A power-off interrupted hybrid powertrain system and vehicle

Abstract

The application relates to a power interruption-free hybrid transmission system and vehicle, comprising a hybrid unit, which comprises a first input shaft, a middle shaft sleeved on the first input shaft, an engine connected with the first input shaft through a clutch, a first motor in transmission connection with the first input shaft, and a second motor in transmission connection with the middle shaft; a front auxiliary gearbox mechanism, which comprises a first intermediate shaft arranged in parallel with the first input shaft, a first gear pair fixed on the middle shaft and connected with the first intermediate shaft, a second gear pair sleeved on the first input shaft and connected with the first intermediate shaft, and a first shift mechanism fixed on the first input shaft and used for combining or separating the first gear pair and the second gear pair; and a main gearbox mechanism, which comprises a main gearbox output shaft, a third gear pair, a fourth gear pair, a second shift mechanism and a third shift mechanism. The second motor can provide power interruption compensation for the first motor and / or the engine during the shift process of the front auxiliary gearbox mechanism.

Description

Technical Field

[0001] This application relates to the field of commercial vehicle hybrid powertrain technology, and in particular to a hybrid powertrain system and vehicle with no power interruption. Background Technology

[0002] While the development of dual-motor hybrid and plug-in hybrid technologies for passenger vehicles is rapid, the limited number of engine gears and low transmission load requirements in uninterrupted hybrid powertrain systems for passenger vehicles make them difficult to directly apply to commercial vehicles with heavy-duty requirements. Particularly in the heavy-duty commercial vehicle sector, uninterrupted hybrid powertrain systems combining a single-motor P2 and a multi-speed AMT in parallel have some applications. However, the single-motor P2 parallel hybrid architecture struggles to achieve high fuel efficiency and cannot overcome the problem of engine power interruption during gear shifts.

[0003] To overcome the shortcomings of P2 parallel hybrid, a dual-motor parallel hybrid architecture with no power interruption has emerged. However, most of them adopt a dual-motor four-intermediate-shaft AMT structure or a dual-intermediate-shaft AMT structure with hollow sleeve shaft. Their mechanical design is difficult, the system cost is high, and the reliability of the transmission system is difficult to meet the requirements of the entire life cycle of heavy commercial vehicles.

[0004] Therefore, in this context, we need to develop a hybrid power transmission system suitable for medium and heavy-duty commercial vehicles. This system combines a simple and reliable multi-speed single or double intermediate shaft AMT structure from traditional commercial vehicles with dual motors to solve the problem of power interruption during partial gear shifts, improve driving comfort, and significantly improve the fuel economy of medium and heavy-duty vehicles and motors under alternating operating conditions. This will achieve a high-performance, cost-effective hybrid power transmission system with no power interruption. Summary of the Invention

[0005] This application provides a hybrid power transmission system and vehicle with no power interruption, to solve the problems of high mechanical design difficulty and high system cost in related technologies that use a dual-motor parallel hybrid architecture with four intermediate shafts for dual motors or a dual intermediate shaft AMT structure with hollow sleeve shafts.

[0006] The first aspect of this application provides a hybrid powertrain system with no power interruption, comprising:

[0007] A hybrid power unit includes a first input shaft, a transfer shaft loosely fitted on the first input shaft, an engine connected to the first input shaft via a clutch, a first motor drivenly connected to the first input shaft, and a second motor drivenly connected to the transfer shaft.

[0008] The front auxiliary gearbox mechanism includes a first intermediate shaft arranged parallel to the first input shaft, a first gear pair fixed on the transfer shaft and drivenly connected to the first intermediate shaft, a second gear pair loosely fitted on the first input shaft and drivenly connected to the first intermediate shaft, and a first shifting mechanism circumferentially fixed on the first input shaft for engaging or disengaging the first gear pair and the second gear pair.

[0009] The main gearbox mechanism includes a main gearbox output shaft coaxial with the first input shaft, a third gear pair and a fourth gear pair loosely fitted on the main gearbox output shaft and drivingly connected to the first intermediate shaft, a second shifting mechanism circumferentially fixed on the main gearbox output shaft for engaging or disengaging the first input shaft and the third gear pair, and a third shifting mechanism circumferentially fixed on the main gearbox output shaft for engaging or disengaging the fourth gear pair.

[0010] In some embodiments, a front reduction mechanism is further included, which includes a first reduction gear pair and a second reduction gear pair, the first motor is connected to a second input shaft, and the second motor is connected to a third input shaft;

[0011] The first reduction gear pair includes a first driving bias gear and a first driven bias gear that are meshed with each other. The first driving bias gear is connected to the second input shaft, and the first driven bias gear is connected to the first input shaft.

[0012] The second reduction gear pair includes a second driving bias gear and a second driven bias gear that are meshed with each other. The second driving bias gear is connected to the third input shaft, and the second driven bias gear is connected to the intermediate shaft.

[0013] In some embodiments: the first gear pair includes a first input gear and a first output gear that mesh with each other, the first input gear is fixed on the intermediate shaft, and the first output gear is fixed on the first intermediate shaft;

[0014] The second gear pair includes a second input gear and a second output gear that mesh with each other. The second input gear is loosely fitted on the first input shaft, and the second output gear is fixed on the first intermediate shaft.

