Multi-gear transmission, hybrid power driving system and vehicle

Abstract

The utility model relates to a multi-gear transmission, a hybrid power driving system and a vehicle, and the multi-gear transmission comprises an input shaft, a compound planet row, a first clutch, a second clutch, a first brake and a second brake, the compound planet row comprises a first sun gear, a first planet carrier, a first planet gear, a first gear ring, a second sun gear, a second planet carrier, a second planet gear and a second gear ring; one of the first brake and the second brake is arranged on the radial outer side of the compound planet row, and the other one of the first brake and the second brake is arranged on the radial outer side of the second clutch. According to the multi-gear transmission, one of the first brake and the second brake is arranged on the radial outer side of the compound planet row, the other of the first brake and the second brake is arranged on the radial outer side of the second clutch, and one of the first brake and the second brake and the compound planet row are arranged in a stacked mode in the radial direction. And the other clutch and the second clutch are stacked in the radial direction, so that the axial length of the multi-gear transmission can be reduced, and the arrangement of the multi-gear transmission is more compact and reasonable.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the technical field of transmission, especially relates to a multi-gear transmission, hybrid power drive system and vehicle. BACKGROUND

[0002] The existing hybrid power drive system usually comprises an engine, a motor and a multi-gear transmission, the multi-gear transmission has a transmission gear set and a plurality of combination disconnect devices, the engagement or disengagement state of the plurality of combination disconnect devices is controlled, the switching of a plurality of gears of the multi-gear transmission is realized, and thus the multi-gear output of the hybrid power drive system is realized to meet the requirements of economy and power.

[0003] However, the arrangement of the transmission gear set and the plurality of combination disconnect devices in the existing multi-gear transmission is unreasonable, the structure of the multi-gear transmission is not compact enough, and thus the arrangement of the hybrid power drive system on the whole vehicle is affected. UTILITY MODEL CONTENTS

[0004] The utility model solves the technical problem that the existing multi-gear transmission structure is not compact enough, and provides a multi-gear transmission, a hybrid power drive system and a vehicle.

[0005] To solve the above technical problem, on the one hand, the utility model embodiment provides a multi-gear transmission, comprising an input shaft, a composite planetary gear set, a first clutch, a second clutch, a first brake and a second brake, the composite planetary gear set comprises a first sun gear, a first planet carrier, a first planet gear, a first ring gear, a second sun gear, a second planet carrier, a second planet gear and a second ring gear, the first clutch, the first sun gear, the second sun gear and the second clutch are arranged in sequence along the axial direction of the input shaft, the first sun gear and the second sun gear are sleeved on the input shaft, the first planet gear is engaged between the first sun gear and the first ring gear, the second planet gear is engaged between the second sun gear and the second ring gear, the second ring gear is fixedly connected to the first planet carrier, the second planet carrier is fixedly connected to the first ring gear, the first planet carrier is used for power output of the composite planetary gear set, and the input shaft is suitable for being connected to a power source.

[0006] The first clutch is connected between the input shaft and the first sun gear, and is used for controlling power connection and power disconnection of the input shaft and the first sun gear; the second clutch is connected between the input shaft and the second planetary carrier or the first ring gear, and is used for controlling power connection and power disconnection of the input shaft and the second planetary carrier or the first ring gear; the first brake is connected between the second planetary carrier and a first stationary part, and is used for controlling braking and unbraking of the second planetary carrier; and the second brake is connected between the second sun gear and a second stationary part, and is used for controlling braking and unbraking of the second sun gear.

[0007] One of the first brake and the second brake is arranged at a radial outer side of the compound planetary gear set, and the other is arranged at a radial outer side of the second clutch.

[0008] The multi-gear transmission of the embodiment of the utility model adopts the compound planetary gear set, and through controlling the working states of the first clutch, the second clutch, the first brake and the second brake, 1-4 gears can be realized. One of the first brake and the second brake is arranged at a radial outer side of the compound planetary gear set, and the other is arranged at a radial outer side of the second clutch, one of the first brake and the second brake is arranged in a radial stack with the compound planetary gear set, and the other is arranged in a radial stack with the second clutch, so that the axial length of the multi-gear transmission can be reduced, and the multi-gear transmission is more compact and reasonable.

[0009] On the other hand, the embodiment of the utility model provides a hybrid power driving system, comprising a hybrid power device, the hybrid power device comprising a power source, a differential and the above multi-gear transmission.

[0010] The power source comprises an engine and a first motor, the engine is connected to the input shaft, the first motor is connected to one of the engine, the input shaft and the first sun gear, and the first planetary carrier outputs power to the differential.

[0011] On the other hand, the embodiment of the utility model provides a hybrid power driving system, comprising a hybrid power device, the hybrid power device comprising a power source, a differential and the above multi-gear transmission. BRIEF DESCRIPTION OF DRAWINGS

[0012] Figure 1 It is the schematic diagram of the hybrid power driving system provided by the first embodiment of the utility model;

[0013] Figure 2 It is the schematic diagram of the multi-gear transmission of the hybrid power driving system provided by the first embodiment of the utility model;

[0014] Figure 3 It is the schematic diagram of the hybrid power driving system provided by the second embodiment of the utility model;

[0015] Figure 4 is a schematic diagram of a hybrid power drive system provided by a third embodiment of the utility model;

[0016] Figure 5 is a schematic diagram of a hybrid power drive system provided by a fourth embodiment of the utility model;

[0017] Figure 6 is a schematic diagram of a hybrid power drive system provided by a fifth embodiment of the utility model;

[0018] Figure 7 is a schematic diagram of a hybrid power drive system provided by a sixth embodiment of the utility model;

[0019] Figure 8 is a schematic diagram of a hybrid power drive system provided by a seventh embodiment of the utility model;

[0020] Figure 9 is a schematic diagram of a hybrid power drive system provided by an eighth embodiment of the utility model;

[0021] Figure 10 is a schematic diagram of a hybrid power drive system provided by a ninth embodiment of the utility model;

[0022] Figure 11 is a schematic diagram of a hybrid power drive system provided by a tenth embodiment of the utility model;

[0023] Figure 12 is a schematic diagram of a hybrid power drive system provided by an eleventh embodiment of the utility model;

[0024] Figure 13 is a schematic diagram of a hybrid power drive system provided by a twelfth embodiment of the utility model;

[0025] Figure 14 is a schematic diagram of a hybrid power drive system provided by a thirteenth embodiment of the utility model;

[0026] Figure 15 is a schematic diagram of a hybrid power drive system provided by a fourteenth embodiment of the utility model;

[0027] Figure 16 is a schematic diagram of a hybrid power drive system provided by a fifteenth embodiment of the utility model;

[0028] Figure 17 is a schematic diagram of a hybrid power drive system provided by a sixteenth embodiment of the utility model;

[0029] Figure 18 is a schematic diagram of a hybrid power drive system provided by a seventeenth embodiment of the utility model;

[0030] Figure 19 is a schematic view of a hybrid power drive system provided by the eighteenth embodiment of the present application;

[0031] Figure 20 is a schematic view of a vehicle provided by the nineteenth embodiment of the present application;

[0032] Figure 21 is a schematic view of a vehicle provided by the twentieth embodiment of the present application.

[0033] The reference signs in the description are as follows:

[0034] 100, hybrid power device; 200, battery pack.

[0035] 1, engine; 11, output shaft of the engine;

[0036] 2, first motor;

[0037] 3, multi-gear transmission; 31, input shaft; 32, compound planetary gear train; 321, first sun gear; 322, first carrier; 323, first planetary gear; 324, first ring gear; 325, second sun gear; 326, second carrier; 327, second planetary gear; 328, second ring gear; 33, first clutch; 34, second clutch; 35, first brake; 36, second brake; 37, planetary gear train output gear; 38, output gear set; 381, intermediate shaft; 382, intermediate shaft input gear; 383, output driving gear; 384, output driven gear; 385, driving bevel gear; 386, driven bevel gear; 39, first gear set; 391, first gear; 392, second gear; 393, third gear; 310, motor gear; 320, third clutch;

[0038] 4, second motor;

[0039] 5, differential;

[0040] 6, third motor. DETAILED DESCRIPTION

[0041] In order to make the technical problems, technical solutions and beneficial effects solved by the present application clearer and more apparent, the following combines the drawings and examples to further explain the present application. It should be understood that the specific examples described herein are only used to explain the present application, and are not used to limit the present application.

[0042] The multi-gear transmission provided by the embodiment of the utility model, comprising input shaft, compound planetary gear train, first clutch, second clutch, first brake and second brake, compound planetary gear train comprises first sun gear, first planet carrier, first planet gear, first ring gear, second sun gear, second planet carrier, second planet gear and second ring gear, first clutch, first sun gear, second sun gear and second clutch are arranged in sequence along the axial direction of input shaft, first sun gear and second sun gear are sleeved on input shaft, first planet gear is engaged between first sun gear and first ring gear, second planet gear is engaged between second sun gear and second ring gear, second ring gear is fixedly connected with first planet carrier, second planet carrier is fixedly connected with first ring gear, first planet carrier is used for power output of compound planetary gear train, and input shaft is suitable for connecting power source;First clutch is connected between input shaft and first sun gear, and is used for controlling the power connection and power disconnection of input shaft and first sun gear;Second clutch is connected between input shaft and second planet carrier or first ring gear, and is used for controlling the power connection and power disconnection of input shaft and second planet carrier or first ring gear;First brake is connected between second planet carrier and first stationary part, and is used for controlling the brake and brake release of second planet carrier;Second brake is connected between second sun gear and second stationary part, and is used for controlling the brake and brake release of second sun gear;One of first brake and second brake is arranged on the radial outer side of compound planetary gear train, and the other is arranged on the radial outer side of second clutch.

[0043] The multi-gear transmission of the embodiment of the utility model adopts compound planetary gear train, and through controlling the working state of first clutch, second clutch, first brake and second brake, 1-4 gears can be realized. One of first brake and second brake is arranged on the radial outer side of compound planetary gear train, and the other is arranged on the radial outer side of second clutch, one of first brake and second brake is arranged in the radial direction and stacked with compound planetary gear train, and the other is arranged in the radial direction and stacked with second clutch, so that the axial length of multi-gear transmission can be reduced, and the arrangement of multi-gear transmission is more compact and reasonable.

[0044] In some embodiments, the second clutch is connected between the input shaft and the second planet carrier, and is used for controlling the power connection and power disconnection of the input shaft and the second planet carrier.

[0045] In some other embodiments, the second clutch is connected between the input shaft and the first ring gear, and is used for controlling the power connection and power disconnection of the input shaft and the first ring gear.

[0046] Since the second planet carrier is fixedly connected with the first ring gear, the second clutch is connected between the input shaft and the second planet carrier, and the second clutch is connected between the input shaft and the first ring gear, and both are equivalent.

[0047] In some embodiments, one of the first brake and the second brake is disposed radially outside the compound planetary gear set and coplanar with the compound planetary gear set, and the two share a cooling lubricating oil passage; the other is disposed radially outside the second clutch and coplanar with the second clutch, and the two share another cooling lubricating oil passage.

[0048] In this document, coplanar can mean complete coincidence or partial coincidence in the radial direction. In this way, the structure of the multi-gear transmission is more compact. Moreover, one of the first brake and the second brake shares a cooling lubricating oil passage with the compound planetary gear set, and the other shares a cooling lubricating oil passage with the second clutch, which can reduce the number of cooling lubricating oil passages and simplify the cooling system.

[0049] In this document, sharing a cooling lubricating oil passage specifically means that the input shaft is hollow, which serves as a flow channel for the cooling lubricating oil. The input shaft is provided with oil holes corresponding to the radial positions of the first clutch and / or the second clutch and the compound planetary gear set. The outer hub of the first clutch and / or the outer hub of the second clutch is also provided with oil holes. In this way, when the input shaft rotates, the oil is gradually thrown onto the radially coplanar elements under the action of centrifugal force, thereby achieving the effect of cooling and lubrication. Thus, the oil passage is simplified, the input shaft has fewer holes, and the structural strength is not affected by too many holes.

[0050] In some embodiments, the second brake is disposed radially outside the second clutch and coplanar with the second clutch. In this way, the structure of the multi-gear transmission is more compact, and the second brake and the second clutch can share a cooling lubricating oil passage, thereby reducing the number of cooling lubricating oil passages. Here, the radially coplanar elements are the second brake and the second clutch.

[0051] In some embodiments, along the axial direction of the input shaft, the second clutch is located on the side of the second sun gear away from the first sun gear.

[0052] In some embodiments, the first brake is disposed radially outside the compound planetary gear set and coplanar with the compound planetary gear set. In this way, the structure of the multi-gear transmission is more compact, and the first brake and the compound planetary gear set can share a cooling lubricating oil passage, thereby reducing the number of cooling lubricating oil passages. Here, the radially coplanar elements are the first brake and the compound planetary gear set.

[0053] In some embodiments, along the axial direction of the input shaft, the first clutch is located on the side of the first sun gear away from the second sun gear.

