Three-intermediate-shaft hybrid power system

Abstract

According to the three-intermediate-shaft hybrid power system, an engine is connected with a first center gear through a first center shaft, the two sides of the first center gear are meshed with first intermediate shaft gears, and the output ends of the first intermediate shaft gears are connected with the input end of a second center gear; the two sides of the second center gear are meshed with second intermediate shaft gears. The first intermediate shaft gear and the second intermediate shaft gear are connected to the same intermediate shaft at the same time. The second central gear is mounted on a second central shaft, one end of the second central shaft is matched with the first central shaft, and the other end of the second central shaft is connected with a motor; the second intermediate shaft gear is matched with a gear ring, and the gear ring is supported by a first tapered roller bearing and a second tapered roller bearing; and efficient coupling of the engine and the motor is achieved. According to the system, by increasing the number of the intermediate shafts, the power transmission path is optimized, vibration and noise generated by gear meshing are effectively reduced, and the driving and riding comfort is improved.

Description

Technical Field

[0001] This invention relates to a three-intermediate-shaft hybrid system, belonging to the technical field of hybrid systems for new energy vehicles. Background Technology

[0002] With the global shift towards energy structure and increasingly stringent environmental regulations, hybrid vehicles are becoming a key area of ​​research for automakers. Traditional hybrid systems suffer from issues such as insufficient structural compactness, large size, and high space requirements for installation.

[0003] Existing traditional hybrid systems mostly employ a single or dual intermediate shaft structure. This structure generates significant vibration and noise during power transmission due to gear meshing, impacting ride comfort. Furthermore, the limited number of intermediate shafts restricts power distribution and transmission efficiency, making it difficult to meet the performance requirements of new energy vehicles, which demand high efficiency, energy saving, and low noise. Moreover, under complex operating conditions, traditional hybrid systems exhibit poor shift smoothness, easily resulting in jerking and diminishing the driving experience.

[0004] A search revealed CN202511390822.X, which provides a vehicle powertrain system. The system includes: a motor for providing power to the system; an input shaft for supplying power to the motor; a one-way clutch whose outer ring is connected to a first transmission mechanism driven by the input shaft; its inner ring is connected to a second transmission mechanism for rotating the tires; and an electromagnetic clutch whose active friction wheel is fixedly connected to the input shaft, and whose passive friction wheel is connected to the second transmission mechanism via a third transmission mechanism. This system enables forward and reverse driving, smooth gear shifting, and energy feedback during dragging. It also provides a limp-out function in case of one-way clutch failure, balancing power transmission efficiency and shifting smoothness, thus meeting the core requirements of new energy and hybrid vehicles for their powertrain systems. While this solution optimizes power transmission and shifting smoothness to some extent, it is still based on a single intermediate shaft or similar structure, failing to fundamentally solve the problems of traditional hybrid systems being structurally inflexible, bulky, and requiring significant space. At the same time, when faced with the requirements of new energy vehicles for higher efficiency, lower noise, and adaptability to more complex operating conditions, it cannot fully meet the diverse needs of the new energy vehicle hybrid system technology field.

[0005] Therefore, there is a need to invent a hybrid system with a compact structure, rich functional modes, and adaptability to all scenarios, in order to meet the development needs of hybrid power technology towards higher efficiency, integration, and intelligence. Summary of the Invention

[0006] To address the aforementioned problems, this invention innovatively proposes a three-intermediate-shaft hybrid system. By increasing the number of intermediate shafts, this system optimizes the power transmission path, effectively reducing vibration and noise generated by gear meshing and improving ride comfort. Simultaneously, the three-intermediate-shaft design allows for more flexible power distribution and higher transmission efficiency, better meeting the performance requirements of new energy vehicles in terms of high efficiency, energy saving, and low noise. Furthermore, under complex operating conditions, this system maintains excellent shift smoothness, reducing jerking and providing drivers with a more enjoyable driving experience.

[0007] The three intermediate shaft hybrid system enables efficient coupling between the engine and the electric motor, representing an important trend in the development of hybrid technology towards higher efficiency, integration, and intelligence.

