Transmission shaft assembly, hybrid transmission system and vehicle

Abstract

The utility model discloses a transmission shaft assembly, a hybrid transmission system and a vehicle, the transmission shaft assembly is arranged at the power output end of an engine and is in transmission connection with a crankshaft of the engine, and the output end of the crankshaft is sequentially provided with a dual-mass flywheel and a clutch. The transmission shaft assembly comprises a hollow transmission shaft and a motor transmission shaft sleeved with the hollow transmission shaft and coaxially arranged, the motor transmission shaft and the hollow transmission shaft can rotate relatively, the input end of the hollow transmission shaft is in transmission connection with the clutch, and the output end of the hollow transmission shaft is in transmission connection with the input end of the transmission. The input end of the motor transmission shaft is fixedly connected with the output end of the crankshaft, the output end is connected with the power generation motor, the driving shaft of the power generation motor is in transmission connection with the motor transmission shaft, and the power generation motor is located at the end away from the crankshaft relative to the motor transmission shaft. The power generation motor is driven by the motor transmission shaft to generate power, so that the energy conversion frequency is reduced, the energy transmission loss is reduced, and the working efficiency of the gearbox is improved.

Description

Technical Field

[0001] The utility model relates to the technical field related to hybrid transmissions, and in particular to a drive shaft assembly, a hybrid transmission system and a vehicle. Background Art

[0002] Hybrid transmissions in the prior art generally include range-extending transmissions and planetary hybrid transmissions. The range-extending transmission transmits energy between the engine and the generator, while the drive motor is responsible for driving the vehicle. Figure 1 The engine 1 drives the generator motor 2 (P1 motor) to generate electricity and charge the battery pack 3. The battery pack 3 supplies power to the drive motor 4 (P3 motor) and drives the wheels 5 through the drive motor 4. There is no direct energy transmission between the engine and the drive motor. The planetary hybrid transmission engine transmits energy to the wheels through the planetary gear. For details, see Figure 2 The vehicle comprises an engine 1, a generator motor 2 (P1 motor), a battery pack 3, a drive motor 4 (P3 motor), wheels 5, and a planetary gear set 6. The planetary gear set 6 is located at the output end of the engine 1 and can transmit the engine's power to the generator motor 2 (P1 motor) and also transmit the power to rotate the wheels 5. The generator motor 2 adjusts the output shaft speed by adjusting the generated power. The drive motor 4 is responsible for converting electrical energy into mechanical energy for the vehicle. However, during the power generation process, the power from the engine 1 must first pass through the planetary gear set 6 before it can generate electricity for the generator motor 2. This will cause the engine's kinetic energy to be lost, resulting in low power generation efficiency.

[0003] Therefore, the high number of energy conversion cycles associated with planetary hybrid transmissions can lead to kinetic energy loss and low efficiency. Planetary hybrid transmissions have a fixed engine-to-axle ratio and a limited number of gears, which prevents the engine from maintaining its optimal speed range at high speeds, resulting in low real-time thermal efficiency. In particular, the energy transfer from the engine to the generator via the planetary gearbox causes kinetic energy loss and low efficiency.

[0004] Therefore, the existing planetary hybrid transmission has the problems of high energy conversion times and low efficiency. Utility Model Content

[0005] The purpose of the utility model is to solve the problems of high energy conversion times and low efficiency in the hybrid power transmission in the prior art.

[0006] In order to solve the above technical problems, an embodiment of the present utility model discloses a transmission shaft assembly, which is arranged at the power output end of the engine and is connected to the crankshaft of the engine. The output end of the crankshaft is sequentially provided with a dual-mass flywheel and a clutch.

[0007] The drive shaft assembly includes a hollow drive shaft and a motor drive shaft coaxially sleeved within the hollow drive shaft. The motor drive shaft and the hollow drive shaft are rotatable relative to each other. The input end of the hollow drive shaft is drive-connected to the clutch, and the output end is drive-connected to the input end of the transmission. Furthermore, the input end of the motor drive shaft is fixedly connected to the output end of the crankshaft, and the output end is connected to the generator motor. The generator motor's drive shaft is drive-connected to the motor drive shaft, and the generator motor is located at the end of the motor drive shaft away from the crankshaft.

[0008] By adopting the above technical solution, the output end of the engine's crankshaft is fixedly connected to the input end of the motor drive shaft, and the output end of the motor drive shaft is connected to the generator motor. Therefore, it is equivalent to the output end of the engine's crankshaft directly driving the generator motor to generate electricity through the motor drive shaft. Under various working conditions, for example, when the engine is started, the generator motor can be directly driven to generate electricity through the motor drive shaft, reducing other transmission systems and transmission gears, making the structure more compact and reducing space occupancy, reducing the number of energy conversions and reducing energy transmission losses, and being able to keep the engine speed in the optimal speed range, thereby improving the thermal efficiency of the engine and also improving the working efficiency of the gearbox.

[0009] Furthermore, the power output of the engine to the gearbox is the output torque, which passes through the crankshaft, dual-mass flywheel, clutch, hollow drive shaft, and then is transmitted to the gearbox and finally to the wheels through the differential. When the engine is started only to generate electricity, the hollow drive shaft does not transmit torque. Only the internal motor drive shaft rotates and drives the generator motor to generate electricity. The drive shaft assembly has the advantages of high transmission efficiency, compact structure and good stability.

[0010] An embodiment of the present utility model also discloses a transmission shaft assembly, wherein the clutch includes an active part and a driven part, the active part is fixedly connected to the output end of the crankshaft, and the axial center portion of the active part is provided with a through hole through which the power supply motor transmission shaft passes, and a movable bearing is provided between the through hole and the motor transmission shaft, the inner ring of the movable bearing is fixedly connected to the motor transmission shaft, and the outer ring is fixedly connected to the inner wall of the through hole.

[0011] By adopting the above technical solution, by setting up a clutch and controlling the opening and closing of the clutch, the power transmission or power switching of the hollow transmission shaft and the engine crankshaft can be controlled, and a through shaft is provided at the axial center of the active part of the clutch. While transmitting power and torque to the clutch through the hollow transmission shaft, it does not affect the rotation or operation of the internal motor transmission shaft.