[0054] In some embodiments, the multi-gear transmission further comprises a planetary gear set output gear fixed to or integrally formed on the first carrier, which is used for power output of the compound planetary gear set.

[0055] In some embodiments, the multi-gear transmission further comprises an output gear set drivingly connected to the planetary gear set output gear for power output of the multi-gear transmission. The addition of the output gear set can further reduce speed and increase torque.

[0056] In some embodiments, the multi-gear transmission is arranged transversely, the output gear set comprises an intermediate shaft, an intermediate shaft input gear, an output driving gear and an output driven gear engaged with the output driving gear, the intermediate shaft input gear and the output driving gear are fixed on the intermediate shaft, the output driven gear is used for power output of the multi-gear transmission, and the intermediate shaft input gear is engaged with the planetary gear set output gear. The multi-gear transmission is arranged transversely, and the output gear set has fewer components. The multi-gear transmission is arranged transversely, i.e., the input shaft extends along the left-right direction of the vehicle, and the corresponding engine and each motor are arranged transversely. When the multi-gear transmission is arranged transversely, the engine is also arranged transversely, and the multi-gear transmission is axially corresponding to the left-right direction of the vehicle. Since the engine occupies a large axial space, the application reduces the axial size of the multi-gear transmission, so that the hybrid power drive system composed of the multi-gear transmission, the engine and the motor can be reasonably arranged without increasing the width size of the vehicle.

[0057] In some embodiments, the multi-gear transmission is arranged transversely, the output gear set comprises an intermediate shaft, an intermediate shaft input gear, an output driving gear and an output driven gear engaged with the output driving gear, the intermediate shaft input gear and the output driving gear are fixed on the intermediate shaft, the output driven gear is used for power output of the multi-gear transmission, and the intermediate shaft input gear is engaged with the planetary gear set output gear. The multi-gear transmission is arranged transversely, and the output gear set has fewer components. The multi-gear transmission is arranged transversely, i.e., the input shaft extends along the left-right direction of the vehicle, and the corresponding engine and each motor are arranged transversely. When the multi-gear transmission is arranged transversely, the engine is also arranged transversely, and the multi-gear transmission is axially corresponding to the left-right direction of the vehicle. Since the engine occupies a large axial space, the application reduces the axial size of the multi-gear transmission, so that the hybrid power drive system composed of the multi-gear transmission, the engine and the motor can be reasonably arranged without increasing the width size of the vehicle.

[0058] In some embodiments, the multi-gear transmission further comprises a transmission housing, the input shaft, the compound planetary gear set, the first clutch, the second clutch, the first brake and the second brake are arranged in the transmission housing; and the first stationary component and the second stationary component are both the transmission housing.

[0059] In some embodiments, the output shaft of the engine is fixedly connected or integrally formed with the input shaft. For example, the output shaft of the engine is welded, splined or integrally formed with the input shaft.

[0060] In some embodiments, the multi-gear transmission further comprises a third clutch connected between the input shaft and the output shaft of the power source for controlling power connection and power disconnection between the input shaft and the output shaft of the power source.

[0061] In some embodiments provided with the third clutch, the third clutch is embedded in the first clutch, and the first clutch and the third clutch are arranged coplanarly. In this way, the structure of the multi-gear transmission is more compact, and the first clutch and the third clutch can share a cooling and lubricating oil path, thereby reducing the number of cooling and lubricating oil paths. Here, the elements that are radially coplanar are the first clutch and the third clutch.

[0062] The hybrid power driving system in the embodiments of the present application comprises a hybrid power device, the hybrid power device comprising a power source, a differential and the multi-gear transmission in the above embodiments; the power source is connected to the input shaft; by controlling the engagement or disengagement of the first clutch, the second clutch, the first brake and the second brake respectively, the four gear ratios of the multi-gear transmission can be realized.

[0063] In some embodiments, the power source comprises an engine and a first motor; the engine is connected to the input shaft, and the first motor is connected to one of the engine, the input shaft and the first sun gear.

[0064] In some other embodiments, the power source comprises an engine.

[0065] In some other embodiments, the power source comprises a first motor.

[0066] In some embodiments, the first clutch is engaged, the second clutch is disengaged, the first brake is engaged and the second brake is disengaged to realize the first gear ratio of the multi-gear transmission; the first clutch is engaged, the second clutch is disengaged, the first brake is disengaged and the second brake is engaged to realize the second gear ratio of the multi-gear transmission; the first clutch is engaged, the second clutch is engaged, the first brake is disengaged and the second brake is disengaged to realize the third gear ratio of the multi-gear transmission; the first clutch is disengaged, the second clutch is engaged, the first brake is disengaged and the second brake is engaged to realize the fourth gear ratio of the multi-gear transmission. The fourth gear ratio of the multi-gear transmission can realize four-gear driving of the engine, and the four-gear driving of the engine is realized by using a compound planetary gear set, two clutches and two brakes, so the structure is simple and the number of parts is small.

[0067] In some embodiments, the output shaft of the engine is fixedly connected to the input shaft.

[0068] In some other embodiments, the output shaft of the engine is integrally formed with the input shaft.

[0069] In some embodiments, the rotor of the first motor is connected to the output shaft of the engine.

[0070] In some embodiments, the first clutch is embedded in the first motor, and the first motor and the first clutch are arranged in a same plane. In this way, the multi-gear transmission is more compact, and the first motor and the first clutch can share a cooling and lubricating oil passage, reducing the number of cooling and lubricating oil passages.

[0071] In some other embodiments, the multi-gear transmission further comprises a third clutch connected between the input shaft and the output shaft of the engine, for controlling power connection and power disconnection between the input shaft and the output shaft of the engine; the rotor of the first motor is fixedly connected to the input shaft, and the third clutch is further connected between the rotor of the first motor and the output shaft of the engine.

[0072] In some embodiments provided with the third clutch, the first clutch is embedded in the first motor, the third clutch is embedded in the first clutch, and the first motor, the first clutch and the third clutch are arranged in a same plane. In this way, the multi-gear transmission is more compact, and the first motor, the first clutch and the third clutch can share a cooling and lubricating oil passage, reducing the number of cooling and lubricating oil passages.

[0073] In some other embodiments, the multi-gear transmission further comprises a third clutch connected between the input shaft and the output shaft of the engine, for controlling power connection and power disconnection between the input shaft and the output shaft of the engine; the rotor of the first motor is fixedly connected to the input shaft, and the third clutch is further connected between the rotor of the first motor and the output shaft of the engine.

[0074] In some other embodiments, the hybrid power device further comprises a second motor, and the second motor is drivingly connected to the differential.

[0075] In some other embodiments, the hybrid power device further comprises a second motor, and the multi-gear transmission further comprises a third clutch connected between the input shaft and the output shaft of the engine, for controlling power connection and power disconnection between the input shaft and the output shaft of the engine; the rotor of the first motor is connected to the output shaft of the engine, the rotor of the second motor is fixedly connected to the input shaft, and the third clutch is further connected between the rotor of the second motor and the output shaft of the engine.

[0076] In some embodiments, the hybrid power device is arranged in a front axle of a vehicle, for driving front wheels of the vehicle. Rear wheels are not driven, to realize front-drive two-wheel drive.

[0077] In some other embodiments, the hybrid power device is arranged in a rear axle of a vehicle, for driving rear wheels of the vehicle. Front wheels are not driven, to realize rear-drive two-wheel drive.

[0078] In some embodiments, the hybrid drive system further comprises a third electric machine, the hybrid device is arranged at a front axle of the vehicle for driving front wheels of the vehicle. The third electric machine is arranged at a rear axle of the vehicle for driving rear wheels of the vehicle to realize four-wheel drive.

[0079] In another embodiment, the hybrid drive system further comprises a third electric machine, the hybrid device is arranged at a rear axle of the vehicle for driving rear wheels of the vehicle. The third electric machine is arranged at a front axle of the vehicle for driving front wheels of the vehicle to realize four-wheel drive.

[0080] In some embodiments, the hybrid drive system further comprises a damping element connected between the engine and the power input end, the damping element being a single-mass flywheel, a dual-mass flywheel, a torsional damper or a hydraulic torque converter. The damping element can absorb the vibration of the engine to improve the driving experience.

[0081] In some embodiments, the first clutch, the second clutch and the third clutch are disc friction clutches.

[0082] The following will be described in detail Figures 1 to 19 The hybrid drive system provided by the embodiments of the utility model is described in detail.

[0083] First embodiment

[0084] As Figure 1 and Figure 2The utility model discloses a hybrid power drive system, including hybrid power device 100, hybrid power device 100 includes engine 1, first motor 2, multi -gear transmission 3, second motor 4 and differential 5, engine 1, first motor 2 constitute power source. Multi -gear transmission 3 includes input shaft 31, composite planetary row 32, first clutch 33, second clutch 34, first brake 35 and second brake 36, composite planetary row 32 includes first sun gear 321, first planet carrier 322, first planetary gear 323, first ring gear 324, second sun gear 325, second planet carrier 326, second planetary gear 327 and second ring gear 328, first clutch 33, first sun gear 321, second sun gear 325 and second clutch 34 are sequentially arranged along the axial direction of input shaft 31, and first sun gear 321 and second sun gear 325 are sleeved on input shaft 31 through bearing or bearing shell, first planetary gear 323 is engaged between first sun gear 321 and first ring gear 324, first ring gear 324 is an inner tooth ring, and a plurality of first planetary gears 323 can be arranged, second planetary gear 327 is engaged between second sun gear 325 and second ring gear 328, second ring gear 328 is an inner tooth ring, and a plurality of second planetary gears 327 can be arranged, second ring gear 328 is fixedly connected with first planet carrier 322 by welding, bolt connection or integral molding, second planet carrier 326 is fixedly connected with first ring gear 324 by welding, bolt connection or integral molding, and first planet carrier 322 is used to output the power of composite planetary row to differential 5.

[0085] Each first planetary gear 323 is rotatably connected to first planet carrier 322 by a pin shaft, and each second planetary gear 327 is rotatably connected to second planet carrier 326 by a pin shaft.

[0086] Engine 1 is connected to input shaft 31, and the rotor of first motor 2 is connected to the output shaft 11 of engine 1. The output shaft 11 of engine 1 is fixedly connected or integrally formed with the input shaft 31.

[0087] First clutch 33 is connected between input shaft 31 and first sun gear 321, and is used to control the power connection and power disconnection of input shaft 31 and first sun gear 321;Second clutch 34 is connected between input shaft 31 and second planet carrier 326 or first ring gear 324, and is used to control the power connection and power disconnection of input shaft 31 and second planet carrier 326 or first ring gear 324;First brake 35 is connected between second planet carrier 326 and a first stationary part, and is used to control the braking and braking release of second planet carrier 326;Second brake 36 is connected between second sun gear 325 and a second stationary part, and is used to control the braking and braking release of second sun gear 325.

[0088] In some embodiments, the second clutch 34 is connected between the input shaft 31 and the second carrier 326 for controlling power connection and power disconnection of the input shaft 31 and the second carrier 326.

[0089] In some other embodiments, the second clutch 34 is connected between the input shaft 31 and the first ring gear 324 for controlling power connection and power disconnection of the input shaft 31 and the first ring gear 324.

[0090] Since the second carrier 326 is fixedly connected with the first ring gear 324, the second clutch 34 is connected between the input shaft 31 and the second carrier 326 and the second clutch 34 is connected between the input shaft 31 and the first ring gear 324, which are equivalent.

[0091] When the second carrier 326 is braked, it remains fixed relative to the first stationary component and cannot rotate; when the second carrier 326 is unbraked, it can rotate relative to the first stationary component. When the second sun gear 325 is braked, it remains fixed relative to the second stationary component and cannot rotate; when the second sun gear 325 is unbraked, it can rotate relative to the second stationary component.

[0092] The first stationary component and the second stationary component are components that remain stationary relative to the vehicle body, and the first stationary component and the second stationary component can be the same component or different components.

[0093] Preferably, the first stationary component and the second stationary component are the same component to reduce the number of parts.

[0094] Preferably, the multi-speed transmission 3 further comprises a transmission housing, and the input shaft 31, the compound planetary gear set 32, the first clutch 33, the second clutch 34, the first brake 35 and the second brake 36 are arranged in the transmission housing; the first stationary component and the second stationary component are both the transmission housing.

[0095] The first brake 35 is arranged radially outward of the compound planetary gear set 32, and the second brake 36 is arranged radially outward of the second clutch 34. In this way, the first brake 35 and the compound planetary gear set 32 are arranged in a radial stack, and the second brake 36 and the second clutch 34 are arranged in a radial stack, which can reduce the axial length of the multi-speed transmission 3 and make the arrangement of the multi-speed transmission 3 more compact and reasonable.

[0096] Of course, in some alternatives of the first embodiment, the second brake 36 can be arranged radially outward of the compound planetary gear set 32, and the first brake 35 can be arranged radially outward of the second clutch 34.

[0097] By controlling the engagement or disengagement of the first clutch 33, the second clutch 34, the first brake 35 and the second brake 36 respectively, the four gear ratios of the multi-gear transmission 3 can be realized, i.e. the four gear drive when the engine 1 participates in driving.