[0008] The technical means adopted by the present invention to solve the above problems are as follows: A three-intermediate-shaft hybrid system is disclosed, comprising an engine connected to a first central gear via a first central shaft, a first intermediate shaft gear meshing on both sides of the first central gear, and the output end of the first intermediate shaft gear being connected to the input end of a second central gear; a second intermediate shaft gear meshing on both sides of the second central gear; and the first intermediate shaft gear and the second intermediate shaft gear being simultaneously connected to the same intermediate shaft. The second central gear is mounted on the second central shaft, one end of the second central shaft is engaged with the first central shaft, and the other end of the second central shaft is connected to the motor; The second intermediate shaft gear meshes with the gear ring, which is supported by the first tapered roller bearing and the second tapered roller bearing, thus achieving efficient coupling between the engine and the motor.

[0009] This three-intermediate-shaft hybrid system, through its unique three-intermediate-shaft layout, not only achieves a more compact overall structure, significantly reducing system volume and space requirements, but also greatly enhances the system's performance in power transmission and distribution. During power transmission, increasing the number of intermediate shafts allows for load distribution, reducing single-tooth load. Therefore, when transmitting the same total torque, the design dimensions of gears and shafts can be further reduced, and the gearbox structure can be more compact. In terms of power distribution, the three-intermediate-shaft design gives the system greater flexibility and freedom. It can precisely and quickly distribute power to various drive components according to different driving conditions and needs, ensuring efficient power transmission. This allows the vehicle to exhibit excellent power performance during acceleration, hill climbing, and other conditions, while also contributing to improved energy efficiency and achieving better energy-saving effects, meeting the core requirements of high efficiency and energy saving for new energy vehicles.

[0010] Faced with complex and ever-changing working conditions, its optimized power transmission path and reasonable gear meshing design make the shifting process smoother and more natural, fully adapting to the usage needs of new energy vehicles in various scenarios.

[0011] Furthermore, the first central gear is fixedly connected to the first central shaft, and the second central gear is fixedly connected to the second central shaft; the first intermediate shaft gear and the second intermediate shaft gear are fixedly connected to the intermediate shaft; there are three intermediate shafts, evenly distributed around the first and second central gears. This evenly distributed arrangement ensures that each intermediate shaft experiences uniform force when transmitting power, reducing additional vibration and wear caused by uneven force, and further improving the stability and reliability of the system. Simultaneously, the three intermediate shafts cooperate to jointly undertake the power transmission task, ensuring that the system will not experience power interruption or transmission difficulties under high-load conditions.

[0012] During system operation, the power generated by the engine is transmitted to the first central gear via the first central shaft. The first central gear then distributes the power to the first intermediate shaft gears on both sides. The first intermediate shaft gears transmit the power to the second central gear, which further distributes the power to the second intermediate shaft gears on both sides. The second intermediate shaft gears, through their engagement with the gear ring, ultimately transmit the power to the drive components, enabling vehicle movement. The electric motor, on the other hand, achieves efficient coupling with the engine via the second central shaft, providing additional power support to the system under appropriate operating conditions, further enhancing the system's power performance and energy efficiency.

[0013] Furthermore, the two ends of the first central shaft are supported by ball bearings and first cylindrical roller bearings, respectively; the two ends of the second central shaft are supported by first cylindrical roller bearings and second cylindrical roller bearings, respectively. This bearing support method ensures that the central shaft maintains a stable operating state when rotating at high speed and bearing large loads, reduces system vibration and noise caused by bearing wear or failure, and also helps to extend the service life of the system. The ball bearings of this invention are preferably deep groove ball bearings or angular contact ball bearings, which have the characteristics of simple structure, low coefficient of friction, and high limiting speed, and can withstand combined radial and axial loads, making them suitable for supporting one end of the first central shaft. The first cylindrical roller bearing has a high radial load capacity, which can meet the radial support requirements of the first and second central shafts during power transmission. The selection of the second cylindrical roller bearing further enhances the support stability of the second central shaft, ensuring its reliable operation even under complex working conditions.

[0014] Furthermore, the intermediate shaft is supported at both ends by a third cylindrical roller bearing and a fourth cylindrical roller bearing. This support method provides reliable radial support for the intermediate shaft, ensuring its stability during high-speed rotation and transmission of large torques. The third and fourth cylindrical roller bearings have high radial load capacity and good impact resistance, effectively reducing vibration and deformation of the intermediate shaft during operation, ensuring accurate meshing between the intermediate shaft gears and the central gear, thereby further improving the smoothness and reliability of the system's power transmission. Simultaneously, the reasonable bearing support layout also helps reduce bearing wear rate, extend bearing service life, reduce system maintenance costs and downtime, and improve the overall operating efficiency of the system.

