Hybrid variable transmission system and vehicle
The hybrid transmission system, with its multi-level gear ratios and flexible gear selection, solves the problems of underutilization of drive motor torque and large space occupation, thereby improving motor efficiency and driving experience.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-01-19
- Publication Date
- 2026-04-10
AI Technical Summary
In existing longitudinal hybrid transmissions, the torque potential of the drive motor is not fully utilized, the space occupied is large, and the gear shifting time is long, which affects the driving experience.
The hybrid transmission system employs a multi-stage gear ratio, including a multi-stage gear set and clutch, combined with a synchronizer to achieve multiple power transmission paths, increasing the number of transmission stages and flexible gear selection, and optimizing the power coupling method between the motor and the engine.
It improves the torque utilization of the drive motor, shortens the gear shifting time, optimizes motor efficiency and vehicle power performance, reduces the overall space occupation, and enhances driving smoothness.
Smart Images
Figure CN121822110A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of vehicles, and particularly provides a hybrid power variable transmission system and a vehicle. BACKGROUND
[0002] At present, some vehicles use a longitudinal hybrid power transmission device in a multi-gear hybrid manner, for example, the power of an engine is transmitted to an input shaft through a flywheel disc, a damper, a generator and a clutch, and then transmitted to an output shaft through two sets of gear sets. Specifically, the two sets of gear sets can combine four gears, and one of the two sets of gear sets can also be used by a driving motor.
[0003] However, in the above design scheme, even if the main reducer connected to the rear of the output shaft is considered, the driving motor to the wheel has only two-stage transmission ratio, so the torque potential of the driving motor is not fully utilized.
[0004] Moreover, the generator and the two sets of gear sets are assembled between the engine and the driving motor, which results in that the whole machine occupies a large space in the length direction of the vehicle, which is not conducive to the layout of the whole machine in the vehicle cabin.
[0005] In addition, when the gear is switched, the synchronizer and the clutch need to be driven respectively, so that the gear shifting time is long, that is, the power interruption time is long, the smoothness is poor, and the driving experience is affected. SUMMARY
[0006] The purpose of the present application is to solve at least part of the technical problems mentioned in the above, and the purpose is achieved by the following technical scheme: In a first aspect, the present application provides a hybrid power variable transmission system, which comprises a first power assembly, a first transmission assembly and a second transmission assembly. The first power assembly comprises a first motor, a first shaft body and a second gear, the first shaft body is connected to the first motor, and the second gear is drivingly connected to the first shaft body; the first transmission assembly comprises a gear set, a second shaft body and a third shaft body, the second shaft body and the third shaft body are drivingly connected through the gear set; the gear set comprises a third gear, the third gear is connected to the second shaft body, and the third gear is engaged with the second gear; the second transmission assembly comprises a fourth gear, a fifth gear and a fourth shaft body, the fourth gear is connected to the third shaft body, the fifth gear is connected to the fourth shaft body, the fifth gear is engaged with the fourth gear, and the fourth shaft body is used for drivingly connected to a wheel; in the driving mode of the first motor, the power transmission path from the first motor to the fourth shaft body at least includes the second gear and the third gear, the gear set inside, the fourth gear and the fifth gear, which have three-stage transmission ratio.
[0007] In some embodiments, the gear set further includes a sixth gear, a seventh gear, an eighth gear, and a synchronizer. The sixth gear is connected to the second shaft, the seventh and eighth gears are loosely fitted onto the third shaft, and the synchronizer is connected to the third shaft. The synchronizer can selectively rotate synchronously with either the seventh or the eighth gear. The third gear meshes with the eighth gear, and the sixth gear meshes with the seventh gear.
[0008] In some embodiments, in a first operating mode, the synchronizer is dynamically coupled to the eighth gear and has a first force transmission path; the first force transmission path includes: a first motor, a first shaft, a first gear, a gear sleeve structure, a second gear, a third gear, an eighth gear, a synchronizer, a third shaft, a fourth gear, a fifth gear, and a fourth shaft; in a second operating mode, the synchronizer is dynamically coupled to the seventh gear and has a second force transmission path; the second force transmission path includes: a first motor, a first shaft, a first gear, a gear sleeve structure, a second gear, a third gear, a second shaft, a sixth gear, a seventh gear, a synchronizer, a third shaft, a fourth gear, a fifth gear, and a fourth shaft.
