Dual-motor hybrid transmission system and vehicle

Abstract

The utility model provides a dual-motor hybrid transmission system and a vehicle. The transmission system comprises a first input shaft, a second input shaft, a third input shaft, a first intermediate shaft, a second intermediate shaft, an output shaft and a plurality of gear pairs connected among the shafts, the first input shaft can be associated with the second input shaft or the third input shaft through a first gear shifting mechanism K1; the first intermediate shaft can be associated with the first input shaft at different transmission ratios through the first gear shifting mechanism K1 and the second gear shifting mechanism K2; the output shaft can be associated with the first intermediate shaft at different transmission ratios through a fourth gear shifting mechanism K4; the second intermediate shaft is associated with the first input shaft, and the output shaft can be selectively associated with the first input shaft or the second intermediate shaft through a third gear shifting mechanism K3. Thus, multiple driving modes such as parallel hybrid power, series hybrid power and pure electricity can be achieved, gear shifting without power interruption can be achieved, and the smoothness of gear shifting and the safety of the whole vehicle in the gear shifting process are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a dual-motor hybrid transmission system and a vehicle. Background Art

[0002] In view of the increasingly strict requirements for energy conservation and environmental protection, the powertrains of heavy-duty trucks are gradually developing towards new energy technologies such as pure electric and hybrid. Limited by battery technology, initial costs, and energy replenishment conditions, for long-distance heavy-duty trucks, the fuel-electric hybrid technology may become the optimal solution for a long time in the future. Currently, major vehicle manufacturers or transmission manufacturers are gradually introducing hybrid powertrains of different configurations.

[0003] However, in the current dual-motor hybrid configurations, there are problems such as few driving modes and power interruption during gear shifting. During gear shifting, the slip friction loading control of the clutch is required, resulting in poor shifting smoothness and affecting the service life of the clutch. In addition, for heavy commercial vehicles, the power interruption during gear shifting will lead to the risk of vehicle rollback, affecting the safety of the whole vehicle.

[0004] Therefore, how to improve the shifting smoothness and the safety of the whole vehicle during gear shifting is an important issue that needs to be solved urgently at present. Summary of the Utility Model

[0005] The utility model provides a dual-motor hybrid transmission system and a vehicle, which are used to solve the problems of poor shifting smoothness and difficult guarantee of the safety of the whole vehicle during gear shifting in the prior art, and have the advantages of better shifting smoothness and higher safety of the whole vehicle during gear shifting.

[0006] The utility model provides a dual-motor hybrid transmission system, including:

[0007] A first input shaft, a second input shaft, a third input shaft, a first intermediate shaft, a second intermediate shaft, an output shaft, and a plurality of gear pairs connected between the shafts;

[0008] The first input shaft is suitable for connecting to an internal combustion engine (ICE), the second input shaft is suitable for connecting to a first motor (MG1), and the third input shaft is suitable for connecting to a second motor (MG2);

[0009] The first input shaft can be associated with the second input shaft or the third input shaft through a first shifting mechanism (K1);

[0010] The first intermediate shaft can be associated with the first input shaft with different transmission ratios through the first shifting mechanism (K1) and a second shifting mechanism (K2); the output shaft can be associated with the first intermediate shaft with different transmission ratios through a fourth shifting mechanism (K4);

[0011] The second intermediate shaft is associated with the first input shaft, and the output shaft can be selectively associated with the first input shaft or the second intermediate shaft through a third shifting mechanism K3.

[0012] According to a dual-motor hybrid transmission system provided by the present invention, the gear pair includes a first gear pair, and the first gear pair includes a first gear A and a first gear B;

[0013] The first gear A is connected to the first input shaft, and the first gear B is connected to the second input shaft.

[0014] According to a dual-motor hybrid transmission system provided by the present invention, the gear pair includes a second gear pair, and the second gear pair includes a second gear A and a second gear B;

[0015] The second gear A is sleeved on the first input shaft, the second gear B is connected to the third input shaft, and the first input shaft and the second gear A can be combined through the first shifting mechanism K1.

[0016] According to a dual-motor hybrid transmission system provided by the present invention, the gear pair includes a third gear pair, and the third gear pair includes a third gear A and a third gear B;

[0017] The third gear A is sleeved on the first input shaft, the third gear B is connected to the first intermediate shaft, and the first input shaft and the third gear A can be combined through the first shifting mechanism K1.

[0018] According to a dual-motor hybrid transmission system provided by the present invention, the third gear A and the second gear A are coaxially connected through a driven shaft, and the driven shaft is sleeved on the first input shaft.

[0019] According to a dual-motor hybrid transmission system provided by the present invention, the gear pair further includes a fourth gear pair, a fifth gear pair and a sixth gear pair which are arranged at intervals;

[0020] One of the gears in the fourth gear pair, the fifth gear pair and the sixth gear pair is connected to the first intermediate shaft, and the other gear is sleeved on the first input shaft. The first shifting mechanism K1 is slidably arranged between the third gear pair and the fourth gear pair, and the second shifting mechanism K2 is slidably arranged between the fifth gear pair and the sixth gear pair.

