Hybrid power assembly and equipment

Abstract

The invention provides a hybrid power assembly and equipment, and belongs to the technical field of equipment. The hybrid power assembly comprises an engine, a first motor, a second motor, a first sun gear, a first planet carrier, a first gear ring, a first brake, a second brake and a reversing mechanism. An engine is connected with or separated from a first planet carrier through a clutch, a first motor is connected with a first sun gear, and a second motor is connected with a first gear ring; the first brake is used for controlling locking or releasing of the first planet carrier and a shell of the equipment, and the second brake is used for controlling locking or releasing of the first planet carrier and the first gear ring; the first gear ring is connected with an output shaft of equipment through a reversing mechanism. In this way, switching of multi-gear modes of pure power generation, hybrid power generation and idling power generation can be achieved through separation and closing linkage of the clutch, the first brake and the second brake; through the arrangement of the reversing mechanism, the power of the engine can be positively and negatively output through the first gear ring, the hybrid reverse gear function is achieved, and energy consumption can be reduced.

Description

Technical Field

[0001] This application relates to the field of equipment technology, and more particularly to a hybrid powertrain and equipment. Background Technology

[0002] Loaders, concrete pump trucks, and other similar equipment typically operate in complex environments such as construction sites, mines, and road construction sites. During operation, these machines often require frequent and intensive acceleration, braking, steering, and reversing maneuvers.

[0003] In related technologies, the powertrain of the equipment uses a combination of a traditional hydraulic torque converter and a mechanical gearbox as the main path for power transmission. Although this method can provide stable power output, its energy conversion efficiency is low. Alternatively, the powertrain can also use a pure electric drive system to achieve power transmission. Although this method can reduce fuel consumption, it is limited by battery capacity and motor power density, making it difficult to meet the needs of high-energy-consuming operating conditions such as high-power reversing and heavy-load hill climbing.

[0004] Therefore, there is an urgent need to provide a hybrid powertrain that can balance reduced energy consumption, high torque output, and multi-mode switching in order to meet the demand for efficient operation under complex working conditions. Summary of the Invention

[0005] This application provides a hybrid powertrain and device to address the shortcomings of related technologies.

[0006] On one hand, this application provides a hybrid powertrain, comprising:

[0007] The powertrain components include an engine, a first motor, and a second motor;

[0008] The front-stage planetary gear set includes a first sun gear, a first planetary carrier, and a first ring gear. The engine engages or disengages from the first planetary carrier via a clutch. The first motor is connected to the first sun gear, and the second motor is connected to the first ring gear.

[0009] The braking assembly includes a first brake and a second brake. The first brake is used to control the locking or releasing of the first planetary carrier and the housing of the equipment, and the second brake is used to control the locking or releasing of the first planetary carrier and the first gear ring.

[0010] A reversing mechanism is provided, wherein a first gear ring is connected to the output shaft of the device via the reversing mechanism. The reversing mechanism is configured to switch the power transmission path between a first path and a second path when power is transmitted from the first gear ring to the output shaft. In the first path, the output shaft rotates in a first rotation direction, and in the second path, the output shaft rotates in the opposite direction to the first rotation direction.

[0011] In one possible implementation, the hybrid powertrain provided in this application includes a commutation mechanism comprising a third brake and a rear-stage dual planetary gear assembly. The rear-stage dual planetary gear assembly comprises a second planetary gear and a third planetary gear arranged sequentially. The second planetary gear includes a second sun gear, a second planet carrier, and a second ring gear. The third planetary gear includes a third sun gear, a third planet carrier, and a third ring gear. The second sun gear and the third sun gear are coaxially fixed, and the first ring gear is connected to the second sun gear to transmit power. The second ring gear is connected to the third planet carrier, and the third planet carrier is used to connect to the output shaft.

[0012] The third brake is used to control the locking or releasing of the third gear ring and the housing; the first gear ring is configured to transmit power to the output shaft along the first path when the third gear ring is locked to the housing.

[0013] In one possible implementation, the hybrid powertrain provided in this application further includes a fourth brake in the commutation mechanism, the fourth brake being used to control the locking or releasing of the second planetary carrier and the housing; the first ring gear is configured to transmit power along a second path to the output shaft when the second planetary carrier and the housing are locked.

[0014] In one possible implementation, the hybrid powertrain provided in this application further includes a control unit, with the third brake and the fourth brake both electrically connected to the control unit, which is used to control the third brake and the fourth brake to selectively close or open.

[0015] In one possible implementation, the hybrid powertrain provided in this application has a second motor that is a hollow shaft motor, which is located between the front planetary gear set and the second planetary gear set. The hollow shaft motor is sleeved on the output end of the first gear ring and is coaxially connected to the second sun gear.

[0016] In one possible implementation, the hybrid powertrain provided in this application includes a commutation mechanism comprising a rear-stage single planetary gear set and a sliding sleeve commutation sub-mechanism. The rear-stage single planetary gear set includes a fourth sun gear, a fourth planet carrier, and a fourth ring gear. The sliding sleeve commutation sub-mechanism is disposed between the first ring gear and the fourth sun gear or between the first ring gear and the fourth ring gear.

