Single-motor hybrid power gearbox driven by four gears of engine

Abstract

The invention relates to the technical field of hybrid power, in particular to an engine four-gear driven single-motor hybrid power gearbox and a control method of a hybrid vehicle. According to the single-motor hybrid power gearbox driven by four gears of the engine, double power sources of the engine and a driving motor are adopted, a first driving path and a second driving path which are connected in parallel and converge at a differential mechanism are constructed, and the first driving path and the second driving path are each provided with an independent main reduction driving gear directly meshed with the differential mechanism. Two-stage efficient speed reduction of power transmission of the engine and the motor is realized; efficient connection is established between double paths through a coupling gear pair which is simultaneously meshed with a motor output gear and an engine side driving gear, and multiple functions such as pure electric drive, engine four-gear direct drive, parallel drive, running / parking power generation and uninterrupted gear shifting are achieved by multiplexing a single gear. According to the invention, the optimal balance of functions, efficiency and cost is realized through a very simple gear structure.

Description

Technical Field

[0001] This invention relates to the field of hybrid technology, and in particular to a single-motor hybrid transmission with a four-speed engine and a control method for hybrid vehicles. Background Technology

[0002] Hybrid electric vehicles (HEVs) have become an important direction for the automotive industry due to their ability to effectively balance driving range, energy consumption, and environmental protection requirements. Most hybrid transmissions currently widely used in China are dual-motor hybrid architectures. These transmissions contain two motors: one is a generator dedicated to power generation, and the other is a drive motor dedicated to driving the vehicle. Dual-motor hybrid transmissions typically have very few engine drive gears, usually only one high-speed drive gear. The engine drives the vehicle at high speeds, while at low and medium speeds, pure electric drive is the primary mode of propulsion, with the engine driving the generator to supplement the vehicle's electricity. Some dual-motor hybrid transmissions have two or three engine drive gears, allowing engine drive to be engaged during medium-speed driving.

[0003] Overseas hybrid technology is mainly based on non-plug-in hybrid electric vehicles (HEVs). Apart from Toyota and Honda, overseas hybrid transmissions are mostly based on automatic transmissions with significant technological advantages, plus a single motor that can generate electricity and drive the vehicle, which constitutes the basic technical solution of their hybrid transmissions.

[0004] China's automotive industry developed relatively late, and the technological development of automatic transmissions has lagged behind, with manual transmissions being more widely used. AMT (automatic manual transmission), which adds shifting and clutch actuators to a manual transmission, experienced mass production in domestically produced cars for a period. However, due to the unresolved issue of power interruption during gear shifts, similar to manual transmissions, it was not widely adopted.

[0005] Based on an AMT (Automated Manual Transmission) system with the addition of a drive motor, the drive control of the vehicle can be transferred to the drive motor during gear shifts, essentially solving the power interruption problem that occurs during AMT gear shifts. The engine and generator can drive the vehicle independently or jointly under all driving conditions. When the engine is driving, the drive motor can either idle, provide positive torque assistance, or generate electricity and recover braking energy as needed. This hybrid solution combining an AMT and a single motor is essentially on par with foreign hybrid solutions combining automatic transmissions and single motors in terms of functionality and driving smoothness, while also offering a cost advantage.

[0006] With the rapid development of new energy vehicles, represented by hybrid vehicles, in China, more and more vehicle manufacturers are venturing into the international market. The number of models exported will increase significantly. Due to the scarcity of charging infrastructure overseas, exported hybrid vehicles will primarily be non-plug-in hybrid (HEV) models. These vehicles will primarily rely on efficient fuel-powered engines, with electric drive serving only as an auxiliary and supplementary system. Therefore, using a dual-motor hybrid transmission presents certain structural redundancy and cost waste. Plug-in hybrid (PHEV) models, on the other hand, carry a large amount of electricity, making the generator, which can only generate electricity, less efficient. Its power generation function can be completely replaced by a drive motor that can both drive and generate electricity.

[0007] A key characteristic of single-motor hybrid transmissions is that the drive motor cannot generate electricity while driving, and cannot drive while generating electricity. Existing mass-produced dual-motor hybrid transmissions have fewer engine-driven gears, making them suitable only for engine-driven operation at medium to high speeds. At low speeds, they rely solely on pure electric drive, with the generator acting as an additional motor to supplement the vehicle's power. While single-motor hybrid transmissions also prioritize pure electric drive at low speeds, this approach consumes the vehicle's electrical power without any replenishment beyond regenerative braking. Especially during prolonged low-speed driving, the vehicle's battery gradually depletes, rendering the single-motor solution unable to continue pure electric drive. The engine must quickly intervene to drive the vehicle. Therefore, single-motor solutions require efficient engine drive across all speed ranges, including zero-speed starts. Summary of the Invention

[0008] The technical problem this invention aims to solve is to eliminate the underutilized generator in a dual-motor hybrid transmission while appropriately increasing the number of engine drive gears, allowing both pure electric drive and efficient engine drive to fully cover all vehicle speed driving conditions. This invention provides a single-motor hybrid transmission with a four-speed engine drive, achieving high efficiency and multi-functionality through a simple and compact mechanical structure, thereby improving overall vehicle economy and reducing system costs.

[0009] The technical solution adopted by this invention to solve its technical problem is: a single-motor hybrid transmission with four-speed engine drive, comprising: An engine with shock absorbers, a drive motor, a differential, an engine power drive system, and an electric drive system, wherein the differential is provided with a main reduction driven gear; The engine power drive system has two parallel drive paths: a first drive path and a second drive path; both drive paths include an input flange and an input shaft as the starting point of the drive and a differential as the ending point of the drive; the input shaft is equipped with four-speed drive gears and a first shifting device, and from the engine side to the far end, a third-speed drive gear, a first shifting device, a fourth-speed drive gear, a first-speed drive gear fixedly connected to the input shaft, and a second-speed drive gear fixedly or splinedly connected, and the third-speed drive gear and the fourth-speed drive gear are connected to the input shaft through the first shifting device; The first drive path further includes a first output shaft; the first output shaft is sequentially arranged from the engine side to the distal end with: a fixed first main reduction drive gear, a spline-connected fourth-speed driven gear, a first-speed driven gear, a second shifting device, and a second-speed driven gear; the first-speed driven gear and the second-speed driven gear are connected to the first output shaft through the second shifting device; the three driven gears respectively mesh with the corresponding drive gears on the input shaft; the first main reduction drive gear meshes with the main reduction driven gear on the differential; the first drive path transmits the engine power to the differential in the speed ratios of the first, second, and fourth gears; The second drive path also includes a second output shaft, on which a second clutch device, a driven gear of a coupling gear pair, and a second main reduction drive gear are sequentially arranged from the engine side to the distal end; the second main reduction drive gear is fixedly connected to the second output shaft; the driven gear of the coupling gear pair is connected to the second output shaft through the second clutch device; the second main reduction drive gear meshes with the main reduction driven gear on the differential; the driven gear of the coupling gear pair meshes with the third-speed drive gear on the input shaft, and the second drive path transmits the engine power to the differential in a three-speed ratio.