[0012] An embodiment of the present utility model also discloses a transmission shaft assembly, wherein the active part of the clutch includes a first clutch plate, the driven part of the clutch includes a second clutch plate, and a friction plate is provided between the first clutch plate and the second clutch plate; wherein the first clutch plate is fixedly connected to the output end of the crankshaft, the second clutch plate is fixedly connected to the hollow transmission shaft, and the friction plate is fixedly connected to the hollow transmission shaft through a bearing.

[0013] Using the above technical solution, when the first clutch plate, friction plate and second clutch plate are combined, the crankshaft and hollow drive shaft are coupled to transmit power. At this time, the power and torque of the engine are transmitted to the gearbox through the crankshaft, dual-mass flywheel, clutch, hollow drive shaft in sequence, and finally transmitted to the wheels through the differential. At this time, the motor drive shaft will also rotate and drive the generator motor to generate electricity.

[0014] When the first clutch plate, friction plate and second clutch plate are separated, the crankshaft and hollow drive shaft are decoupled and no longer transmit power. The engine will not drive the vehicle, only the motor drive shaft rotates and drives the generator motor to generate electricity.

[0015] An embodiment of the present utility model also discloses a transmission shaft assembly, in which a shaft shoulder is provided on the outer side of the active part of the clutch, and a positioning step is provided on the shaft shoulder; and the inner ring of the dual mass flywheel is fixedly provided on the positioning step, and a positioning bearing is provided between the dual mass flywheel and the positioning step.

[0016] By adopting the above technical solution, the positioning step provided on the clutch shoulder can provide a location for the dual-mass flywheel to be installed and positioned.

[0017] Further preferably, the dual mass flywheel includes a primary mass flywheel and a secondary mass flywheel, the primary mass flywheel is fixedly connected to the input end of the crankshaft and the locating bearing respectively, and the secondary mass flywheel is arranged between the primary mass flywheel and the clutch; and the motor transmission shaft is coaxially arranged and fixedly connected to the drive shaft of the generator motor.

[0018] The present invention also discloses a hybrid transmission system comprising any of the aforementioned drive shaft assemblies, an engine, a generator motor, a transmission, and a drive motor. A crankshaft is provided at the power output of the engine, the output end of the crankshaft being connected to a clutch. The generator motor is connected to the crankshaft via a motor drive shaft. The input end of the transmission is in transmission connection with the output end of a hollow drive shaft. The output shaft of the drive motor is in transmission connection with the transmission, and the output shaft of the drive motor is parallel to the hollow drive shaft.

[0019] Further preferably, in the hybrid transmission system disclosed in the present invention, the transmission includes a first gear transmission assembly, a second gear transmission assembly, and a differential transmission assembly. The first gear transmission assembly includes at least two gear sets spaced apart and disposed on the sides of a hollow transmission shaft. The first gear transmission assembly is located between the clutch and the generator motor along the axis of the hollow transmission shaft, and the power output end of the first gear transmission assembly is connected to the differential transmission assembly.

[0020] The second gear transmission assembly is arranged on one side of the power output end of the drive motor. The input end of the second gear transmission assembly is transmission-connected to the drive motor, and the output end is transmission-connected to the differential.

[0021] A first driving tooth and a second driving tooth are fixedly and spaced apart on the hollow transmission shaft. The first driving tooth is transmission-connected to the first gear transmission assembly, and the first driving tooth outputs 1st gear power transmission and 2nd gear power transmission. The second driving tooth is transmission-connected to the first gear transmission assembly, and the second driving tooth outputs 3rd gear power transmission and 4th gear power transmission.

[0022] By adopting the above technical solution, the first gear transmission assembly is arranged on the side of the hollow transmission shaft and is located between the clutch and the generator motor. The structure is more compact, the transmission efficiency is higher, and the stability is also higher, which further reduces the axial length of the powertrain and can also achieve power transmission and changes of 4 gears through the transmission.

[0023] An embodiment of the present utility model also discloses a hybrid transmission system, wherein each gear set in the first gear transmission assembly includes a first transmission shaft, on which a first driven tooth, a first synchronizer, a second driven tooth and a first output gear are arranged at intervals, the first driven tooth is meshed with the first driving tooth for transmission, the second driven tooth is meshed with the second driving tooth for transmission, the first synchronizer is arranged between the first driven tooth and the second driven tooth, and the first output gear is transmission-connected to the differential transmission assembly.

[0024] The second gear transmission assembly includes a second transmission shaft, on which are spaced apart drive motor synchronizer gear hubs, drive motor driven gears, and second output gears. The driven gears mesh with the drive motor driving gears on the drive motor shaft, and the second output gears are drivingly connected to the differential transmission assembly. Furthermore, the hollow transmission shaft, the motor transmission shaft, the first transmission shaft, the second transmission shaft, and the drive motor shaft are all arranged in parallel.

[0025] By adopting the above technical solution, the hollow transmission shaft, the motor transmission shaft, the first transmission shaft, the second transmission shaft and the drive motor shaft in the hybrid transmission system disclosed by the utility model are all arranged in parallel. Through the multi-axis arrangement, the axial length of the hybrid powertrain is reduced, and the system has the advantages of compact structure, high space utilization, high transmission efficiency, easy maintenance and strong adaptability.

[0026] An embodiment of the present utility model also discloses a hybrid transmission system, wherein a reverse gear driven tooth and a reverse gear synchronous coupling tooth are further provided on the second transmission shaft, and the output end of the reverse gear driven tooth is connected to the differential transmission; and an air-conditioning transmission gear is further provided on one side of the first gear transmission assembly, the input end of the air-conditioning transmission gear is meshed with the second driven tooth transmission, and the output end of the air-conditioning transmission gear is connected to the vehicle air-conditioning transmission.

[0027] By adopting the above technical solution, setting the reverse gear driven teeth and the reverse gear synchronous coupling teeth can ensure that the system realizes the reverse gear function, and adding the reverse gear driven teeth and the reverse gear synchronous coupling teeth can also execute the reverse gear action through engine drive. Similarly, setting the air-conditioning transmission gear can also drive the vehicle air-conditioning through the engine, avoiding the problem of being unable to reverse gear and turn on the air-conditioning when there is a problem with the drive motor.