[0098] Specifically, the first clutch 33 is engaged, the second clutch 34 is disengaged, the first brake 35 is engaged, and the second brake 36 is disengaged to realize the first gear ratio of the multi-gear transmission 3; the first clutch 33 is engaged, the second clutch 34 is disengaged, the first brake 35 is disengaged, and the second brake 36 is engaged to realize the second gear ratio of the multi-gear transmission 3; the first clutch 33 is engaged, the second clutch 34 is engaged, the first brake 35 is disengaged, and the second brake 36 is disengaged to realize the third gear ratio of the multi-gear transmission 3; the first clutch 33 is disengaged, the second clutch 34 is engaged, the first brake 35 is disengaged, and the second brake 36 is engaged to realize the fourth gear ratio of the multi-gear transmission 3.

[0099] The second brake 36 is arranged on the radially outer side of the second clutch 34, and the second brake 36 and the second clutch 34 are arranged in the same plane. In this way, the structure of the multi-gear transmission 3 is more compact, and the second brake 36 and the second clutch 34 can share a cooling and lubricating oil circuit, reducing the number of cooling and lubricating oil circuits.

[0100] The second brake 36 and the second clutch 34 are arranged in the same plane, which can be that the second brake 36 and the second clutch 34 are completely or partially coincident in the radial direction. The second brake 36 and the second clutch 34 share a cooling and lubricating oil circuit, which is that the input shaft 31 is hollow, which is a flow channel for cooling and lubricating oil. The input shaft 31 is provided with oil holes corresponding to the radial positions of the second clutch 34 and the compound planetary gear set. The outer hub of the second clutch 34 is also provided with oil holes. Thus, when the input shaft 31 rotates, the oil is gradually thrown onto the elements in the same plane under the action of centrifugal force, thereby playing a cooling and lubricating role, thereby simplifying the oil circuit and reducing the number of holes in the input shaft, avoiding that too many holes affect the structural strength of the input shaft.

[0101] In the axial direction of the input shaft 31, the second clutch 34 is located on the side of the second sun gear 325 away from the first sun gear 321, and the first clutch 33 is located on the side of the first sun gear 321 away from the second sun gear 325. That is, in the axial direction of the input shaft 31, the compound planetary gear set 32 is located between the first clutch 33 and the second clutch 34 as a whole, which is more compact in structure and easier to arrange the first clutch 33 and the second clutch 34.

[0102] The first brake 35 is mounted radially outside the compound planetary gear set 32, and the first brake 35 and the compound planetary gear set 32 ​​are coplanar. This makes the structure of the multi-speed transmission 3 more compact, and the first brake 35 and the compound planetary gear set 32 ​​can share a cooling and lubrication oil circuit, reducing the number of cooling and lubrication oil circuits.

[0103] The first brake 35 and the compound planetary gear set 32 ​​are coplanar, meaning they may be completely or partially overlapped radially. Specifically, the first brake 35 and the compound planetary gear set 32 ​​share a common cooling and lubrication oil path. The input shaft 31 is hollow, serving as a channel for the cooling and lubricating oil. Oil holes are opened on the input shaft 31 at radial positions corresponding to the compound planetary gear set. This allows the oil to be gradually thrown onto the radially coplanar components under centrifugal force when the input shaft 31 rotates, achieving cooling and lubrication. This simplifies the oil path, reduces the number of openings on the input shaft, and avoids excessive openings that could affect its structural strength.

[0104] The first clutch 33 is embedded in the first motor 2, and the first motor 2 and the first clutch 33 are arranged on the same plane. In this way, the structure of the multi-speed transmission 3 is more compact, and the first motor 2 and the first clutch 33 can share a cooling and lubrication oil circuit, reducing the number of cooling and lubrication oil circuits.

[0105] The first motor 2 and the first clutch 33 are arranged coplanarly, meaning they may be completely or partially overlapped radially. Specifically, the first motor 2 and the first clutch 33 share a common cooling and lubrication oil path. The input shaft 31 is hollow, serving as a channel for the cooling and lubricating oil. Oil holes are opened on the input shaft 31 at radial positions corresponding to the first clutch 33. This allows the input shaft 31 to gradually throw the oil onto the radially coplanar components under centrifugal force during rotation, achieving cooling and lubrication. This simplifies the oil path, reduces the number of openings on the input shaft, and avoids excessive openings that could affect its structural strength.

[0106] Thus, in this embodiment, the cooling system of the multi-speed transmission 3 can be implemented using three cooling and lubrication oil circuits. These three circuits are independent of each other, uncoupled, and independently controllable, with staggered flow rates. This simplifies the design and control of the cooling system for the multi-speed transmission 3.

[0107] The multi-speed transmission 3 also includes a planetary gear set output gear 37 fixed or integrally formed on the first planetary carrier 322. The planetary gear set output gear 37 is used for the power output of the compound planetary gear set and is connected to the differential 5. Along the axial direction of the input shaft 31, the planetary gear set output gear 37 is located between the first clutch 33 and the first sun gear 321. In this way, the planetary gear set output gear 37 does not occupy additional space in the axial direction, making the structure of the multi-speed transmission 3 more compact.

[0108] The multi-gear transmission 3 further comprises an output gear set 38, which is drivingly connected to the planetary gear set output gear 37 for power output of the multi-gear transmission. Specifically, the output gear set 38 is drivingly connected between the planetary gear set output gear 37 and the input end of the differential 5.

[0109] The multi-gear transmission 3 is arranged transversely, and the output gear set 38 comprises an intermediate shaft 381, an intermediate shaft input gear 382, an output driving gear 383, and an output driven gear 384 meshing with the output driving gear 383, the intermediate shaft input gear 382 and the output driving gear 383 being fixed on the intermediate shaft 381, the output driven gear 384 being fixed on the input end of the differential 5, the output driven gear 384 being used for power output of the multi-gear transmission, and the intermediate shaft input gear 382 meshing with the planetary gear set output gear 37. In this way, the rotation of the planetary gear set output gear 37 is transmitted to the input end of the differential 5 through the intermediate shaft input gear 382, the intermediate shaft 381, the output driving gear 383, and the output driven gear 384, and then transmitted to the left half shaft and the right half shaft from the two output ends of the differential 5 to drive the corresponding wheels to rotate (the left half shaft is connected to the left wheel, and the right half shaft is connected to the right wheel), thereby driving the vehicle to travel.

[0110] Here, the multi-gear transmission 3 is arranged transversely (the input shaft 31 extends along the left-right direction of the vehicle), and correspondingly, the engine 1, the first motor 2, and the second motor 4 are arranged transversely. That is, the output shaft 11 of the engine 1, the axes of the first motor 2 and the second motor 4 all extend along the left-right direction.

[0111] The differential 5 generally comprises a differential housing, a planetary bevel gear, a planetary axle, a first output bevel gear, and a second output bevel gear, the planetary bevel gear being arranged on the planetary axle, the planetary axle being installed in the differential housing, the first output bevel gear and the second output bevel gear being orthogonally meshed with the planetary bevel gear, the input end of the differential 5 being the differential housing, and the two output ends of the differential 5 being the first output bevel gear and the second output bevel gear respectively. The output driven gear 384 drives the differential housing to rotate, thereby driving the planetary bevel gear to rotate, and the planetary bevel gear drives the first output bevel gear and the second output bevel gear to rotate, thereby realizing the rotation of the left half shaft and the right half shaft, and further driving the left wheel and the right wheel.

[0112] The multi-gear transmission 3 further comprises a first gear set 39, which is drivingly connected between the second motor 4 and the output driven gear 384, so that the power of the second motor 4 can be transmitted to the input end of the differential 5 through the first gear set 39 and the output driven gear 384. By arranging the first gear set 39, the speed reduction and torque increase effect of the second motor 4 can be realized.

[0113] Specifically, referring to Figure 1The first gear set comprises a first gear 391, a second gear 392 and a third gear 393, the first gear 391 is connected to the output shaft of the second motor 4, the second gear 392 and the third gear 393 are coaxially connected, the first gear 391 is engaged with the second gear 392, and the third gear 393 is engaged with the output driven gear 384.

[0114] However, in some other embodiments, the output shaft of the second motor 4 can be directly connected to one of the output driving gear 383 and the output driven gear 384.

[0115] The hybrid power device 100 is arranged in one of the front axle or the rear axle of the vehicle and is used for driving the front wheel or the rear wheel of the vehicle.

[0116] The hybrid power driving system of the first embodiment of the utility model is suitable for transverse front drive or transverse rear drive vehicle. Through controlling the working state of the engine 1, the first motor 2 and the second motor 4 and the state of the first clutch 33, the second clutch 34, the first brake 35 and the second brake 36, the parking power generation mode, the pure electric driving mode, the range extending mode, the engine direct drive first gear mode, the parallel driving first gear mode, the engine direct drive second gear mode, the parallel driving second gear mode, the engine direct drive third gear mode, the parallel driving third gear mode, the engine direct drive fourth gear mode, the parallel driving fourth gear mode and the brake energy recovery mode and other driving modes can be realized. The control in each driving mode is shown in the following Table 1:

[0117] Table 1

[0118]

[0119] The power (power) transmission in each driving mode is as follows:

[0120] (1) Parking power generation mode

[0121] When the vehicle is parked, the first clutch 33 and the second clutch 34 are disconnected, the first brake 35 is disconnected, the second brake 36 is disconnected, the second motor 4 is not working, the engine 1 is working to drive the first motor 2 to generate electricity, and the parking power generation is realized. At this time, the power transmission route is: engine 1-first motor 2. This mode is mainly used for power feeding working conditions such as traffic lights.

[0122] (2) Pure electric driving mode

[0123] The first clutch 33 and the second clutch 34 are disconnected, the first brake 35 is disconnected, and the second brake 36 is disconnected. The engine 1 and the first motor 2 are not working, and the second motor 4 is driving. At this time, the power transmission route is: second motor 4-first gear set 39-output driven gear 384-differential 5. This mode is mainly used for the working condition of sufficient battery power at low speed.

[0124] (3) Extended range mode

[0125] The first clutch 33 and the second clutch 34 are disconnected, the first brake 35 is disconnected, and the second brake 36 is disconnected. At this time, the power transmission route one is: the second motor 4 - the first gear set 39 - the output driven gear 384 - the differential 5. The power transmission route two is: the engine 1 - the first motor 2. That is, the engine 1 drives the first motor 2 to generate electricity, the electricity generated by the first motor 2 is provided to the second motor 4 to drive, and the excess electricity can be stored through the battery pack. This mode is mainly used for low-speed power running working conditions.

[0126] (4) Engine direct drive one-gear mode

[0127] The first clutch 33 is connected, the second clutch 34 is disconnected, the first brake 35 is connected, and the second brake 36 is disconnected. The engine 1 is driven, and the first motor 2 and the second motor 4 are not working. At this time, the power transmission route is: the engine 1 - the first clutch 33 - the first sun gear 321 - the first planet gear 323 - the first planet carrier 322 - the planetary gear set output gear 37 - the intermediate shaft input gear 382 - the intermediate shaft 381 - the output drive gear 383 - the output driven gear 384 - the differential 5.

[0128] (5) Parallel driving one-gear mode

[0129] The first clutch 33 is connected, the second clutch 34 is disconnected, the first brake 35 is connected, and the second brake 36 is disconnected. The engine 1 is driven, and the first motor 2 and the second motor 4 are simultaneously driven, or the first motor 2 is driven and the second motor 4 is not working, or the first motor 2 generates electricity and the second motor 4 is driven. There are three cases as follows:

[0130] 1) The first motor 2 and the second motor 4 are simultaneously driven

[0131] At this time, the power transmission route one is: the engine 1 - the first clutch 33 - the first sun gear 321 - the first planet gear 323 - the first planet carrier 322 - the planetary gear set output gear 37 - the intermediate shaft input gear 382 - the intermediate shaft 381 - the output drive gear 383 - the output driven gear 384 - the differential 5. The power transmission route two is: the first motor 2 - the first sun gear 321 - the first planet gear 323 - the first planet carrier 322 - the planetary gear set output gear 37 - the intermediate shaft input gear 382 - the intermediate shaft 381 - the output drive gear 383 - the output driven gear 384 - the differential 5. The power transmission route three is: the second motor 4 - the first gear set 39 - the output driven gear 384 - the differential 5.

[0132] 2) The first motor 2 is driven, and the second motor 4 is not working

[0133] At this time, power transmission route one is: engine 1 - first clutch 33 - first sun gear 321 - first planetary gear 323 - first planetary carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route two is: first motor 2 - first sun gear 321 - first planetary gear 323 - first planetary carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5.

[0134] 3) First motor 2 generates electricity, second motor 4 drives

[0135] At this time, power transmission route one is: engine 1 - first clutch 33 - first sun gear 321 - first planetary gear 323 - first planetary carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route two is: engine 1 - first motor 2. Power transmission route three is: second motor 4 - first gear set 39 - output driven gear 384 - differential 5.