[0021] According to a dual-motor hybrid transmission system provided by the present invention, the gear pair further includes a seventh gear pair and an eighth gear pair. One of the gears in the seventh gear pair and the eighth gear pair is connected to the first intermediate shaft, and the other gear is sleeved on the output shaft. The fourth shifting mechanism K4 is slidably arranged between the seventh gear pair and the eighth gear pair.

[0022] A dual - motor hybrid drive system provided by the present utility model, the gear pair further includes a ninth gear pair and a tenth gear pair; the two gears in the ninth gear pair are respectively connected to the first input shaft and the second intermediate shaft, one of the two gears in the tenth gear pair is connected to the second intermediate shaft, and the other is sleeved on the output shaft in an idle manner, and the output shaft can be selectively combined with the first input shaft and the tenth gear pair through the third shifting mechanism K3.

[0023] A dual - motor hybrid drive system provided by the present utility model, the second intermediate shaft is coaxially arranged with the first intermediate shaft and is sleeved on the first intermediate shaft in an idle manner.

[0024] The present utility model further provides a vehicle, including an internal combustion engine ICE, a first motor MG1, a second motor MG2, and the dual - motor hybrid drive system according to any one of the above.

[0025] The internal combustion engine ICE is connected to the first input shaft through a clutch; the first motor MG1 is connected to the second input shaft; the second motor MG2 is connected to the third input shaft.

[0026] For the dual - motor hybrid drive system and the vehicle provided by the present utility model, the internal combustion engine ICE, the first motor MG1, and the second motor MG2 can provide different power sources, and different power sources can achieve independent transmission path output or shared transmission path through the shifting mechanism. In this way, multiple driving modes such as parallel hybrid, series hybrid, and pure electric can be realized. When shifting gears, one power source enters the independent driving gear to provide power compensation, and the other power source unloads and shifts gears, so as to achieve gear shifting without power interruption, improving the smoothness of gear shifting and the safety of the whole vehicle during the gear - shifting process. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the present utility model or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present utility model. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0028] Figure 1 is a schematic structural diagram of a dual - motor hybrid drive system provided by an embodiment of the present utility model.

[0029] Figure 2 is a schematic structural diagram of a dual - motor hybrid drive system provided by another embodiment of the present utility model.

[0030] Reference numerals:

[0031] ICE, engine; MG1, first motor; MG2, second motor; K1, first shifting mechanism; K2, second shifting mechanism; K3, third shifting mechanism; K4, fourth shifting mechanism; CL, clutch; 10, first input shaft; 11, second input shaft; 12, third input shaft; 13, first intermediate shaft; 14, second intermediate shaft; 15, output shaft; 16, drive shaft; 20, first gear A; 21, first gear B; 22, second gear A; 23, second gear B; 24, third gear A; 25, third gear B; 26, fourth gear A; 27, fourth gear B; 28, fifth gear A; 29, fifth gear B; 30, sixth gear A; 31, sixth gear B; 32, seventh gear A; 33, seventh gear B; 34, eighth gear A; 35, eighth gear B; 36, ninth gear A; 37, ninth gear B; 38, tenth gear A; 39, tenth gear B. Detailed implementation manners

[0032] To make the objectives, technical solutions and advantages of the present utility model clearer, the technical solutions in the present utility model will be clearly and completely described below in conjunction with the accompanying drawings in the present utility model. Apparently, the described embodiments are some but not all of the embodiments of the present utility model. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present utility model without making creative efforts shall fall within the protection scope of the present utility model.

[0033] To facilitate the understanding of the dual-motor hybrid transmission system and vehicle provided by the present utility model, its application background will be introduced first. With the increasingly severe energy and environmental problems, commercial vehicles such as heavy trucks are gradually developing towards new energy technologies such as pure electric and hybrid electric, and major vehicle manufacturers or transmission manufacturers are gradually introducing hybrid assemblies of different configurations.

[0034] However, in the current hybrid configurations, there are problems such as few driving modes and power interruption during shifting. During shifting, the slip friction loading control of the clutch is required, the shifting smoothness is poor, and the service life of the clutch is affected. In addition, for heavy-duty commercial vehicles, the power interruption during the shifting process will lead to the risk of vehicle rollback, affecting the safety of the whole vehicle.

[0035] Therefore, how to improve the shifting smoothness and the safety of the whole vehicle during the shifting process is an important issue that needs to be solved urgently at present.

[0036] In view of the above problems, the present utility model provides a dual-motor hybrid transmission system and vehicle, which has the advantages of better shifting smoothness and higher safety of the whole vehicle during the shifting process.

[0037] The following in conjunction with Figure 1 - Figure 2Describe a dual-motor hybrid drive system and a vehicle of the present utility model.

[0038] Refer to Figure 1 , a dual-motor hybrid drive system, comprising a first input shaft 10, a second input shaft 11, a third input shaft 12, a first intermediate shaft 13, a second intermediate shaft 14, an output shaft 15, and a plurality of gear pairs connected between the shafts; wherein, the first input shaft 10 is adapted to be connected to an internal combustion engine ICE, the second input shaft 11 is adapted to be connected to a first motor MG1; the third input shaft 12 is adapted to be connected to a second motor MG2; the first input shaft 10 can be associated with the second input shaft 11 or the third input shaft 12 through a first shifting mechanism K1; the first intermediate shaft 13 can be associated with the first input shaft 10 at different transmission ratios through the first shifting mechanism K1 and a second shifting mechanism K2; the output shaft 15 can be associated with the first intermediate shaft 13 at different transmission ratios through a fourth shifting mechanism K4; the second intermediate shaft 14 is associated with the first input shaft 10, and the output shaft 15 can be selectively associated with the first input shaft 10 or the second intermediate shaft 14 through a third shifting mechanism K3.

