Front-drive multi-gear hybrid power transmission system and vehicle

Abstract

The utility model relates to a front-drive multi-gear hybrid power transmission system and a vehicle, and the front-drive multi-gear hybrid power transmission system comprises an electronic continuously variable transmission which comprises a planetary gear mechanism composed of a sun gear, a planet carrier and a gear ring, an engine in transmission connection with the planet carrier through a clutch locking mechanism, a front-drive motor in transmission connection with the sun gear, and a gear ring transfer shaft connected with the gear ring; and the multi-gear power coupling mechanism comprises an intermediate transmission shaft and an output shaft which are parallel to each other and are arranged at an interval, a multi-gear gear shifting mechanism connected between the intermediate transmission shaft and the gear ring middle rotating shaft, and a reduction gear mechanism connected between the intermediate transmission shaft and the output shaft. According to the invention, front-drive multi-gear power split driving, front-drive motor multi-gear pure electric driving and front-drive out-of-gear series power generation functions can be provided. The front-drive multi-gear hybrid power transmission system is only matched with one multifunctional front-drive motor capable of achieving pure electric drive, power distribution and series power generation at the same time, and therefore the cost of a transmission assembly of the four-wheel-drive hybrid vehicle is effectively reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle hybrid drive system technology, and in particular to a front-wheel drive multi-speed hybrid powertrain system and vehicle. Background Technology

[0002] The e-CVT hybrid powertrain technology has the longest market application and is very mature. However, with the rapid rise of plug-in hybrid electric vehicles, P13 dual-motor series hybrid and series range-extended hybrid technologies are gaining market favor. In addition, four-wheel drive hybrid technologies based on P24 or P14 architectures are also gradually attracting attention in high-end models or models with high traction drive requirements.

[0003] The single-speed e-CVT technology based on planetary gears, combined with the P4 rear-drive motor, enables four-wheel drive hybrid functionality, which can be applied to high-end models. The front-wheel drive system of an e-CVT four-wheel drive hybrid vehicle is based on the single-speed e-CVT power split principle, employing one split motor and one drive motor. Adding the rear-drive P4 motor, a four-wheel drive hybrid vehicle requires a three-motor system, resulting in high system costs. Summary of the Invention

[0004] This application provides a front-wheel drive multi-speed hybrid powertrain system and vehicle to solve the problem that e-CVT four-wheel drive hybrid vehicles in related technologies require three motor systems, resulting in high system costs.

[0005] The first aspect of this application provides a front-wheel drive multi-speed hybrid powertrain system, including:

[0006] An electronic continuously variable transmission (CVT) includes a planetary gear mechanism consisting of a sun gear, a planet carrier, and a ring gear, as well as an engine that is driven to the planet carrier via a clutch locking mechanism, a front drive motor that is driven to the sun gear, and a ring gear drive shaft that is driven to the ring gear.

[0007] A multi-speed power coupling mechanism includes an intermediate drive shaft and an output shaft that are parallel to each other and spaced apart, a multi-speed gear shifting mechanism connected between the intermediate drive shaft and the gear ring rotating shaft, and a reduction gear mechanism connected between the intermediate drive shaft and the output shaft.

[0008] In some embodiments: the clutch locking mechanism is connected to the planetary carrier via a first input shaft, the front drive motor is connected to the sun gear via a second input shaft, and the axes of the first input shaft, the second input shaft, the planetary gear mechanism, and the rotating shaft of the gear ring are collinear.

[0009] In some embodiments: the second input shaft is located on the side of the planetary gear mechanism close to the first input shaft and is loosely fitted around the outer periphery of the first input shaft; the front drive motor is coaxially connected to the second input shaft; or the front drive motor is biasedly connected to the second input shaft through an offset gear coupling mechanism.

[0010] The bias gear coupling mechanism includes an active bias gear connected to the front drive motor, a driven bias gear connected to the second input shaft, and a bias idler gear meshing between the active bias gear and the driven bias gear.

[0011] In some embodiments: the second input shaft is located on the side of the planetary gear mechanism away from the first input shaft, the rotating shaft of the gear ring is loosely fitted on the outer periphery of the second input shaft, the front drive motor is coaxially connected to the second input shaft, or the front drive motor is biasedly connected to the second input shaft through an offset gear coupling mechanism;

[0012] The bias gear coupling mechanism includes an active bias gear connected to the front drive motor, a driven bias gear connected to the second input shaft, and a bias idler gear meshing between the active bias gear and the driven bias gear.

[0013] In some embodiments: the clutch locking mechanism is fixed on the first input shaft, and the clutch locking mechanism is used to engage or disengage the first input shaft from the engine or transmission housing.

[0014] In some embodiments: the multi-gear shifting mechanism includes a first intermediate driving gear and a second intermediate driving gear fixedly connected to the intermediate shaft of the gear ring, and a first intermediate driven gear, a second intermediate driven gear, and a third intermediate driven gear loosely fitted on the intermediate transmission shaft;

[0015] The first intermediate driving gear is meshed with the first intermediate driven gear, the second intermediate driving gear is meshed with the second intermediate driven gear, and the third intermediate driven gear is meshed with the gear ring.

[0016] The intermediate drive shaft is provided with a first shifting mechanism and a second shifting mechanism that engage or disengage the first intermediate driven gear, the second intermediate driven gear and the third intermediate driven gear from the intermediate drive shaft.

[0017] In some embodiments: the outer periphery of the gear ring is provided with external teeth that mesh with the third intermediate driven gear, and the first shifting mechanism is fixed on the intermediate transmission shaft and located between the first intermediate driven gear and the second intermediate driven gear;

[0018] The second shifting mechanism is loosely fitted on the intermediate drive shaft and is coaxially and fixedly connected to the third intermediate driven gear. The second shifting mechanism is used to engage or disengage the third intermediate driven gear from the intermediate drive shaft or the gearbox housing.

