Multi-gear hybrid power transmission system and vehicle

Abstract

The utility model relates to a multi-gear hybrid power transmission system and a vehicle, and the 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, a first motor in transmission connection with the sun gear, and a transfer transmission shaft connected with the gear ring; the dual-power coupling mechanism comprises an output shaft which is coaxial with the transfer transmission shaft and an intermediate shaft which is parallel to the transfer transmission shaft and is arranged at an interval with the transfer transmission shaft, and the intermediate shaft is in transmission connection with a second motor; the intermediate shaft and the output shaft are in transmission connection through a gear shifting mechanism, and the transfer transmission shaft, the output shaft and the intermediate shaft are in transmission connection through a gear shifting mechanism. Switching between different power transmission paths is achieved through the gear shifting mechanism, mutual power compensation of the engine and the second motor in the alternate gear shifting process of the power transmission system can be achieved, power-interruption-free gear shifting can be smoothly achieved, and therefore the driving comfort is improved.

Description

Technical Field

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

[0002] With the development of hybrid electric vehicle technology, although the hybrid electric vehicle technology applied to passenger cars is relatively mature, passenger cars have light loads, and the gears of the transmission system applied to passenger cars cannot be directly adapted to light commercial vehicles with higher loads.

[0003] In particular, the single-motor P2 parallel hybrid power transmission system applied to light commercial vehicles based on diesel engines is subject to the high price and operating costs of light diesel engines that meet the China VI emission standards and above. In addition, the fuel efficiency in urban driving conditions is insufficient, and there is a power interruption during gear shifting. Summary of the Invention

[0004] This application provides a multi-speed hybrid power transmission system and vehicle to solve the problems of high price, high operating cost, and power interruption during gear shifting in the single-motor P2 parallel hybrid power transmission system of light commercial vehicles in the related art.

[0005] The first aspect of this application provides a 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 driven by the planet carrier, a first motor driven by the sun gear, and a transfer drive shaft driven by the ring gear.

[0007] A dual-power coupling mechanism includes an output shaft coaxially arranged with the intermediate transmission shaft, and an intermediate shaft parallel to and spaced apart from the intermediate transmission shaft, wherein a second motor is drivenly connected to the intermediate shaft;

[0008] The intermediate shaft and the output shaft are connected by a gear shifting mechanism, as are the intermediate transmission shaft and the output shaft and the intermediate shaft.

[0009] In some embodiments: the engine is directly connected to the planetary carrier via a first input shaft, the first motor is connected to the sun gear via a second input shaft, the second input shaft is loosely fitted around the outer circumference of the first input shaft, and the first motor and the second input shaft are coaxially connected to each other.

[0010] In some embodiments: the engine is directly connected to the planetary carrier via a first input shaft, the first motor is connected to the sun gear via a second input shaft, and the second input shaft is biasedly connected to the sun gear via an offset gear coupling mechanism.

[0011] In some embodiments, the bias gear coupling mechanism includes an active bias gear connected to the second input shaft and a driven bias gear connected to the sun gear, wherein the diameter of the active bias gear is smaller than the diameter of the driven bias gear and they are meshed together.

[0012] In some embodiments: the gear shifting mechanism includes a first reduction gear pair and a second reduction gear pair connected between the intermediate drive shaft and the intermediate shaft, and a third reduction gear pair connected between the output shaft and the intermediate shaft;

[0013] A first shifting mechanism for engaging or disengaging the first reduction gear pair and the second reduction gear pair is fixedly provided on the intermediate transmission shaft, and a second shifting mechanism for engaging or disengaging the third reduction gear pair and the intermediate transmission shaft is fixedly provided on the output shaft.

[0014] In some embodiments: the first reduction gear pair includes a first central shaft gear and a first intermediate shaft gear that mesh with each other, the first central shaft gear is loosely fitted on the intermediate transmission shaft, and the first intermediate shaft gear is fixed on the intermediate shaft;

[0015] The second reduction gear pair includes a second central shaft gear and a second intermediate shaft gear that mesh with each other. The second central shaft gear is loosely fitted on the intermediate transmission shaft, and the second intermediate shaft gear is fixed on the intermediate shaft.

[0016] The third reduction gear pair includes a third central shaft gear and a third intermediate shaft gear that mesh with each other. The third central shaft gear is loosely fitted on the output shaft, and the third intermediate shaft gear is fixed on the intermediate shaft.