[0136] (6) Engine direct drive two-gear mode

[0137] First clutch 33 is engaged, second clutch 34 is disengaged, first brake 35 is disengaged, and second brake 36 is engaged. The engine 1 drives, and the first motor 2 and the second motor 4 do not work. At this time, power transmission route one is: engine 1 - first clutch 33 - first sun gear 321 - first planetary carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route two is: engine 1 - first clutch 33 - first sun gear 321 - first ring gear 324 - second sun gear 325 - second ring gear 328 - first planetary carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5.

[0138] (7) Parallel driving two-gear mode

[0139] First clutch 33 is engaged, second clutch 34 is disengaged, first brake 35 is disengaged, and second brake 36 is engaged. The engine 1 drives, and the first motor 2 and the second motor 4 drive simultaneously, or the first motor 2 drives and the second motor 4 does not work, or the first motor 2 generates electricity and the second motor 4 drives. There are three cases as follows:

[0140] 1) First motor 2 and second motor 4 drive simultaneously

[0141] At this time, power transmission route one is: engine 1 - first clutch 33 - first sun gear 321 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route two is: engine 1 - first clutch 33 - first sun gear 321 - first ring gear 324 - second sun gear 325 - second ring gear 328 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route three is: first motor 2 - first sun gear 321 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route four is: first motor 2 - first sun gear 321 - first ring gear 324 - second sun gear 325 - second ring gear 328 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route five is: second motor 4 - first gear set 39 - output driven gear 384 - differential 5.

[0142] 2) First motor 2 is driving, second motor 4 is not working

[0143] At this time, power transmission route one is: engine 1 - first clutch 33 - first sun gear 321 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route two is: engine 1 - first clutch 33 - first sun gear 321 - first ring gear 324 - second sun gear 325 - second ring gear 328 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route three is: first motor 2 - first sun gear 321 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route four is: first motor 2 - first sun gear 321 - first ring gear 324 - second sun gear 325 - second ring gear 328 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5.

[0144] 3) First motor 2 is generating, second motor 4 is driving

[0145] At this time, power transmission route one is: engine 1 - first clutch 33 - first sun gear 321 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route two is: engine 1 - first clutch 33 - first sun gear 321 - first ring gear 324 - second sun gear 325 - second ring gear 328 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route three is: engine 1 - first motor 2. Power transmission route four is: second motor 4 - first gear set 39 - output driven gear 384 - differential 5.

[0146] (8) Engine direct drive three-gear mode

[0147] The first clutch 33 is engaged, the second clutch 34 is engaged, the first brake 35 is disengaged, and the second brake 36 is disengaged. The engine 1 is driven, and the first motor 2 and the second motor 4 are not working. At this time, power transmission route one is: engine 1 - first clutch 33 - composite planetary gear set (overall rotation) - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5.

[0148] (9) Parallel drive three-gear mode

[0149] The first clutch 33 is engaged, the second clutch 34 is engaged, the first brake 35 is disengaged, and the second brake 36 is disengaged. The engine 1 is driven, and the first motor 2 and the second motor 4 are simultaneously driven, or the first motor 2 is driven and the second motor 4 is not working, or the first motor 2 generates electricity and the second motor 4 is driven. There are three cases as follows:

[0150] 1) The first motor 2 and the second motor 4 are simultaneously driven

[0151] At this time, power transmission route one is: engine 1 - first clutch 33 - composite planetary gear set (overall rotation) - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route two is: first motor 2 - first clutch 33 - composite planetary gear set (overall rotation) - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route three is: second motor 4 - first gear set 39 - output driven gear 384 - differential 5.

[0152] 2) The first motor 2 is driven, and the second motor 4 is not working

[0153] At this time, power transmission route one is: engine 1 - first clutch 33 - compound planetary gear set (overall rotation) - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route two is: first motor 2 - first clutch 33 - compound planetary gear set (overall rotation) - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5.

[0154] 3) First motor 2 generates electricity, second motor 4 drives

[0155] At this time, power transmission route one is: engine 1 - first clutch 33 - compound planetary gear set (overall rotation) - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route two is: engine 1 - first motor 2. Power transmission route three is: second motor 4 - first gear set 39 - output driven gear 384 - differential 5.

[0156] (10) Engine direct drive four-gear mode

[0157] The first clutch 33 is disconnected, the second clutch 34 is engaged, the first brake 35 is disconnected, and the second brake 36 is engaged. The engine 1 drives, and the first motor 2 and the second motor 4 do not work. At this time, power transmission route one is: engine 1 - input shaft 31 - second clutch 34 - second planet carrier 326 - second planet wheel 327 - second ring gear 328 - first planet carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route two is: engine 1 - input shaft 31 - second clutch 34 - first ring gear 324 - first planet wheel 323 - first planet carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5.

[0158] (11) Parallel driving four-gear mode

[0159] The first clutch 33 is disconnected, the second clutch 34 is engaged, the first brake 35 is disconnected, and the second brake 36 is engaged. The engine 1 drives, and the first motor 2 and the second motor 4 drive simultaneously, or the first motor 2 drives and the second motor 4 does not work, or the first motor 2 generates electricity and the second motor 4 drives. There are three cases as follows:

[0160] 1) First motor 2 and second motor 4 drive simultaneously

[0161] At this time, power transmission route one is: engine 1 - input shaft 31 - second clutch 34 - second carrier 326 - second planetary gear 327 - second ring gear 328 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5; power transmission route two is: engine 1 - input shaft 31 - second clutch 34 - first ring gear 324 - first planetary gear 323 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route three is: first motor 2 - input shaft 31 - second clutch 34 - second carrier 326 - second planetary gear 327 - second ring gear 328 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route four is: second motor 4 - first gear set 39 - output driven gear 384 - differential 5.

[0162] 2) First motor 2 is driven, second motor 4 is not working

[0163] At this time, power transmission route one is: engine 1 - input shaft 31 - second clutch 34 - second carrier 326 - second planetary gear 327 - second ring gear 328 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5; power transmission route two is: engine 1 - input shaft 31 - second clutch 34 - first ring gear 324 - first planetary gear 323 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route three is: first motor 2 - input shaft 31 - second clutch 34 - second carrier 326 - second planetary gear 327 - second ring gear 328 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5.

[0164] 3) First motor 2 generates electricity, second motor 4 is driven

[0165] At this time, the power transmission route one is: engine 1-input shaft 31-second clutch 34-second ring gear 328-second planetary gear 327-second planetary carrier 326-first planetary gear 323-first ring gear 324-first planetary carrier 322-planetary gear train output gear 37-intermediate shaft input gear 382-intermediate shaft 381-output driving gear 383-output driven gear 384-differential 5; the power transmission route two is: engine 1-input shaft 31-second clutch 34-second ring gear 328-second planetary gear 327-second planetary carrier 326-first planetary gear 323-first ring gear 324-first planetary carrier 322-planetary gear train output gear 37-intermediate shaft input gear 382-intermediate shaft 381-output driving gear 383-output driven gear 384-differential 5; the power transmission route three is: engine 1-first motor 2; the power transmission route four is: second motor 4-first gear set 39-output driven gear 384-differential 5.

[0166] (12) brake energy recovery mode

[0167] When braking, the second motor 4 is reversed to generate electricity. In any mode except the parking generation mode, when the vehicle brakes, the brake energy recovery mode can be entered.

[0168] The engine direct drive one gear mode, the engine direct drive two gear mode, the engine direct drive three gear mode and the engine direct drive four gear mode are collectively referred to as the engine direct drive mode, and the parallel drive one gear mode, the parallel drive two gear mode, the parallel drive three gear mode and the parallel drive four gear mode are collectively referred to as the parallel drive mode. The engine direct drive mode and the parallel drive mode are mainly suitable for medium and high speed working conditions. The first motor 2 performs peak shaving according to the high efficiency operation interval of the engine 1 and the power demand of the vehicle, and at this time the second motor 4 is mainly used to ensure the instantaneous power demand, such as acceleration overtaking and the like.

[0169] Second embodiment

[0170] Figure 3 The hybrid power drive system provided by the second embodiment of the utility model is shown, and the difference from the first embodiment is that the engine 1, the first motor 2 and the second motor 4 are arranged longitudinally, that is, the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front-rear direction of the vehicle.

[0171] At this time, the multi-gear transmission 3 is arranged longitudinally (i.e. the input shaft 31 extends along the front-rear direction of the vehicle), the output gear set 38 comprises an intermediate shaft 381, an intermediate shaft input gear 382, an output driving gear 383, an output driven gear 384, a driving bevel gear 385 and a driven bevel gear 386, the output driving gear 383 is engaged with the output driven gear 384, the driving bevel gear 385 is engaged with the driven bevel gear 386 orthogonally, the intermediate shaft input gear 382 and the output driving gear 383 are fixed on the intermediate shaft 381, the intermediate shaft input gear 382 is engaged with the planetary gear set output gear 37, the driving bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0172] In the embodiment, the first gear set 39 in the first embodiment is replaced by a motor gear 310, the motor gear 310 is coaxially connected with the output shaft of the second motor 4 and engaged with the output driven gear 384.

[0173] The hybrid power drive system of the second embodiment is suitable for a front longitudinal drive or a rear longitudinal drive vehicle.

[0174] Third embodiment

[0175] Figure 4 The hybrid power drive system provided by the third embodiment is different from the first embodiment in that the engine 1, the first motor 2 and the second motor 4 are arranged longitudinally, i.e. the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front-rear direction of the vehicle.

[0176] At this time, the multi-gear transmission 3 is arranged longitudinally (i.e. the input shaft 31 extends along the front-rear direction of the vehicle), the output gear set 38 comprises an intermediate shaft 381, an intermediate shaft input gear 382, an output driving gear 383, an output driven gear 384, a driving bevel gear 385 and a driven bevel gear 386, the output driving gear 383 is engaged with the output driven gear 384, the driving bevel gear 385 is engaged with the driven bevel gear 386 orthogonally, the intermediate shaft input gear 382 and the output driving gear 383 are fixed on the intermediate shaft 381, the intermediate shaft input gear 382 is engaged with the planetary gear set output gear 37, the driving bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0177] In the embodiment, the first gear set 39 is arranged longitudinally.

[0178] The hybrid power drive system of the third embodiment is suitable for a front longitudinal drive or a rear longitudinal drive vehicle.

[0179] Fourth embodiment

[0180] Figure 5 The hybrid power driving system provided by the fourth embodiment of the utility model differs from the first embodiment in that the multi-gear transmission 3 further comprises a third clutch 320 connected between the input shaft 31 and the output shaft 11 of the engine 1 for controlling the power connection and power disconnection of the input shaft 31 and the output shaft 11 of the engine 1. The rotor of the first motor 2 is fixedly connected with the input shaft 31, and the third clutch 320 is further connected between the rotor of the first motor 2 and the output shaft 11 of the engine 1.

[0181] The third clutch 320 is embedded in the first clutch 33, and the first clutch 33 and the third clutch 320 are coplanar. In this way, the structure of the multi-gear transmission 3 is more compact, and the third clutch 320 and the first clutch 33 can share a cooling and lubricating oil path, reducing the number of cooling and lubricating oil paths.

[0182] More preferably, the first clutch 33 is embedded in the first motor 2, and the first motor 2, the first clutch 33 and the third clutch 320 are coplanar. In this way, the structure of the multi-gear transmission 3 is more compact, and the first motor 2, the first clutch 33 and the third clutch 320 can share a cooling and lubricating oil path, reducing the number of cooling and lubricating oil paths.

[0183] The hybrid power driving system of the fourth embodiment of the utility model is suitable for a transverse front drive or a transverse rear drive vehicle. By controlling the working states of the engine 1, the first motor 2 and the second motor 4, and the states of the first clutch 33, the second clutch 34, the third clutch 320, the first brake 35 and the second brake 36, the following driving modes can be realized: parking power generation mode, pure electric driving mode (pure electric one-gear driving mode, pure electric two-gear driving mode, pure electric three-gear driving mode, pure electric four-gear driving mode), range extending mode, engine direct drive one-gear mode, parallel driving one-gear mode, engine direct drive two-gear mode, parallel driving two-gear mode, engine direct drive three-gear mode, parallel driving three-gear mode, engine direct drive four-gear mode, parallel driving four-gear mode, and brake energy recovery mode. The control in each driving mode is shown in Table 2 below:

[0184] Table 2

[0185]

[0186] The power (power) transmission in each driving mode is as follows:

[0187] (1) Parking power generation mode

[0188] When the vehicle is parked, the first clutch 33 and the second clutch 34 are disconnected, the third clutch 320 is engaged, the first brake 35 is disconnected, the second brake 36 is disconnected, the second motor 4 is not working, and the engine 1 works to drive the first motor 2 to generate electricity, thereby realizing parking power generation. At this time, the power transmission route is: engine 1-third clutch 320-first motor 2. This mode is mainly used for power feeding in parking conditions such as red light.