[0015] In some embodiments: the first intermediate shaft is provided with two or more sets, the first output gear is provided with two or more sets, the second output gear is provided with two or more sets, and the two or more sets of the first intermediate shaft are symmetrically and evenly distributed on the outer periphery of the first input shaft.

[0016] Two or more sets of the first output gears are respectively fixed on each of the first intermediate shafts and symmetrically distributed around the outer periphery of the first input gear, and two or more sets of the second output gears are respectively fixed on each of the first intermediate shafts and symmetrically distributed around the outer periphery of the second input gear.

[0017] In some embodiments, the main gearbox mechanism further includes a fifth gear pair that is loosely fitted on the main gearbox output shaft and is drively connected to the first intermediate shaft, and the third shifting mechanism is located between the fourth gear pair and the fifth gear pair to engage or disengage the fourth gear pair and the fifth gear pair.

[0018] In some embodiments: the third gear pair includes a third input gear and a third output gear that mesh with each other, the third output gear is loosely fitted on the main gearbox output shaft, and the third input gear is fixed on the first intermediate shaft;

[0019] The fourth gear pair includes a fourth input gear and a fourth output gear that mesh with each other. The fourth output gear is loosely fitted on the main gearbox output shaft, and the fourth input gear is fixed on the first intermediate shaft.

[0020] The fifth gear pair includes a fifth input gear and a fifth output gear that mesh with each other. The fifth output gear is loosely fitted on the main gearbox output shaft, and the fifth input gear is fixed on the first intermediate shaft.

[0021] In some embodiments: a reverse idler gear meshes between the fifth input gear and the fifth output gear, and the fifth input gear and the fifth output gear are connected by the reverse idler gear.

[0022] In some embodiments: the first intermediate shaft is provided with two or more sets, the third input gear is provided with two or more sets, the fourth input gear is provided with two or more sets, the fifth input gear is provided with two or more sets, and the reverse idler gear is provided with two or more sets.

[0023] Two or more sets of the first intermediate shafts are symmetrically distributed on the outer periphery of the main box output shaft, and two or more sets of the third input gears are respectively fixed on each of the first intermediate shafts and symmetrically distributed on the outer periphery of the third output gear;

[0024] Two or more sets of the fourth input gears are respectively fixed on each of the first intermediate shafts and symmetrically distributed on the outer periphery of the fourth output gear, and two or more sets of the reverse idler gears are symmetrically distributed on the outer periphery of the fifth output gear;

[0025] Two or more sets of the fifth input gears are respectively fixed on each of the first intermediate shafts and symmetrically distributed on the outer periphery of the fifth output gear, respectively meshing with the reverse idler gear.

[0026] In some embodiments, it further includes a rear auxiliary box mechanism that is drivenly connected to the main box output shaft. The rear auxiliary box mechanism includes a rear auxiliary box output shaft that is coaxial with the main box output shaft and a second intermediate shaft that is parallel to the rear auxiliary box output shaft.

[0027] A sixth gear pair is connected between the main gearbox output shaft and the second intermediate shaft; a seventh gear pair is loosely fitted on the rear auxiliary gearbox output shaft and connected to the second intermediate shaft; and a fourth shifting mechanism is circumferentially fixed on the rear auxiliary gearbox output shaft for engaging or disengaging the main gearbox output shaft and the seventh gear pair.

[0028] In some embodiments: the sixth gear pair includes a sixth input gear and a sixth output gear that mesh with each other, the sixth input gear is fixed on the main gearbox output shaft, the sixth output gear is fixed on the second intermediate shaft, and the outer diameter of the sixth input gear is smaller than the outer diameter of the sixth output gear;

[0029] The seventh gear pair includes a seventh input gear and a seventh output gear that mesh with each other. The seventh input gear is fixed on the second intermediate shaft, and the seventh output gear is loosely fitted on the output shaft of the rear auxiliary box. The outer diameter of the seventh input gear is smaller than the outer diameter of the seventh output gear.

[0030] In some embodiments: the second intermediate shaft is provided with two or more sets, the sixth output gear is provided with two or more sets, and the seventh input gear is provided with two or more sets;

[0031] Two or more sets of the second intermediate shafts are symmetrically distributed on the outer periphery of the output shaft of the rear auxiliary box, and two or more sets of the sixth output gears are respectively fixed on each of the second intermediate shafts and symmetrically distributed on the outer periphery of the sixth input gear;

[0032] Two or more sets of the seventh input gears are respectively fixed on each of the second intermediate shafts and symmetrically distributed on the outer periphery of the seventh output gear.

[0033] A second aspect of this application provides a vehicle including a hybrid powertrain system with no power interruption as described in any of the above embodiments.

[0034] The beneficial effects of the technical solution provided in this application include:

[0035] This application provides a hybrid power transmission system and vehicle with no power interruption. The hybrid power transmission system with no power interruption is equipped with a hybrid power unit, which includes a first input shaft, a transfer shaft loosely fitted on the first input shaft, an engine connected to the first input shaft via a clutch, a first motor driven by the first input shaft, and a second motor driven by the transfer shaft.