[0010] Furthermore, the electric drive system includes a drive motor, a drive motor rotor shaft, an electric drive gear shaft, a second output shaft, and a differential. The second output shaft in the second drive path of the engine power drive system also serves as the output shaft of the electric drive system. The drive motor rotor shaft is the power output shaft of the drive motor. The electric drive gear shaft is splinedly connected to the drive motor rotor shaft, and an electric drive drive gear is fixedly mounted on the electric drive gear shaft. The driven gear of the coupling gear pair on the second output shaft also meshes with the electric drive drive gear on the electric drive gear shaft.

[0011] By establishing two parallel drive paths, the physical basis for decoupling the engine and motor power is established. The first path is specifically responsible for the first, second, and fourth gear drives of the engine, while the second path is responsible for the third gear drive of the electric motor and also has the function of electric drive. This is achieved through the coupling gear pair. Multiple functions are realized through gear reuse, and complex functions are achieved with a minimal mechanical structure. This achieves a perfect unity between the high efficiency of the drive motor drive path and the multi-speed direct drive and power generation functions of the engine.

[0012] Furthermore, the input flange is connected to the input shaft via a first clutch device, and the input flange is splined to the shock absorber; the first clutch device is used to disconnect the connection between the engine and the input shaft when the drive motor is in pure electric drive or when the engine is in drive gear switching, and to close the connection between the engine and the input shaft when the engine is in drive.

[0013] A first clutch device is introduced at the starting point of the first drive path, providing a controllable mechanical connection and disconnection mechanism between the engine and the transmission input shaft. When shifting drive gears in pure electric drive mode where the engine is not required or during engine-driven operation, the first clutch device disconnects the engine, ensuring smooth gear shifting.

[0014] Furthermore, the second clutch device is a normally closed electromagnetic clutch. When the vehicle is parked and generating electricity, the second clutch device is in the open state. In all vehicle driving conditions, including pure electric drive, reversing, and engine fourth gear drive, the second clutch device is in the closed state.

[0015] The second clutch device is defined as a normally closed electromagnetic clutch, and it is specified that it opens when the vehicle is parked and generates electricity, and closes when the vehicle is in motion. This ensures that the drive motor is always connected to the drive system during vehicle operation, either idling or providing positive torque assistance to ensure that the vehicle has sufficient drive torque, or generating electricity with negative torque, so that the engine always operates in the high fuel efficiency range and at the same time replenishes the vehicle's power.

[0016] Furthermore, the first clutch device is a hydraulically controlled wet multi-plate clutch, which controls torque through hydraulic pressure to ensure smooth vehicle operation during engine power engagement after gear shifting.

[0017] The first clutch device is limited to a hydraulically controlled wet multi-plate clutch to ensure that torque can be transmitted precisely through hydraulic pressure when engine power is engaged or disengaged, thereby achieving smooth power engagement and switching and improving driving comfort.

[0018] Furthermore, the first and second shifting devices are controlled by an electronically controlled shift hub and shift fork.

[0019] The shifting device is limited to use an electronically controlled shift hub and shift fork to achieve fast and accurate gear switching, thereby improving the system's automation level and response speed.

[0020] Furthermore, the transmission mechanism of the gearbox is composed of five parallel shafts, including: The first shaft is where the engine and input shaft are located; the second shaft is where the first output shaft is located; the third shaft is where the second output shaft is located; the fourth shaft is where the drive motor and electric drive gear shaft are located; and the fifth shaft is where the differential is located.

[0021] This is specifically implemented through a layout of five parallel axes, achieving optimal space utilization, clarifying the axial positional relationships of each functional component, and improving structural compactness.

[0022] A control method for a hybrid vehicle is also provided, wherein the vehicle is equipped with a single-motor hybrid transmission with four-speed engine drive as described in the above-described scheme. Through the opening and closing control of the first clutch device and the second clutch device, or the working position control of the first shifting device and the second shifting device, the transmission is brought into the following working states: Parking power generation state: When the vehicle is stationary, the second clutch is open, the first clutch is closed, the first shifting device engages with the third gear, and a power path is established from the drive motor to the engine via the coupling gear pair; in this state, the engine is first started by the drive motor, and then the engine drives the drive motor to generate electricity. In pure electric drive mode: the first clutch is open, the second clutch is closed, and the first and second shifting devices are in neutral. In this mode, the power of the drive motor is transmitted to the differential through the drive motor rotor shaft, electric drive gear shaft, electric drive drive gear, driven gear of the coupling gear pair, second clutch, second output shaft, second main reduction drive gear, and main reduction driven gear to drive the vehicle. Engine multi-gear drive modes include: engine first gear drive, engine second gear drive, engine third gear drive, and engine fourth gear drive; The engine is driven in first gear and is used for starting and driving at low speeds in vehicles with severely depleted batteries: the first shifting device is in neutral, the second shifting device is engaged with the first driven gear, the first clutch is closed, and the engine power is transmitted to the differential through the input flange, the first clutch, the input shaft, the first driving gear, the first driven gear, the second shifting device, the first output shaft, the first main reducer driving gear, and the main reducer driven gear to drive the vehicle. The engine-driven second gear is used for vehicles traveling at low to medium speeds. The first shifting device is in neutral, the second shifting device is engaged with the second driven gear, the first clutch is closed, and the engine power is transmitted to the differential through the input flange, the first clutch, the input shaft, the second drive gear, the second driven gear, the second shifting device, the first output shaft, the first main reducer drive gear, and the main reducer driven gear to drive the vehicle. The engine has a three-speed drive system, which is used to drive the vehicle at medium speeds: the first shifting device engages with the third-speed drive gear, the second shifting device is placed in neutral, the first clutch is closed, and the engine power is transmitted to the differential through the input flange, the first clutch, the input shaft, the first shifting device, the third-speed drive gear, the driven gear of the coupling gear pair, the second clutch, the second output shaft, the second main reducer drive gear, and the main reducer driven gear, thus driving the vehicle. The engine four-speed drive is used to drive the vehicle at high speeds: the first shifting device engages with the fourth-speed drive gear, the second shifting device is placed in neutral, the first clutch is closed, and the engine power is transmitted to the differential through the input flange, the first clutch, the input shaft, the first shifting device, the fourth-speed drive gear, the fourth-speed driven gear, the first output shaft, the first main reducer drive gear, and the main reducer driven gear to drive the vehicle. Parallel drive mode: When the engine is in four drive gears, the second clutch is closed, and the drive motor is always connected to the drive system, either idling, providing positive torque auxiliary drive, or generating negative torque and performing braking energy recovery. Under driving conditions suitable for efficient engine drive, the drive motor idles, and the vehicle's movement is controlled by the engine, which is the engine direct drive condition. In high-speed driving conditions or when the vehicle needs to accelerate rapidly or climb steep slopes with high driving torque, the drive motor provides positive torque assistance to work with the engine to provide high driving force for the vehicle. When driving at low speeds and in low gears, the drive motor generates electricity with negative torque, so that the engine always operates in the high fuel efficiency range. When the vehicle needs to brake and decelerate, the drive motor generates electricity and absorbs the vehicle's driving force with negative torque, providing braking torque for the vehicle to decelerate. Reversing: In pure electric drive mode, the drive motor reverses to drive the vehicle in the opposite direction.