[0189] (2) Pure electric first-gear driving mode

[0190] The first clutch 33 is engaged, the second clutch 34 is disconnected, the third clutch 320 is disconnected, the first brake 35 is engaged, and the second brake 36 is disconnected. The engine 1 is not working, and the first motor 2 and the second motor 4 are driven. At this time, the first power transmission route is: second motor 4-first gear set 39-output driven gear 384-differential 5. The second power transmission route is: first motor 2-first sun gear 321-first planet gear 323-first planet carrier 322-planet gear set output gear 37-intermediate shaft input gear 382-intermediate shaft 381-output drive gear 383-output driven gear 384-differential 5. This mode realizes dual-motor driving, which is powerful and mainly used in conditions with sufficient battery power at medium and low speeds.

[0191] (3) Pure electric second-gear driving mode

[0192] The first clutch 33 is engaged, the second clutch 34 is disconnected, the third clutch 320 is disconnected, the first brake 35 is disconnected, and the second brake 36 is engaged. The engine 1 is not working, and the first motor 2 and the second motor 4 are driven. At this time, the first power transmission route is: first motor 2-first sun gear 321-first planet carrier 322-planet gear set output gear 37-intermediate shaft input gear 382-intermediate shaft 381-output drive gear 383-output driven gear 384-differential 5. The second power transmission route is: first motor 2-first sun gear 321-first ring gear 324-second sun gear 325-second ring gear 328-first planet carrier 322-planet gear set output gear 37-intermediate shaft input gear 382-intermediate shaft 381-output drive gear 383-output driven gear 384-differential 5. The third power transmission route is: second motor 4-first gear set 39-output driven gear 384-differential 5.

[0193] (4) Pure electric third-gear driving mode

[0194] The first clutch 33 is engaged, the second clutch 34 is engaged, the third clutch 320 is disengaged, the first brake 35 is disengaged, and the second brake 36 is disengaged. The engine 1 is not operated, and the first motor 2 and the second motor 4 are simultaneously driven. At this time, a power transmission route one is: the first motor 2 - the first clutch 33 - the compound planetary gear train (overall rotation) - the planetary gear train output gear 37 - the intermediate shaft input gear 382 - the intermediate shaft 381 - the output driving gear 383 - the output driven gear 384 - the differential 5. A power transmission route two is: the second motor 4 - the first gear set 39 - the output driven gear 384 - the differential 5.

[0195] (5) Pure electric four-gear drive mode

[0196] The first clutch 33 is disengaged, the second clutch 34 is engaged, the third clutch 320 is disengaged, the first brake 35 is disengaged, and the second brake 36 is engaged. The engine 1 is not operated, and the first motor 2 and the second motor 4 are simultaneously driven. At this time, a power transmission route one is: the first motor 2 - the input shaft 31 - the second clutch 34 - the second planet carrier 326 - the second planet wheel 327 - the second ring gear 328 - the first planet carrier 322 - the planetary gear train output gear 37 - the intermediate shaft input gear 382 - the intermediate shaft 381 - the output driving gear 383 - the output driven gear 384 - the differential 5. A power transmission route two is: the second motor 4 - the first gear set 39 - the output driven gear 384 - the differential 5.

[0197] (6) Extended range mode

[0198] The first clutch 33 and the second clutch 34 are disengaged, the third clutch 320 is engaged, the first brake 35 is disengaged, and the second brake 36 is disengaged. At this time, a power transmission route one is: the second motor 4 - the first gear set 39 - the output driven gear 384 - the differential 5. A power transmission route two is: the engine 1 - the third clutch 320 - the first motor 2. That is, the engine 1 drives the first motor 2 to generate electricity, the electricity generated by the first motor 2 is provided to the second motor 4 for driving, and the excess electricity can be stored by the battery pack. This mode is mainly used for low-speed power feeding driving conditions.

[0199] (7) Engine direct drive one-gear mode

[0200] The first clutch 33 is engaged, the second clutch 34 is disengaged, the third clutch 320 is engaged, the first brake 35 is engaged, and the second brake 36 is disengaged. The engine 1 is driven, and the first motor 2 and the second motor 4 are not operated. At this time, a power transmission route is: the engine 1 - the third clutch 320 - the first clutch 33 - the first sun gear 321 - the first planet wheel 323 - the first planet carrier 322 - the planetary gear train output gear 37 - the intermediate shaft input gear 382 - the intermediate shaft 381 - the output driving gear 383 - the output driven gear 384 - the differential 5.

[0201] (8) Parallel drive one-gear mode

[0202] The first clutch 33 is engaged, the second clutch 34 is disengaged, the third clutch 320 is engaged, the first brake 35 is engaged, and the second brake 36 is disengaged. The engine 1 is driven, the first motor 2 and the second motor 4 are simultaneously driven, or the first motor 2 is driven and the second motor 4 is not operated, or the first motor 2 generates electricity and the second motor 4 is driven. There are three cases as follows:

[0203] 1) The first motor 2 and the second motor 4 are simultaneously driven

[0204] At this time, the power transmission route one is: the engine 1 - the third clutch 320 - the first clutch 33 - the first sun gear 321 - the first planetary gear 323 - the first carrier 322 - the planetary gear set output gear 37 - the countershaft input gear 382 - the countershaft 381 - the output drive gear 383 - the output driven gear 384 - the differential 5. The power transmission route two is: the first motor 2 - the first clutch 33 - the first sun gear 321 - the first planetary gear 323 - the first carrier 322 - the planetary gear set output gear 37 - the countershaft input gear 382 - the countershaft 381 - the output drive gear 383 - the output driven gear 384 - the differential 5. The power transmission route three is: the second motor 4 - the first gear set 39 - the output driven gear 384 - the differential 5.

[0205] 2) The first motor 2 is driven and the second motor 4 is not operated

[0206] At this time, the power transmission route one is: the engine 1 - the third clutch 320 - the first clutch 33 - the first sun gear 321 - the first planetary gear 323 - the first carrier 322 - the planetary gear set output gear 37 - the countershaft input gear 382 - the countershaft 381 - the output drive gear 383 - the output driven gear 384 - the differential 5. The power transmission route two is: the first motor 2 - the first clutch 33 - the first sun gear 321 - the first planetary gear 323 - the first carrier 322 - the planetary gear set output gear 37 - the countershaft input gear 382 - the countershaft 381 - the output drive gear 383 - the output driven gear 384 - the differential 5.

[0207] 3) The first motor 2 generates electricity and the second motor 4 is driven

[0208] At this time, the power transmission route one is: engine 1 - third clutch 320 - first clutch 33 - first sun gear 321 - first planetary gear 323 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. The power transmission route two is: engine 1 - third clutch 320 - first motor 2. The power transmission route three is: second motor 4 - first gear set 39 - output driven gear 384 - differential 5.

[0209] (9) Engine direct drive two-gear mode

[0210] The first clutch 33 is engaged, the second clutch 34 is disengaged, the third clutch 320 is engaged, the first brake 35 is disengaged, and the second brake 36 is engaged. The engine 1 is driven, and the first motor 2 and the second motor 4 are not working. At this time, the power transmission route one is: engine 1 - third clutch 320 - first clutch 33 - first sun gear 321 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. The power transmission route two is: engine 1 - third clutch 320 - first clutch 33 - first sun gear 321 - first ring gear 324 - second sun gear 325 - second ring gear 328 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5.

[0211] (10) Parallel drive two-gear mode

[0212] The first clutch 33 is engaged, the second clutch 34 is disengaged, the third clutch 320 is engaged, the first brake 35 is disengaged, and the second brake 36 is engaged. The engine 1 is driven, and the first motor 2 and the second motor 4 are simultaneously driven, or the first motor 2 is driven and the second motor 4 is not working, or the first motor 2 generates electricity and the second motor 4 is driven. There are three cases:

[0213] 1) The first motor 2 and the second motor 4 are simultaneously driven

[0214] At this time, power transmission route one is: engine 1 - third clutch 320 - first clutch 33 - first sun gear 321 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route two is: engine 1 - third clutch 320 - first clutch 33 - first sun gear 321 - first ring gear 324 - second sun gear 325 - second ring gear 328 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route three is: first motor 2 - first clutch 33 - first sun gear 321 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route four is: first motor 2 - first clutch 33 - first sun gear 321 - first ring gear 324 - second sun gear 325 - second ring gear 328 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route five is: second motor 4 - first gear set 39 - output driven gear 384 - differential 5.

[0215] 2) First motor 2 is driving, second motor 4 is not working

[0216] At this time, power transmission route one is: engine 1 - third clutch 320 - first clutch 33 - first sun gear 321 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route two is: engine 1 - third clutch 320 - first clutch 33 - first sun gear 321 - first ring gear 324 - second sun gear 325 - second ring gear 328 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route three is: first motor 2 - first clutch 33 - first sun gear 321 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route four is: first motor 2 - first clutch 33 - first sun gear 321 - first ring gear 324 - second sun gear 325 - second ring gear 328 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5.

[0217] 3) First motor 2 generates electricity, second motor 4 drives

[0218] At this time, power transmission route one is: engine 1 - third clutch 320 - first clutch 33 - first sun gear 321 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route two is: engine 1 - third clutch 320 - first clutch 33 - first sun gear 321 - first ring gear 324 - second sun gear 325 - second ring gear 328 - first carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route three is: engine 1 - third clutch 320 - first motor 2. Power transmission route four is: second motor 4 - first gear set 39 - output driven gear 384 - differential 5.

[0219] (11) Engine direct drive three-gear mode

[0220] First clutch 33 is engaged, second clutch 34 is engaged, third clutch 320 is engaged, first brake 35 is disengaged, and second brake 36 is disengaged. The engine 1 drives, and the first motor 2 and the second motor 4 do not work. At this time, power transmission route one is: engine 1 - third clutch 320 - first clutch 33 - compound planetary gear set (overall rotation) - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5.

[0221] (12) Parallel drive three-gear mode

[0222] First clutch 33 is engaged, second clutch 34 is engaged, third clutch 320 is engaged, first brake 35 is disengaged, and second brake 36 is disengaged. The engine 1 drives, and the first motor 2 and the second motor 4 drive simultaneously, or the first motor 2 drives and the second motor 4 does not work, or the first motor 2 generates electricity and the second motor 4 drives. There are three cases:

[0223] 1) First motor 2 and second motor 4 drive simultaneously

[0224] At this time, power transmission route one is: engine 1 - third clutch 320 - first clutch 33 - compound planetary gear set (overall rotation) - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route two is: first motor 2 - first clutch 33 - compound planetary gear set (overall rotation) - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route three is: second motor 4 - first gear set 39 - output driven gear 384 - differential 5.

[0225] 2) First motor 2 is driven, and second motor 4 is not operated

[0226] At this time, power transmission route one is: engine 1 - third clutch 320 - first clutch 33 - compound planetary gear set (overall rotation) - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route two is: first motor 2 - first clutch 33 - compound planetary gear set (overall rotation) - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5.

[0227] 3) First motor 2 generates electricity, and second motor 4 is driven

[0228] At this time, power transmission route one is: engine 1 - third clutch 320 - first clutch 33 - compound planetary gear set (overall rotation) - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route two is: engine 1 - third clutch 320 - first motor 2. Power transmission route three is: second motor 4 - first gear set 39 - output driven gear 384 - differential 5.

[0229] (13) Engine direct drive four-gear mode

[0230] The first clutch 33 is disengaged, the second clutch 34 is engaged, the third clutch 320 is engaged, the first brake 35 is disengaged, and the second brake 36 is engaged. The engine 1 is driven, and the first motor 2 and the second motor 4 are driven simultaneously, or the first motor 2 is driven and the second motor 4 is not driven, or the first motor 2 generates electricity and the second motor 4 is driven. The following three cases are considered.

[0231] (14) Parallel drive four-gear mode

[0232] The first clutch 33 is disengaged, the second clutch 34 is engaged, the third clutch 320 is engaged, the first brake 35 is disengaged, and the second brake 36 is engaged. The engine 1 is driven, and the first motor 2 and the second motor 4 are driven simultaneously, or the first motor 2 is driven and the second motor 4 is not driven, or the first motor 2 generates electricity and the second motor 4 is driven. The following three cases are considered.

[0233] 1) The first motor 2 and the second motor 4 are driven simultaneously

[0234] At this time, the first clutch 33 is disengaged, the second clutch 34 is engaged, the third clutch 320 is engaged, the first brake 35 is disengaged, and the second brake 36 is engaged. The engine 1 is driven, and the first motor 2 and the second motor 4 are driven simultaneously, or the first motor 2 is driven and the second motor 4 is not driven, or the first motor 2 generates electricity and the second motor 4 is driven. The following three cases are considered.

[0235] 2) First motor 2 driving, second motor 4 not working

[0236] At this time, power transmission route one is: engine 1 - third clutch 320 - input shaft 31 - second clutch 34 - second planet carrier 326 - second planet gear 327 - second ring gear 328 - first planet carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5; power transmission route two is: engine 1 - third clutch 320 - input shaft 31 - second clutch 34 - first ring gear 324 - first planet gear 323 - first planet carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route three is: first motor 2 - input shaft 31 - second clutch 34 - second planet carrier 326 - second planet gear 327 - second ring gear 328 - first planet carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5.