[0028] An embodiment of the present invention further discloses a vehicle, further comprising any one of the hybrid transmission systems described above, wherein a power output end of the hybrid transmission system drives the wheels of the vehicle to rotate.

[0029] The beneficial effects of the utility model are:

[0030] The utility model discloses a transmission shaft assembly, a hybrid transmission system and a vehicle. The transmission shaft assembly is provided with a motor transmission shaft sleeved inside a hollow transmission shaft. When the engine is started, the motor transmission shaft can directly drive the generator to generate electricity, thereby reducing other transmission systems and transmission gears. The structure is more compact and the space occupied is reduced, the number of energy conversions is reduced, and the energy transmission loss is reduced. The engine speed can be maintained in the optimal speed range, which not only improves the thermal efficiency of the engine but also improves the working efficiency of the transmission. The P1 motor is arranged at the rear end of the input shaft. This makes the motor with a large axial size not affect the differential arrangement. Because the motor is arranged at the rear end of the input shaft, the main reduction gear can be arranged at the main reduction gear position of an ordinary transverse front-wheel drive transmission, that is, the center of the differential planetary half-shaft system is closer to the middle plane of the vehicle, so that the universal joint angle of the half-shaft will be smaller, which is beneficial to the arrangement of the half-shaft.

[0031] Furthermore, the hybrid transmission system disclosed in this utility model utilizes a multi-shaft arrangement to reduce the axial length of the powertrain. Compared to conventional transmissions with more than five axial gears and synchronizers, the present invention employs two gear teeth and one synchronizer on the drive shaft, reducing the length of at least three gear teeth and the axial distance of the drive shaft by approximately 120 mm. This results in an approximately 2% increase in efficiency compared to the coaxial arrangement. Furthermore, the hybrid transmission system achieves an engine transmission efficiency of 96%, a generator transmission efficiency of 96%, a parallel shaft transmission efficiency of 94%, and a drive motor transmission efficiency exceeding 94%, significantly exceeding the overall power transmission efficiency of currently available hybrid transmissions.

[0032] Furthermore, through the generator motor and multi-speed transmission system, the engine can be kept operating in the optimal operating speed range (NVH and thermal efficiency factors require the engine to operate at around 2000rpm). Therefore, the simultaneous action of multiple gears and the generator motor can keep the engine in the optimal operating range under more working conditions. Further setting up the drive motor can improve the smoothness of gear shifting on the one hand, and improve the powertrain dynamics on the other hand, and at the same time realize the effect of energy recovery during deceleration. In addition, the drive motor can be decoupled, and the drive motor can be decoupled at high vehicle speeds to avoid damage to the bearings caused by excessively high drive motor speeds. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 Schematic diagram of the system structure of the extended-range transmission system in the prior art;

[0034] Figure 2 A schematic diagram of the system structure of a planetary hybrid transmission system in the prior art;

[0035] Figure 3 A schematic structural diagram of a transmission shaft assembly provided in Example 1 of the present utility model;

[0036] Figure 4 A schematic diagram of the system structure of a hybrid transmission system provided in Example 2 of the present utility model;

[0037] Figure 5 A schematic diagram of a power flow of an engine direct drive of a hybrid transmission system provided in Example 2 of the present utility model;

[0038] Figure 6 A schematic diagram of power flow for starting the air conditioner of the hybrid transmission system provided in Example 2 of the present utility model;

[0039] Figure 7 A schematic diagram of power flow during reverse gear of the hybrid transmission system provided in Example 2 of the present utility model.

[0040] Description of prior art reference numerals:

[0041] 1. Engine; 2. Generator motor; 3. Battery pack; 4. Drive motor; 5. Wheels; 6. Planetary gear;

[0042] Description of the accompanying drawings in this application:

[0043] 100. Engine;

[0044] 200, crankshaft;

[0045] 300, dual-mass flywheel;

[0046] 310, primary mass flywheel; 320, secondary mass flywheel;

[0047] 400, clutch;

[0048] 410, active part; 420, driven part; 430, through hole; 440, movable bearing; 450, friction plate; 460, shaft shoulder; 470, positioning step; 480, positioning bearing;

[0049] 500, hollow transmission shaft; 600, motor transmission shaft; 700, generator motor; 800, drive motor;

[0050] 900, transmission;

[0051] 901. First driving tooth; 902. Second driving tooth; 903. First transmission shaft; 904. First driven tooth; 905. First synchronizer; 906. Second driven tooth; 907. First output gear; 908. Second transmission shaft; 909. Drive motor synchronizer gear hub; 910. Drive motor driven tooth; 911. Second output tooth; 912. Drive motor shaft; 913. Differential transmission assembly; 914. Reverse gear driven tooth; 915. Reverse gear synchronization engaging tooth; 916. Air conditioner transmission gear; 917. Drive motor driving tooth. DETAILED DESCRIPTION

[0052] Hybrid transmissions in the prior art generally include range-extending transmissions and planetary hybrid transmissions, such as Figure 1 The shown one is a range-extended transmission. Figure 2 The figure shows a planetary hybrid transmission. Figure 2Taking the planetary hybrid transmission shown in as an example, the existing planetary hybrid transmission can only connect the power output end of the crankshaft to the dual mass flywheel (DMF) and the clutch, and then transmit it to the transmission or the generator motor through the drive shaft. With such a structure, when the engine is generating electricity, the power of the engine needs to pass through the dual mass flywheel (DMF), clutch, drive shaft in sequence, and then be distributed to the generator motor and the planetary gear respectively. After the kinetic energy of the engine is output from the crankshaft, it passes through multiple components in sequence before it can drive the generator motor to generate electricity. There is a problem of causing partial kinetic energy loss of the engine and low kinetic energy utilization efficiency of the engine.