[0017] In some embodiments: the gear shifting mechanism includes a first reduction gear pair connected between the intermediate drive shaft and the intermediate shaft, and a second reduction gear pair and a third reduction gear pair connected between the output shaft and the intermediate shaft;

[0018] A first shifting mechanism for engaging or disengaging the first reduction gear pair and the output shaft is fixedly provided on the intermediate transmission shaft, and a second shifting mechanism for engaging or disengaging the second reduction gear pair and the third reduction gear pair is fixedly provided on the output shaft.

[0019] In some embodiments: the first reduction gear pair includes a first central shaft gear and a first intermediate shaft gear that mesh with each other, the first central shaft gear is loosely fitted on the intermediate transmission shaft, and the first intermediate shaft gear is fixed on the intermediate shaft;

[0020] The second reduction gear pair includes a second central shaft gear and a second intermediate shaft gear that mesh with each other. The second central shaft gear is loosely fitted on the output shaft, and the second intermediate shaft gear is fixed on the intermediate shaft.

[0021] The third reduction gear pair includes a third central shaft gear and a third intermediate shaft gear that mesh with each other. The third central shaft gear is loosely fitted on the output shaft, and the third intermediate shaft gear is fixed on the intermediate shaft.

[0022] In some embodiments: the second motor is connected to a third input shaft, and the end of the third input shaft away from the second motor is provided with a drive gear that meshes with either the first intermediate shaft gear or the second intermediate shaft gear.

[0023] A second aspect of this application provides a vehicle including a multi-speed hybrid powertrain system as described in any of the above embodiments.

[0024] The beneficial effects of the technical solution provided in this application include:

[0025] This application provides a multi-speed hybrid power transmission system and vehicle. The multi-speed hybrid power transmission 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; an engine driven by the planetary carrier; a first motor driven by the sun gear; and a transfer drive shaft driven by the ring gear. A dual power coupling mechanism includes an output shaft coaxially arranged with the transfer drive shaft; an intermediate shaft parallel to and spaced apart from the transfer drive shaft; and a second motor driven by the intermediate shaft. The intermediate shaft and the output shaft, as well as the transfer drive shaft and the output shaft and the intermediate shaft, are driven by a gear shifting mechanism.

[0026] Therefore, the multi-speed hybrid power transmission system of this application utilizes the power splitting linkage between the engine and the first motor in a planetary gear mechanism. The first motor can control the splitting of the mechanical input power of the engine through closed-loop speed control. Part of the engine's power is converted into electrical energy by the first motor through electromechanical conversion, and the remaining mechanically split power is transmitted to the output shaft through the mechanical transmission path of the intermediate drive shaft. The second motor provides independent torque superposition or regenerative braking control for multiple gears through the intermediate shaft and gear shifting mechanism, which can significantly improve the wheel-side drive traction capability.

[0027] During gear shifting, a gear shifting mechanism is used to switch between different power transmission paths. This enables mutual power compensation between the engine and the second motor during gear shifting in the power transmission system, allowing for smooth and rapid gear changes and improving driving comfort. The engine can be replaced with a high-efficiency, low-cost passenger car engine to improve the low-speed traction and driving capability of the light truck, as well as its operating efficiency and fuel economy, while reducing operating costs. Attached Figure Description

[0028] 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.

[0029] Figure 1 This is a schematic diagram of the structure of the multi-speed hybrid power transmission system according to the first embodiment of this application;

[0030] Figure 2 This is a schematic diagram of the structure of the multi-speed hybrid power transmission system according to the second embodiment of this application;

[0031] Figure 3 This is a schematic diagram of the structure of the multi-speed hybrid power transmission system according to the third embodiment of this application;

[0032] Figure 4 This is a schematic diagram of the structure of the multi-speed hybrid power transmission system according to the fourth embodiment of this application.

[0033] Figure label:

[0034] 1. Engine; 2. First motor; 3. Second motor; 4. Planetary gear mechanism; 4S. Sun gear; 4C. Planetary carrier; 4R. Ring gear; 5. First shifting mechanism; 6. Second shifting mechanism;

[0035] 10. First input shaft; 20. Second input shaft; 21. Driving bias gear; 22. Driven bias gear; 30. Third input shaft; 31. Driving gear; 40. Intermediate transmission shaft; 41. First central shaft gear; 42. Second central shaft gear; 43. Third central shaft gear;

[0036] 50. Intermediate shaft; 51. First intermediate shaft gear; 52. Second intermediate shaft gear; 53. Third intermediate shaft gear; 60. Output shaft; 100. Gear shifting mechanism. Detailed Implementation

[0037] 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.