[0019] In some embodiments, the reduction gear mechanism includes a driving reduction gear fixed on the intermediate drive shaft and a driven reduction gear fixed on the output shaft or differential. The diameter of the driving reduction gear is smaller than the diameter of the driven reduction gear, and they are meshed together.

[0020] In some embodiments, the differential is connected to the output shaft.

[0021] A second aspect of this application provides a vehicle including a front-wheel drive multi-speed hybrid powertrain system as described in any of the above embodiments.

[0022] The beneficial effects of the technical solution provided in this application include:

[0023] This application provides a front-wheel drive multi-speed hybrid powertrain system and vehicle. The front-wheel drive multi-speed hybrid powertrain system of this application is equipped with an electronic continuously variable transmission (CVT), which includes a planetary gear mechanism consisting of a sun gear, a planetary carrier, and a ring gear, as well as an engine that is driven to the planetary carrier via a clutch locking mechanism, a front-wheel drive motor that is driven to the sun gear, and a ring gear central shaft that is connected to the ring gear; a multi-speed power coupling mechanism, which includes an intermediate drive shaft and an output shaft that are parallel to each other and spaced apart, a multi-speed gear shifting mechanism connected between the intermediate drive shaft and the ring gear central shaft, and a reduction gear mechanism connected between the intermediate drive shaft and the output shaft.

[0024] Therefore, the front-wheel-drive multi-speed hybrid powertrain system of this application can provide front-wheel-drive multi-speed power split drive, front-wheel-drive motor multi-speed pure electric drive, and front-wheel-drive disengagement series power generation function. It can be combined with the rear-wheel-drive electric drive axle for single-speed or two-speed pure electric drive, thereby achieving four-wheel-drive or independent rear-wheel-drive or front-wheel-drive capability in a four-wheel-drive hybrid vehicle. The front-wheel-drive multi-speed hybrid powertrain system only matches one multi-functional front-wheel-drive motor that can simultaneously realize pure electric drive, power split, and series power generation, thereby effectively reducing the transmission assembly cost of four-wheel-drive hybrid vehicles.

[0025] Furthermore, the mechanically split power from the engine input, after being split by the front-drive motor, or the input power from the front-drive motor, achieves multi-speed drive functions for either the engine or the front-drive motor through a multi-speed power coupling mechanism. Simultaneously, in power-split mode, it can continuously provide some or all of the power supply to the rear-drive motor and can also replenish the vehicle's battery. When the vehicle's battery is fully charged, the front-drive and rear-drive motors can participate in drive simultaneously or independently. During vehicle braking, the front-drive and rear-drive motors can simultaneously participate in regenerative braking. The regenerative braking function of the front-drive motor effectively improves braking energy recovery efficiency and significantly improves the fuel economy of the four-wheel-drive hybrid vehicle.

[0026] This front-wheel-drive multi-speed hybrid powertrain can replace the traditional AT transmission based on the hydraulic torque converter structure. It eliminates the complex and inefficient hydraulic torque converter and multi-plate clutch shifting mechanism of the traditional AT transmission, and can efficiently realize multiple driving modes such as pure electric, series hybrid, power split series-parallel hybrid and engine direct drive. When it is connected to the rear-wheel-drive electric axle, it can realize smooth shifting between the engine and the front-wheel-drive motor without power interruption, thus improving the driving comfort of the vehicle. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 A schematic diagram of the structure of the front-drive multi-speed hybrid powertrain provided in the first embodiment of this application;

[0029] Figure 2 A schematic diagram of the front-drive multi-speed hybrid powertrain provided in the second embodiment of this application;

[0030] Figure 3 This is a schematic diagram of the front-drive multi-speed hybrid powertrain provided in the third embodiment of this application;

[0031] Figure 4 This is a schematic diagram of the front-drive multi-speed hybrid powertrain provided in the fourth embodiment of this application;

[0032] Figure 5 This is a schematic diagram of the structure of the front-drive multi-speed hybrid powertrain provided in the fifth embodiment of this application;

[0033] Figure 6 This is a schematic diagram of the front-drive multi-speed hybrid powertrain system provided in the sixth embodiment of this application.

[0034] Figure label:

[0035] 1. Engine; 2. Front drive motor; 3. Clutch lock-up mechanism; 4. Planetary gear mechanism; 4S. Sun gear; 4C. Planetary carrier; 4R. Ring gear; 5. First shift mechanism; 6. Second shift mechanism; 7. Differential; 10. First input shaft; 20. Second input shaft; 30. Ring gear intermediate shaft; 21. Driven bias gear; 22. Bias idler gear; 23. Driven bias gear; 31. First intermediate drive gear; 32. Second intermediate drive gear; 40. Intermediate drive shaft; 41. First intermediate driven gear; 42. Second intermediate driven gear; 43. Third intermediate driven gear; 44. Drive reduction gear; 50. Output shaft; 51. Driven reduction gear; 100. Multi-gear shift mechanism. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0037] This application provides a front-wheel drive multi-speed hybrid powertrain system and vehicle, which can solve the problem that e-CVT four-wheel drive hybrid vehicles require three motor systems, resulting in high system costs.

[0038] See Figures 1 to 6 As shown, the first aspect of this application provides a front-wheel drive multi-speed hybrid powertrain system, including:

[0039] The electronic continuously variable transmission (E-CVT) includes a planetary gear mechanism 4 consisting of a sun gear 4S, a planet carrier 4C, and a ring gear 4R. Multiple planetary gears mesh between the sun gear 4S and the ring gear 4R and are rotatably connected to the planet carrier 4C. It also includes an engine 1, which is driven by the planet carrier 4C via a clutch lock-up mechanism 3; a front-drive motor 2, which is driven by the sun gear 4S; and a ring gear shaft 30, which is connected to the ring gear 4R.