[0039] In practical applications, the power of the vehicle has multiple sources and transmission paths. Specifically, the power can be provided by the internal combustion engine ICE. The power provided by the internal combustion engine ICE can be directly transmitted from the first input shaft 10 to the output shaft 15, or transmitted from the first input shaft 10 to the output shaft 15 through the first intermediate shaft 13 at different transmission ratios, or transmitted from the first input shaft 10 through the second intermediate shaft 14 to the output shaft 15; the power can also be provided by the first motor MG1. The power provided by the first motor MG1 can be directly transmitted from the first input shaft 10 to the output shaft 15, or transmitted from the first input shaft 10 and the first intermediate shaft 13 to the output shaft 15 at different transmission ratios, or transmitted from the first input shaft 10 and the second intermediate shaft 14 to the output shaft 15; the power can also be provided by the second motor MG2. The power provided by the second motor MG2 can be directly transmitted from the first input shaft 10 to the output shaft 15, or transmitted from the first input shaft 10 and the first intermediate shaft 13 to the output shaft 15 at different transmission ratios, or transmitted from the first input shaft 10 and the second intermediate shaft 14 to the output shaft 15.

[0040] The internal combustion engine ICE, the first motor MG1 and the second motor MG2 can provide different power sources, and different power sources can achieve independent transmission path output or shared transmission path through the shifting mechanism. Thus, various driving modes such as parallel hybrid, series hybrid, pure electric, etc. can be achieved. When shifting is required, one power source enters an independent driving gear to provide power compensation, and the other power source unloads and shifts gears, thereby achieving shift without power interruption, improving the smoothness of shifting and the safety of the whole vehicle during the shifting process.

[0041] In one embodiment of the present utility model, the shafting and each mechanism in the dual-motor hybrid drive system are supported by a housing to form an integral body. The first input shaft 10, the second input shaft 11, and the third input shaft 12 are arranged in parallel, and the second input shaft 11 and the third input shaft 12 are arranged circumferentially along the first input shaft 10. The first intermediate shaft 13 is arranged in parallel with the first input shaft 10 and at least two groups are arranged circumferentially along the first input shaft 10. Specifically, two groups of the first intermediate shafts 13 are provided, and the two groups of the first intermediate shafts 13 are respectively located on both sides of the first input shaft 10 in the radial direction. Two groups of the second intermediate shafts 14 are provided corresponding to the first intermediate shafts 13. The second intermediate shafts 14 are arranged in parallel with the first intermediate shafts 13, and the first intermediate shafts 13 are located between the second intermediate shafts 14 and the first input shaft 10. The output shaft 15 is arranged coaxially with the first input shaft 10 and is used to provide power output.

[0042] The gear pairs include a first gear pair, a second gear pair, a third gear pair, a fourth gear pair, a fifth gear pair, a sixth gear pair, a seventh gear pair, an eighth gear pair, a ninth gear pair, and a tenth gear pair.

[0043] Among them, the first gear pair includes a meshing first gear A20 and a first gear B21. The first gear A20 is coaxially and fixedly connected to the first input shaft 10, and the first gear B21 is coaxially and fixedly connected to the second input shaft 11, thereby realizing the transmission between the first input shaft 10 and the second input shaft 11.

[0044] The second gear pair includes a meshing second gear A22 and a second gear B23. Among them, the second gear A22 is sleeved on the first input shaft 10, and the second gear B23 is coaxially and fixedly connected to the third input shaft 12. The first input shaft 10 and the second gear A22 can be combined through the first shifting mechanism K1, thereby realizing the transmission between the third input shaft 12 and the first input shaft 10.

[0045] The third gear pair includes a meshing third gear A24 and a third gear B25. Among them, the third gear A24 is sleeved on the first input shaft 10, and the third gear B25 is coaxially and fixedly connected to the first intermediate shaft 13. The first input shaft 10 and the third gear A24 can be combined through the first shifting mechanism K1, and the transmission between the first input shaft 10 and the first intermediate shaft 13 can be realized through the first shifting mechanism K1.

[0046] Specifically, the second gear A22 and the third gear A24 are coaxially connected by a transmission shaft 16. The transmission shaft 16 is sleeved on the first input shaft 10. Through the transmission shaft 16, the connection between the second gear A22 and the third gear A24 can be realized. Through the second gear pair and the third gear pair, the transmission between the second input shaft 11 and the first intermediate shaft 13 can be realized. The first shifting mechanism K1 can realize the engagement between the third gear A24 and the first input shaft 10, thereby realizing the transmission between the second input shaft 11 and the first input shaft 10.

[0047] The fourth gear pair, the fifth gear pair and the sixth gear pair are arranged at intervals. One of the gears in the fourth gear pair, the fifth gear pair and the sixth gear pair is connected to the first intermediate shaft 13, and the other gear is sleeved on the first input shaft 10. The first shifting mechanism K1 is slidably arranged between the third gear pair and the fourth gear pair, and the second shifting mechanism K2 is slidably arranged between the fifth gear pair and the sixth gear pair.