[0009] In some embodiments, the hybrid power transmission system further includes a second power assembly and a third transmission assembly. The second power assembly includes an engine and a fifth shaft, the fifth shaft being connected to the engine; the third transmission assembly includes a ninth gear, a tenth gear, an eleventh gear, a twelfth gear, a first clutch, and a second clutch; the ninth gear is loosely fitted onto the fifth shaft, the tenth gear is connected to the fifth shaft, and the first clutch can connect or disconnect the ninth and tenth gears; the eleventh gear is connected to the second shaft, the twelfth gear is loosely fitted onto the second shaft, and the second clutch can connect or disconnect the eleventh and twelfth gears; the ninth gear meshes with the eleventh gear, and the tenth gear meshes with the twelfth gear.
[0010] In some embodiments, in the third operating mode, there is a third power transmission path, and the ninth and tenth gears are electrically coupled through the first clutch, the eleventh and twelfth gears are electrically decoupled through the second clutch, and the synchronizer is electrically coupled to the eighth gear; the third power transmission path includes: engine, fifth shaft, tenth gear, first clutch, ninth gear, eleventh gear, second shaft, third gear, eighth gear, synchronizer, third shaft, fourth gear, fifth gear, and fourth shaft; in the fourth operating mode, there is a fourth power transmission path, and the ninth and tenth gears are electrically coupled through the first clutch, the eleventh and twelfth gears are electrically decoupled through the second clutch, and the synchronizer is electrically coupled to the seventh gear; the fourth power transmission path includes: engine, fifth shaft, tenth gear, first clutch, ninth gear, eleventh gear, second shaft, sixth gear, seventh gear, synchronizer, third shaft, fourth gear, fifth gear, and fourth shaft.
[0011] In some embodiments, in the fifth operating mode, there is a fifth power transmission path, and the ninth gear and the tenth gear are decoupled by power through the first clutch, the eleventh gear and the twelfth gear are coupled by power through the second clutch, and the synchronizer is coupled by power with the eighth gear. The fifth power transmission path includes: engine, fifth shaft, tenth gear, twelfth gear, second clutch, eleventh gear, second shaft, third gear, eighth gear, synchronizer, third shaft, fourth gear, fifth gear, and fourth shaft; in the sixth working mode, there is a sixth power transmission path, and the ninth and tenth gears are decoupled by the first clutch, the eleventh and twelfth gears are coupled by the second clutch, and the synchronizer is coupled by the seventh gear; the sixth power transmission path includes: engine, fifth shaft, tenth gear, twelfth gear, second clutch, eleventh gear, second shaft, sixth gear, seventh gear, synchronizer, third shaft, fourth gear, fifth gear, and fourth shaft.
[0012] In some embodiments, the hybrid transmission system further includes a third power component, which includes a second motor, a sixth shaft, and a thirteenth gear. The sixth shaft is connected to the second motor, and the thirteenth gear is connected to the sixth shaft and meshes with the tenth gear.
[0013] In some embodiments, the second power assembly and the first power assembly are spaced apart along the length of the vehicle; and / or, at least a portion of the structures of the first power assembly and the third power assembly are spaced apart along the width and / or height of the vehicle; and / or, at least a portion of the structures of the first transmission assembly and the third power assembly are spaced apart along the width and / or height of the vehicle.
[0014] In some embodiments, the second transmission assembly further includes a differential, which is disposed on the fourth shaft.
[0015] Secondly, this application proposes a vehicle that includes the hybrid power transmission system of the first aspect.
[0016] The technical solution proposed in this application has at least the following technical effects: In this application, the power transmission path from the first motor to the fourth shaft includes three gear ratios (second gear-third gear, gear set internal, fourth gear-fifth gear), significantly increasing the number of transmission stages from the motor to the wheel. Specifically, this embodiment reduces the motor output speed and amplifies the torque through multi-stage reduction, fully utilizing the torque potential of the drive motor, improving the vehicle's power performance during low-speed starts or hill climbing, and optimizing the motor's operating efficiency. Attached Figure Description
[0017] To better integrate the content illustrated in the accompanying drawings with the description of the specific embodiments, a brief introduction to the drawings is provided below. It is understood that the accompanying drawings mentioned below are merely schematic illustrations of some embodiments of the relevant technical solutions and the technical solutions of this application. Without creative effort, those skilled in the art can create drawings illustrating other embodiments.