[0036] The front auxiliary gearbox mechanism includes a first intermediate shaft arranged parallel to the first input shaft; a first gear pair fixed on the intermediate shaft and drivenly connected to the first intermediate shaft; a second gear pair loosely fitted on the first input shaft and drivenly connected to the first intermediate shaft; and a first shifting mechanism circumferentially fixed on the first input shaft for engaging or disengaging the first gear pair and the second gear pair.

[0037] The main gearbox mechanism includes a main gearbox output shaft coaxial with the first input shaft, a third gear pair and a fourth gear pair loosely fitted on the main gearbox output shaft and drivingly connected to the first intermediate shaft, a second shifting mechanism circumferentially fixed on the main gearbox output shaft for engaging or disengaging the first input shaft and the third gear pair, and a third shifting mechanism circumferentially fixed on the main gearbox output shaft for engaging or disengaging the fourth gear pair.

[0038] Therefore, in the hybrid power transmission system of this application, after the engine and the first motor input power are linked on the first input shaft, the first shifting mechanism of the front auxiliary gearbox can selectively link with the coupling components of the first gear pair and the second gear pair of the front auxiliary gearbox. The second motor only links with the coupling component of the first gear pair of the front auxiliary gearbox. The second motor can provide power interruption compensation for the first motor and / or engine during the shifting process between the two gears composed of the first gear pair and the second gear pair of the front auxiliary gearbox, as well as power interruption compensation for the direct drive gear of the engine and the first motor during the shifting process between the two gears composed of the third gear pair and the fourth gear pair of the main gearbox, thereby improving the smoothness of the power transmission system and reducing the jerking sensation during driving.

[0039] Furthermore, the uninterrupted hybrid powertrain of this application, if the second shift mechanism selectively engages the first input shaft with the main gearbox output shaft, and both the first and third shift mechanisms are in neutral, thereby achieving a direct drive with a speed ratio of 1 between the first input shaft and the main gearbox output shaft, can be used in the vehicle's high-efficiency direct drive mode at medium to high speeds. In the high-efficiency direct drive mode, all four gear pairs can be in a stopped state, achieving high efficiency and energy saving during high-speed cruising. Attached Figure Description

[0040] 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.

[0041] Figure 1 This is a schematic diagram of the structure of the hybrid power transmission system without power interruption according to the first embodiment of this application;

[0042] Figure 2 This is a schematic diagram of the structure of the hybrid power transmission system without power interruption according to the second embodiment of this application;

[0043] Figure 3 This is a schematic diagram of the structure of the hybrid power transmission system without power interruption according to the third embodiment of this application;

[0044] Figure 4 This is a schematic diagram of the structure of the uninterrupted hybrid power transmission system according to the fourth embodiment of this application;

[0045] Figure 5 This is a schematic diagram of the structure of the hybrid power transmission system without power interruption according to the fifth embodiment of this application;

[0046] Figure 6 This is a schematic diagram of the structure of the hybrid power transmission system without power interruption according to the sixth embodiment of this application.

[0047] Figure label:

[0048] 1. Engine; 2. First motor; 3. Second motor; 4. Clutch; 6. First shift mechanism; 7. Second shift mechanism; 8. Third shift mechanism; 9. Fourth shift mechanism; 10. First input shaft;

[0049] 20. Second input shaft; 21. First driving bias gear; 22. First driven bias gear; 30. Third input shaft; 31. Second driving bias gear; 32. Second driven bias gear; 40. Intermediate shaft; 41. First input gear; 42. Second input gear; 50. First intermediate shaft; 51. First output gear; 52. Second output gear; 53. Third input gear; 54. Fourth input gear; 55. Fifth input gear; 55R. Reverse idler gear;

[0050] 60. Main gearbox output shaft; 61. Third output gear; 62. Fourth output gear; 63. Fifth output gear; 70. Second intermediate shaft; 71. Sixth input gear; 72. Sixth output gear; 80. Rear auxiliary gearbox output shaft; 81. Seventh output gear; 82. Seventh input gear; 100. Front reduction mechanism; 200. Front auxiliary gearbox mechanism; 300. Main gearbox mechanism; 400. Rear auxiliary gearbox mechanism. Detailed Implementation

[0051] 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.

[0052] This application provides a hybrid power transmission system and vehicle with no power interruption, which can solve the problems of high mechanical design difficulty and high system cost in related technologies that use a dual-motor parallel hybrid architecture with four intermediate shafts or a dual intermediate shaft with hollow sleeve shaft.

[0053] See Figures 1 to 6 As shown, the first aspect of this application provides a hybrid powertrain system with no power interruption, comprising:

[0054] The hybrid power unit includes a first input shaft 10, a transfer shaft 40 loosely fitted on the first input shaft 10, an engine 1 connected to the first input shaft 10 via a clutch 4, a first motor 2 drivenly connected to the first input shaft 10, and a second motor 3 drivenly connected to the transfer shaft 40. The input power of the engine 1 and the first motor 2 can be selectively linked on the first input shaft 10.