[0048] Specifically, the fourth gear pair includes a fourth gear A26 and a fourth gear B27; the fourth gear A26 is sleeved on the first input shaft 10, the fourth gear B27 is coaxially and fixedly connected to the first intermediate shaft 13, and the first shifting mechanism K1 is slidably arranged between the third gear A24 and the fourth gear A26. The first shifting mechanism K1 can selectively combine the third gear A24 and the fourth gear A26 with the first input shaft 10, so that the first input shaft 10 and the first intermediate shaft 13 are combined with different transmission ratios.

[0049] Specifically, the fifth gear pair includes a fifth gear A28 and a fifth gear B29; the fifth gear A28 is sleeved on the first input shaft 10, the fifth gear B29 is coaxially and fixedly connected to the first intermediate shaft 13, and the fifth gear B29 and the intermediate shaft can be combined through the second shifting mechanism K2, so that the first input shaft 10 and the first intermediate shaft 13 are combined with a preset transmission ratio.

[0050] Specifically, the sixth gear pair includes a sixth gear A30 and a sixth gear B31; the sixth gear A30 is sleeved on the first input shaft 10, the sixth gear B31 is coaxially and fixedly connected to the first intermediate shaft 13, and the second shifting mechanism K2 is slidably arranged between the fifth gear A28 and the sixth gear A30. The second shifting mechanism K2 can selectively combine the fifth gear A28 and the sixth gear A30 with the first input shaft 10, so that the first input shaft 10 and the first intermediate shaft 13 are combined with different transmission ratios.

[0051] Through the first shifting mechanism K1 and the second shifting mechanism K2, the power of the first input shaft 10, the second input shaft 11 and the third input shaft 12 can be transmitted to the first intermediate shaft 13 with a preset transmission ratio.

[0052] In one embodiment of the present utility model, the gear pair further includes a seventh gear pair and an eighth gear pair. One gear in the seventh gear pair and the eighth gear pair is connected to the first intermediate shaft 13, and the other gear is sleeved on the output shaft 15. The fourth shifting mechanism K4 is slidably disposed between the seventh gear pair and the eighth gear pair to couple the output shaft 15 and the second intermediate shaft 14 at a set transmission ratio.

[0053] Specifically, the seventh gear pair includes a seventh gear A32 and a seventh gear B33. The seventh gear A32 is sleeved on the first input shaft 10, and the seventh gear B33 is fixedly connected to the first intermediate shaft 13 coaxially. The eighth gear pair includes an eighth gear A34 and an eighth gear B35. The eighth gear A34 is sleeved on the first input shaft 10, and the eighth gear B35 is fixedly connected to the first intermediate shaft 13 coaxially. The fourth shifting mechanism K4 is slidably disposed between the seventh gear A32 and the eighth gear A34. The fourth shifting mechanism K4 can selectively couple the seventh gear A32 and the eighth gear A34 to the output shaft 15, so that the output shaft 15 and the first intermediate shaft 13 are coupled at a preset transmission ratio.

[0054] In the above technical solution, through the first shifting mechanism K1 and the second shifting mechanism K2, the power of the first input shaft 10, the second input shaft 11, and the third input shaft 12 can be transmitted to the first intermediate shaft 13 at a preset transmission ratio. Through the fourth shifting mechanism K4, the power of the first intermediate shaft 13 can be transmitted to the output shaft 15 at a preset transmission ratio, realizing power output at multiple gears.

[0055] In one embodiment of the present utility model, the gear pair further includes a ninth gear pair and a tenth gear pair. Two gears in the ninth gear pair are respectively connected to the first input shaft 10 and the second intermediate shaft 14 to realize the transmission between the first input shaft 10 and the second intermediate shaft 14. One of the two gears in the tenth gear pair is connected to the second intermediate shaft 14, and the other is sleeved on the output shaft 15. The third shifting mechanism K3 is slidably disposed between the end of the first input shaft 10 and the tenth gear pair to selectively associate the output shaft 15 with the first input shaft 10 or the tenth gear pair.

[0056] Specifically, the ninth gear pair includes a ninth gear A36 and a ninth gear B37; the ninth gear A36 is coaxially and fixedly connected to the first input shaft 10, and the ninth gear B37 is coaxially and fixedly connected to the second intermediate shaft 14. The transmission between the first input shaft 10 and the second intermediate shaft 14 is realized through the ninth gear pair; the tenth gear pair includes a tenth gear A38 and a tenth gear B39; the tenth gear A38 is coaxially and fixedly connected to the first input shaft 10, the tenth gear B39 is sleeved on the output shaft 15, and the third shifting mechanism K3 is slidably arranged between the end of the first input shaft 10 and the tenth gear B39 to selectively combine the output shaft 15 with the first input shaft 10 or the tenth gear B39.

[0057] After the output shaft 15 is combined with the first input shaft 10 through the third shifting mechanism K3, the power of the first input shaft 10, the second input shaft 11, and the third input shaft 12 can be directly transmitted to the output shaft 15 for output; after the output shaft 15 is combined with the tenth gear B39, the power of the first input shaft 10, the second input shaft 11, and the third input shaft 12 can be transmitted to the second intermediate shaft 14 at a preset transmission ratio, and then transmitted to the output shaft 15 for output through the second intermediate shaft 14 at a preset transmission ratio.