[0040] The clutch locking mechanism 3 is located between the planetary carrier 4C and the output shaft of the engine 1. It is used to connect the planetary carrier 4C to the engine 1 or lock the planetary carrier 4C in place. It can selectively provide three modes: power split hybrid linkage, series linkage, or pure electric drive of the front drive motor 2. In the pure electric drive mode, the front drive motor 2 acts as an electric motor. In the power split hybrid linkage mode and the series linkage mode, the front drive motor 2 acts as a generator.

[0041] Engine 1 and front drive motor 2 can selectively drive each other, in series, or in pure electric mode using planetary gear mechanism 4. The gear ring central shaft 30 is connected to the output end of gear ring 4R. When gear ring 4R is not locked and fixed, front drive motor 2 can control the mechanical input power of engine 1 through closed-loop speed control. Part of the power of engine 1 is converted into electrical energy by front drive motor 2 through electromechanical conversion, and the remaining mechanically split power is transmitted through the mechanical transmission path of gear ring central shaft 40.

[0042] The front drive motor 2 can function as a speed-regulating motor and generator. It adjusts its own speed according to the vehicle's driving needs, thereby changing the speed of the sun gear 4S and controlling the speed of the planetary carrier 4C, achieving continuously variable transmission (CVT) for the engine 1. Alternatively, the front drive motor 2 can be locked in place as needed, allowing the engine 1 to drive it via the series linkage of the planetary gear mechanism 4 to generate electricity. The front drive motor 2 then charges the battery to replenish its electrical energy.

[0043] The multi-speed power coupling mechanism includes an intermediate drive shaft 40 and an output shaft 50 arranged parallel to each other and spaced apart, a multi-speed gear shifting mechanism 100 connecting the intermediate drive shaft 40 and the gear ring rotating shaft 30, and a reduction gear mechanism connecting the intermediate drive shaft 40 and the output shaft 50. The intermediate drive shaft 40 can selectively be linked with the multi-speed gear shifting mechanism 100, thereby selectively realizing the transmission of multiple transmission gears of the power input of the intermediate drive shaft 40, that is, ultimately selectively realizing the mechanical split power of the engine 1 to be transmitted to the output shaft 50 according to multiple gears.

[0044] During vehicle operation, engine 1 and front drive motor 2 can work together according to different operating conditions.

[0045] When the vehicle starts, engine 1 is not working. Clutch lock mechanism 3 disconnects engine 1 from planetary carrier 4C. At this time, front drive motor 2 acts as the drive motor, transmitting power to sun gear 4S. The power then drives the wheels via planetary gear mechanism 4, ring gear shaft 30, multi-gear shifting mechanism 100, intermediate drive shaft 40, and output shaft 50, enabling the vehicle to operate purely on electric power. This ensures both quietness and high efficiency at low speeds while preventing engine 1 from operating in its inefficient range. When the vehicle is traveling at low speeds and requires less power, front drive motor 2 operates alone to drive the vehicle forward. In this case, engine 1 still does not participate in the operation, and the vehicle is driven by battery power, achieving zero emissions and low energy consumption.

[0046] When the vehicle is traveling at medium to high speeds or requires significant power, engine 1 starts operating. Clutch lock-up mechanism 3 engages engine 1 and planetary carrier 4C, transmitting power to the planetary carrier 4C. At this time, front-drive motor 2 acts as a generator, adjusting its own speed according to the vehicle's driving needs, thereby changing the speed of the sun gear 4S and ultimately controlling the speed of the planetary carrier 4C, achieving continuously variable transmission (CVT) for engine 1. Front-drive motor 2 can also charge the battery as needed to replenish electrical energy. In this process, engine 1 and front-drive motor 2 jointly provide power to the vehicle, achieving hybrid powertrain and improving both power performance and fuel economy.

[0047] In series power generation mode, the clutch locking mechanism 3, in conjunction with the engine 1 and the planetary carrier 4C, locks the gear ring 4R in place. The front-drive motor 2 and the engine 1 are connected in series through a fixed transmission ratio from the sun gear 4S to the planetary carrier 4C. The front-drive motor 2 converts all the mechanical input power of the engine 1 into electrical energy, thereby achieving series power generation. In series power generation mode, the front-drive multi-speed hybrid power transmission system of this application will not provide driving function for the hybrid vehicle, but only provide series power supplementation function. The driving force of the vehicle is provided by the rear-drive electric drive axle.

[0048] The front-wheel drive multi-speed hybrid powertrain system of this application embodiment provides front-wheel drive multi-speed power split drive, front-wheel drive motor multi-speed pure electric drive, and front-wheel drive disengagement series power generation functions. It can be combined with the rear-wheel drive electric axle for single-speed or two-speed pure electric drive, thereby achieving four-wheel drive or independent rear-wheel drive or front-wheel drive capability of a four-wheel drive hybrid vehicle. The front-wheel drive multi-speed hybrid powertrain system is matched with only one multi-functional front-wheel drive motor 2 that can simultaneously realize pure electric drive, power split and series power generation, thereby effectively reducing the transmission assembly cost of four-wheel drive hybrid vehicles.