[0015] Furthermore, the motor is a dual-purpose electric generator / electric motor. When the engine starts, the motor drives the engine to rotate, thus starting the engine. During vehicle operation, this dual-purpose electric generator / electric motor can flexibly switch operating modes according to actual working conditions. When the vehicle is traveling at low speed or starting, the motor acts as the primary power source, driving the vehicle forward independently. At this time, the engine is off, effectively preventing the engine from operating in an inefficient range, reducing fuel consumption and exhaust emissions, and improving the vehicle's fuel economy and environmental performance.

[0016] Furthermore, in parking charging mode: engine power is transmitted to the motor via the first central shaft, three intermediate shafts, and the second central shaft, and the electricity generated by the motor is stored in the battery. This parking charging mode makes full use of the engine's power, allowing the battery to be charged even when the vehicle is parked, effectively increasing the vehicle's range. There's no need to find additional charging facilities; the engine alone can replenish the battery, providing greater convenience and security for users' travel.

[0017] Furthermore, in pure electric drive mode: the motor power is transmitted and output through the second central shaft, three intermediate shafts, and the gear ring.

[0018] In pure electric drive mode, the electric motor serves as the sole power source, directly transmitting power to the three intermediate shafts via the second central shaft. Due to the evenly distributed design of the three intermediate shafts, power is uniformly distributed to all drive components, avoiding the gear overload problem caused by power concentration in traditional single or double intermediate shaft structures. This layout not only improves the smoothness of power transmission but also significantly reduces vibration and noise generated by gear meshing, providing a quieter driving environment for passengers. Simultaneously, the coordinated operation of the three intermediate shafts allows the system to maintain a high torque output capability in pure electric mode, meeting the power demands of vehicle start-up and acceleration, ensuring the practicality and reliability of pure electric drive.

[0019] Furthermore, in hybrid drive mode: engine power is transmitted to the three intermediate shafts via the first central shaft, and electric motor power is transmitted to the three intermediate shafts via the second central shaft. The combined power from the three intermediate shafts is output through the gear ring. In hybrid drive mode, the engine and electric motor work together, with power transmitted to the three intermediate shafts via their respective central shafts. This design diversifies the power transmission path; the three intermediate shafts act as three parallel power channels, capable of simultaneously receiving power input from both the engine and electric motor. After the power from the engine and electric motor is transmitted to the intermediate shafts, the power from the three intermediate shafts is precisely combined at the gear ring through a carefully designed gear meshing system. As a key component for power confluence, the gear ring's rational structure and size design ensure the smoothness and efficiency of power confluence, avoiding power loss or fluctuations during the confluence process. This power confluence method can flexibly adjust the power output ratio of the engine and electric motor according to different driving conditions and needs, enabling the vehicle to obtain optimal power performance under various complex conditions.

[0020] Furthermore, in cruise power generation mode: engine power is transmitted to three intermediate shafts through the first central shaft and then split; one power stream is transmitted to the motor through the second central shaft, and the generated electricity is stored in the battery; another power stream is output through the gear ring.

[0021] Furthermore, in energy recovery mode: the inertia of the wheels, in turn, drives the motor through the gear ring and the second central shaft. At this time, the motor becomes a generator, converting kinetic energy into electrical energy to charge the battery. In energy recovery mode, when the vehicle brakes or decelerates, the wheels continue to rotate due to inertia. The rotational power of the wheels is then transmitted to the second central shaft through the connected gear ring. The second central shaft drives the motor to rotate, and the motor instantly switches to generator mode, using the principle of electromagnetic induction to convert the kinetic energy of the wheels into electrical energy. This process achieves energy recovery and reuse, converting energy that would otherwise be lost as heat during braking into electrical energy and storing it in the battery, thus improving energy efficiency.

[0022] Compared with the prior art, the beneficial effects of the present invention are: The three-intermediate-shaft hybrid system of the present invention has the following significant advantages. First, the structural compactness is greatly improved. Compared with traditional single-intermediate-shaft or dual-intermediate-shaft hybrid systems, the layout of three intermediate shafts achieves a more reasonable power distribution and transmission structure within a limited space, effectively reducing the overall volume, requiring less space for layout, and is more suitable for installation and layout in various new energy vehicle models.

