Oil-electric hybrid gearbox with multifunctional switching

Abstract

The application discloses a kind of oil-electricity hybrid gear box with multifunctional switching, it is related to ship power transmission technical field, including box part, input shaft part, output shaft part, transmission shaft part and motor shaft part, the input shaft part is connected with diesel engine flywheel by input coupling, the output shaft part is connected with propeller by output coupling, the motor shaft part is connected with motor;The gear box further includes gear box control valve, gear box oil pump and motor oil pump part, clutch works by hydraulic system control, realizes six function modes.The application realizes the seamless switching of six working modes by the cooperation of unique clutch system in gear box and hydraulic control valve.In structure, diesel engine power is transmitted by friction plate clutch of input transmission gear, and motor power is driven by special clutch on motor shaft, both of which are independent and can be linked by bidirectional oil pump.

Description

Technical Field

[0001] This invention relates to the field of marine power transmission technology, specifically to a hybrid oil-electric gearbox with multi-functional switching capabilities. Background Technology

[0002] Currently, gearboxes commonly used in marine transmission systems have significant drawbacks. Firstly, traditional gearboxes are functionally limited, typically supporting only basic forward and reverse operation. This involves driving the drive gear via a keyed connection to the input shaft, and then outputting power through the driven gear. Motors are often externally mounted on the side of the gearbox in a PTO (partially driven) configuration, resulting in a disconnect between the diesel engine and motor operating modes, hindering power coordination and energy recovery. For example, in high-end vessels like sailing yachts, when encountering downwind conditions, the excess power of the diesel engine cannot be effectively utilized, and the propeller's kinetic energy is wasted during drifting, lacking a mechanism to convert mechanical energy into electrical energy and feed it back into the system. This functional limitation severely restricts the vessel's energy efficiency and adaptability.

[0003] Secondly, existing gearboxes are bulky and heavy. Due to the long transmission path, such as the input shaft requiring multiple gear pairs, and the fact that the gearbox body is mostly made of integral casting, the amount of material used to ensure rigidity is excessively increased, resulting in a high weight. This not only increases the load and energy consumption of the vessel, but also limits its application in space-constrained scenarios such as yachts and high-speed boats. Especially for sailing yachts that prioritize lightweight and maneuverability, existing gearboxes are difficult to integrate due to size and weight issues, forcing designers to sacrifice functionality for space, thus creating a technical bottleneck.

[0004] Furthermore, existing devices suffer from insufficient control precision and reliability. Traditional clutches rely on mechanical switching, resulting in significant response delays and susceptibility to impact wear during multi-mode switching. Hydraulic systems designed with a single oil pump cannot simultaneously meet the independent operating requirements of both the diesel engine and the electric motor, potentially leading to unstable oil pressure and affecting the engagement of the friction plates. For example, in dual-power input mode, a delayed hydraulic response can cause power transmission interruptions or overheating losses, reducing transmission efficiency. Simultaneously, the power generation function often requires additional external devices, increasing complexity and potentially leading to low energy conversion efficiency due to incompatibility with the drivetrain.

[0005] These shortcomings demonstrate that existing technologies are insufficient to meet the demands of modern ships for multifunctionality, lightweight design, and intelligent energy management. This invention addresses these issues by providing a comprehensive solution through structural innovation and system integration. Summary of the Invention

[0006] The present invention addresses the problem of overly simplistic solutions in existing technologies by providing a significantly different solution. Specifically, the present invention aims to provide a hybrid electric gearbox with multi-functional switching capabilities to solve the problems of limited functionality, bulky structure, and low energy management efficiency of existing gearboxes mentioned in the background.

[0007] To achieve the above objectives, the present invention provides the following technical solution: a multi-functional switching hybrid gearbox, the core of which is to realize the coordinated operation of diesel engine and electric motor through integrated structure, covering six functional modes: diesel engine driving alone, electric motor driving alone, dual power input, parking power generation, drift power generation and surplus power charging.

[0008] The gearbox is designed with two working oil pumps to allow the diesel engine and electric motor to operate independently yet switch between each other or cooperate. One pump supplies hydraulic power to the gearbox's system when the diesel engine is running, while the other pump operates when the electric motor is running. This oil pump is a bidirectional pump capable of rotating in both directions.