[0018] Specifically, the annotations for the accompanying drawings are as follows: Figure 1 This is a first schematic diagram of a hybrid power transmission system described in some embodiments of this application; Figure 2 This is a second schematic diagram of a hybrid power transmission system described in some embodiments of this application; Figure 3 This is a schematic diagram of the first force transmission path of a hybrid power transmission system described in some embodiments of this application; Figure 4 This is a schematic diagram of the second force transmission path of the hybrid power transmission system described in some embodiments of this application; Figure 5 This is a schematic diagram of the third force transmission path of a hybrid power transmission system described in some embodiments of this application; Figure 6 This is a schematic diagram of the fourth force transmission path of the hybrid power transmission system described in some embodiments of this application; Figure 7 This is a schematic diagram of the fifth force transmission path of a hybrid power transmission system described in some embodiments of this application; Figure 8 This is a schematic diagram of the sixth force transmission path of the hybrid power transmission system described in some embodiments of this application; Figure 9 This is a schematic diagram of the seventh force transmission path of a hybrid power transmission system described in some embodiments of this application. Figure 10 This is a schematic diagram of the eighth force transmission path of a hybrid power transmission system described in some embodiments of this application.
[0019] Specifically, the annotations for the figure marks in the instruction manual are as follows: 10. First power assembly; 101. First motor; 102. First shaft; 103. First gear; 104. Gear sleeve structure; 105. Second gear; 20. First transmission assembly; 201. Second shaft; 202. Third shaft; 203. Third gear; 204. Sixth gear; 205. Seventh gear; 206. Eighth gear; 207. Synchronizer; 30. Second transmission assembly; 301. Fourth gear; 302. Fifth gear; 303. Fourth shaft; 304. Differential; 40. Second power assembly; 401. Engine; 402. Fifth shaft; 50. Third transmission assembly; 501. Ninth gear; 502. Tenth gear; 503. Eleventh gear; 504. Twelfth gear; 505. First clutch; 506. Second clutch; 60. Third power assembly; 601. Second motor; 602. Sixth shaft; 603. Thirteenth gear; X represents the length direction; Y represents the width direction. Detailed Implementation
[0020] To make the embodiments of this application clearer, they will be described below in conjunction with the accompanying drawings. It should be understood that the content mentioned below represents only some embodiments of this application, and not all embodiments are listed exhaustively. Therefore, other embodiments that can be obtained based on the following embodiments without any inventive effort fall within the protection scope of this application.
[0021] It should be understood that the terminology used herein is for the purpose of describing specific embodiments only and is not intended to impose strict limitations on the technical solutions unless the context clearly indicates otherwise. For example, the use of "a," "an," and "the" to modify a feature does not preclude the possibility that the feature may be plural in other embodiments.
[0022] It should be understood that the terms "comprising," "including," and "having" are open-ended, indicating the presence of the stated features but not excluding the possibility of other features in the embodiment. Similarly, the use of terms such as "first," "second," etc., to describe multiple features only indicates the distinction between one feature and another, and such terms do not imply order or sequence unless explicitly stated in the context.
[0023] It should be understood that, unless the context clearly indicates otherwise, the terms "setup," "connection," and "installation" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integrated connection; they can refer to a direct connection or an indirect connection via a medium. Those skilled in the art will understand the specific meaning of these terms in this document based on the specific circumstances.
[0024] In addition, for ease of description, the text will use terms of spatial relative relationship to describe the position of one feature relative to another feature, such as "inner", "outer", "end", "side", "upper", "middle", "lower", "high", "low", "axial", "circumferential", "radial", "horizontal", "vertical", "first direction", "second direction", etc. It can be understood that the spatial relative relationship between two features should include other specific situations besides those shown in the accompanying drawings of the specification.
[0025] The embodiments of this application are described below with reference to the accompanying drawings. It can be understood that the technical features involved in the different embodiments described below can be combined with each other as long as they do not conflict with each other.
[0026] Firstly, combining Figures 1 to 4 Key reference Figure 1 and Figure 2 This application provides a hybrid power transmission system comprising a first power assembly 10, a first transmission assembly 20, and a second transmission assembly 30. The first power assembly 10 includes a first motor 101, a first shaft 102, and a second gear 105. The first shaft 102 is connected to the first motor 101, and the second gear 105 is tractably connected to the first shaft 102. The first transmission assembly 20 includes a gear set, a second shaft 201, and a third shaft 202, which are tractively connected via the gear set. The gear set includes a third gear 203, which is connected to the second shaft 201 and meshes with the second gear 105. The second transmission assembly... Component 30 includes a fourth gear 301, a fifth gear 302, and a fourth shaft 303. The fourth gear 301 is connected to the third shaft 202, the fifth gear 302 is connected to the fourth shaft 303, and the fifth gear 302 meshes with the fourth gear 301. The fourth shaft 303 is used for transmission connection with a wheel. In the drive mode of the first motor 101, the power transmission path from the first motor 101 to the fourth shaft 303 includes at least three transmission ratios: the second gear 105 and the third gear 203, the inside of the gear set, and the fourth gear 301 and the fifth gear 302.