[0023] Secondly, power transmission efficiency is significantly improved. The three intermediate shafts design allows for more precise distribution of power to each gear set during transmission, reducing power loss and improving energy conversion efficiency, thereby enhancing the range and power performance of new energy vehicles.

[0024] Thirdly, it offers excellent vibration and noise control. The increased number of intermediate shafts distributes the load during power transmission, reducing vibration and noise generated during gear meshing and creating a quieter and more comfortable driving environment for passengers.

[0025] Fourth, shift smoothness is greatly improved. Under complex operating conditions, the three intermediate shaft hybrid system can switch power more smoothly, reducing jerking and making the driving process smoother, thus enhancing the driving experience.

[0026] Fifth, it has a strong ability to adapt to all scenarios. Whether in congested urban traffic, highway cruising, or frequent start-stop conditions, the system can achieve efficient and stable power output thanks to its unique structural design, meeting the performance requirements of new energy vehicles in different usage scenarios. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the three intermediate shaft hybrid system described in this invention.

[0028] Figure 2 This is a schematic diagram of the arrangement of the three intermediate shafts in the three intermediate shaft hybrid system of the present invention.

[0029] Figure 3 This is a schematic diagram of the three intermediate shafts of the three intermediate shaft hybrid system described in this invention in engine start mode.

[0030] Figure 4 This is a schematic diagram of the three intermediate shafts of the three intermediate shaft hybrid system described in this invention in the parking charging mode.

[0031] Figure 5 This is a schematic diagram of the three intermediate shafts of the three intermediate shaft hybrid system described in this invention in pure electric drive mode.

[0032] Figure 6 This is a schematic diagram of the three intermediate shafts of the three intermediate shaft hybrid system described in this invention in hybrid drive mode.

[0033] Figure 7 This is a schematic diagram of the three intermediate shafts of the three intermediate shaft hybrid system described in this invention in cruise power generation mode.

[0034] Figure 8 This is a schematic diagram of the three intermediate shafts of the three intermediate shaft hybrid system described in this invention in energy recovery mode.

[0035] Among them, 1-engine, 2-motor, 3-first central shaft, 4-first central gear, 5-intermediate shaft, 6-first intermediate shaft gear, 7-second intermediate shaft gear, 8-second central shaft, 9-second central gear, 10-gear ring, 11-ball bearing, 12-first cylindrical roller bearing, 13-second cylindrical roller bearing, 14-first tapered roller bearing, 15-second tapered roller bearing, 16-third cylindrical roller bearing, 17-fourth cylindrical roller bearing, 18-battery. Detailed Implementation

[0036] The present invention will be further described below with reference to the accompanying drawings. The drawings are for illustrative purposes only, representing schematic diagrams rather than actual physical objects, and should not be construed as limiting the scope of this patent. To better illustrate the embodiments of the present invention, some components in the drawings may be omitted, enlarged, or reduced, and do not represent the actual dimensions of the product. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings. Example 1

[0037] like Figures 1-2 As shown, this three-intermediate-shaft hybrid system includes an engine 1 connected to a first central gear 4 via a first central shaft 3. First intermediate shaft gears 6 mesh on both sides of the first central gear 4, and the output end of the first intermediate shaft gear 6 is connected to the input end of a second central gear 9. Second intermediate shaft gears 7 mesh on both sides of the second central gear 9. The first intermediate shaft gear 6 and the second intermediate shaft gear 7 are simultaneously connected to the same intermediate shaft 5. The second central gear 9 is mounted on a second central shaft 8, one end of which engages with the first central shaft 3, and the other end of the second central shaft 8 is connected to the motor 2. The second intermediate shaft gear 7 engages with a gear ring 10, which is supported by a first tapered roller bearing 14 and a second tapered roller bearing 15, thus achieving efficient coupling between the engine and the motor.

[0038] Among them, the first central gear 4 is fixedly connected to the first central shaft 3, and the second central gear 9 is fixedly connected to the second central shaft 8; the first intermediate shaft gear 6 and the second intermediate shaft gear 7 are fixedly connected to the intermediate shaft 5; there are 3 intermediate shafts 5, which are evenly distributed around the first central gear 4 and the second central gear 9.

