A second group of first disc wheel clutches (B2D1) is provided between the first input shaft (8) and the second output shaft (11). A second group of second disc wheel clutches (B2D2), a second group of third disc wheel clutches (B2D3), a second group of fourth disc wheel clutches (B2D4), a second group of fifth disc wheel clutches (B2D5), a second group of sixth disc wheel clutches (B2D6), a second group of seventh disc wheel clutches (B2D7), a second group of eighth disc wheel clutches (B2D8), a second group of ninth disc wheel clutches (B2D9), and a second group of tenth disc wheel clutches (B2D10) are provided between the first input shaft (8) and the second output shaft (11). The first disc wheel clutch (B2D1), the second disc wheel clutch (B2D2), the third disc wheel clutch (B2D3), the fourth disc wheel clutch (B2D4), the fifth disc wheel clutch (B2D5), the sixth disc wheel clutch (B2D6), the seventh disc wheel clutch (B2D7), the eighth disc wheel clutch (B2D8), the ninth disc wheel clutch (B2D9), and the tenth disc wheel clutch (B2D10) in the second group all have different transmission ratios. The second transmission group (B2) is used to switch the connection and disconnection states of the engine (6) and the drive shaft (13), and to change the transmission ratio between the engine (6) and the drive shaft (13); the drive shaft (13) obtains different transmission ratios by switching different disc wheel clutches through the second transmission group (B2), and obtains different speeds and torques from the engine; The second input shaft (9) and the second output shaft (11) constitute the third transmission group (B3); A third group of first disc wheel clutches (B3D1) is provided between the second input shaft (9) and the second output shaft (11). A third group of second disc wheel clutches (B3D2), third group of third disc wheel clutches (B3D3), fourth group of third disc wheel clutches (B3D4), fifth group of third disc wheel clutches (B3D5), sixth group of third disc wheel clutches (B3D6), seventh group of third disc wheel clutches (B3D7), eighth group of third disc wheel clutches (B3D8), ninth group of third disc wheel clutches (B3D9) and tenth group of third disc wheel clutches (B3D10) are provided between the second input shaft (9) and the second output shaft (11). The transmission ratios of the first disc wheel clutch (B3D1), second disc wheel clutch (B3D2), third disc wheel clutch (B3D3), fourth disc wheel clutch (B3D4), fifth disc wheel clutch (B3D5), sixth disc wheel clutch (B3D6), seventh disc wheel clutch (B3D7), eighth disc wheel clutch (B3D8), ninth disc wheel clutch (B3D9), and tenth disc wheel clutch (B3D10) in the third group are all different. The third gearbox group (B3) is used to switch the connection and disconnection states of the second motor (5) and the drive shaft (13), and to change the speed ratio between the second motor (5) and the drive shaft (13); the drive shaft (13) obtains different transmission ratios by switching different disc wheel clutches through the third gearbox group (B3), and obtains different speeds and torques from the second motor.

9. The dual-motor hybrid power transmission system according to claim 8, characterized in that, The engine (6) and the second motor (5) have five power combinations and distribution schemes. The system prioritizes the use of engine power as the driving force for the vehicle.

10. The dual-motor hybrid power transmission system according to claim 8, characterized in that, The principle by which the hybrid transmission (1) changes the power distribution from the engine to the first motor and the drive shaft is as follows: when the engine 6 outputs a fixed torque, the principle by which the power distribution from the engine to the first motor and the drive shaft is changed is as follows: any disc clutch of the first transmission group (B1) is engaged, and any disc clutch of the second transmission group (B2) is engaged. The power of the engine (6) is distributed to the first motor (2) and the drive shaft (13) through the first transmission group (B1) and the second transmission group (B2). The engagement position of the disc clutch of the first transmission group (B1) is from the first disc clutch. As the tenth disc clutch changes sequentially, the transmission ratio between the first motor (2) and the engine (6) increases sequentially, and the load of the first motor (2) on the engine (6) increases sequentially. Therefore, the torque distributed by the engine to the drive shaft (13) decreases sequentially. The engagement gear of the disc clutch of the first transmission group (B1) changes sequentially from the tenth disc clutch to the first disc clutch. As the transmission ratio between the first motor (2) and the engine (6) decreases sequentially, the load of the first motor (2) on the engine (6) decreases sequentially, and the torque distributed by the engine to the drive shaft increases sequentially.

11. The dual-motor hybrid transmission system according to claim 8, characterized in that, The second output shaft (11) is provided with a first gear pair (J1); The first gear pair (J1) includes a first driving gear (14) and a first driven gear (15). The first driving gear (14) is mounted on the second output shaft (11); the first driven gear (15) is mounted on the intermediate shaft (12) for connection with the transmission shaft (13); The intermediate shaft (12) is arranged parallel to the second output shaft (11); the second output shaft (11) is connected to the transmission shaft (13) via the first gear pair (J1); The pitch circle diameter of the first driving gear (14) is smaller than the pitch circle diameter of the first driven gear (15); After passing through the first gear pair (J1), the transmission ratio of the second transmission group (B2) and the third transmission group (B3) is amplified, and the torque transmitted from the engine and the second motor to the drive shaft is amplified.

12. The dual-motor hybrid power transmission system according to claim 8, characterized in that, The power drive modes of the dual-motor hybrid transmission system include hybrid mode and pure electric mode.

13. The dual-motor hybrid power transmission system according to claim 8, characterized in that, In hybrid mode, there are seventeen power transmission paths.

14. The dual-motor hybrid power transmission system according to claim 8, characterized in that, In pure electric mode, there are thirteen power transmission paths.

15. The dual-motor hybrid power transmission system according to claim 8, characterized in that, The first motor is a high-speed constant torque generator motor, which also serves as an engine starter motor.

16. The dual-motor hybrid power transmission system according to claim 8, characterized in that, The second motor is a high-speed, low-torque drive motor, which also serves as a generator in the energy recovery stage.

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