[0049] Furthermore, the mechanically split power from engine 1 via front-drive motor 2, or the power input from front-drive motor 2 via a multi-speed power coupling mechanism, enables multi-speed driving functions for either engine 1 or front-drive motor 2. Simultaneously, in power-split mode, it can continuously provide some or all of the power to the rear-drive motor and replenish the onboard battery. When the onboard battery is fully charged, front-drive motor 2 and the rear-drive motor can participate in driving simultaneously or independently. During vehicle braking, front-drive motor 2 and the rear-drive motor can simultaneously participate in regenerative braking. The regenerative braking function of front-drive motor 2 effectively improves braking energy recovery efficiency and enhances the fuel economy of the four-wheel-drive hybrid vehicle.

[0050] This front-wheel drive multi-speed hybrid powertrain can be used to replace the traditional AT transmission based on the hydraulic torque converter structure. It eliminates the complex and inefficient hydraulic torque converter and multi-plate clutch shifting mechanism of the traditional AT transmission, and can efficiently realize multiple driving modes such as pure electric, series hybrid, power split series-parallel hybrid and engine 1 direct drive. When it is connected to the rear-wheel drive electric axle, it can realize smooth shifting of engine 1 and front-wheel drive motor 2 without power interruption, thus improving the driving comfort of the vehicle.

[0051] In some alternative embodiments, see Figures 1 to 6 As shown, this application embodiment provides a front-drive multi-speed hybrid power transmission system. The clutch locking mechanism 3 of the front-drive multi-speed hybrid power transmission system is connected to the planetary carrier 4C through the first input shaft 10, and the front-drive motor 2 is connected to the sun gear 4S through the second input shaft 20. The axes of the first input shaft 10, the second input shaft 20, the planetary gear mechanism 4 and the gear ring rotating shaft 30 are collinear.

[0052] In this embodiment, the first input shaft 10, clutch locking mechanism 3, planetary gear mechanism 4, second input shaft 20, and gear ring intermediate shaft 30 are arranged along the same axis. The second input shaft 20 is connected to the sun gear 4S, and the front drive motor 2 is directly connected to the second input shaft 20 or offset coupled to it. This makes the structure of the electronic continuously variable transmission (CVT) more compact, easier to assemble, and the power transmission route more reliable.

[0053] In some alternative embodiments, see Figure 3 and Figure 5 As shown, this application embodiment provides a front-wheel drive multi-speed hybrid powertrain system. Based on the above embodiment, the second input shaft 20 is located on the side of the planetary gear mechanism 4 near the first input shaft 10 and is loosely fitted around the outer circumference of the first input shaft 10. The front-wheel drive motor 2 is coaxially connected to the second input shaft 20. This increases the mechanical axial length of the front-wheel drive multi-speed hybrid powertrain system, requiring more lateral space in the vehicle's front compartment, but simplifies the transmission assembly structure and improves the driving efficiency of the front-wheel drive motor 2.

[0054] The first input shaft 10, the second input shaft 20, the planetary gear mechanism 4, and the gear ring transfer shaft 30 are arranged along the same axial direction. The two ends of the first input shaft 10 are connected to the clutch locking mechanism 3 and the planet carrier 4C, respectively. The second input shaft 20 is connected to the sun gear 4S and is hollowly fitted onto the first input shaft 10. The front drive motor 2 is linked with the sun gear 4S through the second input shaft 20 and splits the input power of the engine 1. The mechanical linkage power is transmitted through the mechanical transmission path of the gear ring transfer shaft 30 connected to the gear ring 4R.

[0055] In some alternative embodiments, see Figure 1 , Figure 3 and Figure 5 As shown, this application embodiment provides a front-drive multi-speed hybrid power transmission system. Based on the above embodiment, the second input shaft 20 is located on the side of the planetary gear mechanism 4 close to the first input shaft 10 and is loosely fitted around the outer periphery of the first input shaft 10. The front-drive motor 2 is biasedly connected to the second input shaft 20 through an bias gear coupling mechanism.

[0056] The bias gear coupling mechanism includes a driving bias gear 23 connected to the front drive motor 2, a driven bias gear 21 connected to the second input shaft 20, and a bias idler gear 22 meshing between the driving bias gear 23 and the driven bias gear 21. The front drive motor 2 is biasedly connected to the second input shaft 20 through a two-stage bias gear coupling mechanism consisting of the meshing of the driving bias gear 23, the bias idler gear 22, and the driven bias gear 21. This parallel bias arrangement of the front drive motor 2 on one side of the planetary gear mechanism 4 significantly reduces the lateral axial width of the front-drive multi-speed hybrid powertrain, facilitating the mechanical mounting arrangement in the vehicle's front compartment.

[0057] In some alternative embodiments, see Figure 4 and Figure 6 As shown, this application embodiment provides a front-wheel drive multi-speed hybrid powertrain system. The second input shaft 20 of this system is located on the side of the planetary gear mechanism 4 away from the first input shaft 10, and the gear ring's central rotating shaft 30 is loosely fitted around the outer circumference of the second input shaft 20. The front-wheel drive motor 2 is coaxially connected to the second input shaft 20. This increases the mechanical axial length of the front-wheel drive multi-speed hybrid powertrain system, requiring more lateral space in the vehicle's front compartment, but simplifies the transmission assembly structure and improves the driving efficiency of the front-wheel drive motor 2.

[0058] The first input shaft 10, the second input shaft 20, the planetary gear mechanism 4, and the gear ring intermediate shaft 30 are arranged along the same axial direction. The two ends of the first input shaft 10 are connected to the clutch locking mechanism 3 and the planetary carrier 4C, respectively. The second input shaft 20 is connected to the sun gear 4S. The gear ring intermediate shaft 30 is a hollow shaft that is loosely fitted on the second input shaft 20. The front drive motor 2 is linked with the sun gear 4S through the second input shaft 20 and splits the input power of the engine 1. The mechanical linkage power is transmitted through the mechanical transmission path of the gear ring intermediate shaft 30 connected to the gear ring 4R.