[0058] The second intermediate shaft 14 can be arranged parallel to the first intermediate shaft 13. However, it can be understood that the arrangement of the second intermediate shaft 14 is not limited to the above-mentioned manner. In another embodiment of the present invention, referring to Figure 2 , the second intermediate shaft 14 is a hollow shaft, and it is sleeved outside the second intermediate shaft 14. In this way, the radial dimension of the dual-motor hybrid transmission system can be reduced, the structure can be made more compact, and the width dimension of the housing can be designed smaller.

[0059] Adopting the above technical solution, the engine ICE can realize the power transmission of ten gears, specifically as follows.

[0060] Engine ICE first gear: First input shaft 10 → First shifting mechanism K1 (left closed) → Third gear A24 → Third gear B25 → First intermediate shaft 13 → Eighth gear B35 → Eighth gear A34 → Fourth shifting mechanism K4 (right closed) → Output shaft 15.

[0061] Engine ICE second gear: First input shaft 10 → First shifting mechanism K1 (right closed) → Fourth gear A26 → Fourth gear B27 → First intermediate shaft 13 → Eighth gear B35 → Eighth gear A34 → Fourth shifting mechanism K4 (right closed) → Output shaft 15.

[0062] Engine ICE Third Gear: First Input Shaft 10 → Second Shifting Mechanism K2 (left closed) → Fifth Gear A28 → Fifth Gear B29 → First Intermediate Shaft 13 → Eighth Gear B35 → Eighth Gear A34 → Fourth Shifting Mechanism K4 (right closed) → Output Shaft 15.

[0063] Engine ICE Fourth Gear: First Input Shaft 10 → Second Shifting Mechanism K2 (right closed) → Sixth Gear A30 → Sixth Gear B31 → First Intermediate Shaft 13 → Eighth Gear B35 → Eighth Gear A34 → Fourth Shifting Mechanism K4 (right closed) → Output Shaft 15.

[0064] Engine ICE Fifth Gear: First Input Shaft 10 → Ninth Gear A36 → Ninth Gear B37 → Second Intermediate Shaft 14 → Tenth Gear B39 → Tenth Gear A38 → Third Shifting Device (right closed) → Output Shaft 15.

[0065] Engine ICE Sixth Gear: First Input Shaft 10 → First Shifting Mechanism K1 (left closed) → Third Gear A24 → Third Gear B25 → First Intermediate Shaft 13 → Seventh Gear B33 → Seventh Gear A32 → Fourth Shifting Mechanism K4 (left closed) → Output Shaft 15.

[0066] Engine ICE Seventh Gear: First Input Shaft 10 → First Shifting Mechanism K1 (right closed) → Fourth Gear A26 → Fourth Gear B27 → First Intermediate Shaft 13 → Seventh Gear B33 → Seventh Gear A32 → Fourth Shifting Mechanism K4 (left closed) → Output Shaft 15.

[0067] Engine ICE Eighth Gear: First Input Shaft 10 → Second Shifting Mechanism K2 (left closed) → Fifth Gear A28 → Fifth Gear B29 → First Intermediate Shaft 13 → Seventh Gear B33 → Seventh Gear A32 → Fourth Shifting Mechanism K4 (left closed) → Output Shaft 15.

[0068] Engine ICE Ninth Gear: First Input Shaft 10 → Second Shifting Mechanism K2 (right closed) → Sixth Gear A30 → Sixth Gear B31 → First Intermediate Shaft 13 → Seventh Gear B33 → Seventh Gear A32 → Fourth Shifting Mechanism K4 (left closed) → Output Shaft 15.

[0069] Engine ICE Tenth Gear: First Input Shaft 10 → Third Shifting Mechanism K3 (left closed) → Output Shaft 15.

[0070] By adopting the above technical solutions, the first motor MG1 can achieve power transmission in ten gears, specifically as follows.

[0071] First motor MG1, first gear: Second input shaft 11 → First gear B21 → First gear A20 → First input shaft 10 → First shifting mechanism K1 (left closed) → Third gear A24 → Third gear B25 → First intermediate shaft 13 → Eighth gear B35 → Eighth gear A34 → Fourth shifting mechanism K4 (right closed) → Output shaft 15.

[0072] First motor MG1, second gear: Second input shaft 11 → First gear B21 → First gear A20 → First input shaft 10 → First shifting mechanism K1 (right closed) → Fourth gear A26 → Fourth gear B27 → First intermediate shaft 13 → Eighth gear B35 → Eighth gear A34 → Fourth shifting mechanism K4 (right closed) → Output shaft 15.

[0073] First motor MG1, third gear: Second input shaft 11 → First gear B21 → First gear A20 → First input shaft 10 → Second shifting mechanism K2 (left closed) → Fifth gear A28 → Fifth gear B29 → First intermediate shaft 13 → Eighth gear B35 → Eighth gear A34 → Fourth shifting mechanism K4 (right closed) → Output shaft 15.