[0027] In this embodiment, the power transmission path from the first motor 101 to the fourth shaft 303 includes at least three gear ratios (second gear 105-third gear 203, inside the gear set, fourth gear 301-fifth gear 302), significantly increasing the number of transmission stages from the motor to the wheel. Specifically, this embodiment reduces the motor output speed and amplifies the torque through multi-stage reduction, fully utilizing the torque potential of the drive motor, improving the vehicle's power performance during low-speed starts or hill climbs, and optimizing the motor's operating efficiency.
[0028] It should be noted that, referring to Figure 2In some embodiments, the first power assembly 10 further includes a first gear 103 and a gear sleeve structure 104. The first gear 103 is connected to the first shaft 102, and the gear sleeve structure 104 is connected to the second gear 105. The second gear 105 can rotate synchronously with the first gear 103 through the gear sleeve structure 104.
[0029] In some embodiments, refer to Figure 2 The gear set also includes a sixth gear 204, a seventh gear 205, an eighth gear 206, and a synchronizer 207. The sixth gear 204 is connected to the second shaft 201. The seventh gear 205 and the eighth gear 206 are loosely fitted onto the third shaft 202. The synchronizer 207 is connected to the third shaft 202, and the synchronizer 207 can selectively rotate synchronously with either the seventh gear 205 or the eighth gear 206. The third gear 203 meshes with the eighth gear 206, and the sixth gear 204 meshes with the seventh gear 205.
[0030] In this embodiment, one implementation of the gear set is proposed, wherein the synchronizer 207 can select either the seventh gear 205 or the eighth gear 206 to synchronize with the third shaft 202, forming two transmission paths and increasing the transmission ratio options of the gear set. Moreover, this embodiment can be combined with the power path to provide more flexible gear selection for the first motor 101 or other power sources, further improving the transmission efficiency of the first motor 101 under different operating conditions.
[0031] In some embodiments, combined with Figure 2 and Figure 3 In the first working mode, the synchronizer 207 is poweredly coupled to the eighth gear 206 and has a first force transmission path; the first force transmission path includes: a first motor 101, a first shaft 102, a first gear 103, a gear sleeve structure 104, a second gear 105, a third gear 203, an eighth gear 206, a synchronizer 207, a third shaft 202, a fourth gear 301, a fifth gear 302 and a fourth shaft 303.
[0032] Combination Figure 2 and Figure 4 In the second working mode, the synchronizer 207 is poweredly coupled to the seventh gear 205 and has a second force transmission path; the second force transmission path includes: the first motor 101, the first shaft 102, the first gear 103, the gear sleeve structure 104, the second gear 105, the third gear 203, the second shaft 201, the sixth gear 204, the seventh gear 205, the synchronizer 207, the third shaft 202, the fourth gear 301, the fifth gear 302 and the fourth shaft 303.
[0033] In this embodiment, the first motor 101 has two transmission ratios, realizing a "dual-speed" function and expanding the motor's efficient operating range. For example, a large transmission ratio is used at low speeds to increase torque, while a small transmission ratio is switched at high speeds to reduce speed and optimize energy consumption performance.
[0034] Optionally, in some embodiments, the first operating mode is a high-speed mode driven by the first motor 101, and the second operating mode is a low-speed mode driven by the first motor 101.
[0035] Furthermore, in the first and second working modes, the second gear 105 is poweredly coupled to the first gear 103 on the first shaft 102 through the gear sleeve structure 104, and neither the engine 401 nor the second motor 601 is working, and both the first clutch 505 and the second clutch 506 are disengaged.
[0036] In some embodiments, combined with Figure 1 and Figure 2 The hybrid power transmission system also includes a second power assembly 40 and a third transmission assembly 50. The second power assembly 40 includes an engine 401 and a fifth shaft 402, with the fifth shaft 402 connected to the engine 401. The third transmission assembly 50 includes a ninth gear 501, a tenth gear 502, an eleventh gear 503, a twelfth gear 504, a first clutch 505, and a second clutch 506. The ninth gear 501 is loosely fitted onto the fifth shaft 402, and the tenth gear 502 is connected to the fifth shaft 402. The first clutch 505 can connect or disconnect the ninth gear 501 and the tenth gear 502. The eleventh gear 503 is connected to the second shaft 201, and the twelfth gear 504 is loosely fitted onto the second shaft 201. The second clutch 506 can connect or disconnect the eleventh gear 503 and the twelfth gear 504. The ninth gear 501 meshes with the eleventh gear 503, and the tenth gear 502 meshes with the twelfth gear 504.