[0059] In some alternative embodiments, see Figure 2 As shown, this application embodiment provides a front-drive multi-speed hybrid power transmission system. Based on the above embodiment, the second input shaft 20 is located on the side of the planetary gear mechanism 4 away from the first input shaft 10, the gear ring central shaft 30 is loosely fitted around the outer periphery of the second input shaft 20, and the front-drive motor 2 is biasedly connected to the second input shaft 20 through an offset gear coupling mechanism.

[0060] The bias gear coupling mechanism includes a driving bias gear 23 connected to the front drive motor 2, a driven bias gear 21 connected to the second input shaft 20, and a bias idler gear 22 meshing between the driving bias gear 23 and the driven bias gear 21. The front drive motor 2 is biasedly connected to the second input shaft 20 through a two-stage bias gear coupling mechanism consisting of the meshing of the driving bias gear 23, the bias idler gear 22, and the driven bias gear 21. This parallel bias arrangement of the front drive motor 2 on one side of the planetary gear mechanism 4 significantly reduces the lateral axial width of the front-drive multi-speed hybrid powertrain, facilitating the mechanical mounting arrangement in the vehicle's front compartment.

[0061] In some alternative embodiments, see Figures 1 to 6 As shown, this application embodiment provides a front-wheel drive multi-speed hybrid powertrain system. The clutch lock mechanism 3 of the front-wheel drive multi-speed hybrid powertrain system is fixed on the first input shaft 10. The clutch lock mechanism 3 is used to engage or disengage the first input shaft 10 from the engine 1 or the gearbox housing.

[0062] The clutch locking mechanism 3 of this application embodiment is disposed on the first input shaft 10, and can selectively connect the first input shaft 10 to the output shaft of the engine 1 or lock the first input shaft 10 and the planetary carrier 4C to be fixed in place, thereby selectively providing power split linkage or series linkage between the engine 1 and the front drive motor 2 in the planetary gear mechanism 4.

[0063] The clutch locking mechanism 3 can also selectively disengage the first input shaft 10 from the engine 1 and lock the planet carrier 4C of the planetary gear mechanism 4, thereby allowing the front drive motor 2 to independently provide pure electric forward or reverse drive functions.

[0064] In some alternative embodiments, see Figures 1 to 6 As shown, this application embodiment provides a front-wheel drive multi-speed hybrid power transmission system. The multi-speed gear shifting mechanism 100 of the front-wheel drive multi-speed hybrid power transmission system includes a first intermediate drive gear 31 and a second intermediate drive gear 32 fixedly connected to the gear ring intermediate shaft 30, and a first driven gear 41, a second driven gear 42 and a third driven gear 43 loosely fitted on the intermediate transmission shaft 40.

[0065] The first intermediate drive gear 31 meshes with the first intermediate driven gear 41, the second intermediate drive gear 32 meshes with the second intermediate driven gear 42, and the third intermediate driven gear 43 meshes with the gear ring 4R. The intermediate transmission shaft 40 is equipped with a first shifting mechanism 5 and a second shifting mechanism 6 that engage or disengage the first intermediate driven gear 41, the second intermediate driven gear 42, and the third intermediate driven gear 43 from the intermediate transmission shaft 40.

[0066] The outer circumference of the gear ring 4R is provided with external teeth that mesh with the third intermediate driven gear 43. The first shifting mechanism 5 is fixed on the intermediate drive shaft 40 and located between the first intermediate driven gear 41 and the second intermediate driven gear 42. The second shifting mechanism 6 is loosely fitted on the intermediate drive shaft 40 and is coaxially fixedly connected to the third intermediate driven gear 43. The second shifting mechanism 6 is used to engage or disengage the third intermediate driven gear 43 from the intermediate drive shaft 40 or the gearbox housing.

[0067] The reduction gear mechanism includes a driving reduction gear 44 fixed on the intermediate drive shaft 40 and a driven reduction gear 51 fixed on the output shaft 50 or the differential 7. The diameter of the driving reduction gear 44 is smaller than the diameter of the driven reduction gear 51 and they are meshed together. The reduction gear mechanism formed by the driving reduction gear 44 and the driven reduction gear 51 can increase the torque.

[0068] See Figure 5 and Figure 6 As shown, the active reduction gear 44 and the driven reduction gear 51 are located on the outside of the first intermediate driven gear 41. The reduction gear mechanism composed of the active reduction gear 44 and the driven reduction gear 51 is changed to a transfer output mechanism. The driven reduction gear 51 is directly mounted on the output shaft 50, and the output shaft 50 is then coupled to the front drive axle to realize the drive of the front axle of the vehicle.

[0069] In this embodiment of the application, the first intermediate drive gear 31 and the second intermediate drive gear 32 are fixedly sleeved on the gear ring intermediate shaft 30, and the first intermediate driven gear 41, the second intermediate driven gear 42 and the third intermediate driven gear 43 are loosely sleeved outside the intermediate transmission shaft 40. The first shifting mechanism 5 and the second shifting mechanism 6 can selectively engage one of the intermediate driven gear 41, the second intermediate driven gear 42 and the third intermediate driven gear 43 with the intermediate transmission shaft 40, thereby selectively realizing the power transmission of three mechanical transmission gears.

[0070] Furthermore, the first intermediate drive gear 31 meshes with the first intermediate driven gear 41, the second intermediate drive gear 32 meshes with the second intermediate driven gear 42, and the third intermediate driven gear 43 meshes with the external teeth of the gear ring 4R. The drive reduction gear 44 is fixedly mounted on the intermediate drive shaft 40, and meshes with the driven reduction gear 51. The driven reduction gear 51 is linked with the differential 7, ultimately differentially distributing the power output to the output shafts 50 on both sides of the differential 7 and driving the front wheels of the vehicle.