[0009] To achieve the shortest power transmission path and the strongest housing rigidity in order to achieve small size and light weight, the power from the diesel engine flywheel is transmitted through the gearbox's flexible flywheel coupling assembly and input coupling. It is then connected to the input transmission gear via a key on the end face. The power is then transmitted to the drive gear via the engagement of the first external friction plate inside the transmission gear and the first internal friction plate meshing with the end face of the drive gear. Because the drive gear meshes with the output gear fixed on the output shaft, the output shaft rotates, driving the stern shaft and propeller to rotate, thus propelling the ship forward.

[0010] When the boat needs to reverse, the reverse transmission gear meshing with the input transmission gear rotates. The second outer friction plate inside the reverse transmission gear and the second inner friction plate meshing with the end face of the reverse drive gear transmit the diesel engine power to the reverse drive gear. Because the reverse drive gear meshes with the output gear fixed on the output shaft, the output shaft rotates, driving the stern shaft and propeller to rotate, causing the boat to reverse.

[0011] When the propeller requires more power to drive it, the diesel engine and the electric motor are both put into full power input, which makes the propeller rotate faster and increases the ship's forward speed. This is also known as dual power input.

[0012] When the gearbox control valve is in the stop position, the gearbox output shaft does not rotate, the diesel engine works, and the motor also works. At this time, the diesel engine drives the motor through the gearbox, that is, it generates electricity for the motor.

[0013] When the diesel engine stops, the electric motor operates. Through the clutch on the motor input, including the motor piston, the third outer friction plate, and the third inner friction plate, the engagement of the third outer friction plate within the clutch and the third inner friction plate meshing with the end face of the motor's drive gear transmits motor power to the drive gear. Because the drive gear meshes with the output gear fixed on the output shaft, the output shaft rotates, driving the stern shaft and propeller, thus propelling the ship forward. Since the motor's oil pump is a bidirectional pump, the motor can directly reverse to achieve reverse navigation when the ship needs to move backward.

[0014] When the diesel engine stops and the ship moves forward under the action of external forces, such as when a large sailboat is in the wind, the propeller is driven by the water flow, and the propeller rotates to generate electricity for the motor.

[0015] When the diesel engine is operating under light conditions, such as with the current and the wind, the diesel engine's spare power can simultaneously charge the electric motor. When the battery is fully charged, the power is switched to the electric motor, which can save energy.

[0016] The input coupling of this gearbox is designed with a face key or spline at one end, and the input transmission gear that meshes with it is also designed with a face key or spline at one end for mutual meshing, thereby improving the transmission capacity.

[0017] Compared with the prior art, the beneficial effects of the present invention are: 1. Multifunctional Integration and High-Efficiency Energy Management: This invention achieves seamless switching between six operating modes through the synergy of a unique clutch system within the gearbox and hydraulic control valves. Structurally, diesel engine power is transmitted via a friction clutch on the input transmission gear, while electric motor power is driven by a dedicated clutch on the motor shaft. The two are independent yet can be linked through a bidirectional oil pump. This design transforms the gearbox from a mere transmission component into an energy hub: when the ship is sailing with the wind, excess diesel engine power automatically drives the motor to generate electricity via the output shaft; when drifting, the propeller's external force reverses to charge the motor. The principle lies in extending the traditional unidirectional transmission into a bidirectional energy cycle, eliminating the need for external auxiliary devices and directly achieving a closed-loop management of "power as charging" from the structural design. Compared to existing technologies, this solution significantly improves energy utilization and avoids energy interruptions during mode switching, ensuring continuous and efficient operation of the ship under complex conditions.

[0018] 2. Compact Structure and Optimized Rigidity: This invention employs a short transmission path design, with power directly transmitted from the input coupling to the input drive gear via an end-face key, and then driving the output shaft through a gear pair, significantly reducing intermediate transmission links and space occupation. Simultaneously, the gearbox components utilize a split structure and a ring of high-rigidity reinforcing ribs, enabling the gearbox to withstand high torque loads while reducing weight. This structural principle utilizes the concepts of force dispersion and local reinforcement, with the gearbox connection edges serving as the main load-bearing units, avoiding material redundancy inherent in traditional integral gearboxes. Furthermore, key components such as the ratchet disc and pressure disc in the output shaft clutch are integrated within a limited space, with engagement controlled by oil passages, further compressing the axial dimensions. Compared to the lengthy transmission chains and bulky gearboxes of existing gearboxes, this solution achieves miniaturization and lightweighting while maintaining strength, making it particularly suitable for high-end ships with limited space.