[0053] In order to solve the above technical problems, the utility model discloses a transmission shaft assembly, wherein the transmission shaft assembly includes a hollow transmission shaft and a motor transmission shaft which is sleeved in the hollow transmission shaft and coaxially arranged. The motor transmission shaft and the hollow transmission shaft can rotate relative to each other, wherein the input end of the motor transmission shaft is connected to the crankshaft, and the output end is connected to the generator motor. When the crankshaft drives the generator motor to generate electricity, it is directly driven and connected by the motor transmission shaft. The power and torque of the engine do not need to pass through other components, reducing the number of energy conversions and reducing the energy loss in the transmission process. Furthermore, a clutch is arranged between the hollow transmission shaft and the crankshaft. The power transmission between the crankshaft, the hollow transmission shaft and the gearbox can be controlled by opening and closing the clutch.

[0054] Next, the drive shaft assembly, hybrid transmission system, and vehicle disclosed in the present utility model are explained in detail:

[0055] Example 1

[0056] The embodiment of this embodiment first discloses a transmission shaft assembly, which is arranged at the power output end of the engine 100 and is in transmission connection with the crankshaft 200 of the engine 100. For further information, please refer to Figure 3 The output end of the crankshaft 200 is sequentially provided with a dual mass flywheel 300 and a clutch 400. The dual mass flywheel 300 and the clutch 400 may be in friction contact or fixedly connected by other structures, which is not specifically limited in this embodiment.

[0057] Furthermore, those skilled in the art should understand that the dual mass flywheel 300 (DMFW or DMF for short) in this embodiment includes a primary mass block and a secondary mass block, and has the advantages of isolating torsional vibration, improving shifting smoothness, and reducing the load on the crankshaft and the gearbox. It can be understood that the dual mass flywheel 300 is also a shock absorber. In this embodiment, the focus is on explaining the improvement and structure of the drive shaft assembly, and the specific arrangement and connection method of the dual mass flywheel 300 and the clutch 400 are not repeated in this embodiment.

[0058] See Figure 3The drive shaft assembly includes a hollow drive shaft 500 and a motor drive shaft 600 coaxially disposed within the hollow drive shaft 500. The motor drive shaft 600 and the hollow drive shaft 500 are rotatable relative to each other. The input end of the hollow drive shaft 500 is drive-connected to the clutch 400, and the output end is drive-connected to the input end of the transmission 900. Furthermore, the input end of the motor drive shaft 600 is fixedly connected to the output end of the crankshaft 200, and the output end is connected to the generator motor 700. The drive shaft of the generator motor 700 is drive-connected to the motor drive shaft 600, and the generator motor 700 is located at the end of the motor drive shaft 600 that is farther away from the crankshaft 200. The coaxial arrangement of the generator motor 700 and the engine 100 improves transmission efficiency by 2% compared to a parallel arrangement. Furthermore, the placement of the generator motor 700 at the rear end of the motor drive shaft 600 avoids affecting the position of the differential.

[0059] It should be noted that in this embodiment, the output end of the crankshaft 200 is always fixedly connected to the input end of the motor drive shaft 600. Therefore, when the engine 100 starts and the crankshaft 200 rotates, the motor drive shaft 600 will rotate and drive the generator motor 700 to generate electricity. A dual-mass flywheel 300 and a clutch 400 are arranged between the input end of the hollow drive shaft 500 and the output end of the crankshaft 200. By engaging or disengaging the clutch 400, the output end of the crankshaft 200 and the input end of the hollow drive shaft 500 can be further controlled to engage or disengage, thereby controlling the power and torque of the engine 100 to be transmitted to the gearbox downstream of the hollow drive shaft 500. In addition, through the design of this structure, the present application ensures that the motor drive shaft 600 is always connected to the crankshaft 200, and whether the hollow drive shaft 500 rotates to transmit power will not affect the state of the motor drive shaft 600.

[0060] Through this structural design, the output end of the crankshaft 200 of the engine 100 is fixedly connected to the input end of the motor drive shaft 600, and the output end of the motor drive shaft 600 is connected to the generator motor 700; therefore, it is equivalent to the output end of the crankshaft 200 of the engine 100 directly driving the generator motor 700 to generate electricity through the motor drive shaft 600. Under various working conditions, for example, when the engine 100 is started, the generator motor 700 can be directly driven to generate electricity through the motor drive shaft 600, reducing other transmission systems and transmission gears, making the structure more compact and reducing space occupancy, reducing the number of energy conversions and reducing energy transmission losses, and being able to keep the engine 100 speed in the optimal speed range, thereby improving the thermal efficiency of the engine 100 and also improving the working efficiency of the gearbox.

[0061] Furthermore, the power output of the engine 100 toward the gearbox is the output torque, which passes through the crankshaft 200, the dual-mass flywheel 300, the clutch 400, the hollow drive shaft 500 in sequence, and then is transmitted to the gearbox and finally transmitted to the wheels through the differential. When the engine 100 is started only to generate electricity, the hollow drive shaft 500 does not transmit torque, and only the internal motor drive shaft 600 rotates and drives the generator motor 700 to generate electricity. The drive shaft assembly has the advantages of high transmission efficiency, compact structure and good stability.

[0062] The embodiment of the present utility model also discloses a transmission shaft assembly, see Figure 3 The clutch 400 includes an active portion 410 and a passive portion 420. The active portion 410 is positioned near the crankshaft 200 and fixedly connected to the output end of the crankshaft 200. A through-hole 430, through which the power supply drive shaft 600 passes, is provided at the axial center of the active portion 410. A movable bearing 440 is provided between the through-hole 430 and the motor drive shaft 600. The inner ring of the movable bearing 440 is fixedly connected to the motor drive shaft 600, and the outer ring is fixedly connected to the inner wall of the through-hole 430. It should be noted that the movable bearing 440 may be a common deep groove ball bearing, cylindrical roller bearing, or the like. Those skilled in the art may select the preferred bearing according to actual needs, and this embodiment does not impose any specific limitations thereon.

[0063] With such a structural design, by setting up a clutch 400 and controlling the opening and closing of the clutch 400, the power transmission or power switching between the hollow transmission shaft 500 and the crankshaft 200 of the engine 100 can be controlled, and a through shaft is provided at the axial center of the active part 410 of the clutch 400. While power and torque are transmitted to the clutch 400 through the hollow transmission shaft 500, the rotation or operation of the internal motor transmission shaft 600 is not affected.