[0237] 3) First motor 2 generating, second motor 4 driving

[0238] At this time, power transmission route one is: engine 1 - third clutch 320 - input shaft 31 - second clutch 34 - second planet carrier 326 - second planet gear 327 - second ring gear 328 - first planet carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5; power transmission route two is: engine 1 - third clutch 320 - input shaft 31 - second clutch 34 - first ring gear 324 - first planet gear 323 - first planet carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output drive gear 383 - output driven gear 384 - differential 5. Power transmission route three is: engine 1 - third clutch 320 - first motor 2. Power transmission route four is: second motor 4 - first gear set 39 - output driven gear 384 - differential 5.

[0239] (15) Brake energy recovery mode

[0240] When braking, the second motor 4 is driven in reverse to generate electricity. In any mode other than the parking generation mode, when the vehicle brakes, the brake energy recovery mode can be entered.

[0241] The engine direct drive one-gear mode, the engine direct drive two-gear mode, the engine direct drive three-gear mode and the engine direct drive four-gear mode are collectively referred to as an engine direct drive mode, the parallel drive one-gear mode, the parallel drive two-gear mode, the parallel drive three-gear mode and the parallel drive four-gear mode are collectively referred to as a parallel drive mode, and the engine direct drive mode and the parallel drive mode are mainly suitable for medium and high speed driving.

[0242] The pure electric drive one-gear mode, the pure electric drive two-gear mode, the pure electric drive three-gear mode and the pure electric drive four-gear mode are collectively referred to as a pure electric drive mode, and the pure electric drive mode realizes double motor drive, is powerful and is mainly used for medium and low speed driving under sufficient battery power.

[0243] In the fourth embodiment, the third clutch 320 is added, the double motor drive function in the pure electric drive mode is realized, and the first motor 2 has four gears when driving, which is remarkable for improving the power and economy of the pure electric drive (the first motor 2 is always in the high efficiency area) and is particularly important for vehicles with large capacity battery packs and vehicles that pay attention to pure electric performance.

[0244] Because of the engagement selection of the third clutch 320, the third clutch 320 needs to be engaged in all working modes in which the engine 1 participates in work, and in addition, because the third clutch 320 can disconnect the engine 1, the third clutch 320 can be selectively disconnected according to the braking power and the braking efficiency when the engine direct drive mode, the parallel drive mode or the pure electric drive mode is used, so that double motor braking energy recovery is realized, and the braking energy is fully utilized, which is very meaningful for vehicle braking on long downhill slopes.

[0245] In the fourth embodiment, each clutch is a friction clutch, and a wet friction clutch is preferably used, has a slip friction capacity, and can realize power shift through clutch slip friction, that is, power interruption shift, so that theoretically no torque is dropped, the acceleration is linear and strong, which is particularly important for performance vehicles.

[0246] Fifth embodiment

[0247] Figure 6 The hybrid power drive system provided by the fifth embodiment of the utility model is different from the fourth embodiment in that the engine 1, the first motor 2 and the second motor 4 are arranged longitudinally, that is, the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front-rear direction of the vehicle.

[0248] At this time, the multi-gear transmission 3 is longitudinally arranged (i.e. the input shaft 31 extends along the front-rear direction of the vehicle), the output gear set 38 comprises an intermediate shaft 381, an intermediate shaft input gear 382, an output driving gear 383, an output driven gear 384, a driving bevel gear 385 and a driven bevel gear 386, the output driving gear 383 is engaged with the output driven gear 384, the driving bevel gear 385 is engaged with the driven bevel gear 386 orthogonally, the intermediate shaft input gear 382 and the output driving gear 383 are fixed on the intermediate shaft 381, the intermediate shaft input gear 382 is engaged with the planetary gear set output gear 37, the driving bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0249] In the embodiment, the first gear set 39 in the first embodiment is replaced by a motor gear 310, the motor gear 310 is coaxially connected with the output shaft of the second motor 4 and engaged with the output driven gear 384.

[0250] The hybrid power driving system of the fifth embodiment is suitable for a front longitudinal drive or a rear longitudinal drive vehicle.

[0251] Sixth embodiment

[0252] Figure 7 The hybrid power driving system provided by the sixth embodiment of the utility model is different from the fourth embodiment in that the engine 1, the first motor 2 and the second motor 4 are longitudinally arranged, i.e. the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front-rear direction of the vehicle.

[0253] At this time, the multi-gear transmission 3 is longitudinally arranged (i.e. the input shaft 31 extends along the front-rear direction of the vehicle), the output gear set 38 comprises an intermediate shaft 381, an intermediate shaft input gear 382, an output driving gear 383, an output driven gear 384, a driving bevel gear 385 and a driven bevel gear 386, the output driving gear 383 is engaged with the output driven gear 384, the driving bevel gear 385 is engaged with the driven bevel gear 386 orthogonally, the intermediate shaft input gear 382 and the output driving gear 383 are fixed on the intermediate shaft 381, the intermediate shaft input gear 382 is engaged with the planetary gear set output gear 37, the driving bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0254] In the embodiment, the first gear set 39 is longitudinally arranged.

[0255] The hybrid power driving system of the sixth embodiment of the utility model is suitable for a front longitudinal drive or a rear longitudinal drive vehicle.

[0256] Seventh embodiment

[0257] Figure 8 The hybrid power driving system provided by the seventh embodiment of the utility model differs from the fourth embodiment in that the second motor 4 and the first gear set 39 are cancelled, and the third motor 6 (see Figure 21 ) is added. One of the hybrid power device 100 and the third motor 6 is arranged at the front axle of the vehicle for driving the front wheels of the vehicle, and the other is arranged at the rear axle of the vehicle for driving the rear wheels of the vehicle.

[0258] The third motor 6 can drive the front wheels or the rear wheels through the reducer.

[0259] The hybrid power driving system of the seventh embodiment of the utility model is suitable for a transverse four-wheel drive vehicle.

[0260] The hybrid power driving system of the seventh embodiment of the utility model can realize the parking power generation mode, the pure electric driving mode (pure electric first-gear driving mode, pure electric second-gear driving mode, pure electric third-gear driving mode, pure electric fourth-gear driving mode), the range extending mode, the engine direct drive first-gear mode, the parallel driving first-gear mode, the engine direct drive second-gear mode, the parallel driving second-gear mode, the engine direct drive third-gear mode, the parallel driving third-gear mode, the engine direct drive fourth-gear mode, the parallel driving fourth-gear mode, the brake energy recovery mode and other driving modes by controlling the working states of the engine 1, the first motor 2 and the third motor 6 and the states of the first clutch 33, the second clutch 34, the third clutch 320, the first brake 35 and the second brake 36.

[0261] The control in each driving mode is shown in Table 3 below:

[0262] Table 3

[0263]

[0264] As can be seen from Table 2 and Table 3, the working modes of the seventh embodiment and the fourth embodiment are basically the same, the integration degree of the hybrid power driving system is slightly reduced, but the performance is fundamentally improved, which mainly manifests in:

[0265] (1) The power performance of a rear-wheel drive vehicle is always stronger than that of a front-wheel drive vehicle due to the axle load transfer. In the context of electrification, the arrangement of the electric drive system is much simpler than that of the engine assembly of a traditional vehicle. More and more vehicle manufacturers promote rear-wheel drive as the main drive of the vehicle platform, and there are more and more rear-wheel drive vehicle models on the market. Therefore, it is of great significance to replace the second motor 4 in the fourth embodiment with the third motor 6.

[0266] (2) The embodiment can realize four-wheel drive function, especially pure electric four-wheel drive. Whether it is a hybrid four-wheel drive or a pure electric four-wheel drive, the power performance and off-road passability are greatly improved, and the price of a two-wheel drive vehicle and the performance of a four-wheel drive vehicle can be realized.

[0267] (3) The third motor 6 exists, so that the vehicle front and rear axle load distribution is more balanced, the performance of the front and rear motors can be fully utilized, and the economy will also be improved accordingly.

[0268] (4) For off-road vehicles, a larger suspension travel is required, and generally the front drive is arranged longitudinally. In the embodiment, the presence of the third motor 6 for rear wheel electric drive reduces the difficulty of arranging the traditional rear drive system, saving cost and space.

[0269] Eighth embodiment

[0270] Figure 9 The hybrid power drive system provided by the eighth embodiment of the utility model is different from the seventh embodiment in that the engine 1 and the first motor 2 are arranged longitudinally, that is, the output shafts of the engine 1 and the first motor 2 extend along the front and rear directions of the vehicle.

[0271] At this time, the multi-gear transmission 3 is arranged longitudinally (that is, the input shaft 31 extends along the front and rear directions of the vehicle), and the output gear set 38 includes an intermediate shaft 381, an intermediate shaft input gear 382, an output driving gear 383, an output driven gear 384, a driving bevel gear 385, and a driven bevel gear 386. The output driving gear 383 is in mesh with the output driven gear 384, the driving bevel gear 385 is in orthogonal mesh with the driven bevel gear 386, the intermediate shaft input gear 382 and the output driving gear 383 are fixed on the intermediate shaft 381, the intermediate shaft input gear 382 is in mesh with the planetary gear set output gear 37, the driving bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end of the differential 5 (differential housing).

[0272] The hybrid power drive system of the eighth embodiment of the utility model is suitable for a longitudinally arranged four-wheel drive vehicle.

[0273] Ninth embodiment

[0274] Figure 10 The hybrid power drive system provided by the ninth embodiment of the utility model is different from the first embodiment in that: (1) the position of the first motor 2 is different, and the first motor 2 is connected to the first sun gear 321. Specifically, the output shaft 11 of the engine 1 is fixedly connected or integrally formed with the input shaft 31, and the rotor of the first motor 2 is fixedly connected with the first sun gear 321. (2) The second motor 4 and the first gear set 39 are cancelled, and the third motor 6 (see Figure 21 ) is added. One of the hybrid power device 100 and the third motor 6 is arranged on the front axle of the vehicle for driving the front wheels of the vehicle, and the other is arranged on the rear axle of the vehicle for driving the rear wheels of the vehicle.

[0275] The ninth embodiment of the utility model discloses a hybrid power drive system, suitable for transverse four-wheel drive vehicle type.

[0276] In the embodiment, the first motor 2 has one gear and two gears when driving.

[0277] The ninth embodiment of the utility model discloses a hybrid power drive system, through control engine 1, first motor 2 and third motor 6's working condition, and control first clutch 33, second clutch 34, first brake 35 and second brake 36's state, can realize parking power generation mode, pure electric drive mode (pure electric one gear drive mode, pure electric two gear drive mode), range extending mode, engine direct drive one gear mode, parallel drive one gear mode, engine direct drive two gear mode, parallel drive two gear mode, engine direct drive three gear mode, parallel drive three gear mode, engine direct drive four gear mode, parallel drive four gear mode, brake energy recovery mode and EVT mode (power split stepless speed regulation mode) and so on multiple drive mode.

[0278] The control under each drive mode refers to the following table 4:

[0279] Table 4

[0280]

[0281] The ninth embodiment relative to the first embodiment, pure electric drive has two gears.

[0282] Its drive mode is basically same with the first embodiment, and the main difference is EVT mode (power split stepless speed regulation mode).

[0283] Under EVT mode, first clutch 33 is disconnected, second clutch 34 is engaged, first brake 35 is disconnected, second brake 36 is disconnected, engine 2 works, first motor 2 drives or generates power, and third motor 6 selectively drives.

[0284] (1) When the vehicle is in driving mode and the vehicle speed is less than a first threshold value (for example, 50 km / h), the first motor 2 is in a positive speed, negative torque state, that is, a power generation state, at this time, the power of the engine 1 is divided into two routes, the power transmission route one is: engine 1-input shaft 31-second clutch 34-first ring gear 324-first planetary gear 322-first planet carrier 322-planet set output gear 37-intermediate shaft input gear 382-intermediate shaft 381-output driving gear 383-output driven gear 384-differential 5. The power transmission route two is: engine 1-input shaft-second clutch 34-first ring gear 324-first planetary gear 322-first sun gear 321-first motor 2. If the whole vehicle demand power is greater than the power of the power transmission route one, the power generation power of the first motor 2 is directly supplied to the third motor 6 for driving the rear wheels of the third motor 6. Otherwise, if the whole vehicle demand power is less than or equal to the power of the power transmission route one, the excess power is stored in the battery pack.

[0285] (2) When the vehicle is in driving mode and the vehicle speed is greater than the first threshold value, the first motor 2 is in a negative speed, positive torque state, that is, a driving state, at this time, the power of the engine 1 is all output to the wheel end, the power transmission route one is: engine 1-input shaft 31-second clutch 34-first ring gear 324-first planetary gear 322-first planet carrier 322-planet set output gear 37-intermediate shaft input gear 382-intermediate shaft 381-output driving gear 383-output driven gear 384-differential 5. In addition, the power of the battery pack is output to the first motor 2, the first motor 2 is driven, and finally output to the wheel end, the power transmission route two is: first motor 2-first sun gear 321-first planetary gear 323-first planet carrier 322-planet set output gear 37-intermediate shaft input gear 382-intermediate shaft 381-output driving gear 383-output driven gear 384-differential 5. This is very meaningful for PHEV vehicle models with large batteries.