[0038] This application provides a multi-speed hybrid power transmission system and vehicle, which can solve the problems of high price, high operating cost, and power interruption during gear shifting in the single-motor P2 parallel hybrid power transmission system of light commercial vehicles in related technologies.

[0039] See Figures 1 to 4 As shown, the first aspect of this application provides a multi-speed hybrid powertrain system, including:

[0040] 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 driven by the planet carrier 4C, a first electric motor 2 driven by the sun gear 4S, and a transfer shaft 40 connected to the ring gear 4R.

[0041] Engine 1 and first motor 2 can selectively split power and link using planetary gear mechanism 4. The intermediate transmission shaft 40 is connected to the output end of gear ring 4R. The first motor 2 can split 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 the first motor 2 through electromechanical conversion, and the remaining mechanical split power is transmitted through the mechanical transmission path of intermediate transmission shaft 40.

[0042] The first motor 2 can function as a speed-regulating motor and generator. It can adjust 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 to achieve continuously variable transmission of the engine 1.

[0043] The dual-power coupling mechanism includes an output shaft 60 coaxially arranged with the intermediate drive shaft 40, and an intermediate shaft 50 parallel to and spaced apart from the intermediate drive shaft 40. The intermediate shaft 50 is connected to a second motor 3. The intermediate shaft 50 and the output shaft 60, as well as the intermediate drive shaft 40, the output shaft 60, and the intermediate shaft 50 are connected by a gear shifting mechanism 100.

[0044] The intermediate drive shaft 40 and the output shaft 60 can be selectively linked with the gear shifting mechanism 100, thereby selectively realizing the transmission of multiple transmission gears of the power input of the intermediate drive shaft 40, and ultimately selectively realizing the mechanical split power of the engine 1 to be transmitted to the output shaft 60 according to multiple gears.

[0045] Furthermore, the second motor 3 is connected to the intermediate shaft 50 via a transmission mechanism 100. The intermediate shaft 50 can selectively link with the intermediate drive shaft 40 and / or the output shaft 60, thereby selectively transmitting the power input of the second motor 3 to the output shaft 60 according to multiple independent transmission gears. When the vehicle decelerates or brakes, the second motor 3 functions as a generator, converting the vehicle's kinetic energy into electrical energy and storing it in the battery, achieving energy recovery and further improving energy utilization. During vehicle operation, the engine 1, the first motor 2, and the second motor 3 can work collaboratively according to different operating conditions.

[0046] When the vehicle starts, engine 1 is not working. The second motor 3 acts as the drive motor, driving the wheels through the intermediate shaft 50 and gear shifting mechanism 100, enabling the vehicle to operate purely on electricity. This ensures quiet and efficient operation 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, the second motor 3 operates independently to drive the vehicle forward. Engine 1 remains uninvolved, and the vehicle is powered by battery energy, achieving zero emissions and low energy consumption.

[0047] When the vehicle is traveling at medium to high speeds or when greater power is required, engine 1 starts working, transmitting power to the planetary carrier 4C. At this time, the first electric motor 2 can act as a generator, adjusting its own speed according to the vehicle's driving needs, thereby changing the speed of the sun gear 4S, and thus controlling the speed of the planetary carrier 4C, achieving continuously variable transmission (CVT) for engine 1. The first electric motor 2 can also charge the battery as needed to replenish electrical energy. In this process, engine 1 and the second electric motor 3 work together to provide power to the vehicle, achieving hybrid powertrain and improving both power performance and fuel economy.

[0048] Since the mechanical power of engine 1 is partially independent from the power transmission path of the second motor 3, during the gear shifting process of engine 1 through gear shifting mechanism 100, the second motor 3 can maintain power drive through the intermediate shaft 50 and gear shifting mechanism 100 in gear linkage, thereby realizing partial power interruption shifting of engine 1.

[0049] The multi-speed hybrid power transmission system of this application embodiment utilizes the power splitting linkage between the engine 1 and the first motor 2 via the planetary gear mechanism 4. The first motor 2 can control the splitting of the mechanical input power of the engine 1 through closed-loop speed control. Part of the power of the engine 1 is converted into electrical energy by the first motor 2 through electromechanical conversion, and the remaining mechanically split power is transmitted to the output shaft 60 through the mechanical transmission path of the intermediate drive shaft 40. The second motor 3 provides independent torque superposition or regenerative braking control for multiple gears through the intermediate shaft 50 and the gear shifting mechanism 100, which can significantly improve the wheel-side drive traction capability.