[0017] The sliding sleeve reversing submechanism includes an axially sliding sliding sleeve, which is used to switch between a first axial sliding position and a second axial sliding position. In the first axial sliding position, the sliding sleeve reversing submechanism transmits the power of the first gear ring to the output shaft along a first path; in the second axial sliding position, the sliding sleeve reversing submechanism transmits the power of the first gear ring to the output shaft along a second path.

[0018] In one possible implementation, the hybrid powertrain provided in this application further includes a forward meshing gear set, a reverse meshing gear set, and a guide member in the sliding sleeve commutation submechanism; the forward meshing gear set and the reverse meshing gear set are respectively fixed to the inner sides of both ends of the sliding sleeve, and the guide member is used to fix it on the housing, with the sliding sleeve and the guide member slidingly engaged.

[0019] The output end of the first gear ring has a first tooth, the input end of the fourth sun gear has a second tooth, and the input end of the fourth gear ring has a third tooth.

[0020] When the sliding sleeve is in the first axial sliding position, the forward meshing tooth set simultaneously meshes with one of the second and third tooth portions and the first tooth portion, so that the power is transmitted along the first path; when the sliding sleeve is in the second axial sliding position, the reverse meshing tooth set simultaneously meshes with one of the second and third tooth portions and the first tooth portion, so that the power is transmitted along the second path.

[0021] In one possible implementation, the hybrid powertrain provided in this application has a sliding commutation sub-mechanism disposed between the first ring gear and the fourth sun gear; the fourth ring gear is fixed to the housing, and the fourth planetary carrier is connected to the output shaft, so that the transmission ratio of the subsequent single planetary gear set is i = 1 + Zr / Zs, where Zr is the number of teeth on the fourth ring gear and Zs is the number of teeth on the fourth sun gear; or,

[0022] The fourth planetary carrier is used to fix it on the housing, and the fourth ring gear is connected to the output shaft so that the transmission ratio of the subsequent single planetary gear set is i=Zs / (Zs+Zr), where Zr is the number of teeth of the fourth ring gear and Zs is the number of teeth of the fourth sun gear.

[0023] In one possible implementation, the hybrid powertrain provided in this application has a sliding commutation submechanism disposed between the first gear ring and the fourth gear ring, and the fourth planetary carrier is used to fix it to the housing.

[0024] The second motor is a hollow shaft motor, which is mounted on the input shaft of the fourth sun gear and connected to the fourth sun gear.

[0025] On the other hand, this application provides a device including a device body and a hybrid powertrain as described above disposed on the device body.

[0026] The hybrid powertrain and equipment provided in this application include a power assembly, a front-stage planetary gear set, a braking assembly, and a commutation mechanism. The power assembly includes an engine, a first motor, and a second motor. The front-stage planetary gear set includes a first sun gear, a first planetary carrier, and a first ring gear. The engine engages or disengages from the first planetary carrier via a clutch. The first motor is connected to the first sun gear, and the second motor is connected to the first ring gear. The braking assembly includes a first brake and a second brake. The first brake controls the locking or releasing of the first planetary carrier from the equipment housing, and the second brake controls the locking or releasing of the first planetary carrier from the first ring gear. The first ring gear is connected to the output shaft of the equipment via the commutation mechanism, which is configured to switch the power transmission path between a first path and a second path when transmitting power from the first ring gear to the output shaft. In the first path, the output shaft rotates in a first rotation direction, and in the second path, the output shaft rotates in the opposite direction to the first rotation direction.

[0027] Thus, by separating and engaging the clutch, the first brake, and the second brake, multiple modes such as pure electric, hybrid, and idle speed power generation can be switched. By setting up the reversing mechanism, the engine power can be output in both directions via the first gear ring, realizing the hybrid reverse gear function, which helps to reduce energy consumption. Attached Figure Description

[0028] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0029] Figure 1 Schematic diagram of the hybrid powertrain provided in this application Figure 1 ;

[0030] Figure 2 Schematic diagram of the hybrid powertrain provided in this application Figure 2 ;

[0031] Figure 3 Schematic diagram of the hybrid powertrain provided in this application Figure 3 ;

[0032] Figure 4 A schematic diagram of the hybrid powertrain provided in this application Figure 4 ;

[0033] Figure 5 A schematic diagram of the hybrid powertrain provided in this application Figure 5 .