[0039] One end of the first central shaft 3 is supported by a ball bearing 11 (preferably a deep groove ball bearing or an angular contact ball bearing), and the other end is supported by a first cylindrical roller bearing 12. This combined support method can withstand radial loads and adapt to axial force changes under different working conditions, ensuring the stability of the first central shaft 3 during high-speed rotation. The end of the second central shaft 8 closest to the motor 2 is supported by a second cylindrical roller bearing 13. This bearing has a high radial load capacity and can effectively disperse the power transmitted by the motor 2, avoiding shaft deformation caused by local stress concentration. The two ends of the three intermediate shafts 5 are supported by a third cylindrical roller bearing 16 and a fourth cylindrical roller bearing 17, respectively. This symmetrical layout ensures that the intermediate shafts 5 are evenly stressed when transmitting torque, reducing vibration and noise caused by uneven loading. At the same time, all bearings are lubricated with high-performance grease, which reduces the coefficient of friction, extends the bearing service life, and further improves the reliability and ease of maintenance of the system.

[0040] In the assembly process, the engine 1 is first installed in place to ensure stable operation. Then, the first central shaft 3 is precisely connected to the engine 1, ensuring tightness and coaxiality of the connection to prevent vibration or power loss during subsequent operation. Next, the first central gear 4 is installed and securely fixed to the first central shaft 3, ensuring smooth and reliable transmission between the gear and the shaft.

[0041] The first intermediate shaft gear 6 is meshed with both sides of the first central gear 4. During installation, the gear meshing clearance must be strictly controlled to ensure meshing accuracy and reduce noise and wear during operation. The output end of the first intermediate shaft gear 6 is connected to the input end of the second central gear 9, ensuring the connection is stable and accurate.

[0042] The second central gear 9 is mounted on the second central shaft 8. One end of the second central shaft 8 is fitted with the first central shaft 3. This fit must meet high precision requirements to ensure smooth power transmission. The other end of the second central shaft 8 is connected to the motor 2. The connection method must ensure efficient and stable power transmission between the motor 2 and the second central shaft 8.

[0043] The second intermediate shaft gear 7 is mounted on the intermediate shaft 5, and the first intermediate shaft gear 6 and the second intermediate shaft gear 7 are simultaneously connected to the same intermediate shaft 5 to form a reasonable power transmission structure. The second intermediate shaft gear 7 is then fitted with the gear ring 10 to ensure good meshing between the two.

[0044] Finally, the first tapered roller bearing 14 and the second tapered roller bearing 15 are used to support the gear ring 10. The installation of these two bearings must ensure that their positions are accurate and that they can provide reliable support for the gear ring 10, reduce the vibration and deformation of the gear ring 10 during operation, thereby achieving efficient coupling between the engine and the motor, and enabling the entire three-intermediate-shaft hybrid system to operate stably and efficiently.

[0045] like Figure 3 In engine start mode, motor 2 drives the flywheel of engine 1 to rotate, thus starting the engine. In engine start mode, motor 2 acts as the power source, and the power it generates is transmitted to the second central gear 9 via the second central shaft 8. The second central gear 9 drives the meshing second intermediate shaft gear 7 to rotate, and the first intermediate shaft gear 6 in turn drives the first central gear 4 to rotate. Since the first central gear 4 is fixedly connected to the first central shaft 3, the first central shaft 3 rotates accordingly, thereby driving the flywheel of engine 1 to rotate, achieving a smooth engine start. Compared with traditional starting methods, this starting method has the advantages of rapid and smooth starting, effectively reducing the impact and wear during engine start-up, and extending the engine's service life.

[0046] like Figure 4 In parking charging mode, the engine 1 transmits power to the motor 2 via the first central shaft 3, three intermediate shafts 5, and the second central shaft 8. The motor 2 generates electricity which is stored in the battery 18. In parking charging mode, the engine 1 starts and acts as the power source, transmitting power to the first central gear 4 via the first central shaft 3. The first central gear 4 drives the meshing first intermediate shaft gear 6 to rotate, which in turn drives the second intermediate shaft gear 7 to rotate via the intermediate shaft 5. The second intermediate shaft gear 7 meshes with the second central gear 9, thus transmitting power to the second central shaft 8. The second central shaft 8 is connected to the motor 2, causing the motor 2 to rotate and switch to power generation mode, converting mechanical energy into electrical energy and storing it in the battery 18. This charging method replenishes the battery while the vehicle is parked, effectively extending the vehicle's range and providing users with a more convenient driving experience.