[0037] In this embodiment, one implementation of the engine 401 and the third transmission component 50 is proposed. Specifically, the engine 401 can form two power transmission paths through the first clutch 505 and the second clutch 506. These paths, combined with the two paths of the first transmission component 20, constitute four power transmission paths, thus realizing the "four-gear" switching function under engine 401 operation. The engine 401 can be decoupled or coupled to the first motor 101, supporting pure electric drive, direct drive of the engine 401, hybrid series / parallel modes, etc., improving system flexibility.
[0038] In addition, when the engine shifts gears at position 401, one of the first clutch 505 and the second clutch 506 is in the process of closing, while the other can enter the engagement and slip process in advance to prepare, thereby greatly reducing the power interruption time and improving the smoothness of gear shifting.
[0039] In some embodiments, combined with Figure 2 and Figure 5 In the third operating mode, a third power transmission path is provided. The ninth gear 501 and the tenth gear 502 are power-coupled via the first clutch 505, and the eleventh gear 503 and the twelfth gear 504 are power-decoupled via the second clutch 506. The synchronizer 207 is power-coupled with the eighth gear 206. The third power transmission path includes: engine 401, fifth shaft 402, tenth gear 502, first clutch 505, ninth gear 501, eleventh gear 503, second shaft 201, third gear 203, eighth gear 206, synchronizer 207, third shaft 202, fourth gear 301, fifth gear 302, and fourth shaft 303. (Combined...) Figure 2 and Figure 6 In the fourth working mode, there is a fourth power transmission path, and the ninth gear 501 and the tenth gear 502 are powered coupled through the first clutch 505, the eleventh gear 503 and the twelfth gear 504 are powered decoupled through the second clutch 506, and the synchronizer 207 is powered coupled with the seventh gear 205; the fourth power transmission path includes: engine 401, fifth shaft 402, tenth gear 502, first clutch 505, ninth gear 501, eleventh gear 503, second shaft 201, sixth gear 204, seventh gear 205, synchronizer 207, third shaft 202, fourth gear 301, fifth gear 302 and fourth shaft 303.
[0040] In some embodiments, combined with Figure 2 and Figure 7 In the fifth operating mode, there is a fifth power transmission path, and the ninth gear 501 and the tenth gear 502 are decoupled by the first clutch 505, while the eleventh gear 503 and the twelfth gear 504 are coupled by the second clutch 506. The synchronizer 207 is coupled to the eighth gear 206. The fifth power transmission path includes: engine 401, fifth shaft 402, tenth gear 502, twelfth gear 504, second clutch 506, eleventh gear 503, second shaft 201, third gear 203, eighth gear 206, synchronizer 207, third shaft 202, fourth gear 301, fifth gear 302, and fourth shaft 303. (Combined...) Figure 2 and Figure 8In the sixth working mode, there is a sixth power transmission path, and the ninth gear 501 and the tenth gear 502 are decoupled by the first clutch 505, the eleventh gear 503 and the twelfth gear 504 are coupled by the second clutch 506, and the synchronizer 207 is coupled by the seventh gear 205. The sixth power transmission path includes: engine 401, fifth shaft 402, tenth gear 502, twelfth gear 504, second clutch 506, eleventh gear 503, second shaft 201, sixth gear 204, seventh gear 205, synchronizer 207, third shaft 202, fourth gear 301, fifth gear 302 and fourth shaft 303.
[0041] In the above embodiments, four power transmission paths are proposed under the operation of engine 401, and three-level transmission ratios can be obtained from engine 401 to the fourth shaft 303, further expanding the efficient operating range of engine 401. For example, a small transmission ratio can be selected during high-speed cruising, and a large transmission ratio can be selected during low-speed, high-load conditions, improving fuel economy. In addition, the power path of engine 401 can be coupled with two paths of the first motor 101 respectively, forming more hybrid modes, covering a wider vehicle speed range, and ensuring that both engine 401 and motor operate in the efficient range.
[0042] Optionally, in some embodiments, the third working mode is parallel three gears, the fourth working mode is parallel one gear, the fifth working mode is parallel four gears, and the sixth working mode is parallel two gears.
[0043] Specifically, the first motor 101 is an integrated generator and drive unit. That is to say, in one of the above-mentioned fourth to sixth power transmission paths, the first motor 101 can switch to the generator mode and use the power of the engine 401 to generate electricity for the first motor 101.
[0044] Furthermore, in the third to sixth working modes, the second gear 105 is decoupled from the first gear 103 on the first shaft 102 through the gear sleeve structure 104. The first motor 101 does not work. The second motor 601 can either assist in driving or generate electricity by being driven by the first motor 101.