[0019] 3. Precise and Reliable Hydraulic Control System: This invention solves the problem of hydraulic interference in multiple modes through a dual-pump design and independent oil passages. The principle is as follows: When the diesel engine is working, the gearbox oil pump supplies hydraulic oil to the forward or reverse piston, pushing the friction plates to engage; when the electric motor is working, the bidirectional motor oil pump can adaptively rotate forward and reverse, ensuring stable oil pressure. This separate oil circuit structure avoids pressure fluctuations during mode switching caused by a single pump, thereby improving clutch response accuracy and lifespan. In generator mode, the output shaft oil passage precisely controls the disengagement of the ratchet disc to prevent mis-engagement; while in dual power input mode, the two oil pumps work together to supply oil, ensuring balanced friction plate clamping force. Compared to the control lag caused by existing technologies relying on a single hydraulic source, this solution achieves on-demand distribution of hydraulic energy in principle, enhancing the system's reliability under frequent switching. Attached Figure Description

[0020] Figure 1 This is a schematic overall view of the structure of a hybrid electric gearbox with multi-functional switching according to the present invention; Figure 2 This is a schematic diagram of the front structure of the gearbox in a hybrid electric gearbox with multi-functional switching according to the present invention. Figure 3 This is a schematic diagram of the gear transmission connection structure in a hybrid electric gearbox with multi-functional switching according to the present invention; Figure 4 This is a schematic diagram of the gearbox working in a hybrid electric-oil gearbox with multi-functional switching according to the present invention. Figure 5 This is a schematic diagram of the reverse operation of a hybrid electric-hybrid gearbox with multi-functional switching according to the present invention. Figure 6 This is a schematic diagram of the output shaft clutch in a hybrid electric gearbox with multi-functional switching according to the present invention; Figure 7This is a schematic diagram of the motor drive operation in a hybrid electric gearbox with multi-functional switching according to the present invention; Figure 8 This is a schematic diagram of the structure of the rat gear disk in a hybrid electric gearbox with multi-functional switching according to the present invention.

[0021] In the diagram: 1. Output shaft assembly; 2. Drive shaft assembly; 3. Input shaft assembly; 4. Input coupling; 5. Motor shaft assembly; 6. Motor oil pump assembly; 7. Housing assembly; 8. Motor; 9. Gearbox control valve; 10. Gearbox oil pump; 11. Gearbox cover; 12. Gearbox input coupling; 13. Input shaft; 14. Gearbox working oil passage; 15. Bearing A; 16. Carriage transmission gear; 17. Carriage piston; 18. First external friction plate; 9. First internal friction plate; 20. First pressure plate; 21. First wear plate; 22. Forward drive gear; 23. Forward return spring; 24. Bearing B; 25. Second wear plate; 26. Lubricating oil passage; 27. Oil distribution sleeve; 28. Output gear; 29. ​​Output shaft; 30. Output coupling; 31. Bearing C; 32. Output shaft oil passage; 33. Bearing D; 34. Bearing E; 35. Reverse transmission gear; 36. Reverse piston; 37. Second external friction plate 38. Second internal friction plate; 39. Second pressure plate; 40. Third bearing plate; 41. Bearing F; 42. Drive shaft; 43. Fourth bearing plate; 44. Reverse drive gear; 45. Reverse return spring; 46. Motor shaft; 47. Bearing G; 48. Motor oil pump; 49. Motor piston; 50. Third external friction plate; 51. Third internal friction plate; 52. Bearing H; 53. Oil pump gear; 54. Bearing M; 55. Motor drive gear; 56. 57. Right bearing grinding plate; 58. Bearing N; 59. Left bearing grinding plate; 60. Motor return spring; 61. Housing; 62. Raleigh gear A; 63. Raleigh gear B; 64. Raleigh gear C; 65. Raleigh gear D; 66. Positioning retaining ring; 67. Spring; 68. Sliding sleeve; 69. Bolt; 70. Spacer; 71. Pressure plate; 73. Motor working oil passage; 74. Motor clutch housing; 75. Generator gear; 76. Drive shaft working oil passage. Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] This invention provides a technical solution: a multi-functional switching hybrid gearbox, the core of which is to realize the coordinated work of diesel engine and electric motor through integrated structure, covering six functional modes: diesel engine alone drive, electric motor alone drive, dual power input, parking power generation, drift power generation and surplus power charging.