[0071] The following section discusses matching. Figure 1 The front-wheel drive multi-speed hybrid powertrain system of this application will be described in detail using an example.

[0072] In this application, the first shift mechanism 5 is disposed on the intermediate drive shaft 40. The first shift mechanism 5 can selectively engage the intermediate drive shaft 40 with the first intermediate driven gear 41 or the second intermediate driven gear 42, thereby selectively realizing the transmission of two mechanical transmission gears for the linkage power of the engine 1 and / or the front drive motor 2.

[0073] The second shifting mechanism 6 is connected to the third intermediate driven gear 43 and loosely fitted onto the intermediate drive shaft 40. The third intermediate driven gear 43 can be selectively engaged with the intermediate drive shaft 40, thereby selectively realizing the third mechanical transmission gear for the linkage power of the engine 1 and / or the front drive motor 2.

[0074] The second shift mechanism 6 can also selectively connect the third intermediate driven gear 43 to the gearbox housing, thereby locking the gear ring 4R in place. When the clutch locking mechanism 3 engages the first input shaft 10 with the output shaft of the engine 1, the front drive motor 2 and the engine 1 can achieve series linkage power generation function through the fixed transmission ratio formed by the sun gear 4S to the planet carrier 4C of the planetary gear mechanism 4.

[0075] The clutch locking mechanism 3, the first shifting mechanism 5, and the second shifting mechanism 6 can adopt a simpler dog-tooth shifting mechanism, and all have three engagement / disengagement control states: left closed, neutral, and right closed. When the clutch locking mechanism 3 is in the right closed state, the engine 1 is disengaged and stopped, and the first input shaft 10 and the planetary carrier 4C are locked and fixed, thereby prohibiting the power input of the engine 1.

[0076] The front drive motor 2 receives power through a fixed speed ratio transmission formed by the sun gear 4S and the ring gear 4R. The rotating shaft 30 in the ring gear or the external teeth of the ring gear 4R are linked with the multi-gear shifting mechanism 100, which can selectively realize the forward and reverse pure electric drive of the front drive motor 2 with a total of three mechanical gears.

[0077] When the clutch lock-up mechanism 3 is in the left closed state, the first input shaft 10 is connected to the output shaft of the engine 1, and the power input from the front drive motor 2 and the engine 1 can be selectively coupled or coupled in series via the planetary gear mechanism 4. In the power-split mode, the first shift mechanism 5 and the second shift mechanism 6 can selectively engage one of the first intermediate driven gear 41, the second intermediate driven gear 42, or the third intermediate driven gear 43 with the intermediate drive shaft 40.

[0078] The front drive motor 2 splits the power input to the engine 1. A portion of the power input to the engine 1 is converted into electrical energy by the front drive motor 2 through electromechanical conversion. The other portion of the mechanically split power input to the engine 1 is directly linked to the multi-gear shifting mechanism 100 through the external teeth of the gear ring rotating shaft 30 or gear ring 4R, thereby selectively realizing the forward drive of the three transmission gears of the mechanically split power of the engine 1.

[0079] In series hybrid mode, the clutch locking mechanism 3 closes to the left to connect the first input shaft 10 to the engine 1, the first shift mechanism 5 is in the neutral position, the second shift mechanism 6 closes to the left to lock the gear ring 4R, and the front drive motor 2 and the engine 1 are linked in series through a fixed transmission ratio from the sun gear 4S to the planetary carrier 4C. The front drive motor 2 converts all the mechanical input power of the engine 1 into electrical energy, thereby realizing series linkage power generation.

[0080] In series hybrid mode, the front-wheel drive multi-speed hybrid transmission system of this application will not provide driving function for the hybrid vehicle, but only provide series power supplementation function. The driving function of the vehicle is provided by the rear-wheel drive electric axle of the vehicle. Under the combined control of clutch lock mechanism 3, first shift mechanism 5 and second shift mechanism 6, this application can realize the three forward gears of the mechanical power of engine 1, or the three transmission gears of front drive motor 2 for forward or reverse pure electric drive.

[0081] Furthermore, engine 1 and front-drive motor 2 can be connected in series to generate electricity, charging the on-board power battery of the four-wheel drive hybrid vehicle, and also providing power to the motor of the rear-drive electric axle. In the pure electric drive mode of the rear-drive electric axle, the shifting power compensation of engine 1 and / or front-drive motor 2 of the front-drive multi-speed hybrid transmission system of this application can be realized, achieving shifting without power interruption and improving driving comfort.

[0082] See Figures 1 to 6As shown, a second aspect of this application provides a vehicle that includes a front-wheel drive multi-speed hybrid powertrain system as described in any of the above embodiments and a rear-wheel drive electric axle, forming a four-wheel drive hybrid vehicle.

[0083] The vehicle according to the embodiments of this application is equipped with a front-wheel drive multi-speed hybrid transmission system in any of the above embodiments. It adopts a multi-speed parallel shaft gear mechanism combined with electronically controlled power splitting to realize the function of a three-speed electric torque converter. It can replace the traditional inefficient and complex hydraulic torque converter and multi-plate clutch combination AT transmission. It can realize multiple driving modes such as three-speed pure electric front-wheel drive, series hybrid, and three-speed power split hybrid. It has powerful driving function, can effectively improve fuel economy, and meet the high traction requirements for starting and low-speed driving, and realize gear shifting without power interruption.

[0084] The following describes the matching of this application. Figure 1 The driving modes of the front-wheel drive multi-speed hybrid powertrain system in the embodiment.