[0074] First motor MG1, fourth gear: Second input shaft 11 → First gear B21 → First gear A20 → First input shaft 10 → Second shifting mechanism K2 (right closed) → Sixth gear A30 → Sixth gear B31 → First intermediate shaft 13 → Eighth gear B35 → Eighth gear A34 → Fourth shifting mechanism K4 (right closed) → Output shaft 15.

[0075] First motor MG1, fifth gear: Second input shaft 11 → First gear B21 → First gear A20 → First input shaft 10 → Ninth gear A36 → Ninth gear B37 → Second intermediate shaft 14 → Tenth gear B39 → Tenth gear A38 → Third shifting device (right closed) → Output shaft 15.

[0076] First motor MG1, sixth gear: Second input shaft 11 → First gear B21 → First gear A20 → First input shaft 10 → First shifting mechanism K1 (left closed) → Third gear A24 → Third gear B25 → First intermediate shaft 13 → Seventh gear B33 → Seventh gear A32 → Fourth shifting mechanism K4 (left closed) → Output shaft 15.

[0077] First motor MG1, seventh gear: Second input shaft 11 → First gear B21 → First gear A20 → First input shaft 10 → First shifting mechanism K1 (right closed) → Fourth gear A26 → Fourth gear B27 → First intermediate shaft 13 → Seventh gear B33 → Seventh gear A32 → Fourth shifting mechanism K4 (left closed) → Output shaft 15.

[0078] First motor MG1, eighth gear: Second input shaft 11 → First gear B21 → First gear A20 → First input shaft 10 → Second shifting mechanism K2 (left closed) → Fifth gear A28 → Fifth gear B29 → First intermediate shaft 13 → Seventh gear B33 → Seventh gear A32 → Fourth shifting mechanism K4 (left closed) → Output shaft 15.

[0079] First motor MG1, ninth gear: Second input shaft 11 → First gear B21 → First gear A20 → First input shaft 10 → Second shifting mechanism K2 (right closed) → Sixth gear A30 → Sixth gear B31 → First intermediate shaft 13 → Seventh gear B33 → Seventh gear A32 → Fourth shifting mechanism K4 (left closed) → Output shaft 15.

[0080] First motor MG1, tenth gear: Second input shaft 11 → First gear B21 → First gear A20 → First input shaft 10 → Third shifting mechanism K3 (left closed) → Output shaft 15.

[0081] By adopting the above technical solutions, the second motor MG2 can achieve power transmission in ten gears, specifically as follows.

[0082] Second motor MG2, first gear: Third input shaft 12 → Second gear B23 → Second gear A22 → Transmission shaft 16 → Third gear A24 → Third gear B25 → First intermediate shaft 13 → Eighth gear B35 → Eighth gear A34 → Fourth shifting mechanism K4 (right closed) → Output shaft 15.

[0083] Second motor MG2, second gear: Third input shaft 12 → Second gear B23 → Second gear A22 → Transmission shaft 16 → Third gear A24 → Third gear B25 → First intermediate shaft 13 → Seventh gear B33 → Seventh gear A32 → Fourth shifting mechanism K4 (left closed) → Output shaft 15.

[0084] Second motor MG2, third gear: Third input shaft 12 → Second gear B23 → Second gear A22 → Transmission shaft 16 → Third gear A24 → First shifting mechanism K1 (left closed) → First input shaft 10 → Third shifting mechanism K3 (left closed) → Output shaft 15.

[0085] Second motor MG2, fourth gear: Third input shaft 12 → Second gear B23 → Second gear A22 → Transmission shaft 16 → Third gear A24 → Third gear B25 → First intermediate shaft 13 → Fourth gear B27 → Fourth gear A26 → First shifting mechanism K1 (right closed) → First input shaft 10 → Third shifting mechanism K3 (left closed) → Output shaft 15.

[0086] Second motor MG2, fifth gear: Third input shaft 12 → Second gear B23 → Second gear A22 → Transmission shaft 16 → Third gear A24 → Third gear B25 → First intermediate shaft 13 → Fifth gear B29 → Fifth gear A28 → Second shifting mechanism K2 (left closed) → First input shaft 10 → Third shifting mechanism K3 (left closed) → Output shaft 15.

[0087] Second motor MG2, sixth gear: Third input shaft 12 → Second gear B23 → Second gear A22 → Transmission shaft 16 → Third gear A24 → Third gear B25 → First intermediate shaft 13 → Sixth gear B31 → Sixth gear A30 → Second shifting mechanism K2 (right closed) → First input shaft 10 → Third shifting mechanism K3 (left closed) → Output shaft 15.

[0088] Second motor MG2, seventh gear: Third input shaft 12 → Second gear B23 → Second gear A22 → Transmission shaft 16 → Third gear A24 → First shifting mechanism K1 (left closed) → First input shaft 10 → Ninth gear A36 → Ninth gear B37 → Second intermediate shaft 14 → Tenth gear B39 → Tenth gear A38 → Third shifting mechanism K3 (right closed) → Output shaft 15.

[0089] Second motor MG2, eighth gear: Third input shaft 12 → Second gear B23 → Second gear A22 → Transmission shaft 16 → Third gear A24 → Third gear B25 → First intermediate shaft 13 → Fourth gear B27 → Fourth gear A26 → First shifting mechanism K1 (right closed) → First input shaft 10 → Ninth gear A36 → Ninth gear B37 → Second intermediate shaft 14 → Tenth gear B39 → Tenth gear A38 → Third shifting mechanism K3 (right closed) → Output shaft 15.