[0024] Please see Figures 1-2 As shown, the gearbox assembly consists of an output shaft assembly 1, a drive shaft assembly 2, an input shaft assembly 3, an input coupling 4, a motor shaft assembly 5, a motor oil pump assembly 6, a gearbox housing assembly 7, a motor 8, a gearbox control valve 9, and a gearbox oil pump 10. The gearbox housing assembly 7 is fixedly connected to the housing 61 by a cover 11 to enhance overall rigidity.

[0025] Please see Figure 3 As shown in the gearbox transmission diagram, the transmission gear pairs of the gearbox include meshing transmission gear pairs Z1 and Z2, forward gear pairs Z4 and Z5, reverse gear pairs Z3 and Z5, motor transmission gear pairs Z5 and Z6, and motor oil pump gear pairs Z6 and Z7.

[0026] Please see Figure 4As shown in the diagram, the gearbox is in operation as follows: The gearbox cover 11 is fixedly mounted on the gearbox housing 61, thus fixing the gearbox to the diesel engine. The gearbox input coupling 4 connects to the diesel engine flywheel to transmit the diesel engine's power. The gearbox is designed with a gearbox input coupling 12 for power transmission, which is fixedly mounted on the end of the input shaft 13. The gearbox drive gear 16 is fixedly mounted on the input shaft 13. The gearbox input shaft 13 is supported on the housing 61 by bearings A15 and B25. The input shaft 13 has a gearbox working oil passage 14. The gearbox drive gear 16, fixedly mounted on the input shaft 13, has internal splines that mesh with the first external friction plate 18 and a movable gearbox piston 17. The gearbox drive gear 22 is mounted on the input shaft 13 with clearance, allowing relative rotation. The external splines at the end of the gearbox drive gear 22 mesh with the first internal friction plate 19. The drive gear 16 also incorporates a first pressure plate 20 designed to withstand the pressure of the drive piston. When the gearbox control valve 9 is in drive mode, the gearbox working oil, via the gearbox working oil passage 14 in the gearbox input shaft 13, pushes the drive piston 17 to press against the first outer friction plate 18 and the first inner friction plate 19, causing the drive gear 22 to rotate. Since the drive gear meshes with the output gear 28 fixed on the output shaft 29, it drives the output shaft 29 to rotate. An output coupling 30 is fixedly mounted at the end of the output shaft 29, transmitting the diesel engine's power to the propeller, propelling the ship forward. When the drive gear meshes with the output gear 28 and transmits power, the axial force of the drive gear is borne by the first bearing plate 21 and the second bearing plate 25. When the gearbox control valve 9 reaches the stop position, the drive piston 17 retracts under the action of the drive return spring 23, disengaging the clutch friction plate and bringing the gearbox to a stop position.

[0027] Please see Figure 5 As shown in the diagram, the gearbox operates in reverse: When the gearbox input coupling 12 rotates, the forward drive gear 16, fixed to the input shaft 13, drives the reverse drive gear 35 to rotate. The reverse drive gear 35 is fixed to the drive shaft 42, which is supported by bearings E34 and F41 fixed to the housing 61. The reverse drive gear 35 has an internal spline that meshes with the second external friction plate 37. The second external friction plate 37 and the second internal friction plate 38, which meshes with the spline teeth on the end face of the reverse drive gear, form a clutch friction pair. When the gearbox control valve 9 is in the reverse position, the gearbox working oil presses the reverse piston 36 through the working oil passage 76 of the reverse drive shaft, driving the reverse drive gear 44. Because the reverse drive gear 44 meshes with the output gear 28 fixed to the output shaft 29, the power is transmitted to the propeller output through the output coupling 30 via the output shaft 29.

[0028] Please see Figure 7As shown in the diagram, the gearbox motor drive operates as follows: When the motor is working, a clutch housing 74 is fixedly mounted on the motor shaft 46. A movable motor piston 49 is designed inside the clutch housing 74, which also contains internal splines that mesh with the third external friction plate 50. The motor drive gear 55 is loosely fitted on the motor shaft 46, and its end has external splines that mesh with the third internal friction plate 51. The motor shaft 46 is supported on the housing 61 by bearings G47 and N58. The motor shaft 46 also has a working oil passage 73. A motor oil pump gear 56 is also fixedly mounted on the motor shaft 46. When the motor 8 is working, the motor oil pump gear 56 drives the oil pump gear 53 to rotate. The motor oil pump 48 operates when the motor 8 is working. The gearbox control valve 9 commands the motor to operate. At this time, the gearbox working oil enters the motor piston 49 through the oil passage 73 in the motor shaft, pressing the third outer friction plate 50 and the third inner friction plate 51, causing the motor drive gear 55 to rotate. Because the motor drive gear meshes with the output gear 28, the output gear 28 and the output shaft 29 rotate, and the diesel engine power is output through the output coupling 30. When the motor stops working, the motor oil pump 48 does not work. At this time, the motor piston 49 retracts under the action of the motor return spring 60, and the motor drive gear 55 does not work.