[0034] Explanation of reference numerals in the attached figures:

[0035] 100 - Power Components;

[0036] 110 - Engine; 120 - First motor; 130 - Second motor;

[0037] 200-Pre-stage planetary array;

[0038] 210 - First sun gear; 220 - First planet carrier; 230 - First gear ring; 231 - First tooth section;

[0039] 300 - Braking assembly;

[0040] 310 - First brake; 320 - Second brake;

[0041] 400 - Reversing Mechanism;

[0042] 410 - Third brake; 420 - Rear-stage double planetary gear set; 421 - Second planetary gear set; 4211 - Second sun gear; 4212 - Second planetary carrier; 4213 - Second ring gear; 422 - Third planetary gear set; 4221 - Third sun gear; 4222 - Third planetary carrier; 4223 - Third ring gear; 430 - Fourth brake;

[0043] 401-Rear-stage single planetary gear set; 4011-Fourth sun gear; 4011a-Second gear section; 4012-Fourth planetary carrier; 4013-Fourth gear ring; 4013a-Third gear section; 402-Sliding sleeve commutator mechanism;

[0044] 500 - Clutch; 600 - Housing; 700 - Output shaft. Detailed Implementation

[0045] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The described embodiments are some, but not all, embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0046] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an indirect connection through an intermediate medium, or the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0047] In the description of this application, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0048] The terms "first," "second," "third," "fourth," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented, for example, in a sequence other than those illustrated or described herein.

[0049] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or apparatus.

[0050] As mentioned in the background section, the powertrain of the related equipment uses a combination of a traditional hydraulic torque converter and a mechanical gearbox as the main path for power transmission. Although this method can provide stable power output, its energy conversion efficiency is low. For example, the slip loss of the hydraulic torque converter can reach more than 30%. Alternatively, the powertrain can also use a pure electric drive system to achieve power transmission. Although this method can reduce fuel consumption, it is limited by battery capacity and motor power density, making it difficult to meet the high energy consumption requirements of high-power reversing, heavy-load climbing, and other high-energy-consuming operating conditions.

[0051] Therefore, there is an urgent need to provide a hybrid powertrain that can balance reduced energy consumption, high torque output, and multi-mode switching in order to meet the demand for efficient operation under complex working conditions.

[0052] In view of this, embodiments of this application provide a hybrid powertrain and device. The hybrid powertrain comprises a power assembly, a front-stage planetary gear set, a braking assembly, and a commutation mechanism. The power assembly includes an engine, a first motor, and a second motor. The front-stage planetary gear set includes a first sun gear, a first planet carrier, and a first ring gear. The engine engages or disengages from the first planet carrier via a clutch. The first motor is connected to the first sun gear, and the second motor is connected to the first ring gear. The braking assembly includes a first brake and a second brake. The first brake controls the locking or releasing of the first planet carrier from the device housing, and the second brake controls the locking or releasing of the first planet carrier from the first ring gear. The first ring gear is connected to the output shaft of the device via the commutation mechanism. The commutation mechanism is configured to switch the power transmission path between a first path and a second path when transmitting power from the first ring gear to the output shaft. In the first path, the output shaft rotates in a first rotation direction, and in the second path, the output shaft rotates in the opposite direction to the first rotation direction.

[0053] Thus, by separating and engaging the clutch, the first brake, and the second brake, multiple modes such as pure electric, hybrid, and idle speed power generation can be switched. By setting up the reversing mechanism, the engine power can be output in both directions via the first gear ring, realizing the hybrid reverse gear function, which helps to reduce energy consumption.

[0054] The present application will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0055] See Figures 1 to 5 The hybrid powertrain provided in this application includes a power assembly 100, a front-stage planetary gear set 200, a braking assembly 300, and a commutation mechanism 400. The power assembly 100 includes an engine 110, a first motor 120, and a second motor 130. The front-stage planetary gear set 200 includes a first sun gear 210, a first planet carrier 220, and a first ring gear 230. The engine 110 is engaged or disengaged from the first planet carrier 220 via a clutch 500. The first motor 120 is connected to the first sun gear 210, and the second motor 130 is connected to the first ring gear 230.

[0056] The braking assembly 300 includes a first brake 310 and a second brake 320. The first brake 310 controls the locking or releasing of the first planetary carrier 220 and the housing 600 of the device, and the second brake 320 controls the locking or releasing of the first planetary carrier 220 and the first ring gear 230. The first ring gear 230 is connected to the output shaft 700 of the device via a reversing mechanism 400. The reversing mechanism 400 is configured to switch the power transmission path between a first path and a second path when power is transmitted from the first ring gear 230 to the output shaft 700. In the first path, the output shaft 700 rotates in a first rotation direction, and in the second path, the output shaft 700 rotates in a direction opposite to the first rotation direction.

[0057] Among them, the engine 110 can selectively engage or disengage with the first planetary carrier 220 through the electro-hydraulic clutch 500, so as to realize the flexible intervention and withdrawal of the engine 110 power; the first motor 120 is fixedly connected to the first sun gear 210 and can be used for speed regulation and power generation; the second motor 130 is directly connected to the first gear ring 230 and serves as the main driving force source to provide the main output torque.