[0055] The front auxiliary gearbox mechanism 200 includes a first intermediate shaft 50 arranged parallel to the first input shaft 10; a first gear pair fixed on the intermediate shaft 40 and drivingly connected to the first intermediate shaft 50; a second gear pair loosely fitted on the first input shaft 10 and drivingly connected to the first intermediate shaft 50; and a first shifting mechanism 6 circumferentially fixed on the first input shaft 10 for engaging or disengaging the first gear pair and the second gear pair.

[0056] The second motor 3, after being reduced in speed and increased in torque, is loaded onto the intermediate shaft 40. The intermediate shaft 40 is directly connected to the first gear pair of the front auxiliary gearbox mechanism 200. The intermediate shaft 40 is a hollow shaft sleeved outside the first input shaft 10. The first gear pair and the second gear pair form two gear coupling mechanisms. After the engine 1 and the first motor 2 input power are linked together on the first input shaft 10, they can selectively be linked with the two gear coupling components of the front auxiliary gearbox mechanism 200 through the first shifting mechanism 6 of the front auxiliary gearbox mechanism 200. The second motor 3 is only linked with the first gear pair of the front auxiliary gearbox mechanism 200. The second motor 3 can provide power interruption compensation for the first motor 2 and / or the engine 1 during the shifting process between the two gears of the front auxiliary gearbox mechanism 200.

[0057] The second motor 3 is linked with the first gear pair of the front auxiliary gearbox mechanism 200. Those skilled in the art can also utilize the two different speed ratios of the first and second gear pairs to achieve two different transmission speed ratio settings for the hybrid power unit, adapting to the gear matching requirements of different vehicle models. The following only elaborates on the case where the speed ratio of the first gear pair linking the second motor 3 with the front auxiliary gearbox mechanism 200 is greater than that of the second gear pair, but this application is not limited to this.

[0058] The main gearbox mechanism 300 includes a main gearbox output shaft 60 coaxial with the first input shaft 10, a third gear pair and a fourth gear pair loosely fitted on the main gearbox output shaft 60 and drivingly connected to the first intermediate shaft 50, a second shifting mechanism 7 circumferentially fixed on the main gearbox output shaft 60 for engaging or disengaging the first input shaft and the third gear pair, and a third shifting mechanism 8 circumferentially fixed on the main gearbox output shaft 60 for engaging or disengaging the fourth gear pair.

[0059] The linkage power of the second motor 3 and the first motor 2 and / or engine 1 in the front auxiliary gearbox mechanism 200 is transmitted to the third and fourth gear pairs of the main gearbox mechanism 300 through the first intermediate shaft 50. The power shift adjustment of the gear is realized through the second shift mechanism 7 and the third shift mechanism 8. The linkage power is finally output from the main gearbox output shaft 60.

[0060] In the embodiment of this application, the engine 1 and the first motor 2 of the hybrid power transmission system without power interruption are linked by the first input shaft 10. After the power input is linked, the engine 1 and the first motor 2 can be selectively coupled with the first gear pair and the second gear pair of the front auxiliary gearbox mechanism 200 through the first shifting mechanism 6 of the front auxiliary gearbox mechanism 200.

[0061] The second motor 3 is coupled to the first gear pair of the front auxiliary gearbox mechanism 200. The second motor 3 can provide power interruption compensation for the first motor 2 and / or engine 1 during the shifting process between the two gears composed of the first gear pair and the second gear pair of the front auxiliary gearbox mechanism 200, and can also use the direct drive gear of the engine 1 and the first motor 2 to achieve power interruption compensation during the shifting process between the two gears composed of the third gear pair and the fourth gear pair of the main gearbox mechanism 300. This achieves uninterrupted shifting, improves the smoothness of the power transmission system, and reduces the jerking sensation during driving.

[0062] Furthermore, the hybrid power transmission system of this application, which has no power interruption, can achieve a direct connection between the first input shaft 10 and the main gearbox output shaft 60 by selectively engaging the first input shaft 10 with the main gearbox output shaft 60 by the second shift mechanism 7, and by having both the first shift mechanism 6 and the third shift mechanism 8 in the neutral position, thereby forming a direct gear with a speed ratio of 1 between the first input shaft 10 and the main gearbox output shaft 60. This can be used in the high-efficiency direct drive mode of the engine in medium and high speed vehicles.

[0063] In the high-efficiency direct drive mode, the engine can be used for shifting power compensation of the second motor 3, and also for high-efficiency direct drive of engine 1 under medium- and high-speed operating conditions. The first motor 2 can provide transient parallel assistance. In particular, in the high-efficiency direct drive mode, the first to fourth gear pairs can be in a stopped state, which can greatly reduce the rotational losses of the first to fourth gear pairs and the oil churning losses of the shaft teeth, maximize the transmission efficiency of the vehicle under high-speed cruising conditions, and achieve high efficiency and energy saving when the vehicle is cruising at high speed.

[0064] In some alternative embodiments: see Figures 1 to 6 As shown, this application embodiment provides a hybrid power transmission system without power interruption. The hybrid power transmission system without power interruption also includes a front reduction mechanism 100. The front reduction mechanism 100 includes a first reduction gear pair and a second reduction gear pair. A first motor 2 is connected to a second input shaft 20, and a second motor 3 is connected to a third input shaft 30. The first input shaft 10, the second input shaft 20, and the third input shaft 30 are radially spaced and parallel to each other.