[0023] A single-motor hybrid transmission with four-speed engine drive is also provided, comprising: An engine with shock absorbers, a drive motor, a differential, an engine power drive system, and an electric drive system, wherein the differential is provided with a main reduction driven gear; The engine power drive system has two parallel drive paths: a first drive path and a second drive path; both drive paths include an input shaft as the start of the drive and a differential as the end of the drive. A flywheel clutch is provided between the engine and the input shaft for engaging or disengaging the power connection between the engine and the input shaft. The engagement and disengagement of the flywheel clutch are driven and controlled by an external hydraulic or electronically controlled release bearing and its control components. The input shaft is equipped with four gear drive gears and a first shifting device. From the engine side to the far end, the third gear drive gear, the first shifting device, the fourth gear drive gear, the first gear drive gear and the fixedly connected or splined second gear drive gear are arranged sequentially. The third gear drive gear and the fourth gear drive gear are connected to the input shaft through the first shifting device. The first drive path further includes a first output shaft; the first output shaft is sequentially arranged from the engine side to the distal end with: a fixed first main reduction drive gear, a spline-connected fourth-speed driven gear, a first-speed driven gear, a second shifting device, and a second-speed driven gear; the first-speed driven gear and the second-speed driven gear are connected to the first output shaft through the second shifting device; the three driven gears respectively mesh with the corresponding drive gears on the input shaft; the first main reduction drive gear meshes with the main reduction driven gear on the differential; the first drive path transmits the engine power to the differential in the speed ratios of the first, second, and fourth gears; The second drive path also includes a second output shaft, on which a second main reduction drive gear is fixedly mounted, meshing with the main reduction driven gear; the second output shaft is also equipped with a coupling gear pair driven gear and a second clutch device; the coupling gear pair driven gear and the second output shaft are connected through the second clutch device; the coupling gear pair driven gear meshes with a third-speed drive gear on the input shaft, and the second drive path transmits the power of the drive motor to the differential at a three-speed ratio; The electric drive system includes an electric drive gear shaft, a second output shaft, and a differential. The second output shaft in the second drive path of the engine power drive system also serves as the output shaft of the electric drive system. An electric drive drive gear is fixedly mounted on the electric drive gear shaft. The driven gear of the coupling gear pair on the second output shaft also meshes with the electric drive drive gear on the electric drive gear shaft.

[0024] By replacing the input flange and built-in first clutch device in the above scheme with an external flywheel clutch and release bearing assembly, and utilizing mature and inexpensive manual transmission clutch technology, the complex hydraulic control system is completely eliminated. This significantly reduces manufacturing costs and system complexity while improving reliability with almost no loss of functionality.

[0025] The beneficial effects of this invention are: This invention employs a dual-path parallel transmission architecture for engine drive. The two engine transmission paths are as follows: the first transmission path satisfies the drive of the engine in three gears (first, second, and fourth), while the second transmission path satisfies the drive of the engine in third gear, serves as the drive path for the drive motor, and also serves as the transmission path for the parking generator. This multi-functional component architecture ensures a compact gearbox structure with fewer parts, further reduces oil churning losses and friction losses during power transmission, and improves power transmission efficiency.

[0026] This invention sets up a coupled gear pair, so that a single gear can simultaneously undertake the triple functions of electric drive driven gear, engine third gear driven gear, and starter generator idler gear. This high degree of gear reuse, combined with the layout of parallel dual output shafts, enables the system to fully realize all core hybrid power functions such as four direct drive gears of the engine, pure electric drive, parallel drive, driving power generation, parking power generation, and uninterrupted gear shifting with only eleven gears in a compact structure. This invention employs a built-in clutch, which can provide a high-performance solution for high-end vehicles that pursue high integration and automated control; at the same time, by adopting an alternative to an external flywheel clutch, it can make full use of mature and low-cost traditional manual transmission clutch components to meet the needs of entry-level or commercial hybrid vehicles. Because the second clutch is always closed while the vehicle is in motion, the drive motor can instantly provide compensating torque to the wheels through this path when the engine shifts gears, effectively making up for the inevitable power interruption during traditional gearbox shifts; it not only achieves seamless shifting and improves driving comfort, but also ensures the continuity and strength of power output during rapid acceleration or hill climbing, thus enhancing the vehicle's power performance. This invention provides four direct-drive gears for the engine, allowing the vehicle to be driven by the engine at all speeds. In particular, the high gear ratio of the first gear ensures that even when the battery is severely depleted, the engine can engage at 0 speed, satisfying both power and fuel economy during vehicle start-up and low-speed driving. Whether cruising at low speeds, driving at high speeds, or requiring rapid acceleration, the system selects the most suitable gear, preventing the engine from operating at inefficient high RPMs or high loads, thus reducing fuel consumption at its source. Attached Figure Description The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0027] Figure 1 This is a schematic diagram of the structure of Embodiment 1 of the present invention.

[0028] Figure 2 This is a diagram showing the distribution structure of the five axes in Embodiment 1 of the present invention.

[0029] Figure 3 This is a schematic diagram of the structure of Embodiment 2 of the present invention.