[0050] During gear shifting, the gear shifting mechanism 100 enables switching between different power transmission paths, allowing for mutual power compensation between the engine 1 and the second motor 3 during gear shifting in the power transmission system. This allows for smooth, partially uninterrupted gear shifting, thereby improving driving comfort. Engine 1 can be replaced with a high-efficiency, low-cost passenger vehicle engine to improve the low-speed traction drive capability of the light truck, as well as enhance its operating efficiency and fuel economy, while reducing operating costs.

[0051] In some alternative embodiments: see Figure 3 and Figure 4 As shown, this application embodiment provides a multi-speed hybrid power transmission system. In this system, the engine 1 is directly connected to the planetary carrier 4C via a first input shaft 10, eliminating the clutch between the engine 1 and the planetary gear mechanism 4. A first motor 2 is connected to the sun gear 4S via a second input shaft 20, which is loosely fitted around the outer circumference of the first input shaft 10. The first motor 2 and the second input shaft 20 are coaxially connected. The first motor 2 is linked to the sun gear 4S via the second input shaft 20 and distributes the input power from the engine 1. The mechanical linkage power is transmitted through the mechanical transmission path of the intermediate transmission shaft 40 connected to the gear ring 4R.

[0052] In some alternative embodiments: see Figure 1 and Figure 2 As shown, this application embodiment provides a multi-speed hybrid power transmission system. In this system, the engine 1 is directly connected to the planetary carrier 4C via a first input shaft 10, and a clutch is eliminated between the engine 1 and the planetary gear mechanism 4. The first motor 2 is connected to the sun gear 4S via a second input shaft 20, which is biasedly connected to the sun gear 4S via an offset gear coupling mechanism.

[0053] The bias gear coupling mechanism includes an active bias gear 21 connected to the second input shaft 20 and a driven bias gear 22 connected to the sun gear 4S. The diameter of the active bias gear 21 is smaller than the diameter of the driven bias gear 22 and they are meshed together.

[0054] In this embodiment, the second input shaft 20 is biasedly connected to the sun gear 4S via a bias gear coupling mechanism formed by the meshing of an active bias gear 21 and a driven bias gear 22. The active bias gear 21 and the driven bias gear 22 can bias the first motor 2 and the engine 1, facilitating system space arrangement. Furthermore, the smaller diameter of the active bias gear 21 compared to the driven bias gear 22 reduces the rotational speed of the sun gear 4S and increases torque.

[0055] In some alternative embodiments: see Figure 1 and Figure 3 As shown in the figure, this application embodiment provides a multi-speed hybrid power transmission system. The gear shifting mechanism 100 of the multi-speed hybrid power transmission system includes a first reduction gear pair and a second reduction gear pair connected between a transfer drive shaft 40 and an intermediate shaft 50, and a third reduction gear pair connected between an output shaft 60 and an intermediate shaft 50. A first shifting mechanism 5 for engaging or disengaging the first reduction gear pair and the second reduction gear pair is fixedly provided on the transfer drive shaft 40, and a second shifting mechanism 6 for engaging or disengaging the third reduction gear pair and the transfer drive shaft 40 is fixedly provided on the output shaft 60.

[0056] The first reduction gear pair includes a first central shaft gear 41 and a first intermediate shaft gear 51 meshing with each other. The first central shaft gear 41 is loosely fitted on the intermediate transmission shaft 40, and the first intermediate shaft gear 51 is fixed on the intermediate shaft 50. The second reduction gear pair includes a second central shaft gear 42 and a second intermediate shaft gear 52 meshing with each other. The second central shaft gear 42 is loosely fitted on the intermediate transmission shaft 40, and the second intermediate shaft gear 52 is fixed on the intermediate shaft 50. The third reduction gear pair includes a third central shaft gear 43 and a third intermediate shaft gear 53 meshing with each other. The third central shaft gear 43 is loosely fitted on the output shaft 60, and the third intermediate shaft gear 53 is fixed on the intermediate shaft 50.

[0057] The first shifting mechanism 5 and the second shifting mechanism 6 in this embodiment of the application each have three controllable position states: left closed, right closed, and neutral. By controlling the engagement and disengagement of the first shifting mechanism 5 and the second shifting mechanism 6, the associated intermediate transmission shaft 40 and output shaft 60 can be selectively engaged or in neutral with the first central shaft gear 41, the second central shaft gear 42, or the third central shaft gear 43, thereby realizing multiple linkage control modes of the three power sources to meet the efficient driving needs of the vehicle under different driving conditions.