[0065] The first reduction gear pair includes a first driving bias gear 21 and a first driven bias gear 22 meshing with each other. The first driving bias gear 21 is connected to the second input shaft 20, and the first driven bias gear 22 is connected to the first input shaft 10. The second reduction gear pair includes a second driving bias gear 31 and a second driven bias gear 32 meshing with each other. The second driving bias gear 31 is connected to the third input shaft 30, and the second driven bias gear 32 is connected to the intermediate shaft 40.

[0066] In this embodiment, the first motor 2 is biasedly connected to the first input shaft 10 via a first reduction gear pair formed by the meshing of a first driving bias gear 21 and a first driven bias gear 22. The first driving bias gear 21 and the first driven bias gear 22 can offset the first motor 2 from the engine 1, which facilitates the system space arrangement. Furthermore, the diameter of the first driving bias gear 21 is smaller than the diameter of the first driven bias gear 22, which can reduce the torque requirement of the first motor 2, thus helping to reduce weight and cost. A high-speed, low-torque first motor 2 can be selected.

[0067] The second motor 3 is biasedly connected to the central shaft 40 via a second reduction gear pair formed by the meshing of a second active bias gear 31 and a second driven bias gear 32. The second active bias gear 31 and the second driven bias gear 32 can offset the second motor 3 from the engine 1, which facilitates the system space arrangement. Furthermore, the diameter of the second active bias gear 31 is smaller than the diameter of the second driven bias gear 32, which can reduce the torque requirement of the second motor 3, thus helping to reduce weight and cost. A high-speed, low-torque second motor 3 can be selected.

[0068] In some alternative embodiments: see Figures 1 to 6 As shown, this application embodiment provides a hybrid power transmission system without power interruption. The first gear pair of the hybrid power transmission system without power interruption includes a first input gear 41 and a first output gear 51 that mesh with each other. The first input gear 41 is fixed on the central shaft 40, and the first output gear 51 is fixed on the first intermediate shaft 50. The outer diameter of the first input gear 41 is smaller than the outer diameter of the first output gear 51.

[0069] The second gear pair includes a second input gear 42 and a second output gear 52 that mesh with each other. The second input gear 42 is fixed on the first input shaft 10, and the second output gear 52 is fixed on the first intermediate shaft 50. The outer diameter of the second input gear 42 is smaller than the outer diameter of the second output gear 52.

[0070] If the first input gear 41 and the second input gear 42 are used as driving gears, and the first output gear 51 and the second output gear 52 are used as driven gears, then the speed ratio of the first gear pair is greater than the speed ratio of the second gear pair. Conversely, the speed ratio of the first gear pair is less than the speed ratio of the second gear pair.

[0071] Based on such Figure 1 The hybrid powertrain system of the embodiment shown can provide five forward gears of drive output for engine 1. The first motor 2 can be connected in series with engine 1 to generate electricity, or the first motor 2 and engine 1 can provide parallel assistance, regenerative braking or pure electric drive in the same gear. In addition, the second motor 3 only provides parallel assistance, regenerative braking or pure electric drive in three forward gears.

[0072] The power routes of the five forward gears of engine 1 in this embodiment are as follows:

[0073] 1st gear engine path: Engine 1 → Clutch 4 → First input shaft 10 → First input gear 41 → First output gear 51 → First intermediate shaft 50 → Fourth input gear 54 → Fourth output gear 62 → Main gearbox output shaft 60.

[0074] 2nd gear engine path: Engine 1 → Clutch 4 → First input shaft 10 → Second input gear 42 → Second output gear 52 → First intermediate shaft 50 → Fourth input gear 54 → Fourth output gear 62 → Main gearbox output shaft 60.

[0075] 3rd gear engine path: Engine 1 → Clutch 4 → First input shaft 10 → First input gear 41 → First output gear 51 → First intermediate shaft 50 → Third input gear 53 → Third output gear 61 → Main gearbox output shaft 60.

[0076] 4th gear engine path: Engine 1 → Clutch 4 → First input shaft 10 → Second input gear 42 → Second output gear 52 → First intermediate shaft 50 → Third input gear 53 → Third output gear 61 → Main gearbox output shaft 60.

[0077] 5th gear engine path: Engine 1 → Clutch 4 → First input shaft 10 → Main gearbox output shaft 60 (speed ratio = 1).

[0078] In some alternative embodiments: see Figures 1 to 6 As shown, this application embodiment provides a hybrid power transmission system with no power interruption. The first intermediate shaft 50 of the hybrid power transmission system with no power interruption is provided with two or more sets, the first output gear 51 is provided with two or more sets, and the second output gear 52 is provided with two or more sets. The two or more sets of first intermediate shafts 50 are symmetrically distributed on the outer periphery of the first input shaft 10.

[0079] Two or more sets of first output gears 51 are respectively fixed on each of the first intermediate shafts 50 and symmetrically distributed around the outer periphery of the first input gear 41. Two or more sets of second output gears 52 are respectively fixed on each of the first intermediate shafts 50 and symmetrically distributed around the outer periphery of the second input gear 42.