[0030] In the diagram: 1. Shock absorber; 2. Input flange; 3. Input shaft; 4. Third-speed drive gear; 5. Fourth-speed drive gear; 6. First-speed drive gear; 7. Second-speed drive gear; 8. First output shaft; 9. Fourth-speed driven gear; 10. First-speed driven gear; 11. Second-speed driven gear; 12. First main reducer drive gear; 13. Drive motor rotor shaft; 14. Electric drive gear shaft; 15. Electric drive drive gear; 16. Second output shaft; 17. Coupled gear pair driven gear; 18. Second main reducer drive gear; 19. Differential; 20. Main reducer driven gear; 21. Release bearing and its control components; 22. Flywheel clutch; C1. First clutch device; C2. Second clutch device; G1. First shifting device; G2. Second shifting device; A1. First shaft; A2. Second shaft; A3. Third shaft; A4. Fourth shaft; A5. Fifth shaft; 100. Engine; 200. Drive motor. Detailed Implementation

[0031] The present invention will now be described in further detail with reference to the accompanying drawings. These drawings are simplified schematic diagrams, illustrating only the basic structure of the invention, and therefore only show the components relevant to the invention.

[0032] Example 1 like Figure 1 and Figure 2 As shown, a single-motor hybrid transmission with four-speed engine drive has a first clutch device C1 that uses a built-in hydraulic wet multi-plate clutch. It includes an engine 100, a drive motor 200, a differential 19, and a gear transmission system consisting of five parallel shafts. The five shafts are shaft A1 (including engine 100 and input shaft 3), shaft A2 (first output shaft 8), shaft A3 (second output shaft 16), shaft A4 (drive motor 200 and electric drive gear shaft 14), and shaft A5 (differential 19).

[0033] Shaft A1 (including engine 100 and input shaft 3): The output end of engine 100 is connected to input flange 2 via shock absorber 1. A first clutch device C1 is provided between input flange 2 and input shaft 3. The first clutch device C1 is used to engage or disengage the power connection between engine 100 and gearbox input shaft 3. When the first clutch device C1 is closed, the power of engine 100 is transmitted to input shaft 3 through input flange 2 and first clutch device C1; when the first clutch device C1 is disengaged, the power of engine 100 is separated from input shaft 3.

[0034] The input shaft 3, from the engine 100 side outwards, is sequentially provided with: a third-speed drive gear 4 passing through a needle roller bearing bushing, a first shifting device G1 connected by a spline, a fourth-speed drive gear 5 passing through a needle roller bearing bushing, a first-speed drive gear 6 fixedly connected, and a second-speed drive gear 7 fixedly or splinedly connected; the first shifting device G1 is used to selectively engage the input shaft 3 with the third-speed drive gear 4 or the fourth-speed drive gear 5.

[0035] The second shaft A2 (first output shaft 8): serving as the main output path for direct engine drive, is axially arranged from the engine 100 side outwards with the following components in sequence: a fixedly connected first main reduction drive gear 12, a spline-connected fourth-speed driven gear 9, a first-speed driven gear 10 passing through a needle roller bearing bushing, a spline-connected second shifting device G2, and a second-speed driven gear 11 passing through a needle roller bearing bushing. The first-speed driven gear 10 meshes with the first-speed drive gear 6 on the input shaft 3, and the second-speed driven gear 11 meshes with the second-speed drive gear 7 on the input shaft 3. The fourth-speed driven gear 9 meshes with the fourth-speed drive gear 5 on the input shaft 3. The second shifting device G2 is used to selectively engage the first output shaft 8 with either the first-speed driven gear 10 or the second-speed driven gear 11. The first main reduction drive gear 12 meshes with the main reduction driven gear 20 on the differential 19.

[0036] This constitutes the first drive path of the engine power drive system. This path is specifically designed to transmit engine power and can achieve output in three gear ratios: first, second, and fourth gear. Specifically, when the first shifting device G1 is in neutral, the second shifting device G2 on the first output shaft 8 engages with the first gear driven gear 10. The power of the engine 100 is transmitted to the first output shaft 8 via the input shaft 3, the first gear drive gear 6, the first gear driven gear 10, and the second shifting device G2, forming the first gear drive. The first gear drive is only used when starting the vehicle with a severely depleted battery or during low-speed driving. When the first shifting device G1 is in neutral, the second shifting device G2 on the first output shaft 8 engages with the second gear driven gear 11. The power of the engine 100 is transmitted to the first output shaft 8 via the input shaft 3, the second gear drive gear 7, the second gear driven gear 11, and the second shifting device G2, forming the first gear drive. On the first output shaft 8, the engine is driven in second gear. The second gear is suitable for use when the vehicle is traveling at low to medium speeds. When the second shift device G2 is in neutral, the first shift device G1 on the input shaft 3 engages with the fourth gear drive gear 5. The power of the engine 100 is transmitted to the first output shaft 8 through the input shaft 3, the first shift device G1, the fourth gear drive gear 5, and the fourth gear driven gear 9, forming the engine driven in fourth gear. The engine driven in fourth gear is suitable for use when the vehicle is traveling at high speeds. After the first, second, and fourth engine drive gears transmit the engine power to the first output shaft 8, it is then transmitted to the differential 19 through the first main reduction drive gear 12 and the main reduction driven gear 20, driving the vehicle.

[0037] The three-shaft A3 (second output shaft 16) serves as a shared output path for both motor drive and engine three-speed drive. Along the axial direction from the engine side outwards, it sequentially includes: a spline-connected second clutch device C2, a driven gear 17 of a coupling gear pair connected via a needle roller bearing bushing, and a fixedly mounted second main reduction drive gear 18. The second clutch device C2 is preferably a normally closed electromagnetic clutch, which is energized only during parking and power generation to open and disconnect the drive motor 200 from the power output. The driven gear 17 of the coupling gear pair is connected to the second output shaft 16 via the second clutch device C2. The driven gear 17 meshes with the third-speed drive gear 4 on the input shaft 3, and the second main reduction drive gear 18 meshes with the main reduction driven gear 20 on the differential 19.

[0038] This constitutes the second drive path of the engine power drive system. When the second shift device G2 is in neutral, the first shift device G1 is engaged with the third gear drive gear 4, and the second clutch device C2 is normally closed, the power of the engine 100 is transmitted to the differential 19 through the input shaft 3, the first shift device G1, the third gear drive gear 4, the driven gear 17 of the coupling gear pair, the second clutch device C2, the second output shaft 16, the second main reduction drive gear 18, and the main reduction driven gear 20, thus forming the engine three-speed drive. The engine three-speed drive is suitable for use when the vehicle is traveling at medium and high speeds.

[0039] The four-axis A4 includes a drive motor 200 and an electric drive gear shaft 14, which are the main components of the electric drive system. The drive motor rotor shaft 13 is the power output shaft of the drive motor 200. The electric drive gear shaft 14 is splinedly connected to the drive motor rotor shaft 13. An electric drive drive gear 15 is fixedly mounted on the electric drive gear shaft 14. The electric drive drive gear 15 meshes with the driven gear 17 of the coupling gear pair on the second output shaft 16. The power of the drive motor 200 is transmitted to the differential 19 through the drive motor rotor shaft 13, electric drive gear shaft 14, electric drive drive gear 15, driven gear 17 of the coupling gear pair, second clutch device C2, second output shaft 16, second main reduction drive gear 18, and main reduction driven gear 20, thus driving the vehicle and constituting the electric drive system.