[0045] In particular, the vehicle also features a seventh operating mode, which can be a four-wheel drive series mode (front axle generates electricity, rear axle drives). In this seventh operating mode, combined with... Figure 2 , Figure 9 and Figure 10The second gear 105 is poweredly coupled to the first gear 103 on the first shaft 102 through the gear sleeve structure 104. The synchronizer 207 is poweredly decoupled from the seventh gear 205 and the eighth gear 206. The ninth gear 501 and the tenth gear 502 are poweredly decoupled through the first clutch 505. The eleventh gear 503 and the twelfth gear 504 are poweredly coupled through the second clutch 506. The engine 401 works and drives the first motor 101 and the second motor 601 to generate electricity.
[0046] The seventh working mode has a seventh force transmission path, combined with Figure 2 and Figure 9 The seventh power transmission path includes: engine 401, fifth shaft 402, tenth gear 502, twelfth gear 504, second clutch 506, eleventh gear 503, second shaft 201, third gear 203, second gear 105, gear sleeve structure 104, first gear 103, first shaft 102 and first motor 101.
[0047] In some embodiments, combined with Figure 1 and Figure 2 The hybrid transmission system also includes a third power component 60, which includes a second motor 601, a sixth shaft 602 and a thirteenth gear 603. The sixth shaft 602 is connected to the second motor 601, and the thirteenth gear 603 is connected to the sixth shaft 602. The thirteenth gear 603 meshes with the tenth gear 502.
[0048] In this embodiment, a second motor 601 is proposed. The second motor 601 can be power-coupled with the engine 401 to achieve auxiliary drive and improve power performance. Specifically, the second motor 601 is also an integrated generator and drive unit. That is to say, in one of the above-mentioned fourth to sixth power transmission paths, the second motor 601 can switch to drive mode to assist the engine 401 in driving the wheels.
[0049] Furthermore, in one of the aforementioned fourth to sixth power transmission paths, the second motor 601 can switch to power generation mode and use the power of the engine 401 to generate electricity for the second motor 601.
[0050] Furthermore, combined Figure 3 and Figure 10 The vehicle also has an eighth operating mode, which can be a series high-speed mode. The difference between the eighth operating mode and the first operating mode is that in the eighth operating mode, the engine 401 is working and connected to the second motor 601 for driving, that is, the engine 401 drives the second motor 601 to generate electricity.
[0051] Furthermore, combined Figure 4 and Figure 10The vehicle also has a ninth operating mode, which can be a series low-gear mode. The difference between the ninth operating mode and the second operating mode is that in the ninth operating mode, the engine 401 operates and is connected to the second motor 601 for driving, that is, the engine 401 drives the second motor 601 to generate electricity.
[0052] For example, refer to Figure 10 The eighth and ninth working modes have an eighth force transmission path, which includes: engine 401, fifth shaft 402, tenth gear 502, thirteenth gear 603, sixth shaft 602 and second motor 601.
[0053] In addition, the vehicle has a tenth operating mode, which can be either pure electric or a series-connected regenerative braking mode. In the tenth operating mode, the second gear 105 is poweredly coupled to the first gear 103 on the first shaft 102 through the gear sleeve structure 104. The synchronizer 207 can be poweredly coupled to either the seventh gear 205 or the eighth gear 206. The first clutch 505 and the second clutch 506 are both disengaged. The engine 401 and the second motor 601 are not working. The first motor 101 generates electricity using regenerative braking energy.
[0054] In addition, the vehicle has an eleventh operating mode, which can be a parallel braking energy recovery mode. In the eleventh operating mode, the second gear 105 is decoupled from the first gear 103 on the first shaft 102 through the gear sleeve structure 104. The synchronizer 207 can be coupled to either the seventh gear 205 or the eighth gear 206. The first clutch 505 and the second clutch 506 can be closed or opened. The engine 401 and the first motor 101 are not working. The second motor 601 generates electricity using braking energy.
[0055] In addition, the vehicle has a twelfth operating mode, which is a parking charging mode. In the twelfth operating mode, the second gear 105 is poweredly coupled to the first gear 103 on the first shaft 102 through the gear sleeve structure 104, the synchronizer 207 is poweredly coupled to the seventh gear 205, the first clutch 505 and the second clutch 506 are both disengaged, the first motor 101 is not working, the engine 401 is poweredly coupled to the second motor 601, and the engine 401 drives the second motor 601 to generate electricity.
[0056] In some embodiments, refer to Figure 1 The second power assembly 40 and the first power assembly 10 are spaced apart along the vehicle length direction X; and / or, at least a portion of the structure of the first power assembly 10 and the third power assembly 60 is spaced apart along the vehicle width direction Y and / or the height direction; and / or, at least a portion of the structure of the first transmission assembly 20 and the third power assembly 60 is spaced apart along the vehicle width direction Y and / or the height direction.