[0080] The front auxiliary gearbox mechanism 200 of this application embodiment is constructed as a double intermediate shaft structure to improve load capacity and expand its applicability, enabling the uninterrupted hybrid power transmission system of this application to be applied to heavy-duty vehicles. The front auxiliary gearbox mechanism 200 includes a first input gear 41 and two first output gears 51, a second input gear 42 and two second output gears 52, and a first shifting mechanism 6.

[0081] The first input gear 41 simultaneously meshes with two first output gears 51, with the two first output gears 51 located on both sides of the same radial extension region of the first input gear 41; similarly, the second input gear 42 simultaneously meshes with two second output gears 52, with the two second output gears 52 located on both sides of the same radial extension region of the second input gear 42; the two sets of first output gears 51 and the two sets of second output gears 52 are respectively fixedly mounted on two symmetrically distributed first intermediate shafts 50.

[0082] Furthermore, the first shift mechanism 6 is mounted on the first input shaft 10, and the intermediate shaft 40 is loosely fitted outside the first input shaft 10. Thus, the first shift mechanism 6 can selectively engage the first input shaft 10 with the first input gear 41 or the second input gear 42, thereby selectively realizing the linkage input of the second motor 3 with the first motor 2 and / or the engine 1 through the first input gear 41 or the second input gear 42.

[0083] In some alternative embodiments: see Figure 2 As shown, this application embodiment provides a hybrid power transmission system with no power interruption. The main gearbox mechanism 300 of the hybrid power transmission system with no power interruption further includes a fifth gear pair that is loosely fitted on the main gearbox output shaft 60 and is drively connected to the first intermediate shaft 50. The third shifting mechanism 8 is located between the fourth gear pair and the fifth gear pair to engage or disengage the fourth gear pair and the fifth gear pair. The speed ratio of the fourth gear pair is greater than the speed ratio of the third gear pair, and the speed ratio of the fifth gear pair is greater than the speed ratio of the fourth gear pair.

[0084] The third gear pair includes a third input gear 53 and a third output gear 61 that mesh with each other. The third output gear 61 is loosely fitted on the main gearbox output shaft 60, and the third input gear 53 is fixed on the first intermediate shaft 50. The fourth gear pair includes a fourth input gear 54 and a fourth output gear 62 that mesh with each other. The fourth output gear 62 is loosely fitted on the main gearbox output shaft 60, and the fourth input gear 54 is fixed on the first intermediate shaft 50. The outer diameter of the fourth input gear 54 is smaller than the outer diameter of the fourth output gear 62. The fifth gear pair includes a fifth input gear 55 and a fifth output gear 63 that mesh with each other. The fifth output gear 63 is loosely fitted on the main gearbox output shaft 60, and the fifth input gear 55 is fixed on the first intermediate shaft 50. The outer diameter of the fifth input gear 55 is smaller than the outer diameter of the fifth output gear 63.

[0085] The second shift mechanism 7 and the third shift mechanism 8 of this application embodiment are disposed on the main gearbox output shaft 60. If the second shift mechanism 7 selectively engages the first input shaft 10 with the main gearbox output shaft 60, and both the first shift mechanism 6 and the third shift mechanism 8 are in neutral, a direct connection between the first input shaft 10 and the main gearbox output shaft 60 can be achieved, which can be used in the high-efficiency direct drive mode of the engine 1 in the vehicle at medium and high speeds.

[0086] Furthermore, the second shift mechanism 7 can selectively engage the third output gear 61 with the main gearbox output shaft 60, and the third shift mechanism 8 can selectively engage the fourth output gear 62 or the fifth output gear 63 with the main gearbox output shaft 60 to achieve three forward gear outputs of the engine 1 in the main gearbox mechanism 300. Combined with the gear amplification function provided by the front auxiliary gearbox mechanism 200, plus the high-speed direct drive gear of the engine, the hybrid power transmission system without power interruption in this embodiment can provide seven forward gear drive outputs of the engine 1. At the same time, the first motor 2 can be connected in parallel with the engine 1 in the same gear to provide power assist, regenerative braking or pure electric drive, and the second motor 3 only provides parallel power assist, regenerative braking or pure electric drive in four of the forward gears.

[0087] When both the first shift mechanism 6 and the second shift mechanism 7 are in neutral, the engine 1 and the first motor 2 can be disengaged and connected in series to generate electricity or stop, while the second motor 3 can independently provide pure electric drive in three gears. This application, through the speed regulation combination of the front auxiliary gearbox mechanism 200 and the main gearbox mechanism 300, can achieve the transmission of the linked power of the first motor 2 and / or the engine 1 to the main gearbox output shaft 60 according to seven forward gears; while the second motor 3 only outputs power to the main gearbox output shaft 60 in four gears. The second motor 3 and the first motor 2 and / or the engine 1 compensate for each other during the shifting process, thereby achieving a power-uninterrupted shifting process in the transmission assembly and improving the driving comfort of the vehicle.