[0040] The driven gear 17 of the coupling gear pair integrates three functions: 1) as an electric drive driven gear; 2) as a third-speed driven gear of the engine; 3) as an idler gear connecting the engine and the motor, used for starting the engine 100 and driving the motor 200 to generate electricity.

[0041] Five-axis A5: Composed of a differential 19, on which a main reduction driven gear 20 is fixed. The main reduction driven gear 20 meshes with the first main reduction driving gear 12 on the first output shaft 8 and the second main reduction driving gear 18 on the second output shaft 16.

[0042] Therefore, the two parallel drive paths in this embodiment are as follows: Engine-driven first drive path: The engine drives in first, second, and fourth gears. The engine power is transmitted to the input shaft 3 via the input flange 2 and the first clutch device C1. Then, depending on the gear selection, it is transmitted to the first output shaft 8 via the first gear pair (first gear drive gear 6 and first gear driven gear 10), the second gear pair (second gear drive gear 7 and second gear driven gear 11), and the second shift device G2. Alternatively, it can be transmitted to the first output shaft 8 via the first shift device G1 and the fourth gear pair (fourth gear drive gear 5 and fourth gear driven gear 9). Finally, it is transmitted to the differential 19 via the first main reduction drive gear 12 and the main reduction driven gear 20.

[0043] Engine-driven second drive path: The engine is driven in three gears. The engine power is transmitted to the input shaft 3 through the input flange 2 and the first clutch device C1, and then through the first shifting device G1, the third gear drive gear 4, the driven gear 17 of the coupling gear pair, and the second clutch device C2 to the second output shaft 16. Then it is transmitted to the differential 19 through the second main reduction drive gear 18 and the main reduction driven gear 20.

[0044] In the pure electric drive path, the power of the drive motor 200 is transmitted to the second output shaft 16 via the drive motor rotor shaft 13, electric drive gear shaft 14, electric drive drive gear 15, driven gear of the coupling gear pair 17, and second clutch device C2. Then, it is transmitted to the differential 19 via the second main reduction drive gear 18 and main reduction driven gear 20 to drive the vehicle.

[0045] The main working process of this embodiment is as follows: Pure electric drive mode: The first clutch C1 is disengaged, and the second clutch C2 is normally closed; the engine 100 is not working. The power of the drive motor 200 is transmitted through the drive motor rotor shaft 13, the electric drive gear shaft 14, the electric drive drive gear 15, the driven gear of the coupling gear pair 17, and the second clutch C2 to the second output shaft 16, and then through the second main reducer drive gear 18, the main reducer driven gear 20, and the differential 19 to drive the vehicle.

[0046] The vehicle reverses in pure electric drive mode, where the drive motor 200 reverses to drive the vehicle in reverse, while the power transmission path of the drive motor 200 remains unchanged.

[0047] Engine direct drive mode (four gears): First gear / Second gear: The first clutch device C1 is closed, the first shifting device G1 is in neutral, and the second shifting device G2 is used to selectively engage the first output shaft 8 with the first gear driven gear 10 or the second gear driven gear 11. At this time, the second shifting device G2 engages the corresponding gear. After the engine power is transmitted to the input shaft 3, it drives the vehicle through the corresponding gear pair (first gear drive gear 6 and first gear driven gear 10 or second gear drive gear 7 and second gear driven gear 11), the second shifting device G2, the first output shaft 8, the first main reducer drive gear 12, the main reducer driven gear 20, and the differential 19.

[0048] Third gear: The first clutch device C1 is closed, the second shift device G2 is in neutral, the first shift device G1 is engaged with the third gear drive gear 4, and the second clutch device C2 is normally closed. After the engine power is transmitted to the input shaft 3, the vehicle is driven through the first shift device G1, the third gear drive gear 4, the driven gear 17 of the coupling gear pair, the second clutch device C2, the second output shaft 16, the second main reduction drive gear 18, the main reduction driven gear 20, and the differential 19.

[0049] Fourth gear: The first clutch device C1 is closed, the second shift device G2 is in neutral, and the first shift device G1 is engaged with the fourth gear drive gear 5. After the engine power is transmitted to the input shaft 3, it drives the vehicle through the first shift device G1, the fourth gear drive gear 5, the fourth gear driven gear 9, the first output shaft 8, the first main reduction drive gear 12, the main reduction driven gear 20, and the differential 19.

[0050] Parallel drive mode: When the engine 100 is running in first, second, or fourth gear drive mode, the second clutch device C2 is normally closed, and the drive motor 200 can simultaneously output positive torque. Its power is transmitted through the drive motor rotor shaft 13, electric drive gear shaft 14, electric drive drive gear 15, driven gear 17 of the coupling gear pair, second clutch device C2, second output shaft 16, and second main reduction drive gear 18, combined with the drive power of the engine 100 transmitted from the first main reduction drive gear 12 on the first output shaft 8, in the main reduction... The power is delivered to the differential 19 via the driven gear 20 and then to the driven gear 19 to drive the vehicle. When the engine 100 is in third gear, the power of the drive motor 200 is delivered to the driven gear 17 of the coupling gear pair via the electric drive gear 15 and the power from the third gear drive gear 4 on the input shaft 3. The power is then delivered to the differential 19 via the second clutch device C2, the second output shaft 16, the second main reduction drive gear 18, and the main reduction driven gear 20 to drive the vehicle and improve its driving performance.

[0051] Vehicle power generation and regenerative braking modes: Vehicle-Mounted Power Generation: When the engine is directly driving the vehicle, especially in first or second gear, the torque load on engine 100 is low, which can affect fuel efficiency. In this case, drive motor 200 should be placed in negative torque generation mode. After the power from engine 100 is transmitted to the main reducer driven gear 20, a portion of the power is transmitted to drive motor 200 via the second main reducer drive gear 18, second output shaft 16, second clutch device C2, driven gear 17 of the coupling gear pair, electric drive drive gear 15, electric drive gear shaft 14, and drive motor rotor shaft 13, thus powering drive motor 200 to generate electricity. This supplements the vehicle's electrical system and maintains efficient engine operation, improving fuel efficiency. When the engine is in fourth gear, the drive motor 200 can also be placed in negative torque power generation mode, and the power transmission path is the same as when the engine is in first or second gear. When the engine is in third gear, the power of the engine 100 is transmitted to the driven gear 17 of the coupling gear pair through the input shaft 3, the first shifting device G1, and the third gear drive gear 4. Part of the power is then transmitted to the drive motor 200 through the electric drive drive gear 15, the electric drive gear shaft 14, and the drive motor rotor shaft 13 to generate electricity for the drive motor 200. The remaining power is transmitted to the differential 19 through the second clutch device C2, the second output shaft 16, the second main reduction drive gear 18, and the main reduction driven gear 20 to drive the vehicle. The driving power generation mode can provide power to the vehicle battery while ensuring high fuel efficiency of the engine.