[0057] In this embodiment, combined with Figure 1 and Figure 2 The hybrid transmission system is a "longitudinal" configuration, in which the second motor 601 avoids occupying additional space along the length X of the vehicle, reducing the size of the power system and facilitating vehicle integration (such as front compartment or chassis layout); moreover, this embodiment can also balance the front and rear axle loads, improving vehicle handling and stability.
[0058] In some embodiments, combined with Figure 1 and Figure 2 The second transmission assembly 30 also includes a differential 304, which is mounted on the fourth shaft 303.
[0059] In this embodiment, when power is transmitted to the wheels, the left and right wheels are allowed to rotate at different speeds to ensure steering smoothness and driving stability, which meets the vehicle's power transmission requirements.
[0060] Secondly, this application proposes a vehicle that includes the hybrid power transmission system of the first aspect.
[0061] Understandably, the vehicle in the second aspect possesses all the technical effects of the hybrid transmission system in the first aspect, and its specific technical effects will not be elaborated further.
[0062] Optionally, the vehicle in the second aspect is a hybrid vehicle.
[0063] It should be noted that the vehicle in this embodiment may also include other components, such as a frame, a running gear, etc. Other components will not be described in detail here.
[0064] In particular, the term "and / or" in this application should be understood as follows: In the first case, the term “and / or” between the first subject and the second subject includes any of the following meanings: (1) only the first subject; (2) only the second subject; and (3) both the first subject and the second subject.
[0065] In the second case, the term "and / or" between the last two of three or more subjects means including at least one of the subjects. For example, "first subject, second subject and / or third subject" has the same meaning as "first subject and / or second subject and / or third subject", specifically including the following combinations: (1) only the first subject; (2) only the second subject; (3) only the third subject; (4) first subject and second subject and no third subject; (5) first subject and third subject and no second subject; (6) second subject and third subject and no first subject; and (7) first subject, second subject and third subject; Furthermore, the character " / " in this application indicates that the objects before and after it are in an "or" relationship.
[0066] Finally, although the embodiments of this application have been described above in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the concept of this application, and such modifications and variations all fall within the scope of protection of this application.
Claims
1. A hybrid power transmission system, characterized in that, include: The first power assembly (10) includes a first motor (101), a first shaft (102), and a second gear (105). The first shaft (102) is connected to the first motor (101), and the second gear (105) is transmissively connected to the first shaft (102). The first transmission assembly (20) includes a gear set, a second shaft (201) and a third shaft (202), wherein the second shaft (201) and the third shaft (202) are connected by the gear set; the gear set includes a third gear (203), which is connected to the second shaft (201) and meshes with the second gear (105); The second transmission assembly (30) includes a fourth gear (301), a fifth gear (302), and a fourth shaft (303). The fourth gear (301) is connected to the third shaft (202), the fifth gear (302) is connected to the fourth shaft (303), the fifth gear (302) meshes with the fourth gear (301), and the fourth shaft (303) is used for transmission connection with a wheel. In the driving mode of the first motor (101), the power transmission path from the first motor (101) to the fourth shaft (303) includes at least three transmission ratios: the second gear (105) and the third gear (203), the inside of the gear set, and the fourth gear (301) and the fifth gear (302).
2. The hybrid power transmission system according to claim 1, characterized in that, The gear set further includes a sixth gear (204), a seventh gear (205), an eighth gear (206), and a synchronizer (207). The sixth gear (204) is connected to the second shaft (201). The seventh gear (205) and the eighth gear (206) are loosely fitted onto the third shaft (202). The synchronizer (207) is connected to the third shaft (202), and the synchronizer (207) can selectively rotate synchronously with the seventh gear (205) or the eighth gear (206). The third gear (203) meshes with the eighth gear (206), and the sixth gear (204) meshes with the seventh gear (205).
3. The hybrid power transmission system according to claim 2, characterized in that, In the first operating mode, the synchronizer (207) is dynamically coupled to the eighth gear (206) and has a first power transmission path; The first power transmission path includes: the first motor (101), the first shaft (102), the second gear (105), the third gear (203), the eighth gear (206), the synchronizer (207), the third shaft (202), the fourth gear (301), the fifth gear (302), and the fourth shaft (303); In the second operating mode, the synchronizer (207) is dynamically coupled to the seventh gear (205) and has a second power transmission path; The second power transmission path includes: the first motor (101), the first shaft (102), the second gear (105), the third gear (203), the second shaft (201), the sixth gear (204), the seventh gear (205), the synchronizer (207), the third shaft (202), the fourth gear (301), the fifth gear (302), and the fourth shaft (303).