[0058] In this embodiment, the first shifting mechanism 5 is mounted on the intermediate drive shaft 40, and can selectively engage or disengage the first central shaft gear 41 and the second central shaft gear 42 from the intermediate drive shaft 40. The second shifting mechanism 6 is mounted on the output shaft 60, and can selectively engage or disengage the third central shaft gear 43 or the intermediate drive shaft 40 from the output shaft 60. The second motor 3 is connected to a third input shaft 30, and the end of the third input shaft 30 away from the second motor 3 is provided with a drive gear 31 that meshes with either the first intermediate shaft gear 51 or the second intermediate shaft gear 52.

[0059] The multi-speed hybrid powertrain system of this application embodiment can realize both pure electric drive and power-split hybrid drive modes by controlling the engagement and disengagement states of the first shift mechanism 5 and the second shift mechanism 6, which can significantly improve the vehicle's fuel economy. The multi-speed hybrid powertrain system of this application provides two independent mechanical transmission paths: the first transmission path transmits power to the output shaft 60 via the intermediate shaft 50 through the transfer drive shaft 40, and the second transmission path transmits power directly to the output shaft 60 via the transfer drive shaft 40.

[0060] Two independent mechanical transmission paths provide three mechanical transmission gears for the mechanically distributed power of engine 1, and the second motor 3 can provide shift power compensation during the shifting process of engine 1. During the shifting process of engine 1, the first motor 2 can be used to realize the shifting synchronization control of engine 1, so that the shifting process of engine 1 becomes faster and smoother, avoiding power interruption, and the power switching is smoother, resulting in better vehicle comfort and power performance.

[0061] like Figure 1 and Figure 3 As shown, when the vehicle is in pure electric drive mode and the on-board power battery is fully charged, the second motor 3 independently drives the vehicle. The first shift mechanism 5 is in neutral, the second shift mechanism 6 is closed to the right, and the output shaft 60 is engaged with the third central shaft gear 43. At this time, the engine 1 and the first motor 2 are disengaged and stopped. The second motor 3 can achieve a fixed-gear pure electric forward or reverse drive through the transmission path of the intermediate shaft 50. The pure electric drive path of the second motor 3 is: second motor 3 → third input shaft 30 → drive gear 31 → first intermediate shaft gear 51 → intermediate shaft 50 → third intermediate shaft gear 53 → third central shaft gear 43 → output shaft 60.

[0062] When the vehicle is in forward gear power split hybrid mode, the first motor 2 controls the speed and power split of the power input to the engine 1. Part of the power input to the engine 1 is converted into electrical energy by the first motor 2 through electromechanical conversion, and the remaining power input to the engine 1 is transmitted through the intermediate transmission shaft 40. By controlling the first shift mechanism 5 and the second shift mechanism 6, the three mechanical transmission gears of the mechanical power split of the engine 1 can be selectively realized.

[0063] When the first shift mechanism 5 engages the first central shaft gear 41 or the second central shaft gear 42 with the transfer drive shaft 40, the second shift mechanism 6 closes to the right, and the output shaft 60 engages with the third central shaft gear 43. The first shift mechanism 5 can selectively engage the transfer drive shaft 40 with the first central shaft gear 41 or the second central shaft gear 42, thereby providing two forward gear drives for mechanically diverting power from the engine 1.

[0064] The first transmission path is defined as follows: Engine 1 → First input shaft 10 → Planetary carrier 4C → Gear ring 4R → Intermediate transmission shaft 40 → First central shaft gear 41 → First intermediate shaft gear 51 → Intermediate shaft 50 → Third intermediate shaft gear 53 → Third central shaft gear 43 → Output shaft 60.

[0065] The second transmission path is defined as follows: Engine 1 → First input shaft 10 → Planetary carrier 4C → Gear ring 4R → Intermediate transmission shaft 40 → Second central shaft gear 42 → Second intermediate shaft gear 52 → Intermediate shaft 50 → Third intermediate shaft gear 53 → Third central shaft gear 43 → Output shaft 60.

[0066] When the mechanically distributed power of engine 1 drives the vehicle through the first or second transmission path, the second motor 3 provides parallel assist or regenerative braking function through the transmission path of intermediate shaft 50. The transmission path is as follows: second motor 3 → third input shaft 30 → drive gear 31 → first intermediate shaft gear 51 → intermediate shaft 50 → third intermediate shaft gear 53 → third central shaft gear 43 → output shaft 60.