[0052] Braking energy recovery: When the vehicle is coasting and decelerating or needs to brake, the engine 100 stops driving, and the drive motor 200 is in a negative torque generation state. This negative torque is transmitted to the differential 19 through the drive motor rotor shaft 13, electric drive gear shaft 14, electric drive drive gear 15, driven gear 17 of the coupling gear pair, second clutch device C2, second output shaft 16, second main reduction drive gear 18, and main reduction driven gear 20, and is converted into wheel braking torque to achieve vehicle braking and deceleration. The vehicle's driving kinetic energy is converted into electrical energy through the negative torque of the drive motor 200 to provide power to the vehicle's battery pack.

[0053] Parking power generation: When the battery pack charge is less than a certain set value before the vehicle is driven, a parking power generation operation must be performed first. The second clutch device C2 is disengaged, the first shift device G1 engages with the third gear drive gear 4, and the first clutch device C1 is closed. First, the drive motor 200 drives in the forward direction. The power is transmitted through the drive motor rotor shaft 13, electric drive gear shaft 14, electric drive drive gear 15, driven gear 17 of the coupling gear pair, third gear drive gear 4, first shift device G1, input shaft 3, first clutch device C1, input flange 2, and shock absorber 1 to start the engine 100. After that, the drive motor 200 switches to the power generation state. The power of the engine 100 drives the drive motor 200 in the reverse direction along the same path to generate electricity and replenish the vehicle battery pack.

[0054] Engine Start and Stop: When the vehicle is parked, the engine 100 is started by the drive motor 200, with the control method described in the parking generator operation mode. In pure electric drive mode, the first clutch C1 is open. When a certain vehicle speed is reached and the engine 100 needs to be started, the first clutch C1 can be directly closed. The vehicle's inertia and the frictional torque of the first clutch C1 drive the engine 100 to rotate to a certain speed, at which point the engine 100 is ignited and fuel is supplied. During engine start-up, the drive motor 200 needs to provide a certain amount of torque supplementation to reduce the vehicle's jerking sensation caused by sudden torque changes during engine start-up. When the engine stops while the vehicle is in motion, the fuel supply to the engine 100 is first cut off, and the first clutch C1 is opened, allowing the engine 100 to stop rotating automatically.

[0055] Uninterrupted power supply during drive mode switching: During vehicle operation, the second clutch C2 is normally closed, and the drive motor 200 remains connected to the vehicle's drive system. Especially when shifting gears using engine drive, the engine 100 must be shut off from fuel supply first, and the first clutch C1 must be opened before the shift can be performed. During this time, the engine drive system has no power output. The control unit can instruct the drive motor 200 to provide necessary torque supplementation via a pure electric drive path during gear shift synchronization, ensuring smooth driving during gear shifts.

[0056] Example 2 like Figure 2 , Figure 3 As shown, the only difference between Embodiment 2 and Embodiment 1 is the structure and control method of the power connection and disengagement mechanism of the engine 100. Embodiment 1 uses a first clutch device C1, an input flange 2, and a shock absorber 1 to connect the engine 100 and the input shaft 3. The input flange 2 and the shock absorber 1 are splined, and the input flange 2 and the input shaft 3 are connected via the first clutch device C1, which is a built-in hydraulically controlled wet multi-plate clutch. Embodiment 2 is based on Embodiment 1, but the shock absorber 1 is replaced with a flywheel clutch 22, the first clutch device C1 and the input flange 2 are removed, and the input shaft 3 is directly splined connected to the clutch driven plate of the flywheel clutch 22. The engagement and disengagement of the flywheel clutch 22 are controlled by a hydraulically or electronically controlled release bearing and its control component 21. The structure and control mode of the flywheel clutch 22 and the release bearing and its control component 21 in Embodiment 2 are common in traditional manual transmissions or automated manual transmissions (AMT).

[0057] Except for the different structures for connecting and disconnecting engine power and the different driving and control methods, the functions of the assembly and the structures and control methods of other parts are completely the same in Example 2 and Example 1.

[0058] Compared to the first clutch device C1 in Embodiment 1, which uses a hydraulically controlled wet multi-plate clutch, allowing for a smoother engine power engagement process, the flywheel clutch 22 and release bearing and its control assembly 21 in Embodiment 2 are common structures in traditional gearboxes, offering greater cost advantages.

[0059] Example 3 This embodiment provides a hybrid vehicle control method applied to the transmission described in Embodiment 1 or Embodiment 2 above. The method is executed by the vehicle's control unit. By coordinating and controlling each clutch and shifting device, the transmission system enters different predetermined working states, thereby achieving optimal energy management and drive strategy.

[0060] The control methods include putting the transmission system into and maintaining it in the following core operating states: Pure electric drive mode: The control engine 100 connection device (the first clutch device C1 in Embodiment 1 or the flywheel clutch 22 in Embodiment 2) is in the disengaged state, and the vehicle is driven by the drive motor 200. At this time, the system enters the pure electric drive mode.

[0061] Engine direct drive mode: The control unit keeps the engine 100 connection device in the closed state and selects a specific gear pair by controlling the working position of the first shift device G1 and the second shift device G2, so that the system enters a specific engine direct drive mode. Specifically, this includes the first gear mode (the second shift device G2 engages with the first gear driven gear 10), the second gear mode (the second shift device G2 engages with the second gear driven gear 11), the third gear mode (the first shift device G1 engages with the third gear drive gear 4), and the fourth gear mode (the first shift device G1 engages with the fourth gear drive gear 5). The control unit selects the most economical gear mode to operate the engine based on vehicle speed, load, and battery charge.

[0062] Parallel drive mode: When the system is in any gear and the engine is in direct drive mode, the system enters parallel drive mode. The drive motor 200 can output auxiliary torque to provide strong power together with the engine 100. It can also be in generator mode to adjust the engine working torque and make the engine run efficiently.

[0063] Energy recovery state: When the vehicle is coasting, braking or driving with the engine, the drive motor 200 is controlled to operate as a generator, and the system enters the energy recovery state. The vehicle's kinetic energy or the engine's excess power is recovered as electrical energy and stored through the second drive path.