[0085] When the four-wheel drive hybrid vehicle is in parking charging mode, the on-board power battery has a low charge. The clutch lock mechanism 3 closes to the left, connecting the engine 1 to the first input shaft 10. The first shift mechanism 5 is in neutral, and the second shift mechanism 6 selectively connects the third intermediate driven gear 43 to the transmission housing, thus locking the gear ring 4R in place. In this situation, the planetary gear mechanism 4 forms a fixed speed ratio transmission from the sun gear 4S to the planet carrier 4C. The front drive motor 2 is disengaged and connected in series with the engine 1. The front drive motor 2 converts all the mechanical input power from the engine 1 into electrical energy through electromechanical conversion, thereby charging the on-board power battery.

[0086] When the four-wheel drive hybrid vehicle is in front-wheel drive pure electric drive mode, the on-board power battery is fully charged, the clutch locking mechanism 3 closes to lock and fix the first input shaft 10 and planetary carrier 4C, the engine 1 disengages and stops, and the front drive motor 2 has three forward and reverse pure electric drive transmission gears.

[0087] When the second shifting mechanism 6 is in the neutral position, the first shifting mechanism 5 closes to the right, engaging the intermediate drive shaft 40 with the first intermediate driven gear 41, thus forming the first transmission gear of the front drive motor 2, which is a pure electric front drive. The mechanical transmission path is as follows: front drive motor 2 → driving bias gear 23 → bias idler gear 22 → driven bias gear 21 → second input shaft 20 → sun gear 4S → gear ring 4R → gear ring intermediate shaft 30 → first intermediate driving gear 31 → first intermediate driven gear 41 → intermediate drive shaft 40 → driving reduction gear 44 → driven reduction gear 51 → differential 7 → output shaft 50.

[0088] If the first shifting mechanism 5 closes to the left, the intermediate drive shaft 40 will engage with the second intermediate driven gear 42, thus forming the second transmission gear of the front drive motor 2, which is a pure electric front drive. The mechanical transmission path is as follows: front drive motor 2 → driving bias gear 23 → bias idler gear 22 → driven bias gear 21 → second input shaft 20 → sun gear 4S → gear ring 4R → gear ring intermediate shaft 30 → second intermediate driving gear 32 → second driven gear 42 → intermediate drive shaft 40 → driving reduction gear 44 → driven reduction gear 51 → differential 7 → output shaft 50.

[0089] If the first shift mechanism 5 is in neutral, the second shift mechanism 6 closes to the right, engaging the third intermediate driven gear 43 with the intermediate transmission shaft 40, thus forming the third gear of the front drive motor 2 as a pure electric front drive. The mechanical transmission path is: front drive motor 2 → driving bias gear 23 → bias idler gear 22 → driven bias gear 21 → second input shaft 20 → sun gear 4S → ring gear 4R → third intermediate driven gear 43 → intermediate transmission shaft 40 → driving reduction gear 44 → driven reduction gear 51 → differential 7 → output shaft 50.

[0090] When the vehicle is in series hybrid mode and the onboard battery is low on power, the clutch locking mechanism 3 closes to the left, connecting the first input shaft 10 and the engine 1. The first shift mechanism 5 is in neutral, and the second shift mechanism 6 closes to the left, engaging the third intermediate driven gear 43 with the gearbox housing, thus locking the gear ring 4R in place. The front-drive motor 2 and the engine 1 are connected in series via a fixed transmission ratio formed by the sun gear 4S to the planetary carrier 4C of the planetary gear mechanism 4. The front-drive motor 2 converts the mechanical input power of the engine 1 into electrical energy, thereby charging the onboard battery. Some of the electrical energy can be directly supplied to the motor of the rear-drive electric axle of the four-wheel drive hybrid vehicle. At this time, the front-drive multi-speed hybrid transmission system does not participate in vehicle driving, and the rear-drive electric axle of the vehicle achieves pure electric drive in forward or reverse gear.

[0091] When the vehicle is in forward gear power split hybrid mode, the clutch lock mechanism 3 closes to the left to connect the first input shaft 10 and the engine 1. The front drive motor 2 controls the speed and power split of the power input to the engine 1. A portion of the power input to the engine 1 is converted into electrical energy by the front drive motor 2 through electromechanical conversion. The remaining mechanical power split of the engine 1 is linked with the multi-gear shifting mechanism 100 through the gear ring rotating shaft 30 or the external teeth of the gear ring 4R, which can selectively realize the three forward gear drives of the mechanical power split of the engine 1.

[0092] First, the second shift mechanism 6 is in the neutral position, and the first shift mechanism 5 closes to the right, engaging the intermediate drive shaft 40 with the first intermediate driven gear 41, thus forming the first transmission gear drive for the mechanical power split of the engine 1. The mechanical transmission path is: engine 1 → first input shaft 10 → planetary carrier 4C → gear ring 4R → gear ring intermediate shaft 30 → first intermediate drive gear 31 → first driven gear 41 → intermediate drive shaft 40 → drive reduction gear 44 → driven reduction gear 51 → differential 7 → output shaft 50.

[0093] Secondly, the second shift mechanism 6 is in neutral, and the first shift mechanism 5 closes to the left, engaging the intermediate drive shaft 40 with the second intermediate driven gear 42. The mechanical transmission path of the second gear driven by the mechanically split power of the engine 1 is as follows: engine 1 → first input shaft 10 → planetary carrier 4C → gear ring 4R → gear ring intermediate shaft 30 → second intermediate drive gear 32 → second driven gear 42 → intermediate drive shaft 40 → drive reduction gear 44 → driven reduction gear 51 → differential 7 → output shaft 50.