[0090] Second motor MG2, ninth gear: Third input shaft 12 → Second gear B23 → Second gear A22 → Transmission shaft 16 → Third gear A24 → Third gear B25 → First intermediate shaft 13 → Fifth gear B29 → Fifth gear A28 → Second shifting mechanism K2 (left closed) → First input shaft 10 → Ninth gear A36 → Ninth gear B37 → Second intermediate shaft 14 → Tenth gear B39 → Tenth gear A38 → Third shifting mechanism K3 (right closed) → Output shaft 15.

[0091] Second motor MG2, tenth gear: Third input shaft 12 → Second gear B23 → Second gear A22 → Transmission shaft 16 → Third gear A24 → Third gear B25 → First intermediate shaft 13 → Sixth gear B31 → Sixth gear A30 → Second shifting mechanism K2 (right closed) → First input shaft 10 → Ninth gear A36 → Ninth gear B37 → Second intermediate shaft 14 → Tenth gear B39 → Tenth gear A38 → Third shifting mechanism K3 (right closed) → Output shaft 15.

[0092] By adopting the above technical solution, it is also possible to charge the vehicle battery through the engine ICE, as follows.

[0093] Single-motor charging: The first input shaft 10 → the first gear A20 → the first gear B21 → the second input shaft 11 → the first motor MG1.

[0094] Dual-motor charging: The first input shaft 10 → the first gear A20 → the first gear B21 → the second input shaft 11 → the first motor MG1.

[0095] The first input shaft 10 → the first shift mechanism K1 (left closed) → the third gear A24 → the drive shaft 16 → the second gear A22 → the second gear B23 → the third input shaft 12 → the second motor MG2.

[0096] In the parallel hybrid mode, the engine ICE and the first motor MG1 are in parallel drive in the above ten gears, and the second motor MG2 can be in parallel drive together in eight gears of the first, second, third, fourth, sixth, seventh, eighth, and ninth gears; when the engine ICE and the first motor MG1 are in parallel drive in the fifth and tenth gears, the second motor MG2 can be shifted out of gear and stopped to improve the transmission efficiency; the second motor MG2 can provide power compensation during shifting for the engine ICE and the first motor MG1, so as to achieve shift without power interruption of the engine ICE.

[0097] In the pure electric drive mode, the engine ICE stops, and the first motor MG1 and the second motor MG2 each have ten drive gears. The first motor MG1 and the second motor MG2 can be in parallel drive together in eight gears of the first, second, third, fourth, sixth, seventh, eighth, and ninth gears; in the pure electric drive mode, the first motor MG1 and the second motor MG2 provide power compensation for each other during shifting, so as to achieve shift without power interruption.

[0098] It should be noted here that since there is no reverse gear setting for the engine ICE, the reverse gear function can be realized by the second motor MG2 or dual-motor drive.

[0099] In the case of frequent start and stop of the vehicle and insufficient power of the on-vehicle power battery, the series hybrid mode has a high fuel saving rate. In the series hybrid mode, the engine ICE participates in driving, the first motor MG1 generates electricity, and the second motor MG2 drives the vehicle. The engine ICE and the first motor MG1 generate electricity in series to charge the power battery, or part of the electric energy is directly provided to the controller of the second motor MG2 to directly drive the wheels. The second motor MG2 can be independently driven in the first and second gears.

[0100] When a gear shift is required, at the initial stage of gear shifting, the engine ICE and the first motor MG1 provide drive. During the gear shift preparation stage, the second motor MG2 switches to the independent drive mode to provide power compensation, and the engine ICE and the first motor MG1 start to unload. After the engine ICE unloads, the clutch CL opens, and the corresponding gear shift mechanism is controlled to enter the neutral state; then the clutch CL closes smoothly, and the first motor MG1 drives to adjust the engine ICE speed to make it close to the synchronous speed required for the next gear. Then the clutch CL is opened and the first motor MG1 is unloaded, and the corresponding gear shift mechanism is controlled to make the first motor MG1 enter the set gear first, and then the clutch CL is controlled to smoothly engage with the engine ICE. After the engine ICE enters the gear, it loads and drives, thus completing the smooth control process of gear shifting.

[0101] The shift synchronization control of the first motor MG1 can shorten the gear shift time of the engine ICE. The second generator can provide power compensation during gear shifting, and basically no slip friction loading control of the clutch CL is required during gear shifting. This can greatly improve the service life of the clutch CL, and achieve a gear shift without power interruption, improving the smoothness of gear shifting and the safety of the whole vehicle during gear shifting.

[0102] It can be understood that each gear pair in the dual-motor hybrid transmission system includes, but is not limited to, the positions and arrangements listed above.

[0103] It can be understood that, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0104] The vehicle provided by the present invention will be described below. The vehicle described below can be correspondingly referred to the dual-motor hybrid transmission system described above.

[0105] A vehicle includes an engine ICE, a first motor MG1, a second motor MG2, and the dual-motor hybrid transmission system described in any one of the above; the engine ICE is connected to the first input shaft 10 through a clutch CL; the first motor MG1 is connected to the second input shaft 11; the second motor MG2 is connected to the third input shaft 12.