[0029] Please see Figure 6 As shown, the output shaft component 1 of the gearbox is designed with a specific clutch. See the output shaft clutch structure diagram. An output gear 28 is fixedly mounted on the output shaft 29, and a ratchet disc A62 is designed inside the output gear 28. A movable pressure plate 71 is also mounted on the output shaft 29. A ratchet disc B63 that meshes with the output gear 28 is designed on the back of the pressure plate 71. A spacer 70 and a ratchet disc D65 are mounted on the other end face of the pressure plate 71. The generator gear 75 is connected to the ratchet disc D65. A ratchet disc C64 is mounted on the sliding sleeve 68, and a spacer 70 is mounted on the sliding sleeve 68. When both the motor and the diesel engine stop working, the sliding sleeve 68 retracts under the action of the spring 67 until the ratchet disc A62 and ratchet disc B63 are engaged. At this time, ratchet disc A62 and ratchet disc B63 are engaged, and ratchet disc C64 and ratchet disc D65 are also engaged. See [reference needed]. Figure 8 As shown. When the output gear 28, fixed on the output shaft 29, rotates, it drives the motor gear 75, which in turn drives the motor oil pump gear 56. Since the motor oil pump gear 56 is fixed on the motor shaft 46, it causes the motor shaft 46 to rotate, thus generating electricity. When the motor is generating electricity, the motor oil pump is unloaded.

[0030] The following further explains the principle of this equipment from its operating mode: When the diesel engine is working, the input shaft 13 of the gearbox rotates. The forward drive gear 16 on the input shaft 13 drives the reverse drive gear 35 to rotate, causing the fixed drive shaft 42 to rotate, thus activating the gearbox oil pump 10 mounted at the end of the drive shaft 42. When there is working oil in the gearbox's hydraulic system, the pressure plate 71 moves through the output shaft oil passage 32, disengaging the ratchet disc A in the output gear 28 from the ratchet disc B63 on the pressure plate 71, and disengaging the ratchet disc D fixed to the pressure plate 71 via the spacer 70. When the output gear 28 rotates, the motor gear 75 does not rotate, and the motor does not generate electricity.

[0031] When motor 8 is working, the rotation of motor shaft 46 drives oil pump gear 53, causing motor oil pump 48 to rotate and perform its work. At this time, the hydraulic oil pumped by this oil pump enters the gearbox hydraulic system, and simultaneously, this hydraulic oil also enters the working oil chamber of the pressure plate through the output shaft oil passage 32, pushing the pressure plate 71 to move, causing the ratchet gears A and B, and C and D to disengage. This does not interfere with the meshing operation of the motor's drive gear 55 and the gearbox output gear 28.

[0032] The motor 8 operates by rotating via the motor shaft 46 and the motor clutch housing 74 fixed to the motor shaft 46. The motor clutch housing 74 houses a movable motor piston 49 on the shaft and a third outer friction plate 50 that meshes with the motor housing. A motor drive gear 55 is mounted on the motor shaft, and its end has a clutch seat that meshes with a third inner friction plate 51. The third inner friction plate 51 is mounted on the clutch seat at the end of the motor drive gear 55. When the gearbox control valve 9 commands the motor 8 to operate, the working oil in the gearbox hydraulic system flows through the working oil passage 73 on the motor shaft 46, pushing the motor piston 49 to move, pressing the third inner friction plate 51 and the third outer friction plate 50, causing the motor drive gear 55 to rotate, driving the gearbox output gear 28 to rotate, which in turn drives the propeller, propelling the ship forward.

[0033] When the ship needs to reverse, motor 8 reverses because motor oil pump 48 is designed to rotate in both directions.

[0034] When the diesel engine is running and propelling the ship forward, and there is a tailwind or current, the diesel engine has surplus power. In this case, the electric motor can be turned on to generate electricity and charge the battery. This saves fuel and reduces operating costs.