[0047] like Figure 5 In pure electric drive mode, the power of motor 2 is transmitted and output through the second central shaft 8, three intermediate shafts 5, and the gear ring 10. In pure electric drive mode, motor 2 operates as the sole power source. The power generated by motor 2 is first transmitted to the connected second central shaft 8, which then distributes the power evenly to the three intermediate shafts 5. The second intermediate shaft gear 7 on each intermediate shaft 5 meshes tightly with the gear ring 10, transmitting power to it. The gear ring 10, as a key component for power output, smoothly transmits power to the vehicle's drive system, thereby propelling the vehicle forward.

[0048] like Figure 6 In hybrid drive mode, engine 1 transmits power to three intermediate shafts 5 via the first central shaft 3, and motor 2 transmits power to the three intermediate shafts 5 via the second central shaft 8. The combined power from the three intermediate shafts 5 is output through the gear ring 10. In hybrid drive mode, engine 1 and motor 2 work together as power sources. After engine 1 starts, its power is transmitted to the first central gear 4 via the first central shaft 3. The first central gear 4 drives the first intermediate shaft gears 6 on both sides to rotate, and the first intermediate shaft gears 6 drive the second intermediate shaft gears 7 to rotate via the intermediate shafts 5. At the same time, motor 2 also starts to operate, and its power is transmitted to the second central gear 9 via the second central shaft 8. The second central gear 9 also drives the second intermediate shaft gears 7 on both sides to rotate. The three intermediate shafts 5 combine the power from engine 1 and motor 2, and finally output the power through the gear ring 10 meshing with the second intermediate shaft gears 7. This hybrid drive mode can fully leverage the advantages of engine 1 and motor 2, providing strong and smooth power support when the vehicle is starting, accelerating, or climbing hills, which require a large power output. At the same time, it can flexibly adjust the power output ratio of engine 1 and motor 2 according to actual needs, achieving efficient energy utilization.

[0049] like Figure 7 In cruise power generation mode, the engine 1 transmits power to the three intermediate shafts 5 via the first central shaft 3, and then distributes it. One power stream is transmitted to the motor 2 via the second central shaft 8, where the generated power is stored in the battery. The other power stream is output through the gear ring 10. In cruise power generation mode, the engine 1 operates continuously as the main power source. The power it generates is transmitted to the first central gear 4 via the first central shaft 3, and then evenly distributed to the three intermediate shafts 5 via the two first intermediate shaft gears 6 meshing with the first central gear 4. While transmitting power, the three intermediate shafts 5 simultaneously achieve initial power distribution. Part of the power stream is transmitted to the motor 2 via the second central shaft 8. At this time, the motor 2 switches to power generation mode, using the principle of electromagnetic induction to convert mechanical energy into electrical energy, which is stored in the battery 18. This process achieves dynamic charging of the battery during vehicle cruise, effectively extending the vehicle's range. The other part of the power stream is transmitted to the gear ring 10 via the second intermediate shaft gear 7 on the intermediate shaft 5. The gear ring 10 smoothly outputs power to the vehicle's drive system, maintaining the vehicle's cruise driving. This power split design allows engine 1 to meet the vehicle's cruising power requirements while converting excess energy into electrical energy for storage, thus achieving efficient energy utilization.

[0050] like Figure 8In energy recovery mode, the inertia of the wheels reverses and drives the motor 2 via the gear ring 10 and the second central shaft 8. At this time, the motor 2 acts as a generator, converting kinetic energy into electrical energy to charge the battery 18. In energy recovery mode, when the vehicle decelerates or brakes, the wheels maintain a certain rotational speed due to inertia. The rotational power of the wheels is then transmitted in reverse through the vehicle's drive system to the gear ring 10. The gear ring 10 meshes tightly with the second intermediate shaft gear 7, thus transmitting this power to the second intermediate shaft gear 7. The second intermediate shaft gear 7 is connected to the first intermediate shaft gear 6 via the intermediate shaft 5, thereby transmitting power to the entire intermediate shaft system. The intermediate shaft system then transmits this power to the motor 2 via the second central shaft 8. Upon receiving this reverse power, the motor 2 automatically switches its internal operating mode to generator mode. Utilizing the principle of electromagnetic induction, the motor 2 converts the received mechanical energy into electrical energy and stores this electrical energy in the battery 18 through the circuit system. This process achieves energy recovery and reuse, not only reducing energy waste during braking but also replenishing the battery 18, thereby extending the vehicle's driving range. Meanwhile, because the power transmission is smooth during the energy recovery process, it does not have an adverse effect on the vehicle's braking performance or ride comfort.