[0058] The braking assembly 300 includes a first brake 310 and a second brake 320. Both the first brake 310 and the second brake 320 can adopt a wet multi-plate structure, which has precise locking control capability. The first brake 310 is installed between the first planetary carrier 220 and the equipment housing 600 to control the rotational degree of freedom of the first planetary carrier 220 relative to the fixed housing 600, so as to realize the switching between the fully locked or free rotation state of the first planetary carrier 220. The second brake 320 is connected between the first planetary carrier 220 and the first gear ring 230 to control the relative movement between the two.

[0059] When the second brake 320 engages, the first planetary carrier 220 and the first ring gear 230 form a rigid connection, and the entire planetary gear set transforms into a single rotating unit. The first ring gear 230 is poweredly connected to the output shaft 700 of the equipment via the reversing mechanism 400, and can be used to switch the power transmission path under control commands.

[0060] Specifically, in the first transmission path, when the power of the first gear ring 230 is transmitted to the output shaft 700, the output shaft 700 rotates in the first rotation direction, corresponding to the forward operation of the equipment; in the second transmission path, the power is transmitted to the output shaft 700 after the rotation direction is changed by the reversing mechanism 400, causing the output shaft 700 to rotate in the opposite direction to the first rotation direction, corresponding to the reverse operation of the equipment.

[0061] In this embodiment, the hybrid powertrain can switch between multiple operating modes: by closing the clutch 500, disengaging the first brake 310 and the second brake 320, it can be used for the engine 110 to start from a stop and can generate electricity at idle speed; by closing the clutch 500, disengaging the first brake 310 and closing the second brake 320, it can be used for the engine 110 to start while driving and can generate electricity at idle speed.

[0062] In pure electric mode, the clutch 500 remains disengaged. By disengaging the first brake 310 and the second brake 320, the second motor 130 is driven independently, avoiding the first motor 120 from rotating with it and reducing kinetic energy loss, corresponding to pure electric first gear. By closing the first brake 310 and disengaging the second brake 320, the first motor 120 and the second motor 130 are driven together at first speed, corresponding to pure electric second gear. By disengaging the first brake 310 and closing the second brake 320, the first motor 120 and the second motor 130 are driven together at second speed, corresponding to pure electric third gear.

[0063] In hybrid mode, clutch 500 remains closed and first brake 310 remains open. By disengaging second brake 320, the power from engine 110, after being input through first planetary carrier 220, can be proportionally distributed to first sun gear 210 and first ring gear 230, achieving input power splitting and continuously variable transmission, corresponding to hybrid first gear. By closing second brake 320, first planetary carrier 220 and first ring gear 230 are locked together, and the torques of engine 110 and second motor 130 are superimposed at the ring gear, and then transmitted to output shaft 700 through reversing mechanism 400, achieving power torque coupling of engine 110, first motor 120 and second motor 130, corresponding to hybrid second gear.

[0064] In hybrid mode, when the power of the engine 110 is transmitted along the first path via the reversing mechanism 400, the engine 110 participates in the power output for hybrid forward driving; when the power of the engine 110 is transmitted along the second path via the reversing mechanism 400, the engine 110 participates in the power output for hybrid reverse gear.

[0065] The first structure of the commutation structure according to the embodiments of this application will be described below.

[0066] See Figure 1In some embodiments, the reversing mechanism 400 includes a third brake 410 and a rear-stage double planetary gear assembly 420; the rear-stage double planetary gear assembly 420 includes a second planetary gear 421 and a third planetary gear 422 arranged sequentially, the second planetary gear 421 including a second sun gear 4211, a second planet carrier 4212 and a second ring gear 4213, and the third planetary gear 422 including a third sun gear 4221, a third planet carrier 4222 and a third ring gear 4223.

[0067] The second sun gear 4211 and the third sun gear 4221 are fixed coaxially, and the first ring gear 230 is connected to the second sun gear 4211 to transmit power. The second ring gear 4213 is connected to the third planet carrier 4222, which is used to connect to the output shaft 700. The third brake 410 is used to control the locking or releasing of the third ring gear 4223 and the housing 600. The first ring gear 230 is configured to transmit power to the output shaft 700 along a first path when the third ring gear 4223 is locked to the housing 600.

[0068] The second sun gear 4211 and the third sun gear 4221 can be fixedly connected by the same rotating shaft, or integrally formed into a single sun gear structure to form a unified input rotating body. This rotating body is directly connected to the first gear ring 230 of the preceding planetary gear set 200 and receives the power input from the preceding planetary gear set 200.

[0069] The second gear ring 4213 is rigidly connected to the third planetary carrier 4222 to form an intermediate power transmission unit. The third planetary carrier 4222 is connected to the output shaft 700 of the equipment to transmit the reversed power to the drive system. The third brake 410, as a key control element, is installed between the third gear ring 4223 and the assembly housing 600. The third brake 410 can adopt a wet multi-plate friction structure, which can precisely switch the locking or releasing states between the third gear ring 4223 and the housing 600 under control commands.