[0064] Parking power generation state: When the vehicle is stationary and needs to be charged, the second clutch device C2 is disengaged, the first shift device G1 is engaged with the third gear drive gear 4, and the engine connection device is closed. The system enters the parking power generation state. First, the drive motor 200 starts the engine, and then the engine drives the drive motor 200 to generate electricity.

[0065] Shift power compensation control: When it is necessary to switch between different engine direct drive states, during the operation of the shift device, the control unit actively controls the drive motor 200 to output compensation torque to ensure smooth vehicle driving during the shift process.

[0066] This method abstracts the control of complex mechanical devices into the management of a series of functional states, enabling the control software to schedule hardware resources in a unified and efficient manner, thereby achieving a comprehensive improvement in vehicle power, economy, and ride comfort.

[0067] Based on the above-described preferred embodiments of the present invention, and through the foregoing description, those skilled in the art can make various changes and modifications without departing from the inventive concept. The technical scope of this invention is not limited to the contents of the specification, but must be determined according to the scope of the claims.

Claims

1. A single-motor hybrid transmission with four-speed engine drive, characterized in that, include: An engine (100) with a shock absorber (1), a drive motor (200), a differential (19), an engine power drive system and an electric drive system, wherein the differential (19) is provided with a main reducer driven gear (20). The engine power drive system has two parallel drive paths: a first drive path and a second drive path; both drive paths include an input flange (2) and an input shaft (3) as the starting point of the drive and a differential (19) as the ending point of the drive; the input shaft (3) is provided with four gear drive gears and a first shifting device (G1), and from the engine (100) side to the far end, there are sequentially arranged a third gear drive gear (4), a first shifting device (G1), a fourth gear drive gear (5), a first gear drive gear (6) fixedly connected to the input shaft (3), and a second gear drive gear (7) fixedly or splinedly connected; the third gear drive gear (4) and the fourth gear drive gear (5) are connected to the input shaft (3) through the first shifting device (G1); The first drive path also includes a first output shaft (8); the first output shaft (8) is provided with the following in sequence from the engine (100) side to the far end: a fixed first main reduction drive gear (12), a spline-connected fourth-speed driven gear (9), a first-speed driven gear (10), a second shifting device (G2), and a second-speed driven gear (11); the first-speed driven gear (10) and the second-speed driven gear (11) are connected to the first output shaft (8) through the second shifting device (G2); the three-speed driven gears respectively mesh with the corresponding gear drive gears on the input shaft (3); the first main reduction drive gear (12) meshes with the main reduction driven gear (20) on the differential (19); The first drive path transmits the power of the engine (100) to the differential (19) in three gear ratios: first gear, second gear, and fourth gear. The second drive path also includes a second output shaft (16), on which a second clutch device (C2), a driven gear of a coupling gear pair (17), and a second main reduction drive gear (18) are sequentially arranged from the engine (100) side to the far end; the second main reduction drive gear (18) is fixedly connected to the second output shaft (16); the driven gear of the coupling gear pair (17) is connected to the second output shaft (16) through the second clutch device (C2); the second main reduction drive gear (18) meshes with the main reduction driven gear (20) on the differential (19); the driven gear of the coupling gear pair (17) meshes with the third-speed drive gear (4) on the input shaft (3), and the second drive path transmits the power of the engine (100) to the differential (19) in a three-speed ratio.

2. The single-motor hybrid transmission with four-speed engine drive according to claim 1, characterized in that: The electric drive system includes a drive motor (200), a drive motor rotor shaft (13), an electric drive gear shaft (14), a second output shaft (16), and a differential (19). The second output shaft (16) in the second drive path of the engine power drive system also serves as the output shaft of the electric drive system. The drive motor rotor shaft (13) is the power output shaft of the drive motor (200). The electric drive gear shaft (14) is splinedly connected to the drive motor rotor shaft (13). An electric drive drive gear (15) is fixedly mounted on the electric drive gear shaft (14). The driven gear (17) of the coupling gear pair on the second output shaft (16) also meshes with the electric drive drive gear (15) on the electric drive gear shaft (14).

3. The single-motor hybrid transmission with four-speed engine drive according to claim 1, characterized in that: The input flange (2) is connected to the input shaft (3) via a first clutch device (C1), and the input flange (2) is splined connected to the shock absorber (1). The first clutch device (C1) is used to disconnect the connection between the engine (100) and the input shaft (3) when the drive motor (200) is driven in pure electric mode or when the engine (100) is switched in drive gear. When the engine (100) is driven, the connection between the engine (100) and the input shaft (3) is closed.

4. The single-motor hybrid transmission with four-speed engine drive according to claim 1, characterized in that: The second clutch device (C2) is a normally closed electromagnetic clutch. When the vehicle is parked and generating electricity, the second clutch device (C2) is in the open state. In all vehicle driving conditions, including pure electric drive, reversing, and engine fourth gear drive, the second clutch device (C2) is in the closed state.

5. The single-motor hybrid transmission with four-speed engine drive according to claim 3, characterized in that: The first clutch device (C1) is a hydraulically controlled wet multi-plate clutch, which controls the torque through hydraulic pressure to ensure that the vehicle runs smoothly during the power intervention of the engine (100) after the gear shift is completed.

6. The single-motor hybrid transmission with four-speed engine drive according to claim 1, characterized in that: The first shifting device (G1) and the second shifting device (G2) are controlled by an electronically controlled shifting hub and shift fork.

7. The single-motor hybrid transmission with four-speed engine drive according to any one of claims 1 to 6, characterized in that: The transmission mechanism of the gearbox consists of five parallel shafts, including: The first shaft (A1) is where the engine (100) and input shaft (3) are located; the second shaft (A2) is where the first output shaft (8) is located; the third shaft (A3) is where the second output shaft (16) is located; the fourth shaft (A4) is where the drive motor (200) and electric drive gear shaft (14) are located; and the fifth shaft (A5) is where the differential (19) is located.