[0051] The above embodiments are for illustrative purposes only and are not intended to limit the invention. Those skilled in the art can make various changes or modifications without departing from the spirit and scope of the invention. Therefore, all equivalent technical solutions should also fall within the protection scope of the invention, which should be defined by the claims.

Claims

1. A three-intermediate-shaft hybrid system, characterized in that, The engine (1) is connected to a first central gear (4) via a first central shaft (3). A first intermediate shaft gear (6) meshes with both sides of the first central gear (4). The output end of the first intermediate shaft gear (6) is connected to the input end of a second central gear (9). A second intermediate shaft gear (7) meshes with both sides of the second central gear (9). The first intermediate shaft gear (6) and the second intermediate shaft gear (7) are simultaneously connected to the same intermediate shaft (5). The second central gear (9) is mounted on the second central shaft (8), one end of the second central shaft (8) is engaged with the first central shaft (3), and the other end of the second central shaft (8) is connected to the motor (2); The second intermediate shaft gear (7) is engaged with the gear ring (10), which is supported by the first tapered roller bearing (14) and the second tapered roller bearing (15); thus achieving efficient coupling between the engine and the motor.

2. The three intermediate shaft hybrid system according to claim 1, characterized in that, The first central gear (4) is fixedly connected to the first central shaft (3), and the second central gear (9) is fixedly connected to the second central shaft (8); the first intermediate shaft gear (6) and the second intermediate shaft gear (7) are fixedly connected to the intermediate shaft (5); there are 3 intermediate shafts (5), which are evenly distributed around the first central gear (4) and the second central gear (9).

3. The three intermediate shaft hybrid system according to claim 1, characterized in that, The two ends of the first central shaft (3) are supported by ball bearing (11) and first cylindrical roller bearing (12) respectively; the two ends of the second central shaft (8) are supported by first cylindrical roller bearing (12) and second cylindrical roller bearing (13) respectively.

4. The three intermediate shaft hybrid system according to claim 1, characterized in that, The two ends of the intermediate shaft (5) are supported by a third cylindrical roller bearing (16) and a fourth cylindrical roller bearing (17).

5. The three intermediate shaft hybrid system according to claim 1, characterized in that, The motor (2) is a dual-purpose motor for both electric and power generation. When the engine (1) starts, the motor (2) drives the engine (1) to rotate to start the engine.

6. The three intermediate shaft hybrid system according to claim 1, characterized in that, In parking charging mode: the engine (1) transmits power to the motor (2) through the first central shaft (3), three intermediate shafts (5) and the second central shaft (8), and the motor (2) generates electricity which is stored in the battery (18).

7. The three intermediate shaft hybrid system according to claim 1, characterized in that, In pure electric drive mode: the power of the motor (2) is transmitted and output through the second central shaft (8), three intermediate shafts (5), and gear ring (10).

8. The three intermediate shaft hybrid system according to claim 1, characterized in that, In hybrid drive mode: the power of the engine (1) is transmitted to the three intermediate shafts (5) through the first central shaft (3), the power of the motor (2) is transmitted to the three intermediate shafts (5) through the second central shaft (8), and the power of the three intermediate shafts (5) is combined and output through the gear ring (10).

9. The three intermediate shaft hybrid system according to claim 1, characterized in that, In cruise power generation mode: the engine (1) transmits power to the three intermediate shafts (5) through the first central shaft (3) and then splits; one power stream is transmitted to the motor (2) through the second central shaft (8), and the motor (2) generates electricity and stores it in the battery; another power stream is output through the gear ring (10).

10. The three intermediate shaft hybrid system according to claim 1, characterized in that, In energy recovery mode: the inertia of the wheel drives the motor (2) through the gear ring (10) and the second central shaft (8). At this time, the motor (2) becomes a generator, converting kinetic energy into electrical energy to charge the battery (18).

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