[0070] In this embodiment, when the third brake 410 is closed and the third ring gear 4223 is locked to the housing 600, the power transmission path is as follows: power is input from the first ring gear 230 of the preceding planetary gear set 200, transmitted to the second sun gear 4211, and then transmitted to the second ring gear 4213 via the gear meshing relationship of the second planetary gear set 4211. Since the second ring gear 4213 is rigidly connected to the third planetary carrier 4222, the power is directly transmitted to the third planetary carrier 4222, and then output to the output shaft 700 via the third planetary carrier 4222. In this state, since the third ring gear 4223 is fixed, the rotation of the third sun gear 4221 will drive the third planetary carrier 4222 to rotate in the same direction. Therefore, the output shaft 700 rotates in the first rotation direction, corresponding to the forward working condition of the equipment.

[0071] Furthermore, the reversing mechanism 400 also includes a fourth brake 430, which is used to control the locking or releasing of the second planetary carrier 4212 and the housing 600; the first gear ring 230 is configured to transmit power along a second path to the output shaft 700 when the second planetary carrier 4212 is locked to the housing 600.

[0072] In this embodiment, a fourth brake 430 is installed between the second planetary carrier 4212 and the housing 600 to control the locking or releasing state of the second planetary carrier 4212 and the housing 600. When the third brake 410 is closed and the fourth brake 430 is released, the third gear ring 4223 is fixed to the housing 600, and the power transmission path is the same as in the previous embodiment.

[0073] When the fourth brake 430 is closed and the third brake 410 is released, the second planetary carrier 4212 is fixed to the housing 600. The power transmission path changes as follows: input power enters the second planetary gear set 421 via the second sun gear 4211. Since the second planetary carrier 4212 is fixed, the rotation of the sun gear causes the second ring gear 4213 to rotate in the opposite direction via the planetary gears. This reverse rotational power is transmitted through the second ring gear 4213 to the third planetary carrier 4222, ultimately causing the output shaft 700 to rotate in the opposite direction to the first rotation direction, corresponding to the reversing operation. It is understood that the third brake 410 remains released in this state, allowing the third ring gear 4223 to rotate freely to accommodate the speed difference between the third sun gear 4221 and the third planetary carrier 4222, thus avoiding interference stress between components.

[0074] Overall, by utilizing the composite transmission characteristics of the rear-stage double planetary gear assembly 420 to switch the states of the third brake 410 and the fourth brake 430, and in conjunction with the precise control of the second motor 130, stepless commutation function is achieved, which can avoid the gear impact and power interruption problems in the traditional mechanical commutation mechanism 400.

[0075] In a specific implementation, the hybrid powertrain also includes a control unit. The third brake 410 and the fourth brake 430 are both electrically connected to the control unit, which is used to control the third brake 410 and the fourth brake 430 to either close or open.

[0076] Thus, through the interlock control of the third brake 410 and the fourth brake 430, it is ensured that the two brakes will not close at the same time, avoiding the mechanism from locking up, so that the equipment can smoothly switch between forward and reverse working conditions without interrupting power transmission.

[0077] For example, the controller may have a built-in logic judgment module and safety interlock program. When the driver operates the gear shift lever to select a forward gear, the controller receives the gear signal and the logic judgment module performs working condition analysis. After confirming that the reversing conditions are met, it first controls the fourth brake 430 to be fully released. After detecting the signal that the fourth brake 430 has been fully disengaged, it then controls the third brake 410 to be smoothly closed, so that power is transmitted along the first path. When the reverse gear is selected, the controller executes the opposite control sequence. It first ensures that the third brake 410 is fully released, and then closes the fourth brake 430, so that power is transmitted along the second path.

[0078] During the reversing process, the control unit simultaneously coordinates the torque output of the first motor 120 and the second motor 130 to compensate for the power fluctuations caused by the switching between the first brake 310 and the second brake 320, thereby achieving shock-free reversing.

[0079] See Figure 2 In some examples, the second motor 130 is a hollow shaft motor, which is located between the front planetary gear 200 and the second planetary gear 421. The hollow shaft motor is sleeved on the output end of the first gear ring 230, and the hollow shaft motor is coaxially connected to the second sun gear 4211.

[0080] In this design, the second motor 130 is a hollow shaft motor. The hollow shaft motor, through its internal hollow structure, can be fitted onto the outside of the output end of the first gear ring 230, forming a compact coaxial nested structure. This arrangement allows for more efficient use of axial space, avoids the additional transmission components required by traditional parallel shaft arrangements, and helps reduce the overall size and weight of the hybrid powertrain.

[0081] Specifically, the rotor of the hollow shaft motor is rigidly connected to the second sun gear 4211 via a spline or flange structure, ensuring the reliability and accuracy of power transmission. The first gear ring 230 passes through the center hole of the hollow shaft motor and couples with the input end of the second sun gear 4211, forming an efficient power transmission chain. In addition, the stator of the hollow shaft motor is fixed to the housing 600, ensuring its stability under high torque conditions.