[0106] Since the vehicle in this solution includes the above-mentioned dual-motor hybrid transmission system, it has the beneficial effects described above, which will not be elaborated here.

[0107] Through the dual-motor hybrid drive system and vehicle provided by the present utility model, different power sources can be provided by the internal combustion engine ICE, the first motor MG1, and the second motor MG2. Moreover, different power sources can achieve independent transmission path outputs or shared transmission paths through the shift mechanism. Thus, various driving modes such as parallel hybrid, series hybrid, and pure electric can be realized. When shifting gears is required, one power source enters the independent drive gear to provide power compensation, and the other power source unloads and shifts gears, thereby achieving gear shifting without power interruption, improving the smoothness of gear shifting and the safety of the whole vehicle during the gear shifting process.

[0108] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present utility model and are not intended to limit them. Although the present utility model has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments or perform equivalent replacements for some of the technical features. However, such modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present utility model.

Claims

1. A dual-motor hybrid transmission system, characterized in that: include: A first input shaft (10), a second input shaft (11), a third input shaft (12), a first intermediate shaft (13), a second intermediate shaft (14), an output shaft (15), and a plurality of gear pairs connected between the shafts; The first input shaft (10) is suitable for connecting to an engine ICE, the second input shaft (11) is suitable for connecting to a first motor MG1, and the third input shaft (12) is suitable for connecting to a second motor MG2; The first input shaft (10) can be connected to the second input shaft (11) or the third input shaft (12) through a first shift mechanism K1; The first intermediate shaft (13) can be connected to the first input shaft (10) at different transmission ratios through the first shift mechanism K1 and the second shift mechanism K2; The output shaft (15) can be connected to the first intermediate shaft (13) at different transmission ratios via a fourth shift mechanism K4; The second intermediate shaft (14) is connected to the first input shaft (10), and the output shaft (15) can be selectively connected to the first input shaft (10) or the second intermediate shaft (14) via a third shift mechanism K3.

2. The dual-motor hybrid transmission system according to claim 1, characterized in that: The gear pair comprises a first gear pair, wherein the first gear pair comprises a first gear A (20) and a first gear B (21); The first gear A (20) is connected to the first input shaft (10), and the first gear B (21) is connected to the second input shaft (11).

3. The dual-motor hybrid transmission system according to claim 2, characterized in that: The gear pair includes a second gear pair, and the second gear pair includes a second gear A (22) and a second gear B (23); The second gear A (22) is loosely mounted on the first input shaft (10), the second gear B (23) is connected to the third input shaft (12), and the first input shaft (10) and the second gear A (22) can be coupled via the first shift mechanism K1.

4. The dual-motor hybrid transmission system according to claim 3, characterized in that: The gear pair includes a third gear pair, and the third gear pair includes a third gear A (24) and a third gear B (25); The third gear A (24) is loosely mounted on the first input shaft (10), the third gear B (25) is connected to the first intermediate shaft (13), and the first input shaft (10) and the third gear A (24) can be coupled via the first shift mechanism K1.

5. The dual-motor hybrid transmission system according to claim 4, characterized in that: The third gear A (24) is coaxially connected to the second gear A (22) via a driven shaft, and the driven shaft is loosely sleeved on the first input shaft (10).

6. The dual-motor hybrid transmission system according to claim 4, characterized in that: The gear pair further comprises a fourth gear pair, a fifth gear pair and a sixth gear pair which are arranged at intervals; One of the fourth gear pair, the fifth gear pair and the sixth gear pair is connected to the first intermediate shaft (13), and the other gear is loosely sleeved on the first input shaft (10). The first shift mechanism K1 is slidably arranged between the third gear pair and the fourth gear pair, and the second shift mechanism K2 is slidably arranged between the fifth gear pair and the sixth gear pair.

7. The dual-motor hybrid transmission system according to claim 6, characterized in that: The gear pair also includes a seventh gear pair and an eighth gear pair, one of the gears in the seventh gear pair and the eighth gear pair is connected to the first intermediate shaft (13), and the other gear is loosely sleeved on the output shaft (15), and the fourth shift mechanism K4 is slidably arranged between the seventh gear pair and the eighth gear pair.

8. The dual-motor hybrid transmission system according to claim 7, characterized in that: The gear pair further comprises a ninth gear pair and a tenth gear pair; the two gears in the ninth gear pair are respectively connected to the first input shaft (10) and the second intermediate shaft (14); one of the two gears in the tenth gear pair is connected to the second intermediate shaft (14), and the other is loosely sleeved on the output shaft (15); the output shaft (15) can be selectively combined with the first input shaft (10) and the tenth gear pair through the third shifting mechanism K3.

9. The dual-motor hybrid transmission system according to claim 8, characterized in that: The second intermediate shaft (14) is coaxially arranged with the first intermediate shaft (13) and is loosely sleeved on the first intermediate shaft (13).

10. A vehicle, characterized in that: comprising an engine ICE, a first motor MG1, a second motor MG2, and a dual-motor hybrid transmission system as claimed in any one of claims 1 to 9; The engine ICE is connected to a first input shaft (10) via a clutch CL; the first motor MG1 is connected to a second input shaft (11); and the second motor MG2 is connected to a third input shaft (12).

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