[0067] When the second shift mechanism 6 closes to the left, it directly engages the intermediate drive shaft 40 with the output shaft 60, thereby realizing the third forward gear drive of the mechanical power of the engine 1. The transmission path is: engine 1 → first input shaft 10 → planetary carrier 4C → gear ring 4R → intermediate drive shaft 40 → output shaft 60. This transmission path realizes the efficient direct drive of the mechanical power of the engine 1.

[0068] Meanwhile, the first shifting mechanism 5 can selectively engage or disengage the intermediate drive shaft 40 with the first central shaft gear 41 or the second central shaft gear 42, and the second motor 3 can selectively provide parallel assistance or regenerative braking for the two gears, or disengage and stop the machine.

[0069] The first transmission path is represented as follows: Second motor 3 → Third input shaft 30 → Drive gear 31 → First intermediate shaft gear 51 → Intermediate transmission shaft 50 → Second intermediate shaft gear 52 → Second central shaft gear 42 → Transfer transmission shaft 40 → Output shaft 60.

[0070] The second transmission path is represented as follows: Second motor 3 → Third input shaft 30 → Drive gear 31 → First intermediate shaft transmission gear 51 → First central shaft gear 41 → Gear ring intermediate shaft 40 → Output shaft 60.

[0071] In some alternative embodiments: see Figure 2 and Figure 4 As shown in the figure, this application embodiment provides a multi-speed hybrid power transmission system. The gear shifting mechanism 100 of the multi-speed hybrid power transmission system includes a first reduction gear pair connected between a transfer drive shaft 40 and an intermediate shaft 50, and a second reduction gear pair and a third reduction gear pair connected between an output shaft 60 and the intermediate shaft 50. A first shifting mechanism 5 for engaging or disengaging the first reduction gear pair and the output shaft 60 is fixedly provided on the transfer drive shaft 40, and a second shifting mechanism 6 for engaging or disengaging the second reduction gear pair and the third reduction gear pair is fixedly provided on the output shaft 60.

[0072] The first reduction gear pair includes a first central shaft gear 41 and a first intermediate shaft gear 51 meshing with each other. The first central shaft gear 41 is loosely fitted on the intermediate drive shaft 40, and the first intermediate shaft gear 51 is fixed on the intermediate shaft 50. The second reduction gear pair includes a second central shaft gear 42 and a second intermediate shaft gear 52 meshing with each other. The second central shaft gear 42 is loosely fitted on the output shaft 60, and the second intermediate shaft gear 52 is fixed on the intermediate shaft 50. The third reduction gear pair includes a third central shaft gear 43 and a third intermediate shaft gear 53 meshing with each other. The third central shaft gear 43 is loosely fitted on the output shaft 60, and the third intermediate shaft gear 53 is fixed on the intermediate shaft 50.

[0073] The first shifting mechanism 5 and the second shifting mechanism 6 in this embodiment of the application each have three controllable position states: left closed, right closed, and neutral. By controlling the engagement and disengagement of the first shifting mechanism 5 and the second shifting mechanism 6, the associated intermediate transmission shaft 40 and output shaft 60 can be selectively engaged or in neutral with the first central shaft gear 41, the second central shaft gear 42, or the third central shaft gear 43, thereby realizing multiple linkage control modes of the three power sources to meet the efficient driving needs of the vehicle under different driving conditions.

[0074] In this embodiment, the first shifting mechanism 5 is mounted on the intermediate drive shaft 40, and can selectively engage or disengage the first central shaft gear 41 and the output shaft 60 from the intermediate drive shaft 40. The second shifting mechanism 6 is mounted on the output shaft 60, and can selectively engage or disengage the second central shaft gear 42 or the third central shaft gear 43 from the output shaft 60. The second motor 3 is connected to a third input shaft 30, and the end of the third input shaft 30 away from the second motor 3 is provided with a driving gear 31 that meshes with either the first intermediate shaft gear 51 or the second intermediate shaft gear 52.

[0075] The multi-speed hybrid powertrain system of this application embodiment can realize both pure electric drive and power-split hybrid drive modes by controlling the engagement and disengagement states of the first shift mechanism 5 and the second shift mechanism 6, which can significantly improve the vehicle's fuel economy. The multi-speed hybrid powertrain system of this application provides two independent mechanical transmission paths: the first transmission path transmits power to the output shaft 60 via the intermediate shaft 50 through the transfer drive shaft 40, and the second transmission path transmits power directly to the output shaft 60 via the transfer drive shaft 40.