4. The hybrid power transmission system according to claim 2, characterized in that, The hybrid power transmission system also includes: The second power assembly (40) includes an engine (401) and a fifth shaft (402) connected to the engine (401). The third transmission assembly (50) includes a ninth gear (501), a tenth gear (502), an eleventh gear (503), a twelfth gear (504), a first clutch (505), and a second clutch (506); the ninth gear (501) is loosely fitted on the fifth shaft (402), the tenth gear (502) is connected to the fifth shaft (402), and the first clutch (505) can connect or disconnect the ninth gear (501) and the tenth gear (502); the eleventh gear (503) is connected to the second shaft (201), the twelfth gear (504) is loosely fitted on the second shaft (201), and the second clutch (506) can connect or disconnect the eleventh gear (503) and the twelfth gear (504); the ninth gear (501) meshes with the eleventh gear (503), and the tenth gear (502) meshes with the twelfth gear (504).
5. The hybrid power transmission system according to claim 4, characterized in that, In the third working mode, there is a third power transmission path, and the ninth gear (501) and the tenth gear (502) are powered coupled through the first clutch (505), the eleventh gear (503) and the twelfth gear (504) are powered decoupled through the second clutch (506), and the synchronizer (207) is powered coupled with the eighth gear (206); The third power transmission path includes: the engine (401), the fifth shaft (402), the tenth gear (502), the first clutch (505), the ninth gear (501), the eleventh gear (503), the second shaft (201), the third gear (203), the eighth gear (206), the synchronizer (207), the third shaft (202), the fourth gear (301), the fifth gear (302), and the fourth shaft (303); In the fourth working mode, there is a fourth power transmission path, and the ninth gear (501) and the tenth gear (502) are powered coupled through the first clutch (505), the eleventh gear (503) and the twelfth gear (504) are powered decoupled through the second clutch (506), and the synchronizer (207) is powered coupled with the seventh gear (205). The fourth power transmission path includes: the engine (401), the fifth shaft (402), the tenth gear (502), the first clutch (505), the ninth gear (501), the eleventh gear (503), the second shaft (201), the sixth gear (204), the seventh gear (205), the synchronizer (207), the third shaft (202), the fourth gear (301), the fifth gear (302), and the fourth shaft (303).
6. The hybrid power transmission system according to claim 4, characterized in that, In the fifth working mode, there is a fifth power transmission path, and the ninth gear (501) and the tenth gear (502) are decoupled by the first clutch (505), the eleventh gear (503) and the twelfth gear (504) are coupled by the second clutch (506), and the synchronizer (207) is coupled by the eighth gear (206). The fifth power transmission path includes: the engine (401), the fifth shaft (402), the tenth gear (502), the twelfth gear (504), the second clutch (506), the eleventh gear (503), the second shaft (201), the third gear (203), the eighth gear (206), the synchronizer (207), the third shaft (202), the fourth gear (301), the fifth gear (302), and the fourth shaft (303); In the sixth working mode, there is a sixth power transmission path, and the ninth gear (501) and the tenth gear (502) are decoupled by the first clutch (505), the eleventh gear (503) and the twelfth gear (504) are coupled by the second clutch (506), and the synchronizer (207) is coupled by the seventh gear (205). The sixth power transmission path includes: the engine (401), the fifth shaft (402), the tenth gear (502), the twelfth gear (504), the second clutch (506), the eleventh gear (503), the second shaft (201), the sixth gear (204), the seventh gear (205), the synchronizer (207), the third shaft (202), the fourth gear (301), the fifth gear (302), and the fourth shaft (303).
7. The hybrid power transmission system according to claim 4, characterized in that, The hybrid transmission system further includes a third power component (60), which includes a second motor (601), a sixth shaft (602), and a thirteenth gear (603). The sixth shaft (602) is connected to the second motor (601), and the thirteenth gear (603) is connected to the sixth shaft (602). The thirteenth gear (603) meshes with the tenth gear (502).
8. The hybrid power transmission system according to claim 7, characterized in that, The second power assembly (40) and the first power assembly (10) are distributed at intervals along the length direction (X) of the vehicle; And / or, at least a portion of the structure of the first power assembly (10) and the third power assembly (60) is distributed at intervals along the vehicle width direction (Y) and / or height direction; And / or, at least a portion of the structure of the first transmission assembly (20) and the third power assembly (60) is distributed at intervals along the vehicle width direction (Y) and / or height direction.
9. The hybrid power transmission system according to any one of claims 1 to 8, characterized in that, The second transmission assembly (30) also includes a differential (304) which is disposed on the fourth shaft (303).
10. A vehicle, characterized in that, Includes the hybrid power transmission system as described in any one of claims 1 to 9.