[0088] The front deceleration mechanism 100 and the front auxiliary gearbox mechanism 200 of this application embodiment are Figure 1 The embodiments shown are exactly the same, except that Figure 1 The main gearbox mechanism 300 of the illustrated embodiment is equipped with a fifth gear pair. The uninterrupted hybrid power transmission system of this embodiment can provide drive output for seven forward gears of the engine 1. The first motor 2 and the engine 1 can be connected in series to generate electricity in disengaged gears, or the first motor 2 and the engine 1 can provide parallel assistance, regenerative braking, or pure electric drive in the same gear. In addition, the second motor 3 only provides parallel assistance, regenerative braking, or pure electric drive in four of the forward gears.

[0089] In some alternative embodiments: see Figure 3 As shown, this application embodiment provides a hybrid power transmission system with no power interruption. The fifth input gear 55 and the fifth output gear 63 of the hybrid power transmission system with no power interruption are meshed with a reverse idler gear 55R, and the fifth input gear 55 and the fifth output gear 63 are connected by the reverse idler gear 55R.

[0090] The main box mechanism 300 in this embodiment of the application is... Figure 2Based on the embodiment shown, a reverse idler gear 55R is added. The fifth input gear 55, the fifth output gear 63, and the reverse idler gear 55R together form a reverse gear meshing assembly, which is used to realize the reverse gear output function of the engine 1.

[0091] The uninterrupted hybrid power transmission system of this application embodiment can provide the drive output of five forward gears and two reverse gears of engine 1; the first motor 2 can be connected in series with engine 1 to generate electricity in disengagement, or the first motor 2 can provide parallel assistance, regenerative braking or pure electric drive with engine 1 in the same gear; in addition, the second motor 3 only outputs in three forward gears and one reverse gear of engine 1, and provides parallel assistance, regenerative braking or pure electric drive in the same gear.

[0092] In some alternative embodiments: see Figure 3 As shown, this application embodiment provides a hybrid power transmission system with no power interruption. The first intermediate shaft 50 of the hybrid power transmission system has two or more sets, the third input gear 53 has two or more sets, the fourth input gear 54 has two or more sets, the fifth input gear 55 has two or more sets, and the reverse idler gear 55R has two or more sets, so as to improve the load capacity of the main gearbox mechanism 300.

[0093] Two or more sets of first intermediate shafts 50 are symmetrically distributed around the outer periphery of the main output shaft 60. Two or more sets of third input gears 53 are respectively fixed on each of the first intermediate shafts 50 and symmetrically distributed around the outer periphery of the third output gear 61. Two or more sets of fourth input gears 54 are respectively fixed on each of the first intermediate shafts 50 and symmetrically distributed around the outer periphery of the fourth output gear 62.

[0094] Two or more sets of fifth input gears 55 are respectively fixed on each of the first intermediate shafts 50 and symmetrically distributed around the outer periphery of the fifth output gear 63. Two or more sets of reverse idler gears 55R are symmetrically distributed around the outer periphery of the fifth output gear 63. The two or more sets of fifth input gears 55 are respectively fixed on each of the first intermediate shafts 50 and symmetrically distributed around the outer periphery of the fifth output gear 63, and are respectively engaged with the reverse idler gears 55R.

[0095] In some alternative embodiments: see Figures 4 to 6 As shown, this application embodiment provides a hybrid power transmission system without power interruption. The hybrid power transmission system without power interruption also includes a rear auxiliary gearbox mechanism 400 that is connected to the main gearbox output shaft 60. The rear auxiliary gearbox mechanism 400 includes a rear auxiliary gearbox output shaft 80 coaxial with the main gearbox output shaft 60 and a second intermediate shaft 70 arranged parallel to the rear auxiliary gearbox output shaft 80.

[0096] The sixth gear pair is connected between the main gearbox output shaft 60 and the second intermediate shaft 70; the seventh gear pair is loosely fitted on the rear auxiliary gearbox output shaft 80 and connected to the second intermediate shaft 70; and the fourth shifting mechanism 9 is circumferentially fixed on the rear auxiliary gearbox output shaft 80 for engaging or disengaging the main gearbox output shaft 60 and the seventh gear pair.

[0097] Specifically, the sixth gear pair includes a sixth input gear 71 and a sixth output gear 72 that mesh with each other. The sixth input gear 71 is fixed on the main gearbox output shaft 60, and the sixth output gear 72 is fixed on the second intermediate shaft 70. The outer diameter of the sixth input gear 71 is smaller than the outer diameter of the sixth output gear 72.

[0098] The seventh gear pair includes a seventh input gear 82 and a seventh output gear 81 that are meshed with each other. The seventh input gear 82 is fixed on the second intermediate shaft 70, and the seventh output gear 81 is loosely fitted on the output shaft 80 of the rear auxiliary box. The outer diameter of the seventh input gear 82 is smaller than the outer diameter of the seventh output gear 81.

[0099] Two or more sets of second intermediate shafts 70, two or more sets of sixth output gears 72, and two or more sets of seventh input gears 82 are provided. Two or more sets of second intermediate shafts 70 are symmetrically distributed around the outer periphery of the rear auxiliary gearbox output shaft 80. Two or more sets of sixth output gears 72 are respectively fixed on each of the second intermediate shafts 70 and symmetrically distributed around the outer periphery of the sixth input gear 71. Two or more sets of seventh input gears 82 are respectively fixed on each of the second intermediate shafts 70 and symmetrically distributed around the outer periphery of the seventh output gear 81.