[0076] Two independent mechanical transmission paths provide three mechanical transmission gears for the mechanically distributed power of engine 1, and the second motor 3 can provide shift power compensation during the shifting process of engine 1. During the shifting process of engine 1, the first motor 2 can be used to realize the shifting synchronization control of engine 1, so that the shifting process of engine 1 becomes faster and smoother, avoiding power interruption, and the power switching is smoother, resulting in better vehicle comfort and power performance.

[0077] like Figure 2 and Figure 4 As shown, when the vehicle is in pure electric drive mode and the on-board power battery is fully charged, the second motor 3 independently drives the vehicle. The first shift mechanism 5 is in neutral, and the second shift mechanism 6 can selectively engage the output shaft 60 with the second central shaft gear 42 or the third central shaft gear 43. At this time, the engine 1 and the first motor 2 are disengaged and stopped, and the second motor 3 can achieve pure electric forward or reverse drive in two gears through the transmission path of the intermediate shaft 50.

[0078] The pure electric drive path of the second motor 3 is as follows: second motor 3 → third input shaft 30 → drive gear 31 → first intermediate shaft gear 51 → intermediate shaft 50 → third intermediate shaft gear 53 (or second intermediate shaft gear 52) → third central shaft gear 43 (or second central shaft gear 42) → output shaft 60.

[0079] When the vehicle is in forward gear power split hybrid mode, the first motor 2 controls the speed and power split of the power input to the engine 1. Part of the power input to the engine 1 is converted into electrical energy by the first motor 2 through electromechanical conversion, and the remaining power input to the engine 1 is transmitted through the intermediate transmission shaft 40. By controlling the first shift mechanism 5 and the second shift mechanism 6, the three mechanical transmission gears of the mechanical power split of the engine 1 can be selectively realized.

[0080] When the first shift mechanism 5 is closed to the left, the intermediate drive shaft 40 engages with the first central shaft gear 41, and the second shift mechanism 6 can selectively engage the output shaft 60 with the second central shaft gear 42 or the third central shaft gear 43, thereby providing two forward gear drives that can provide mechanical split power to the engine 1.

[0081] The first transmission path is defined as follows: Engine 1 → First input shaft 10 → Planetary carrier 4C → Gear ring 4R → Intermediate transmission shaft 40 → First central shaft gear 41 → First intermediate shaft gear 51 → Intermediate shaft 50 → Second intermediate shaft gear 52 → Second central shaft gear 42 → Output shaft 60.

[0082] The second transmission path is: engine 1 → first input shaft 10 → planetary carrier 4C → gear ring 4R → intermediate transmission shaft 40 → first central shaft gear 41 → first intermediate shaft gear 51 → intermediate shaft 50 → third intermediate shaft gear 53 → third central shaft gear 43 → output shaft 60.

[0083] When the mechanically diverted power of engine 1 drives the vehicle through the first or second transmission path, the second motor 3 provides parallel assist or regenerative braking function through the two-speed transmission path of intermediate shaft 50.

[0084] When the first shifting mechanism 5 closes to the right, it directly engages the intermediate drive shaft 40 with the output shaft 60, thereby realizing the third forward gear drive of the mechanical power of the engine 1. The transmission path is: engine 1 → first input shaft 10 → planetary carrier 4C → ring gear 4R → intermediate drive shaft 40 → output shaft 60. This transmission path realizes efficient direct drive of the mechanical power of the engine 1. At the same time, the second shifting mechanism 6 can selectively engage or disengage the output shaft 60 with the second central shaft gear 42 or the third central shaft gear 43. The second motor 3 can selectively provide parallel assistance or regenerative braking function through the two-speed transmission path of the intermediate shaft 50, or disengage and stop.

[0085] A second aspect of this application provides a vehicle including a multi-speed hybrid powertrain system as described in any of the above embodiments.

[0086] 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.

[0087] 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.

[0088] 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 multi-ratio hybrid power transmission system characterized by, Comprise: An electronic continuously variable transmission comprising a planetary gear mechanism (4) composed of a sun gear (4S), a planet carrier (4C) and a ring gear (4R), and an engine (1) drivingly connected with the planet carrier (4C), a first motor (2) drivingly connected with the sun gear (4S), a middle transmission shaft (40) connected with the ring gear (4R); A dual power coupling mechanism comprising an output shaft (60) coaxially arranged with the middle transmission shaft (40), and an intermediate shaft (50) arranged in parallel with and spaced from the middle transmission shaft (40), the intermediate shaft (50) being drivingly connected with a second motor (3); The middle transmission shaft (40), the output shaft (60) and the intermediate shaft (50) are drivingly connected through a gear shifting mechanism (100).