[0064] Further preferably, in this embodiment, the active portion 410 of the clutch 400 includes a first clutch plate 400, the driven portion 420 of the clutch 400 includes a second clutch plate 400, and a friction plate 450 is disposed between the first clutch plate 400 and the second clutch plate 400. The first clutch plate 400 is fixedly connected to the output end of the crankshaft 200, the second clutch plate 400 is fixedly connected to the hollow transmission shaft 500, and the friction plate 450 is fixedly connected to the hollow transmission shaft 500 via a bearing. Specifically, in this embodiment, the number of friction plates 450 may be one, two, three, or any other number, and this is not specifically limited in this embodiment.

[0065] With this structural design, when the first clutch 400 plate, the friction plate 450 and the second clutch 400 plate are combined, the crankshaft 200 and the hollow drive shaft 500 are coupled to transmit power. At this time, the power and torque of the engine 100 are sequentially transmitted through the crankshaft 200, the dual-mass flywheel 300, the clutch 400, the hollow drive shaft 500 and then transmitted to the gearbox, and finally transmitted to the wheels through the differential. At this time, the motor drive shaft 600 will also rotate and drive the generator motor 700 to generate electricity.

[0066] When the first clutch 400 plate, the friction plate 450 and the second clutch 400 plate are separated, the crankshaft 200 and the hollow transmission shaft 500 are decoupled and no longer transmit power. The engine 100 will not drive the vehicle. Only the motor transmission shaft 600 rotates and drives the generator motor 700 to generate electricity.

[0067] For further preference, see Figure 3 The clutch 400's active portion 410 is also provided with a shoulder 460 on the outside, which is equipped with a positioning step 470. The inner ring of the dual-mass flywheel 300 is fixedly mounted on the positioning step 470, and a positioning bearing 480 is provided between the dual-mass flywheel 300 and the positioning step 470. With this structural design, the positioning step 470 on the shoulder 460 of the clutch 400 provides a secure mounting position for the dual-mass flywheel 300.

[0068] Further preferably, the dual-mass flywheel 300 includes a primary-mass flywheel 310 and a secondary-mass flywheel 320. The primary-mass flywheel 310 is fixedly connected to the input end of the crankshaft 200 and the locating bearing 480, respectively. The secondary-mass flywheel 320 is disposed between the primary-mass flywheel 310 and the clutch 400. Furthermore, the motor drive shaft 600 is coaxially disposed and fixedly connected to the drive shaft of the generator motor 700, for example, via a bearing or other component. Specifically, in this embodiment, the secondary-mass flywheel 320 is disposed between the primary-mass flywheel 310 and the clutch 400, with one side of the secondary-mass flywheel 320 in contact with the primary-mass flywheel 310 and the other side in contact with the secondary-mass flywheel 320.

[0069] In summary, the transmission shaft assembly disclosed in this embodiment includes a hollow transmission shaft 500 and a motor transmission shaft 600 that is sleeved in the hollow transmission shaft 500 and coaxially arranged. The motor transmission shaft 600 and the hollow transmission shaft 500 can rotate relative to each other. The output end of the crankshaft 200 is always fixedly connected to the input end of the motor transmission shaft 600. Therefore, when the engine 100 starts and the crankshaft 200 rotates, the motor transmission shaft 600 will rotate and drive the generator motor 700 to generate electricity. A dual-mass flywheel 300 and a clutch 400 are provided between the input end of the hollow transmission shaft 500 and the output end of the crankshaft 200. The clutch 400 can be engaged or separated to enable the motor 700 to generate electricity. The output end of the crankshaft 200 and the input end of the hollow transmission shaft 500 are further controlled to be combined or separated, thereby controlling the power and torque of the engine 100 to be transmitted to the gearbox downstream of the hollow transmission shaft 500. The output end of the crankshaft 200 of the engine 100 directly drives the generator motor 700 to generate electricity through the motor transmission shaft 600, reducing other transmission systems and transmission gears, making the structure more compact and reducing space occupancy, reducing the number of energy conversions and reducing energy transmission losses, and enabling the engine 100 speed to be maintained in the optimal speed range, thereby improving the thermal efficiency of the engine 100 and also improving the working efficiency of the gearbox.

[0070] Example 2

[0071] The embodiment of this embodiment discloses a hybrid transmission system, including the drive shaft assembly in any one of the embodiments of embodiment 1, see Figure 4 , further comprising an engine 100, a generator motor 700, a transmission 900, and a drive motor 800. A crankshaft 200 is provided at the power output end of the engine 100, and the output end of the crankshaft 200 is connected to a clutch 400. The generator motor 700 is connected to the crankshaft 200 via a motor transmission shaft 600. The input end of the transmission 900 is in transmission connection with the output end of a hollow transmission shaft 500. The motor output shaft of the drive motor 800 is in transmission connection with the transmission 900, and the motor output shaft of the drive motor 800 is parallel to the hollow transmission shaft 500.

[0072] Further preferably, in the hybrid transmission system disclosed in this embodiment, the transmission 900 includes a first gear transmission assembly, a second gear transmission assembly, and a differential transmission assembly 913. The first gear transmission assembly includes at least two gear sets and is spaced apart and disposed on the sides of the hollow transmission shaft 500. The first gear transmission assembly is located between the clutch 400 and the generator motor 700 along the axis of the hollow transmission shaft 500. The power output end of the first gear transmission assembly is connected to the differential transmission assembly 913.

[0073] The second gear transmission assembly is disposed on one side of the power output end of the drive motor 800. The input end of the second gear transmission assembly is drivingly connected to the drive motor 800, and the output end is drivingly connected to the differential.

[0074] The first driving gear 901 and the second driving gear 902 are fixedly and spacedly arranged on the hollow transmission shaft 500. The first driving gear 901 is drivingly connected to the first gear transmission assembly, and the first driving gear 901 outputs the power transmission of the first gear and the second gear. The second driving gear 902 is drivingly connected to the first gear transmission assembly, and the second driving gear 902 outputs the power transmission of the third gear and the fourth gear.