[0286] It should be pointed out that when braking in the EVT mode, the engine 1 will be dragged reversely, at this time, it needs to be switched to other modes such as parallel driving mode.

[0287] Tenth embodiment

[0288] Figure 11 The hybrid power driving system provided by the tenth embodiment of the utility model is different from the ninth embodiment in that the engine 1 and the first motor 2 are arranged longitudinally, that is, the output shafts of the engine 1 and the first motor 2 extend along the front-rear direction of the vehicle.

[0289] At this time, the multi-gear transmission 3 is longitudinally arranged (i.e. the input shaft 31 extends along the front-rear direction of the vehicle), the output gear set 38 includes an intermediate shaft 381, an intermediate shaft input gear 382, an output driving gear 383, an output driven gear 384, a driving bevel gear 385 and a driven bevel gear 386, the output driving gear 383 is engaged with the output driven gear 384, the driving bevel gear 385 is engaged with the driven bevel gear 386 orthogonally, the intermediate shaft input gear 382 and the output driving gear 383 are fixed on the intermediate shaft 381, the intermediate shaft input gear 382 is engaged with the planetary gear set output gear 37, the driving bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0290] The hybrid power driving system of the tenth embodiment of the utility model is suitable for a longitudinal four-wheel drive vehicle.

[0291] Eleventh embodiment

[0292] Figure 12 The hybrid power driving system provided by the eleventh embodiment of the utility model differs from the ninth embodiment in that the multi-gear transmission 3 further includes a third clutch 320, the third clutch 320 is connected between the input shaft 31 and the output shaft 11 of the engine 1, and is used for controlling the power connection and power disconnection of the input shaft 31 and the output shaft 11 of the engine 1. The rotor of the first motor 2 is fixedly connected with the first sun gear 321, and the first clutch 33 is connected between the rotor of the first motor 2 and the input shaft 31.

[0293] The hybrid power driving system of the eleventh embodiment of the utility model is suitable for a transverse four-wheel drive vehicle.

[0294] In this embodiment, the first motor 2 has three gears when driving.

[0295] The hybrid power driving system of the eleventh embodiment of the utility model can realize multiple driving modes such as the parking power generation mode, the pure electric driving mode (pure electric one-gear driving mode, pure electric two-gear driving mode, pure electric three-gear driving mode), the range extending mode, the engine direct drive one-gear mode, the parallel driving one-gear mode, the engine direct drive two-gear mode, the parallel driving two-gear mode, the engine direct drive three-gear mode, the parallel driving three-gear mode, the engine direct drive four-gear mode, the parallel driving four-gear mode, the brake energy recovery mode and the EVT mode (power split stepless speed regulation mode) by controlling the working states of the engine 1, the first motor 2 and the third motor 6, and the states of the first clutch 33, the second clutch 34, the third clutch 320, the first brake 35 and the second brake 36.

[0296] The control in each driving mode is shown in the following Table 5:

[0297] Table 5

[0298]

[0299] With respect to the ninth embodiment, the third clutch 320 of the present embodiment can disconnect the engine 1, and the front axle can realize pure electric three-gear driving, and the gear speed ratio corresponds to the first three gears of engine direct drive / parallel driving. Because the front axle has three gears of pure electric, the pure electric four-wheel drive mode can cover all speed ranges, and can meet the needs of vehicles emphasizing pure electric four-wheel drive performance.

[0300] Twelfth embodiment

[0301] Figure 13 The hybrid power driving system provided by the twelfth embodiment of the utility model is different from the eleventh embodiment in that the engine 1 and the first motor 2 are arranged longitudinally, that is, the output shafts of the engine 1 and the first motor 2 extend along the front-rear direction of the vehicle.

[0302] At this time, the multi-gear transmission 3 is arranged longitudinally (that is, the input shaft 31 extends along the front-rear direction of the vehicle), and the output gear set 38 includes an intermediate shaft 381, an intermediate shaft input gear 382, an output driving gear 383, an output driven gear 384, a driving bevel gear 385, and a driven bevel gear 386. The output driving gear 383 is in mesh with the output driven gear 384, the driving bevel gear 385 is in orthogonal mesh with the driven bevel gear 386, the intermediate shaft input gear 382 and the output driving gear 383 are fixed on the intermediate shaft 381, the intermediate shaft input gear 382 is in mesh with the planetary gear set output gear 37, the driving bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0303] The hybrid power driving system of the twelfth embodiment of the utility model is suitable for a longitudinally arranged four-wheel drive vehicle.

[0304] Thirteenth embodiment

[0305] Figure 14 The hybrid power driving system provided by the thirteenth embodiment of the utility model is different from the first embodiment in that the position of the second motor 4 is different, and the first motor 2 is connected to the first sun gear 321. Specifically, the output shaft 11 of the engine 1 is fixedly connected or integrally formed with the input shaft 31, and the rotor of the first motor 2 is fixedly connected with the first sun gear 321.

[0306] The hybrid power driving system of the present embodiment is suitable for a transversely arranged front-wheel drive or transversely arranged rear-wheel drive vehicle.

[0307] Fourteenth embodiment

[0308] Figure 15The difference between the hybrid power drive system provided by the fourteenth embodiment of the utility model and the thirteenth embodiment is that the engine 1, the first motor 2 and the second motor 4 are arranged longitudinally, that is, the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front-rear direction of the vehicle.

[0309] At this time, the multi-gear transmission 3 is arranged longitudinally (that is, the input shaft 31 extends along the front-rear direction of the vehicle), the output gear set 38 comprises an intermediate shaft 381, an intermediate shaft input gear 382, an output driving gear 383, an output driven gear 384, a driving bevel gear 385 and a driven bevel gear 386, the output driving gear 383 is engaged with the output driven gear 384, the driving bevel gear 385 is engaged with the driven bevel gear 386 orthogonally, the intermediate shaft input gear 382 and the output driving gear 383 are fixed on the intermediate shaft 381, the intermediate shaft input gear 382 is engaged with the planetary gear set output gear 37, the driving bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0310] In the embodiment, the first gear set 39 in the thirteenth embodiment is replaced by a motor gear 310, the motor gear 310 is coaxially connected with the output shaft of the second motor 4 and engaged with the output driven gear 384.

[0311] The hybrid power drive system of the embodiment is suitable for a longitudinally arranged front drive or a longitudinally arranged rear drive vehicle.

[0312] Fifteenth embodiment

[0313] Figure 16 The difference between the hybrid power drive system provided by the fifteenth embodiment of the utility model and the thirteenth embodiment is that the engine 1, the first motor 2 and the second motor 4 are arranged longitudinally, that is, the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front-rear direction of the vehicle.

[0314] At this time, the multi-gear transmission 3 is arranged longitudinally (that is, the input shaft 31 extends along the front-rear direction of the vehicle), the output gear set 38 comprises an intermediate shaft 381, an intermediate shaft input gear 382, an output driving gear 383, an output driven gear 384, a driving bevel gear 385 and a driven bevel gear 386, the output driving gear 383 is engaged with the output driven gear 384, the driving bevel gear 385 is engaged with the driven bevel gear 386 orthogonally, the intermediate shaft input gear 382 and the output driving gear 383 are fixed on the intermediate shaft 381, the intermediate shaft input gear 382 is engaged with the planetary gear set output gear 37, the driving bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0315] In the embodiment, the first gear set 39 is arranged longitudinally.

[0316] The hybrid drive system of the embodiment is suitable for a front-engine, front-drive vehicle or a rear-engine, rear-drive vehicle.

[0317] The sixteenth embodiment

[0318] Figure 17 The hybrid drive system of the sixteenth embodiment is different from the thirteenth embodiment in that the multi-gear transmission 3 further comprises a third clutch 320 connected between the input shaft 31 and the output shaft 11 of the engine 1 for power connection and power disconnection between the input shaft 31 and the output shaft 11 of the engine 1. The rotor of the first motor 2 is fixedly connected with the first sun gear 321, and the third clutch 320 is further connected between the rotor of the first motor 2 and the output shaft 11 of the engine 1.

[0319] The hybrid drive system of the embodiment is suitable for a front-engine, front-drive vehicle or a rear-engine, rear-drive vehicle.

[0320] The seventeenth embodiment

[0321] Figure 18 The hybrid drive system of the seventeenth embodiment is different from the sixteenth embodiment in that the engine 1, the first motor 2 and the second motor 4 are arranged longitudinally, i.e. the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front-rear direction of the vehicle.

[0322] At this time, the multi-gear transmission 3 is arranged longitudinally (i.e. the input shaft 31 extends along the front-rear direction of the vehicle), and the output gear set 38 comprises an intermediate shaft 381, an intermediate shaft input gear 382, an output driving gear 383, an output driven gear 384, a driving bevel gear 385 and a driven bevel gear 386. The output driving gear 383 is engaged with the output driven gear 384, the driving bevel gear 385 is orthogonally engaged with the driven bevel gear 386, the intermediate shaft input gear 382 and the output driving gear 383 are fixed on the intermediate shaft 381, the intermediate shaft input gear 382 is engaged with the planetary gear set output gear 37, the driving bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0323] In the embodiment, the first gear set 39 in the sixteenth embodiment is replaced by a motor gear 310, which is coaxially connected with the output shaft of the second motor 4 and engaged with the output driven gear 384.

[0324] The hybrid drive system of the embodiment is suitable for a front-engine, front-drive vehicle or a rear-engine, rear-drive vehicle.

[0325] The eighteenth embodiment

[0326] Figure 19 The hybrid power driving system provided by the eighteenth embodiment of the utility model is different from the sixteenth embodiment in that the engine 1, the first motor 2 and the second motor 4 are arranged longitudinally, that is, the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front-rear direction of the vehicle.

[0327] At this time, the multi-gear transmission 3 is arranged longitudinally (that is, the input shaft 31 extends along the front-rear direction of the vehicle), the output gear set 38 comprises an intermediate shaft 381, an intermediate shaft input gear 382, an output driving gear 383, an output driven gear 384, a driving bevel gear 385 and a driven bevel gear 386, the output driving gear 383 is engaged with the output driven gear 384, the driving bevel gear 385 is engaged with the driven bevel gear 386 orthogonally, the intermediate shaft input gear 382 and the output driving gear 383 are fixed on the intermediate shaft 381, the intermediate shaft input gear 382 is engaged with the planetary gear set output gear 37, the driving bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0328] In the embodiment, the first gear set 39 is arranged longitudinally.

[0329] The hybrid power driving system of the embodiment is suitable for a front longitudinal drive or a rear longitudinal drive vehicle.

[0330] Nineteenth Embodiment

[0331] Figure 20 The vehicle provided by the nineteenth embodiment of the utility model comprises the hybrid power driving system without the third motor 6.

[0332] The vehicle is a front drive or a rear drive vehicle, which can be a transverse vehicle or a longitudinal vehicle.

[0333] The vehicle further comprises a battery pack 200.

[0334] The battery pack 200 is used to supply power to the first motor 2 and the second motor 4. The electricity generated by the first motor 2 and the second motor 4 can also charge the battery pack 200.

[0335] Twentieth Embodiment

[0336] Figure 21 The vehicle provided by the twentieth embodiment of the utility model comprises the hybrid power driving system with the third motor 6. One of the hybrid power device 100 and the third motor 6 is arranged on the front axle, and the other is arranged on the rear axle.

[0337] The vehicle is a four-wheel drive vehicle, which can be a transverse vehicle or a longitudinal vehicle.

[0338] In the embodiment with the first motor 2, the third motor 6, the battery pack 200 is used to supply power to the first motor 2, the third motor 6. The electricity generated by the first motor 2, the third motor 6 can also charge the battery pack 200.

[0339] In the embodiment with the first motor 2, the second motor 4, the third motor 6, the battery pack 200 is used to supply power to the first motor 2, the second motor 4, the third motor 6. The electricity generated by the first motor 2, the second motor 4, the third motor 6 can also charge the battery pack 200.

[0340] Twenty-first embodiment

[0341] The twenty-first embodiment of the utility model provides a kind of hybrid power drive system, it is applicable to front drive or rear drive vehicle, and it is different from the first embodiment, the position of second motor 4 is different.Specifically, multiple gear shift 3 further include third clutch 320, third clutch 320 is connected between input shaft 31 and the output shaft 11 of engine 1, for controlling the power connection and power disconnection of input shaft 31 and the output shaft 11 of engine 1;The rotor of first motor 2 is connected the output shaft 11 of engine 1, the rotor of second motor 4 is fixedly connected with input shaft 31, and third clutch 320 is also connected between the rotor of second motor 4 and the output shaft 11 of engine 1.