[0094] Finally, when the first shifting mechanism 5 is in neutral, the second shifting mechanism 6 closes to the right, engaging the third intermediate driven gear 43 with the intermediate transmission shaft 40, thus forming the third transmission gear drive for the mechanical power distribution of the engine 1. The mechanical transmission path is: engine 1 → first input shaft 10 → planetary carrier 4C → ring gear 4R → third intermediate driven gear 43 → intermediate transmission shaft 40 → driving reduction gear 44 → driven reduction gear 51 → differential 7 → output shaft 50.

[0095] In the power split mode, when the front drive motor 2 is near zero speed, it splits the power of the engine 1. The split power of the front drive motor 2 is close to zero. If the split torque loss of the front drive motor 2 is ignored, the input power of the engine 1 is almost entirely transmitted through the third gear mechanical path. This special case can be regarded as the direct drive mode of the engine 1.

[0096] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0097] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0098] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A front-wheel drive multi-speed hybrid powertrain system, characterized in that, include: An electronic continuously variable transmission (CVT) includes a planetary gear mechanism (4) consisting of a sun gear (4S), a planet carrier (4C), and a ring gear (4R), an engine (1) connected to the planet carrier (4C) via a clutch locking mechanism (3), a front drive motor (2) connected to the sun gear (4S), and a ring gear shaft (30) connected to the ring gear (4R). A multi-speed power coupling mechanism includes an intermediate drive shaft (40) and an output shaft (50) that are parallel to each other and spaced apart, a multi-speed gear shifting mechanism (100) connected between the intermediate drive shaft (40) and the gear ring rotating shaft (30), and a reduction gear mechanism connected between the intermediate drive shaft (40) and the output shaft (50).

2. The front-wheel drive multi-speed hybrid powertrain system as described in claim 1, characterized in that: The clutch locking mechanism (3) is connected to the planetary carrier (4C) via the first input shaft (10), and the front drive motor (2) is connected to the sun gear (4S) via the second input shaft (20). The axes of the first input shaft (10), the second input shaft (20), the planetary gear mechanism (4), and the gear ring rotating shaft (30) are collinear.

3. The front-wheel drive multi-speed hybrid powertrain system as described in claim 2, characterized in that: The second input shaft (20) is located on the side of the planetary gear mechanism (4) close to the first input shaft (10) and is loosely fitted around the outer periphery of the first input shaft (10). The front drive motor (2) is coaxially connected to the second input shaft (20), or the front drive motor (2) is biasedly connected to the second input shaft (20) through an offset gear coupling mechanism. The bias gear coupling mechanism includes an active bias gear (23) connected to the front drive motor (2), a driven bias gear (21) connected to the second input shaft (20), and a bias idler gear (22) meshing between the active bias gear (23) and the driven bias gear (21).

4. The front-wheel drive multi-speed hybrid powertrain system as described in claim 2, characterized in that: The second input shaft (20) is located on the side of the planetary gear mechanism (4) away from the first input shaft (10). The gear ring rotating shaft (30) is loosely fitted on the outer periphery of the second input shaft (20). The front drive motor (2) is coaxially connected to the second input shaft (20), or the front drive motor (2) is biasedly connected to the second input shaft (20) through an offset gear coupling mechanism. The bias gear coupling mechanism includes an active bias gear (23) connected to the front drive motor (2), a driven bias gear (21) connected to the second input shaft (20), and a bias idler gear (22) meshing between the active bias gear (23) and the driven bias gear (21).

5. A front-wheel drive multi-speed hybrid powertrain system as described in claim 2, characterized in that: The clutch locking mechanism (3) is fixed on the first input shaft (10) and is used to engage or disengage the first input shaft (10) from the engine (1) or the gearbox housing.

6. The front-wheel drive multi-speed hybrid powertrain system as described in claim 1, characterized in that: The multi-gear shifting mechanism (100) includes a first intermediate driving gear (31) and a second intermediate driving gear (32) fixedly connected to the gear ring rotating shaft (30), and a first intermediate driven gear (41), a second intermediate driven gear (42) and a third intermediate driven gear (43) loosely fitted on the intermediate transmission shaft (40); The first intermediate driving gear (31) is meshed with the first intermediate driven gear (41), the second intermediate driving gear (32) is meshed with the second intermediate driven gear (42), and the third intermediate driven gear (43) is meshed with the gear ring (4R). The intermediate drive shaft (40) is provided with a first shifting mechanism (5) and a second shifting mechanism (6) that engage or disengage the first intermediate driven gear (41), the second intermediate driven gear (42) and the third intermediate driven gear (43) from the intermediate drive shaft (40).

7. A front-wheel drive multi-speed hybrid powertrain system as described in claim 6, characterized in that: The outer periphery of the gear ring (4R) is provided with external teeth that mesh with the third intermediate driven gear (43). The first shifting mechanism (5) is fixed on the intermediate transmission shaft (40) and located between the first intermediate driven gear (41) and the second intermediate driven gear (42). The second shift mechanism (6) is loosely fitted on the intermediate drive shaft (40) and coaxially fixedly connected to the third intermediate driven gear (43). The second shift mechanism (6) is used to engage or disengage the third intermediate driven gear (43) from the intermediate drive shaft (40) or the gearbox housing.

8. A front-wheel drive multi-speed hybrid powertrain system as described in claim 1, characterized in that: The reduction gear mechanism includes a driving reduction gear (44) fixed on the intermediate transmission shaft (40) and a driven reduction gear (51) fixed on the output shaft (50) or differential (7). The diameter of the driving reduction gear (44) is smaller than the diameter of the driven reduction gear (51) and they are meshed together.

9. A front-wheel drive multi-speed hybrid powertrain system as described in claim 8, characterized in that: The differential (7) is connected to the output shaft (50).

10. A vehicle, characterized in that, The invention includes a front-wheel drive multi-speed hybrid powertrain as described in any one of claims 1 to 9.

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