[0075] Specifically, in one implementable embodiment disclosed in this embodiment, the first gear transmission assembly is provided with two gear sets disposed on the side of the hollow transmission shaft 500. In another implementable embodiment, the first gear transmission assembly is provided with three gear sets, and at this time, the three gear sets are distributed in a "pin" shape on the side of the hollow transmission shaft 500. Those skilled in the art can set other numbers of gear sets according to actual needs. And the structures of the two gear sets in this embodiment are preferably set to be the same, and the difference is only that the output power gears are different. Further, it should be noted that the first gear transmission assembly in this embodiment is disposed between the clutch 400 and the power generation motor 700, which increases the space utilization rate of the gearbox. And the first gear transmission group is used to transmit the power of the engine 100. The second gear transmission assembly is disposed on one side of the power output end of the drive motor 800 and is used to transmit the power of the drive motor 800.

[0076] It can be understood that when the engine 100 directly drives, the power of the engine 100 passes through the crankshaft 200, the dual-mass flywheel 300, the clutch 400, the hollow transmission shaft 500, the first gear transmission assembly, and finally is output to the wheels through the differential. When the drive motor 800 directly drives, the power of the drive motor 800 is output to the wheels through the second gear transmission assembly and the differential transmission assembly 913. And when the engine 100 starts, the power generation motor 700 can be driven to generate electricity through the motor transmission shaft 600.

[0077] With this structural design, the first gear transmission assembly is disposed on the side of the hollow transmission shaft 500 and is located between the clutch 400 and the power generation motor 700, with a more compact structure, higher transmission efficiency, and higher stability. Further, the axial length of the power assembly is reduced, and the power transmission and change of 4 gears can also be achieved through the transmission 900.

[0078] The implementation of this embodiment also discloses a hybrid transmission system, in which each gear set in the first gear transmission assembly includes a first transmission shaft 903, on which first driven teeth 904, a first synchronizer 905, a second driven teeth 906 and a first output gear 907 are arranged at intervals. The first driven teeth 904 are meshed with the first driving teeth 901 for transmission, and the second driven teeth 906 are meshed with the second driving teeth 902 for transmission. The first synchronizer 905 is arranged between the first driven teeth 904 and the second driven teeth 906, and the first output gear 907 is connected to the differential transmission assembly 913 for transmission.

[0079] The second gear transmission assembly includes a second transmission shaft 908, on which are spaced apart drive motor synchronizer gear hubs 909, drive motor driven gears 910, and second output gears 911. The drive motor driven gears 910 mesh with drive motor driving gears 917 on a drive motor shaft 912, and the second output gears 911 are in driving connection with a differential transmission assembly 913. Furthermore, the hollow transmission shaft 500, the motor transmission shaft 600, the first transmission shaft 903, the second transmission shaft 908, and the drive motor shaft 912 are all arranged in parallel.

[0080] With this structural design, the hollow transmission shaft 500, the motor transmission shaft 600, the first transmission shaft 903, the second transmission shaft 908 and the drive motor shaft 912 in the hybrid transmission system disclosed in the present invention are all arranged in parallel. Through the multi-axis arrangement, the axial length of the hybrid powertrain is reduced, and it has the advantages of compact structure, high space utilization, high transmission efficiency, easy maintenance and strong adaptability.

[0081] Further preferably, in the hybrid transmission system disclosed in this embodiment, see Figure 4 Second drive shaft 908 is also equipped with a reverse driven gear 914 and a reverse synchronous coupling gear 915. The output end of reverse driven gear 914 is drivingly connected to the differential. Furthermore, an air conditioning transmission gear 916 is also provided on one side of the first gear transmission assembly. The input end of air conditioning transmission gear 916 is drivingly engaged with second driven gear 906, and the output end of air conditioning transmission gear 916 is drivingly connected to the vehicle air conditioner. It should be noted that the addition of reverse driven gear 914 and reverse synchronous coupling gear 915 ensures that the engine system can independently meet driving requirements in all operating conditions.

[0082] Through this structural design, the setting of the reverse gear driven tooth 914 and the reverse gear synchronous coupling tooth 915 can ensure that the system realizes the reverse gear function, and the addition of the reverse gear driven tooth 914 and the reverse gear synchronous coupling tooth 915 can also drive the reverse gear action through the engine 100. Similarly, the setting of the air-conditioning transmission gear 916 can also drive the vehicle air-conditioning through the engine 100, avoiding the problem of being unable to reverse gear and turn on the air-conditioning when a problem occurs with the drive motor 800.

[0083] The following briefly explains several working modes of the hybrid transmission system provided by the embodiment of the present invention:

[0084] The hybrid transmission system disclosed in this embodiment has an engine 100 direct drive mode, a drive motor 800 direct drive mode, a hybrid power drive mode, and also includes a generator motor 700 power generation mode, a reverse gear mode, and an air conditioning start mode. In the engine 100 direct drive mode, the system has four different gear power flows, namely first gear drive, second gear drive, third gear drive, and fourth gear drive. One of the power flows in the engine 100 direct drive mode is as follows: Figure 5 As shown by the thick arrows in the figure, those skilled in the art should understand that this embodiment only illustrates the power flow under different driving modes or power modes, but the driving mode and power flow of the hybrid transmission system disclosed in this application are not limited to the contents disclosed in this embodiment.