[0082] During operation, the first gear ring 230 inputs power from the preceding planetary gear set 200 to the second sun gear 4211. At the same time, the hollow shaft motor can apply auxiliary torque or adjust the speed of the second sun gear 4211 through its rotor, and the two work together.

[0083] The second structure of the commutation structure according to the embodiments of this application will be described below.

[0084] See Figure 3 and Figure 4In some embodiments, the reversing mechanism 400 includes a rear-stage single planetary gear set 401 and a sliding reversing sub-mechanism 402. The rear-stage single planetary gear set 401 includes a fourth sun gear 4011, a fourth planet carrier 4012 and a fourth ring gear 4013. The sliding reversing sub-mechanism 402 is disposed between the first ring gear 230 and the fourth sun gear 4011 or between the first ring gear 230 and the fourth ring gear 4013.

[0085] The sliding sleeve reversing submechanism 402 includes an axially sliding sliding sleeve for switching between a first axial sliding position and a second axial sliding position. In the first axial sliding position, the sliding sleeve reversing submechanism 402 transmits the power of the first gear ring 230 to the output shaft 700 along a first path; in the second axial sliding position, the sliding sleeve reversing submechanism 402 transmits the power of the first gear ring 230 to the output shaft 700 along a second path.

[0086] In this embodiment, the sliding sleeve reversing submechanism 402 can be configured in two different positions: the first configuration is between the first gear ring 230 and the fourth sun gear 4011; the second configuration is between the first gear ring 230 and the fourth gear ring 4013.

[0087] In the first configuration, the sliding sleeve reversing submechanism 402 maintains a power connection with the first gear ring 230 and the fourth sun gear 4011, and changes the internal transmission path by changing the axial position of the sliding sleeve. When the sliding sleeve is in the first axial sliding position, the internal transmission structure of the sliding sleeve reversing submechanism 402 allows power to be directly transmitted from the first gear ring 230 to the fourth sun gear 4011, and then transmitted to the fourth planetary carrier 4012 through the meshing of the planetary gears of the subsequent single planetary gear set 401. The output shaft 700 rotates in the first rotation direction, corresponding to the forward working condition.

[0088] Furthermore, when the sliding sleeve moves to the second axial sliding position, the internal transmission structure of the sliding sleeve reversing submechanism 402 changes the direction of power transmission. At this time, although the input end is still the first gear ring 230 and the output end is still the fourth sun gear 4011, the rotation direction transmitted to the fourth sun gear 4011 has been reversed, resulting in the rotation direction transmitted to the fourth planetary carrier 4012 via the subsequent single planetary gear set 401 being reversed, thereby causing the output shaft 700 to rotate in the second rotation direction, corresponding to the reversing condition.

[0089] In the second configuration, the sliding sleeve reversing sub-mechanism 402 is located between the first gear ring 230 and the fourth gear ring 4013. Similarly, the transmission direction is switched by changing the axial position of the sliding sleeve. The switching process can refer to the above process, and will not be described again in this embodiment.

[0090] The sliding sleeve can switch its axial sliding position by configuring a drive device. The drive device is electrically connected to the control unit and can be in the form of an electro-hydraulic actuator or an electric push rod. After receiving the command from the control unit, the drive device pushes the sliding sleeve to move smoothly between the first axial sliding position and the second axial sliding position. The reversing control algorithm built into the control unit achieves precise control of the timing and speed of the sliding sleeve's movement by comprehensively considering the current operating conditions of the equipment, the driver's operating intention, and the state of the transmission system.

[0091] In some examples, the sliding sleeve reversing submechanism 402 also includes a forward meshing gear set, a reverse meshing gear set, and a guide; the forward meshing gear set and the reverse meshing gear set are respectively fixed on the inner sides of both ends of the sliding sleeve, and the guide is used to fix it on the housing 600, with the sliding sleeve and the guide slidingly engaged.

[0092] The output end of the first gear ring 230 has a first tooth 231, the input end of the fourth sun gear 4011 has a second tooth 4011a, and the input end of the fourth gear ring 4013 has a third tooth 4013a. When the sliding sleeve is in the first axial sliding position, the forward meshing gear set simultaneously meshes with one of the second tooth 4011a and the third tooth 4013a and the first tooth 231, so that the power is transmitted along the first path. When the sliding sleeve is in the second axial sliding position, the reverse meshing gear set simultaneously meshes with one of the second tooth 4011a and the third tooth 4013a and the first tooth 231, so that the power is transmitted along the second path.

[0093] It should be noted that the specific structures of the forward meshing gear set and the reverse meshing gear set are not limited in the embodiments of this application. Exemplarily, the two can achieve direction switching by using different numbers of gears. The forward meshing gear set may include two meshing forward gears, and the reverse meshing gear set may include three meshing forward gears.