2. The multi-gear hybrid power transmission system according to claim 1, wherein: The engine (1) is directly connected to the planet carrier (4C) through a first input shaft (10), the first motor (2) is connected to the sun gear (4S) through a second input shaft (20), the second input shaft (20) is sleeved on the outer periphery of the first input shaft (10), and the first motor (2) and the second input shaft (20) are coaxially connected with each other.

3. The multi-gear hybrid power transmission system according to claim 1, wherein: The engine (1) is directly connected to the planet carrier (4C) through a first input shaft (10), the first motor (2) is drivingly connected to the sun gear (4S) through a second input shaft (20), and the second input shaft (20) is offsetly connected to the sun gear (4S) through a bias gear coupling mechanism.

4. The multi-gear hybrid power transmission system according to claim 3, wherein: The bias gear coupling mechanism comprises a driving bias gear (21) connected with the second input shaft (20) and a driven bias gear (22) connected with the sun gear (4S), and the diameter of the driving bias gear (21) is smaller than that of the driven bias gear (22) and they are meshingly connected with each other.

5. The multi-gear hybrid power transmission system according to claim 1, wherein: The gear shifting mechanism (100) comprises a first reduction gear pair and a second reduction gear pair connected between the middle transmission shaft (40) and the intermediate shaft (50), and a third reduction gear pair connected between the output shaft (60) and the intermediate shaft (50); The middle transmission shaft (40) is fixedly provided with a first shifting mechanism (5) for engaging or disengaging the first reduction gear pair and the second reduction gear pair, and the output shaft (60) is fixedly provided with a second shifting mechanism (6) for engaging or disengaging the third reduction gear pair and the middle transmission shaft (40).

6. The multi-gear hybrid power transmission system according to claim 5, wherein: The first reduction gear pair comprises a first center shaft gear (41) and a first intermediate shaft gear (51) connected with each other, the first center shaft gear (41) is sleeved on the intermediate transmission shaft (40), and the first intermediate shaft gear (51) is fixed on the intermediate shaft (50); The second reduction gear pair comprises a second center shaft gear (42) and a second intermediate shaft gear (52) connected with each other, the second center shaft gear (42) is sleeved on the intermediate transmission shaft (40), and the second intermediate shaft gear (52) is fixed on the intermediate shaft (50); The third reduction gear pair comprises a third center shaft gear (43) and a third intermediate shaft gear (53) connected with each other, the third center shaft gear (43) is sleeved on the output shaft (60), and the third intermediate shaft gear (53) is fixed on the intermediate shaft (50).

7. The multi-gear hybrid power transmission system according to claim 1, wherein: The gear shifting mechanism (100) comprises a first reduction gear pair connected between the intermediate transmission shaft (40) and the intermediate shaft (50), and a second reduction gear pair and a third reduction gear pair connected between the output shaft (60) and the intermediate shaft (50); The intermediate transmission shaft (40) is fixedly provided with a first shifting mechanism (5) for engaging or disengaging the first reduction gear pair and the output shaft (60), and the output shaft (60) is fixedly provided with a second shifting mechanism (6) for engaging or disengaging the second reduction gear pair and the third reduction gear pair.

8. The multi-gear hybrid power transmission system according to claim 7, wherein: The first reduction gear pair comprises a first center shaft gear (41) and a first intermediate shaft gear (51) connected with each other, the first center shaft gear (41) is sleeved on the intermediate transmission shaft (40), and the first intermediate shaft gear (51) is fixed on the intermediate shaft (50); The second reduction gear pair comprises a second center shaft gear (42) and a second intermediate shaft gear (52) connected with each other, the second center shaft gear (42) is sleeved on the output shaft (60), and the second intermediate shaft gear (52) is fixed on the intermediate shaft (50); The third reduction gear pair comprises a third center shaft gear (43) and a third intermediate shaft gear (53) connected with each other, the third center shaft gear (43) is sleeved on the output shaft (60), and the third intermediate shaft gear (53) is fixed on the intermediate shaft (50).

9. The multi-gear hybrid power transmission system according to claim 6 or 8, wherein: The second motor (3) is connected with a third input shaft (30), and the third input shaft (30) is provided with a driving gear (31) engaged with any one of the first intermediate shaft gear (51) or the second intermediate shaft gear (52) at an end away from the second motor (3).

10. A vehicle characterized by comprising: The multi-gear hybrid power transmission system according to any one of claims 1 to 9.

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