[0085] Taking the engine 100 as an example, the power flow of the hybrid transmission system is as follows: engine 100 - dual-mass flywheel 300 - clutch 400 - first driving gear 901 outputs first gear power transmission - first driven gear 904 - first synchronizer 905 (first gear synchronization) - differential transmission assembly 913 - wheels;

[0086] Taking the engine 100 as an example, the power flow of the hybrid transmission system is as follows: engine 100 - dual-mass flywheel 300 - clutch 400 - first driving gear 901 outputs 2nd gear power transmission - first driven gear 904 - first synchronizer 905 (2nd gear synchronization) - differential transmission assembly 913 - wheels;

[0087] Taking the engine 100 direct drive in third gear as an example, the power flow of the hybrid transmission system is: engine 100 - dual mass flywheel 300 - clutch 400 - second driving gear 902 outputting third gear power transmission - second driven gear 906 - second synchronizer (third gear synchronization) - differential transmission assembly 913 - wheels;

[0088] Taking the engine 100 direct drive four-speed drive as an example, the power flow of the hybrid transmission system is: engine 100 - dual mass flywheel 300 - clutch 400 - second driving gear 902 output 4-speed power transmission - second driven gear 906 - second synchronizer (4-speed synchronization) - differential transmission assembly 913 - wheel;

[0089] Taking the direct drive mode of the drive motor 800 as an example, the power flow of the hybrid transmission system is: drive motor 800 - drive motor driving gear 917 - drive motor driven gear 910 - drive motor synchronizer gear hub 909 - second output gear 911 - differential transmission assembly 913 - wheel;

[0090] Taking the air conditioning mode as an example, the power flow of the hybrid transmission system is as follows: Figure 6 As shown by the bold arrows, the specific power flow is: engine 100 - dual mass flywheel 300 - clutch 400 - first driving gear 901 - first driven gear 904 - air conditioner transmission gear 916 - air conditioner rotation.

[0091] Taking reverse mode as an example, the power flow of the hybrid transmission system is as follows: Figure 7 As shown by the bold arrows, the specific power flow is: engine 100 - dual mass flywheel 300 - clutch 400 - first driving tooth 901 - reverse gear driven tooth 914 - reverse gear synchronous engagement tooth 915 - second output tooth 911 (reverse gear state) - differential transmission assembly 913 - wheel;

[0092] It should be further explained that the power generation mode of the generator motor 700 is always: engine 100—motor transmission shaft 600—generator motor 700 (power generation).

[0093] Example 3

[0094] An implementation of this embodiment also discloses a vehicle, which also includes the drive shaft assembly of any one of the implementations in Example 1 and the hybrid transmission system of any one of the implementations in Example 2. The power output end of the hybrid transmission system drives the wheels of the vehicle to rotate. The vehicle can achieve 4-speed power transmission and reduce the volume of the hybrid transmission, which can effectively improve the power and NVH performance of the entire hybrid powertrain and reduce fuel consumption.

[0095] In summary, the present invention discloses a drive shaft assembly, a hybrid transmission system, and a vehicle. The drive shaft assembly is configured by providing a hollow drive shaft 500 with a motor drive shaft 600 sleeved therein. When the engine 100 is started, the motor drive shaft 600 can directly drive the generator motor 700 to generate electricity, thereby reducing the need for other transmission systems and transmission gears. The structure is more compact and space occupancy is reduced, the number of energy conversions is reduced, and energy transmission losses are reduced. The engine 100 speed can be maintained within the optimal speed range, thereby improving both the thermal efficiency of the engine 100 and the operating efficiency of the transmission. The P1 motor is arranged at the rear end of the input shaft, thereby ensuring that a motor with a large axial size does not affect the differential arrangement. Because the motor is arranged at the rear end of the input shaft, the final reduction gear can be arranged at the final reduction gear position of a conventional transverse front-wheel drive transmission. That is, the center of the differential planetary axle system is closer to the vehicle's mid-plane, resulting in a smaller universal joint angle of the axle, which is beneficial to the arrangement of the axle.

[0096] Furthermore, the hybrid transmission system disclosed in this invention utilizes a multi-shaft layout to reduce the axial length of the powertrain. Compared to conventional transmissions with more than five gears and synchronizers, the present invention employs two gear teeth and one synchronizer on the drive shaft, reducing the length of at least three gear teeth and the axial distance of the drive shaft by approximately 120 mm. This reduces the coaxial arrangement and improves efficiency by approximately 2%. Furthermore, the engine 100 of the hybrid transmission system in this invention achieves a transmission efficiency of 96%, the generator motor 700 a transmission efficiency of 96%, the parallel shaft transmission efficiency of 94%, and the drive motor 800 a transmission efficiency exceeding 94%, significantly exceeding the overall power transmission efficiency of currently available hybrid transmissions. Furthermore, the drive motor 800's role in shift clearance improves shift smoothness to levels comparable to those of automatic and dual-clutch transmissions. Moreover, the gear positions of the entire transmission system are independent, which can realize various complex working conditions such as starting in 2nd gear / 3rd gear and starting with the drive motor 800 (P3 motor); and because the drive motor 800 can be decoupled, the design of the drive motor 800 can focus on achieving higher torque supplement in low gear and improving gear shifting comfort; and the speed of the drive motor 800 will not be accelerated to more than 17000rpm at high vehicle speed due to the relatively large speed of the drive motor 800.

[0097] Furthermore, through the generator motor 700 and the multi-speed transmission system, the engine 100 can be kept operating in the optimal operating speed range (NVH and thermal efficiency factors require the engine 100 to operate at around 2000 rpm). Therefore, the simultaneous action of multiple gears and the generator motor 700 can keep the engine 100 in the optimal operating range under more working conditions. The drive motor 800 is further provided to improve the smoothness of gear shifting on the one hand, and the power of the powertrain on the other hand, and at the same time realize the effect of energy recovery during deceleration. Moreover, the drive motor 800 can be decoupled, and the drive motor 800 can be decoupled at high vehicle speeds to avoid damage to the bearings caused by excessive speed of the drive motor 800.

[0098] It should be noted that, in addition to the implementation methods of the present invention described in the above-mentioned specific embodiments, those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. Although the description of the present invention will be introduced in conjunction with the preferred embodiment, this does not mean that the features of this utility model are limited to this implementation method. On the contrary, the purpose of introducing the utility model in conjunction with the implementation method is to cover other options or modifications that may be extended based on the claims of the present utility model. In order to provide an in-depth understanding of the present utility model, the above description contains many specific details, and the present utility model can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the present utility model, some specific details will be omitted in the description. It should be noted that, in the absence of conflict, the embodiments of the present utility model and the features in the embodiments can be combined with each other.

[0099] It should be noted that in this specification, similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0100] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the utility model product is usually placed when in use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as a limitation on the utility model.

[0101] The terms “first”, “second”, etc. are only used for distinguishing descriptions and should not be understood as indicating or implying relative importance.