[0342] Twenty-second embodiment

[0343] The twenty-second embodiment of the utility model provides a kind of hybrid power drive system, it is applicable to front drive or rear drive vehicle, and it is different from the first embodiment, first motor 2 is connected the output shaft 11 of engine 1 by second gear set, and the output shaft of first motor 2 is parallel with the output shaft 11 of engine 1 and is spaced apart.For example, second gear set can include fourth gear and fifth gear that are engaged with each other, fourth gear is fixedly connected with the output shaft of first motor 2, and fifth gear is fixedly connected with the output shaft 11 of engine 1.By setting second gear set, the speed reduction and torque increasing effect of first motor 2 can be realized.

[0344] Twenty-third embodiment

[0345] The twenty-third embodiment of the utility model provides a kind of hybrid power drive system, it is applicable to four-wheel drive vehicle, and it is different from the first embodiment, cancel second motor 4, increase third motor 6.One of hybrid power device 100 and third motor 6 is arranged at the front axle of vehicle, for driving the front wheel of vehicle, and the other is arranged at the rear axle of vehicle, for driving the rear wheel of vehicle.

[0346] Third motor 6 can drive the front wheel or rear wheel of vehicle through speed reducer.

[0347] Twenty-fourth embodiment

[0348] The twenty-fourth embodiment of the utility model provides a kind of hybrid power drive system, applicable to four-wheel drive vehicle, and it is different from the first embodiment, increase third motor 6. One of hybrid power device 100 and third motor 6 is arranged in the front axle of vehicle, for driving the front wheel of vehicle, another is arranged in the rear axle of vehicle, for driving the rear wheel of vehicle.

[0349] Third motor 6 can drive the front wheel or rear wheel of vehicle by speed reducer.

[0350] The twenty-fifth embodiment

[0351] The twenty-fifth embodiment of the utility model provides a kind of hybrid power drive system, applicable to four-wheel drive vehicle, and it is different from the fourth embodiment, increase third motor 6. One of hybrid power device 100 and third motor 6 is arranged in the front axle of vehicle, for driving the front wheel of vehicle, another is arranged in the rear axle of vehicle, for driving the rear wheel of vehicle.

[0352] Third motor 6 can drive the front wheel or rear wheel of vehicle by speed reducer.

[0353] The twenty-sixth embodiment

[0354] The twenty-sixth embodiment of the utility model provides a kind of hybrid power drive system, applicable to four-wheel drive vehicle, and it is different from the thirteenth embodiment, increase third motor 6. One of hybrid power device 100 and third motor 6 is arranged in the front axle of vehicle, for driving the front wheel of vehicle, another is arranged in the rear axle of vehicle, for driving the rear wheel of vehicle.

[0355] Third motor 6 can drive the front wheel or rear wheel of vehicle by speed reducer.

[0356] The twenty-seventh embodiment

[0357] The twenty-seventh embodiment of the utility model provides a kind of hybrid power drive system, applicable to four-wheel drive vehicle, and it is different from the sixteenth embodiment, increase third motor 6. One of hybrid power device 100 and third motor 6 is arranged in the front axle of vehicle, for driving the front wheel of vehicle, another is arranged in the rear axle of vehicle, for driving the rear wheel of vehicle.

[0358] Third motor 6 can drive the front wheel or rear wheel of vehicle by speed reducer.

[0359] The front axle or the rear axle has a hybrid power driving system with double motors (a first motor and a second motor), can fully utilize the performance of the engine, and has no power loss compared with a hybrid power driving system with more than three motors.

[0360] In addition, the hybrid power driving system has a range extending mode, so that the vehicle has excellent power saving performance.

[0361] In addition, the hybrid power driving system has a range extending mode, so that the vehicle has excellent power saving performance.

[0362] In addition, the hybrid power driving system has a range extending mode, so that the vehicle has excellent power saving performance.

[0363] The above only describes preferred embodiments of the utility model, and does not limit the utility model, and any modification, equivalent replacement and improvement within the spirit and principle of the utility model should be included in the protection scope of the utility model.

Claims

1. A multi-speed transmission characterized by, The multi-gear transmission comprises an input shaft, a compound planetary gear set, a first clutch, a second clutch, a first brake and a second brake. The compound planetary gear set comprises a first sun gear, a first planet carrier, a first planet gear, a first ring gear, a second sun gear, a second planet carrier, a second planet gear and a second ring gear. The first clutch, the first sun gear, the second sun gear and the second clutch are arranged in sequence along the axial direction of the input shaft. The first sun gear and the second sun gear are sleeved on the input shaft. The first planet gear is engaged between the first sun gear and the first ring gear. The second planet gear is engaged between the second sun gear and the second ring gear. The second ring gear is fixedly connected to the first planet carrier. The second planet carrier is fixedly connected to the first ring gear. The first planet carrier is used for power output of the compound planetary gear set. The input shaft is adapted to be connected to a power source. The first clutch is connected between the input shaft and the first sun gear, and is used for controlling power connection and power disconnection of the input shaft and the first sun gear. The second clutch is connected between the input shaft and the second planet carrier or the first ring gear, and is used for controlling power connection and power disconnection of the input shaft and the second planet carrier or the first ring gear. The first brake is connected between the second planet carrier and a first stationary component, and is used for controlling braking and unbraking of the second planet carrier. The second brake is connected between the second sun gear and a second stationary component, and is used for controlling braking and unbraking of the second sun gear. One of the first brake and the second brake is arranged on the radial outer side of the compound planetary gear set, and the other is arranged on the radial outer side of the second clutch.

2. The multi-speed transmission of claim 1, characterized in that One of the first brake and the second brake is sleeved on the radial outer side of the compound planetary gear set and arranged in the same plane as the compound planetary gear set, and the two share a cooling and lubricating oil path. The other is sleeved on the radial outer side of the second clutch and arranged in the same plane as the second clutch, and the two share another cooling and lubricating oil path.

3. The multi-speed transmission of claim 1, characterized by The multi-gear transmission further comprises a planetary gear set output gear and an output gear set. The planetary gear set output gear is fixed or integrally formed on the first planet carrier. The output gear set is drivingly connected to the planetary gear set output gear. The output gear set is used for power output of the multi-gear transmission.

4. The multi-speed transmission of claim 3, characterized in that The multi-gear transmission is arranged in a transverse direction. The output gear set comprises an intermediate shaft, an intermediate shaft input gear, an output driving gear and an output driven gear engaged with the output driving gear. The intermediate shaft input gear and the output driving gear are fixed on the intermediate shaft. The output driven gear is used for power output of the multi-gear transmission. The intermediate shaft input gear is engaged with the planetary gear set output gear. Alternatively, The multi-gear transmission is longitudinally arranged, the output gear set comprises an intermediate shaft, an intermediate shaft input gear, an output driving gear, an output driven gear, a driving bevel gear and a driven bevel gear, the output driving gear is engaged with the output driven gear, the driving bevel gear is orthogonally engaged with the driven bevel gear, the intermediate shaft input gear and the output driving gear are fixed on the intermediate shaft, the intermediate shaft input gear is engaged with the planetary gear set output gear, the driving bevel gear is coaxially connected with the output driven gear, and the driven bevel gear is used for power output of the multi-gear transmission.

5. The multi-speed transmission of claim 1, characterized by The multi-gear transmission further comprises a transmission housing, the input shaft, the composite planetary gear set, the first clutch, the second clutch, the first brake and the second brake are arranged in the transmission housing. The first stationary component and the second stationary component are the transmission housing.

6. The multi-speed transmission of any of claims 1-5, characterized by The multi-gear transmission further comprises a third clutch, the third clutch is connected between the input shaft and an output shaft of the power source, and is used for controlling power connection and power disconnection of the input shaft and the output shaft of the power source.

7. The multi-speed transmission of claim 6, characterized in that The third clutch is embedded in the first clutch, and the first clutch and the third clutch are arranged in the same plane. The first clutch and the third clutch share a cooling and lubricating oil path.

8. A hybrid drive system characterized by comprising: The multi-gear transmission is longitudinally arranged, the output gear set comprises an intermediate shaft, an intermediate shaft input gear, an output driving gear, an output driven gear, a driving bevel gear and a driven bevel gear, the output driving gear is engaged with the output driven gear, the driving bevel gear is orthogonally engaged with the driven bevel gear, the intermediate shaft input gear and the output driving gear are fixed on the intermediate shaft, the intermediate shaft input gear is engaged with the planetary gear set output gear, the intermediate shaft input gear is engaged with the planetary gear set output gear, the driving bevel gear is coaxially connected with the output driven gear, and the driven bevel gear is used for power output of the multi-gear transmission. The multi-gear transmission further comprises a transmission housing, the input shaft, the composite planetary gear set, the first clutch, the second clutch, the first brake and the second brake are arranged in the transmission housing.

9. The hybrid drive system of claim 8, wherein, The first stationary component and the second stationary component are the transmission housing. The multi-gear transmission further comprises a third clutch, the third clutch is connected between the input shaft and an output shaft of the power source, and is used for controlling power connection and power disconnection of the input shaft and the output shaft of the power source. The third clutch is embedded in the first clutch, and the first clutch and the third clutch are arranged in the same plane. The first clutch and the third clutch share a cooling and lubricating oil path.

10. The hybrid drive system of claim 8, wherein, The multi-gear transmission is longitudinally arranged, the output gear set comprises an intermediate shaft, an intermediate shaft input gear, an output driving gear, an output driven gear, a driving bevel gear and a driven bevel gear, the output driving gear is engaged with the output driven gear, the driving bevel gear is orthogonally engaged with the driven bevel gear, the intermediate shaft input gear and the output driving gear are fixed on the intermediate shaft, the intermediate shaft input gear is engaged with the planetary gear set output gear, the intermediate shaft input gear is engaged with the planetary gear set output gear, the driving bevel gear is coaxially connected with the output driven gear, and the driven bevel gear is used for power output of the multi-gear transmission. The multi-gear transmission further comprises a transmission housing, the input shaft, the composite planetary gear set, the first clutch, the second clutch, the first brake and the second brake are arranged in the transmission housing.

11. The hybrid drive system of claim 8, wherein, The first stationary component and the second stationary component are the transmission housing. The multi-gear transmission further comprises a third clutch, the third clutch is connected between the input shaft and an output shaft of the power source, and is used for controlling power connection and power disconnection of the input shaft and the output shaft of the power source. The rotor of the first motor is fixedly connected with the output shaft of the engine, and the third clutch is further connected between the rotor of the first motor and the output shaft of the engine. The rotor of the first motor is fixedly connected with the output shaft of the engine, and the third clutch is further connected between the rotor of the first motor and the output shaft of the engine. The first clutch is embedded in the first motor, the third clutch is embedded in the first clutch, the first motor, the first clutch and the third clutch are arranged in a plane, and the first motor, the first clutch and the third clutch share a cooling lubricating oil path.

12. The hybrid drive system of claim 8, wherein, The output shaft of the engine is fixedly connected with the input shaft or is integrally formed with the input shaft, and the rotor of the first motor is fixedly connected with the first sun gear. The first clutch is embedded in the first motor, the first motor and the first clutch are arranged in a plane, and the first motor and the first clutch share a cooling lubricating oil path.

13. The hybrid drive system of claim 8, wherein, The multi-gear transmission further comprises a third clutch connected between the input shaft and the output shaft of the engine for controlling power connection and power disconnection between the input shaft and the output shaft of the engine. The rotor of the first motor is fixedly connected with the first sun gear, and the first clutch is connected between the rotor of the first motor and the input shaft. The first clutch is embedded in the first motor, the third clutch is embedded in the first clutch, the first motor, the first clutch and the third clutch are arranged in a plane, and the first motor, the first clutch and the third clutch share a cooling lubricating oil path.

14. The hybrid drive system according to any one of claims 10-13, characterized by The hybrid power device further comprises a second motor, and the second motor is drivingly connected with the differential.

15. The hybrid drive system of claim 8, wherein, The hybrid power device further comprises a second motor, and the multi-gear transmission further comprises a third clutch connected between the input shaft and the output shaft of the engine for controlling power connection and power disconnection between the input shaft and the output shaft of the engine. The rotor of the first motor is connected with the output shaft of the engine, the rotor of the second motor is fixedly connected with the input shaft, and the third clutch is further connected between the rotor of the second motor and the output shaft of the engine.

16. The hybrid drive system according to any one of claims 10-13, characterized by Further comprising a third motor, one of the hybrid power device and the third motor is arranged on the front axle of the vehicle for driving the front wheels of the vehicle, and the other is arranged on the rear axle of the vehicle for driving the rear wheels of the vehicle.

17. The hybrid drive system of claim 14, wherein, Further comprising a third motor, one of the hybrid power device and the third motor is arranged on the front axle of the vehicle for driving the front wheels of the vehicle, and the other is arranged on the rear axle of the vehicle for driving the rear wheels of the vehicle.

18. The hybrid drive system of claim 15, wherein, Further comprising a third motor, one of the hybrid power device and the third motor is arranged on the front axle of the vehicle for driving the front wheels of the vehicle, and the other is arranged on the rear axle of the vehicle for driving the rear wheels of the vehicle.

19. A vehicle characterized by comprising: The hybrid power driving system according to any one of claims 8-18.

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