8. A control method for a hybrid vehicle, the vehicle being equipped with a single-motor hybrid transmission with four-speed engine drive as described in any one of claims 1 to 6, characterized in that: By controlling the opening and closing of the first clutch device (C1) and the second clutch device (C2), or by controlling the working positions of the first shifting device (G1) and the second shifting device (G2), the transmission is brought into the following working states: Parking power generation state: When the vehicle is stationary, the second clutch device (C2) is open, the first clutch device (C1) is closed, the first shift device (G1) is engaged with the third gear drive gear (4), and a power path is established from the drive motor (200) to the engine (100) through the coupling gear pair; in this state, the drive motor (200) first drives the engine (100) to start, and then the engine (100) drives the drive motor (200) to generate electricity; In pure electric drive mode: the first clutch (C1) is open, the second clutch (C2) is closed, and the first shifting device (G1) and the second shifting device (G2) are in neutral. In this mode, the power of the drive motor (200) is transmitted to the differential (19) through the drive motor rotor shaft (13), electric drive gear shaft (14), electric drive drive gear (15), driven gear of the coupling gear pair (17), second clutch (C2), second output shaft (16), second main reduction drive gear (18), and main reduction driven gear (20) to drive the vehicle. Engine multi-gear drive modes include: engine first gear drive, engine second gear drive, engine third gear drive, and engine fourth gear drive; The engine is driven in first gear and is used for starting and driving at low speed in vehicles with severely depleted battery power. The first shift device (G1) is in neutral, the second shift device (G2) is engaged with the first driven gear (10), the first clutch device (C1) is closed, and the power of the engine (100) is transmitted to the differential (19) through the input flange (2), the first clutch device (C1), the input shaft (3), the first drive gear (6), the first driven gear (10), the second shift device (G2), the first output shaft (8), the first main reducer drive gear (12), and the main reducer driven gear (20) to drive the vehicle. The engine is driven in two gears for vehicles traveling at low to medium speeds. The first shift device (G1) is in neutral, the second shift device (G2) is engaged with the second gear driven gear (11), the first clutch device (C1) is closed, and the power of the engine (100) is transmitted to the differential (19) through the input flange (2), the first clutch device (C1), the input shaft (3), the second gear drive gear (7), the second gear driven gear (11), the second shift device (G2), the first output shaft (8), the first main reduction drive gear (12), and the main reduction driven gear (20) to drive the vehicle. The engine has a three-speed drive, which is used to drive the engine when the vehicle is traveling at medium speed: the first shifting device (G1) is engaged with the third-speed drive gear (4), the second shifting device (G2) is placed in the middle neutral, the first clutch device (C1) is closed, and the power of the engine (100) is transmitted to the differential (19) through the input flange (2), the first clutch device (C1), the input shaft (3), the first shifting device (G1), the third-speed drive gear (4), the driven gear of the coupling gear pair (17), the second clutch device (C2), the second output shaft (16), the second main reduction drive gear (18), and the main reduction driven gear (20) to drive the vehicle. The engine is driven in four gears, which is used to drive the engine (100) when the vehicle is traveling at high speed: the first shifting device (G1) is engaged with the fourth gear drive gear (5), the second shifting device (G2) is placed in the middle neutral gear, the first clutch device (C1) is closed, and the power of the engine (100) is transmitted to the differential (19) through the input flange (2), the first clutch device (C1), the input shaft (3), the first shifting device (G1), the fourth gear drive gear (5), the fourth gear driven gear (9), the first output shaft (8), the first main reduction drive gear (12), and the main reduction driven gear (20) to drive the vehicle. Parallel drive mode: When the engine is in four drive gears, the second clutch (C2) is closed, and the drive motor (200) is always connected to the drive system, either idling, or positive torque auxiliary drive, or negative torque power generation and brake energy recovery. Under driving conditions suitable for efficient engine (100) drive, the drive motor (200) idles, and the vehicle's movement is controlled by the engine (100), which is the engine direct drive condition; In high-speed driving conditions or when the vehicle needs a large driving torque for rapid acceleration or steep hill climbing, the drive motor (200) provides positive torque auxiliary drive, working with the engine (100) to provide a large driving force for the vehicle. When driving at low speeds and in low gears, the drive motor (200) generates electricity with negative torque, so that the engine (100) always operates in the high fuel efficiency range. When the vehicle needs to brake and decelerate, the drive motor (200) generates electricity and absorbs the vehicle's driving power with negative torque to provide braking torque for the vehicle to decelerate. Reversing: In pure electric drive mode, the drive motor (200) reverses to drive the vehicle to travel in the opposite direction.

9. A single-motor hybrid transmission with four-speed engine drive, characterized in that, include: An engine (100) with a shock absorber (1), a drive motor (200), a differential (19), an engine power drive system and an electric drive system, wherein the differential (19) is provided with a main reducer driven gear (20). The engine power drive system has two parallel drive paths: a first drive path and a second drive path; both drive paths include an input shaft (3) as the start point of the drive and a differential (19) as the end point of the drive. A flywheel clutch (22) is provided between the engine (100) and the input shaft (3) for engaging or disengaging the power connection between the engine (100) and the input shaft (3). The engagement and disengagement of the flywheel clutch (22) are driven and controlled by a release bearing and its control assembly (21) located outside the gearbox. The input shaft (3) is provided with four gear drive gears and a first shifting device (G1). From the engine (100) side to the far end, the third gear drive gear (4), the first shifting device (G1), the fourth gear drive gear (5), the first gear drive gear (6) fixedly connected to the input shaft (3), and the second gear drive gear (7) fixedly or splinedly connected are arranged in sequence. The third gear drive gear (4) and the fourth gear drive gear (5) are connected to the input shaft (3) through the first shifting device (G1). The first drive path also includes a first output shaft (8); the first output shaft (8) is sequentially arranged from the engine (100) side to the far end with: a fixed first main reduction drive gear (12), a spline-connected fourth-speed driven gear (9), a first-speed driven gear (10), a second shifting device (G2), and a second-speed driven gear (11); the first-speed driven gear (10) and the second-speed driven gear (11) are connected to the first output shaft (8) through the second shifting device (G2); the three-speed driven gears respectively mesh with the corresponding gear drive gears on the input shaft (3); the first main reduction drive gear (12) meshes with the main reduction driven gear (20) on the differential (19); The first drive path transmits the power of the engine (100) to the differential (19) in three gear ratios: first gear, second gear, and fourth gear. The second drive path also includes a second output shaft (16), on which a second main reduction drive gear (18) meshes with the main reduction driven gear (20); the second output shaft (16) is also provided with a coupling gear pair driven gear (17) and a second clutch device (C2); the coupling gear pair driven gear (17) and the second output shaft (16) are connected through the second clutch device (C2); the coupling gear pair driven gear (17) meshes with the third-speed drive gear (4) on the input shaft (3), and the second drive path transmits the power of the drive motor (200) to the differential (19) at a three-speed ratio; The electric drive system includes an electric drive gear shaft (14), a second output shaft (16), and a differential (19). The second output shaft (16) in the second drive path of the engine power drive system also serves as the output shaft of the electric drive system. An electric drive drive gear (15) is fixedly installed on the electric drive gear shaft (14). The driven gear (17) of the coupling gear pair on the second output shaft (16) also meshes with the electric drive drive gear (15) on the electric drive gear shaft (14).

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