[0102] In the description of this embodiment, it should be noted that, unless otherwise specified or limited, the terms "disposed," "connected," and "connected" should be understood broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this embodiment based on specific circumstances.

[0103] Although the present invention has been illustrated and described with reference to certain preferred embodiments of the present invention, it should be understood by those skilled in the art that the above description is provided to further illustrate the present invention in conjunction with specific embodiments, and that the present invention should not be construed as being limited to these descriptions. Those skilled in the art may make various changes in form and detail, including simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A transmission shaft assembly, which is arranged at the power output end of an engine and is connected to the crankshaft of the engine, characterized in that: The output end of the crankshaft is provided with a dual-mass flywheel and a clutch in sequence; in The transmission shaft assembly includes a hollow transmission shaft and a motor transmission shaft sleeved in the hollow transmission shaft and coaxially arranged, wherein the motor transmission shaft and the hollow transmission shaft can rotate relative to each other; in The input end of the hollow transmission shaft is transmission-connected to the clutch, and the output end is transmission-connected to the input end of the transmission; and The input end of the motor transmission shaft is fixedly connected to the output end of the crankshaft, and the output end is connected to the generator motor. The drive shaft of the generator motor is transmission-connected to the motor transmission shaft, and the generator motor is located at an end away from the crankshaft relative to the motor transmission shaft.

2. The transmission shaft assembly according to claim 1, wherein: The clutch includes an active part and a driven part, the active part is fixedly connected to the output end of the crankshaft, and the axial center of the active part is provided with a through hole for the motor transmission shaft to pass through, and a movable bearing is provided between the through hole and the motor transmission shaft, the inner ring of the movable bearing is fixedly connected to the motor transmission shaft, and the outer ring is fixedly connected to the inner wall of the through hole.

3. The transmission shaft assembly according to claim 2, characterized in that: The active part of the clutch includes a first clutch plate, the driven part of the clutch includes a second clutch plate, and a friction plate is provided between the first clutch plate and the second clutch plate; The first clutch plate is fixedly connected to the output end of the crankshaft, the second clutch plate is fixedly connected to the hollow transmission shaft, and the friction plate is fixedly connected to the hollow transmission shaft via a bearing.

4. The transmission shaft assembly according to claim 2, wherein: A shaft shoulder is further provided on the outer side of the active portion of the clutch, and the shaft shoulder is provided with a positioning step; and The inner ring of the dual mass flywheel is fixedly arranged on the positioning step, and a positioning bearing is arranged between the dual mass flywheel and the positioning step.

5. The transmission shaft assembly according to claim 4, characterized in that: The dual mass flywheel includes a primary mass flywheel and a secondary mass flywheel, wherein the primary mass flywheel is fixedly connected to the input end of the crankshaft and the locating bearing respectively, and the secondary mass flywheel is arranged between the primary mass flywheel and the clutch; and The motor transmission shaft and the driving shaft of the generator motor are coaxially arranged and fixedly connected together.

6. A hybrid transmission system, characterized in that: The transmission shaft assembly according to any one of claims 1 to 5 further includes An engine, wherein the crankshaft is provided at a power output end of the engine, and the output end of the crankshaft is connected to the clutch; A generator motor, the generator motor being connected to the crankshaft via the motor transmission shaft; a transmission, wherein the input end of the transmission is drivingly connected to the output end of the hollow transmission shaft; A drive motor, wherein the motor output shaft of the drive motor is transmission-connected to the transmission, and the motor output shaft of the drive motor is parallel to the hollow transmission shaft.

7. The hybrid transmission system according to claim 6, wherein: The transmission comprises a first gear transmission assembly, a second gear transmission assembly and a differential transmission assembly; wherein The first gear transmission assembly includes at least two gear sets and is spaced apart and arranged on the side of the hollow transmission shaft. The first gear transmission assembly is located between the clutch and the generator motor along the axis of the hollow transmission shaft. The power output end of the first gear transmission assembly is connected to the differential transmission assembly. The second gear transmission assembly is arranged on one side of the power output end of the drive motor, the input end of the second gear transmission assembly is in driving connection with the drive motor, and the output end is in driving connection with the differential; and A first driving tooth and a second driving tooth are fixedly and spaced apart on the hollow transmission shaft. The first driving tooth is transmission-connected to the first gear transmission assembly, and the first driving tooth outputs 1st gear power transmission and 2nd gear power transmission. The second driving tooth is transmission-connected to the first gear transmission assembly, and the second driving tooth outputs 3rd gear power transmission and 4th gear power transmission.

8. The hybrid transmission system according to claim 7, wherein: Each of the gear sets in the first gear transmission assembly includes a first transmission shaft, on which a first driven tooth, a first synchronizer, a second driven tooth, and a first output gear are arranged at intervals, the first driven tooth meshes with the first driving tooth, the second driven tooth meshes with the second driving tooth, the first synchronizer is arranged between the first driven tooth and the second driven tooth, and the first output gear is drivingly connected to the differential transmission assembly; The second gear transmission assembly includes a second transmission shaft, on which a drive motor synchronizer gear hub, a drive motor driven gear, and a second output gear are spaced apart, wherein the drive motor driven gear is meshed with the drive motor driving gear on the drive motor shaft, and the second output gear is in driving connection with the differential transmission assembly; and The extending directions of the hollow transmission shaft, the motor transmission shaft, the first transmission shaft, the second transmission shaft and the drive motor shaft are all arranged in parallel.

9. The hybrid transmission system according to claim 8, wherein: The second transmission shaft is also provided with a reverse gear driven tooth and a reverse gear synchronous coupling tooth, and the output end of the reverse gear driven tooth is transmission-connected to the differential transmission assembly; and an air-conditioning transmission gear is also provided on one side of the first gear transmission assembly, and the input end of the air-conditioning transmission gear is transmission-engaged with the second driven tooth, and the output end of the air-conditioning transmission gear is transmission-connected to the vehicle air conditioner.

10. A vehicle, characterized in that: It also includes the hybrid transmission system according to any one of claims 6 to 9, wherein the power output end of the hybrid transmission system drives the wheels of the vehicle to rotate.

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