[0094] Taking the first configuration as an example, when the sliding sleeve is in the first axial sliding position, the two forward gears mesh with the first tooth 231 and the second tooth 4011a respectively. Since the overall number of meshing gears is even, the rotational directions of the input and output are consistent. When the sliding sleeve is in the second axial sliding position, the two outermost of the three reverse gears mesh with the first tooth 231 and the second tooth 4011a respectively. Since the overall number of meshing gears is odd, the rotational direction is reversed during power transmission.

[0095] In this embodiment, the integrated design of the sliding sleeve commutation submechanism 402 simplifies the transmission system structure and enables high reliability of mechanical commutation.

[0096] See Figure 5In a specific example, the sliding sleeve reversing sub-mechanism 402 is disposed between the first gear ring 230 and the fourth sun gear 4011; the fourth gear ring 4013 is fixed on the housing 600, and the fourth planetary carrier 4012 is connected to the output shaft 700 so that the transmission ratio of the subsequent single planetary gear set 401 is i=1+Zr / Zs, where Zr is the number of teeth of the fourth gear ring 4013 and Zs is the number of teeth of the fourth sun gear 4011.

[0097] The fourth gear ring 4013 can be rigidly installed on the housing 600 by a fixed flange or connecting bolts to form a stationary element; the fourth planetary carrier 4012 can be connected to the output shaft 700 by a spline or flange structure to serve as a power output end; the fourth sun gear 4011 serves as a power input element to receive power from the preceding planetary gear set 200.

[0098] When power is input from the fourth sun gear 4011, since the fourth ring gear 4013 is fixed, the power is transmitted to the fourth planetary carrier 4012 through the planetary gears, forming a speed reduction and torque increase effect, so that the transmission ratio characteristic of the subsequent single planetary gear set 401 has a high torque output capability, which is suitable for working conditions that require large traction force, such as equipment climbing slopes.

[0099] See Figure 3 In other embodiments, the fourth planetary carrier 4012 is fixed to the housing 600, and the fourth ring gear 4013 is connected to the output shaft 700 so that the transmission ratio of the subsequent single planetary gear set 401 is i=Zs / (Zs+Zr), where Zr is the number of teeth of the fourth ring gear 4013 and Zs is the number of teeth of the fourth sun gear 4011.

[0100] In this embodiment, when the fourth sun gear 4011 is powered, the fourth ring gear 4013 is driven to rotate through the planetary gears of the fourth planetary gear set. Since the fourth planetary carrier 4012 is fixed, the subsequent single planetary gear set 401 forms another transmission ratio characteristic. This characteristic enables the hybrid powertrain to have a higher speed output capability, which is suitable for high-speed driving conditions in the equipment.

[0101] See Figure 4 In some embodiments, the sliding sleeve reversing sub-mechanism 402 is disposed between the first gear ring 230 and the fourth gear ring 4013, and the fourth planetary carrier 4012 is used to fix it on the housing 600; the second motor 130 is a hollow shaft motor, and the hollow shaft motor is sleeved on the input shaft of the fourth sun gear 4011 and connected to the fourth sun gear 4011.

[0102] In this way, by mounting the hollow shaft motor on the input shaft of the fourth sun gear 4011 and connecting it to the fourth sun gear 4011, the axial space can be utilized more fully, avoiding the additional transmission components required by the traditional parallel shaft arrangement, which is conducive to reducing the overall size and weight of the hybrid powertrain.

[0103] This application also provides a device, including a device body and a hybrid powertrain as described in any of the above embodiments disposed on the device body.

[0104] The specific structure and working principle of the hybrid powertrain are the same as those in the previous embodiments, and will not be described again in this application.

[0105] In this embodiment, the equipment can be construction machinery, such as excavators, loaders, bulldozers, forklifts, stackers, pallet trucks, road rollers, pavers, milling machines, etc. Alternatively, the equipment can also be other types of vehicles such as trucks, cars, and passenger vehicles. This embodiment does not impose any limitations on this.

[0106] For example, the device body may include a vehicle control system and a power module. The vehicle control system can establish a signal connection with the clutch 500, engine 110, first motor 120, and second motor 130 in the aforementioned embodiments. It can send control commands to the hybrid powertrain in real time according to the device's operating conditions, such as starting, accelerating, climbing, and reversing, to adjust the operating modes of the engine 110, first motor 120, and second motor 130, as well as the engagement state of the clutch 500, thereby achieving precise switching of the power transmission path and output direction.

[0107] The power module can provide electrical power to components such as the first motor 120 and the second motor 130. It can also receive and store the electrical energy generated by the first motor 120 when it acts as a generator, thus forming an energy recovery and recycling mechanism.