[0035] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A hybrid electric gearbox with multi-functional switching capability, characterized in that, It includes a housing component (7), an input shaft component (3), an output shaft component (1), a transmission shaft component (2), and a motor shaft component (5). The input shaft component (3) is connected to the diesel engine flywheel via an input coupling (4), the output shaft component (1) is connected to the propeller via an output coupling (30), and the motor shaft component (5) is connected to the motor (8). The gearbox also includes a gearbox control valve (9), a gearbox oil pump (10), and an electric motor oil pump assembly (6). The clutch is controlled by a hydraulic system to achieve the following function mode switching: (a) The diesel engine alone drives the vessel forward or backward; (b) The electric motor alone drives the vessel forward or backward; (c) Power is input from both the diesel engine and the electric motor; (d) A diesel engine can drive an electric motor to generate electricity; (e) When the diesel engine stops, the ship drifts and the propeller drives the motor to generate electricity. (f) Charge the electric motor when the diesel engine has spare power, such as in the mode of a hybrid electric vehicle.

2. The hybrid gearbox with multi-functional switching capability according to claim 1, characterized in that: The input shaft component (3) includes an input shaft (13), on which a traveling gear (16) is fixedly mounted. The traveling gear (16) is provided with a traveling piston (17), a first outer friction plate (18) and a first inner friction plate (19). The traveling piston (17) can press the friction plate through the gearbox working oil passage (14) to make the traveling drive gear (22) rotate. The traveling drive gear (22) meshes with the output gear (28) to drive the output shaft (29).

3. The hybrid gearbox with multi-functional switching as described in claim 1, characterized in that: The drive shaft component (2) includes a drive shaft (42), on which a reversing drive gear (35) is fixedly mounted. The reversing drive gear (35) is provided with a reversing piston (36), a second outer friction plate (37) and a second inner friction plate (38). The reversing piston (36) can press the friction plate through the drive shaft working oil passage (76) to make the reversing drive gear (44) rotate. The reversing drive gear (44) meshes with the output gear (28).

4. A hybrid electric gearbox with multi-functional switching capability according to claim 1, characterized in that: The motor shaft component (5) includes a motor shaft (46), on which a motor clutch housing (74) is fixedly mounted. The motor clutch housing (74) contains a motor piston (49), a third outer friction plate (50), and a third inner friction plate (51). The motor piston (49) can press the friction plate through the motor working oil passage (73) to make the motor drive gear (55) rotate. The motor drive gear (55) meshes with the output gear (28).

5. A hybrid electric gearbox with multi-functional switching capability according to claim 1, characterized in that: The output shaft component (1) includes an output shaft (29), on which an output gear (28) is fixedly mounted. The output gear (28) has a rat tooth disk A (62) inside and a pressure disk (71) is movably mounted. The pressure disk (71) has a rat tooth disk B (63) on it. The rat tooth disk is engaged or disengaged by the oil passage (32) of the output shaft to realize the power generation function.

6. A hybrid electric gearbox with multi-functional switching capability according to claim 5, characterized in that: The clamping plate (71) is also provided with a rat tooth plate D (65), and automatic reset is achieved through a sliding sleeve (68) and a spring (67). When hydraulic oil enters the output shaft oil passage (32), the rat tooth plate A (62) and the rat tooth plate B (63) are disengaged.

7. A hybrid electric gearbox with multi-functional switching capability according to claim 1, characterized in that: The motor oil pump component (6) is a bidirectional rotary oil pump, including a motor oil pump gear (56) and an oil pump gear (53), which supports the forward and reverse operation of the motor (8).

8. A hybrid electric gearbox with multi-functional switching according to claim 1, characterized in that: The box component (7) has a split structure, including a front half of the box and a box cover, with reinforcing ribs on the connecting edge to improve rigidity.

9. A hybrid gearbox with multi-functional switching capability according to claim 1, characterized in that: The gearbox includes meshing transmission gear pairs Z1 and Z2, forward gear pairs Z4 and Z5, reverse gear pairs Z3 and Z5, motor transmission gear pairs Z5 and Z6, and motor oil pump gear pairs Z6 and Z7.

10. A hybrid electric gearbox with multi-functional switching according to claim 1, characterized in that: The six functional modes are switched by the gearbox control valve (9), and the gearbox oil pump (10) works independently to provide hydraulic power.

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