[0108] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A hybrid powertrain, characterized by, The application relates to a power transmission device, comprising: a power assembly comprising an engine, a first motor and a second motor; a front-stage planetary gear set comprising a first sun gear, a first planet carrier and a first ring gear, the engine being connected to or disconnected from the first planet carrier through a clutch, the first motor being connected to the first sun gear, and the second motor being connected to the first ring gear; a brake assembly comprising a first brake and a second brake, the first brake being used for controlling locking or releasing of the first planet carrier and a housing of the device, and the second brake being used for controlling locking or releasing of the first planet carrier and the first ring gear; a reversing mechanism, the first ring gear being connected to an output shaft of the device through the reversing mechanism, the reversing mechanism being configured to switch a transmission path of power between a first path and a second path when the power is transmitted from the first ring gear to the output shaft, wherein, in the first path, the output shaft rotates in a first rotation direction, and in the second path, the output shaft rotates in a direction opposite to the first rotation direction.

2. The hybrid assembly of claim 1, wherein, The reversing mechanism comprises a third brake and a rear-stage double planetary gear set, the rear-stage double planetary gear set comprising a second planetary gear set and a third planetary gear set arranged in sequence, the second planetary gear set comprising a second sun gear, a second planet carrier and a second ring gear, and the third planetary gear set comprising a third sun gear, a third planet carrier and a third ring gear; the second sun gear is coaxially fixed with the third sun gear, and the first ring gear is connected to the second sun gear to transmit power, the second ring gear is connected to the third planet carrier, and the third planet carrier is connected to the output shaft; the third brake is used for controlling locking or releasing of the third ring gear and the housing; and the first ring gear is configured to transmit the power to the output shaft along the first path when the third ring gear is locked with the housing.

3. The hybrid assembly of claim 2, wherein, The reversing mechanism further comprises a fourth brake, the fourth brake being used for controlling locking or releasing of the second planet carrier and the housing; the first ring gear is configured to transmit the power to the output shaft along the second path when the second planet carrier is locked with the housing.

4. The hybrid assembly of claim 3, wherein, The application further comprises a control device, the third brake and the fourth brake are electrically connected to the control device, and the control device is used for controlling the third brake and the fourth brake to be selectively closed or disconnected.

5. The hybrid assembly of any one of claims 2-4, wherein, The second motor is a hollow shaft motor, the hollow shaft motor is located between the front-stage planetary gear set and the second planetary gear set, the hollow shaft motor is sleeved on an output end of the first ring gear, and the hollow shaft motor is coaxially connected to the second sun gear.

6. The hybrid assembly of claim 1, wherein, The reversing mechanism comprises a rear-stage single planetary gear set and a sliding sleeve reversing sub-mechanism, the rear-stage single planetary gear set comprising a fourth sun gear, a fourth planet carrier and a fourth ring gear, and the sliding sleeve reversing sub-mechanism being arranged between the first ring gear and the fourth sun gear or between the first ring gear and the fourth ring gear. The sleeve reversing sub-mechanism comprises an axially slidable sleeve for switching between a first axial sliding position and a second axial sliding position, in the first axial sliding position, the sleeve reversing sub-mechanism transmits the power of the first ring gear to the output shaft along the first path; in the second axial sliding position, the sleeve reversing sub-mechanism transmits the power of the first ring gear to the output shaft along the second path.

7. The hybrid assembly of claim 6, wherein, The sleeve reversing sub-mechanism further comprises a forward meshing tooth set, a reverse meshing tooth set and a guide, the forward meshing tooth set and the reverse meshing tooth set are respectively fixedly arranged in the inner sides of the two ends of the sleeve, the guide is arranged on the housing, and the sleeve is in sliding fit with the guide. The output end of the first ring gear has a first tooth part, the input end of the fourth sun gear has a second tooth part, and the input end of the fourth ring gear has a third tooth part. In the first axial sliding position, the forward meshing tooth set is in meshing with one of the second tooth part and the third tooth part and the first tooth part, so that the power is transmitted along the first path; in the second axial sliding position, the reverse meshing tooth set is in meshing with one of the second tooth part and the third tooth part and the first tooth part, so that the power is transmitted along the second path.

8. The hybrid assembly of claim 6 or 7, characterized in that, The sleeve reversing sub-mechanism is arranged between the first ring gear and the fourth sun gear; The fourth ring gear is arranged on the housing, and the fourth carrier is connected with the output shaft, so that the transmission ratio of the rear single planetary gear set is i = 1 + Zr / Zs, wherein Zr is the number of teeth of the fourth ring gear, and Zs is the number of teeth of the fourth sun gear; or The fourth ring gear is arranged on the housing, and the fourth carrier is connected with the output shaft, so that the transmission ratio of the rear single planetary gear set is i = Zs / (Zs+Zr), wherein Zr is the number of teeth of the fourth ring gear, and Zs is the number of teeth of the fourth sun gear.

9. The hybrid assembly of claim 6 or 7, characterized in that, The sleeve reversing sub-mechanism is arranged between the first ring gear and the fourth ring gear, and the fourth carrier is arranged on the housing; The second motor is a hollow shaft motor, and the hollow shaft motor is sleeved on the input shaft of the fourth sun gear and connected with the fourth sun gear.

10. An apparatus, comprising: The device comprises a device body and a hybrid assembly arranged on the device body, the hybrid assembly being as claimed in any one of claims 1 to 9.

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