[0100] In this embodiment, a rear auxiliary gearbox mechanism 400 is added after the main gearbox output shaft 60. The rear auxiliary gearbox mechanism 400 has the structural feature of two or three sets of second intermediate shafts 70 to improve its load capacity. A fourth shifting mechanism 9 is disposed on the rear auxiliary gearbox output shaft 80. The fourth shifting mechanism 9 can selectively engage the rear auxiliary gearbox output shaft 80 with the seventh output gear 81 or directly engage it with the main gearbox output shaft 60. Those skilled in the art can also use a planetary gear mechanism for the specific structure of the rear auxiliary gearbox mechanism 400 to achieve [further details needed]. Figures 1 to 3 The embodiment features a double-gear amplification of the hybrid powertrain system with no power interruption to suit the heavy-load drive requirements of heavy and super-heavy vehicles.

[0101] like Figure 4As shown, if the fourth shift mechanism 9 connects the rear auxiliary gearbox output shaft 80 to the seventh output gear 81, the vehicle's engine 1 will be in low-speed, fifth-forward gear transmission, suitable for heavy-load, low-speed driving conditions. If the fourth shift mechanism 9 connects the rear auxiliary gearbox output shaft 80 to the main gearbox output shaft 60, the vehicle's engine 1 will be in medium-high-speed, fifth-gear transmission, suitable for medium-high-speed driving conditions; if the fourth shift mechanism 9 is in neutral, the hybrid power transmission system without power interruption will have no power output. Therefore, based on... Figure 4 The embodiment can realize the series-parallel hybrid function of ten forward gears of engine 1, with strong driving capability and applicable to heavy-duty commercial vehicles.

[0102] like Figure 5 As shown, if the fourth shift mechanism 9 connects the rear auxiliary gearbox output shaft 80 to the seventh output gear 81, the vehicle's engine 1 will be in low-speed, seventh-gear transmission, suitable for heavy-load, low-speed driving conditions. If the fourth shift mechanism 9 connects the rear auxiliary gearbox output shaft 80 to the main gearbox output shaft 60, the vehicle's engine 1 will be in medium-high-speed, seventh-gear transmission, suitable for medium-high-speed driving conditions; if the fourth shift mechanism 9 is in neutral, the hybrid power transmission system without power interruption will have no power output. Therefore, based on... Figure 5 The embodiment can realize the series-parallel hybrid function of fourteen forward gears of engine 1, with strong driving capability and applicable to heavy-duty commercial vehicles.

[0103] like Figure 6 As shown, if the fourth shift mechanism 9 connects the rear auxiliary gearbox output shaft 80 to the seventh output gear 81, the vehicle's engine 1 will be in low-speed five forward gears and two reverse gears, suitable for heavy-load, low-speed driving conditions. If the fourth shift mechanism 9 connects the rear auxiliary gearbox output shaft 80 to the main gearbox output shaft 60, the vehicle's engine 1 will be in medium-high speed five gears, suitable for medium-high speed driving conditions; if the fourth shift mechanism 9 is in neutral, the hybrid power transmission system without power interruption will have no power output. Therefore, based on... Figure 6 The embodiment can realize the series-parallel hybrid function of ten forward gears and four reverse gears of engine 1, with strong driving capability and applicable to heavy-duty commercial vehicles.

[0104] A second aspect of this application provides a vehicle including a hybrid powertrain system with no power interruption as described in any of the above embodiments, wherein the vehicle is preferably, but not limited to, a tractor or a mining truck, etc.

[0105] 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.

[0106] 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.

[0107] 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 hybrid power transmission system with no power interruption, characterized in that, include: The hybrid power unit includes a first input shaft (10), a transfer shaft (40) loosely fitted on the first input shaft (10), an engine (1) connected to the first input shaft (10) via a clutch (4), a first motor (2) drivenly connected to the first input shaft (10), and a second motor (3) drivenly connected to the transfer shaft (40). The front auxiliary gearbox mechanism (200) includes a first intermediate shaft (50) arranged parallel to the first input shaft (10), a first gear pair fixed on the transfer shaft (40) and drivenly connected to the first intermediate shaft (50), a second gear pair loosely fitted on the first input shaft (10) and drivenly connected to the first intermediate shaft (50), and a first shifting mechanism (6) circumferentially fixed on the first input shaft (10) for engaging or disengaging the first gear pair and the second gear pair. The main gearbox mechanism (300) includes a main gearbox output shaft (60) coaxial with the first input shaft (10), a third gear pair and a fourth gear pair loosely fitted on the main gearbox output shaft (60) and connected to the first intermediate shaft (50), a second shifting mechanism (7) circumferentially fixed on the main gearbox output shaft (60) for engaging or disengaging the first input shaft (10) and the third gear pair, and a third shifting mechanism (8) circumferentially fixed on the main gearbox output shaft (60) for engaging or disengaging the fourth gear pair.

2. The uninterrupted hybrid power transmission system as described in claim 1, characterized in that: It also includes a front reduction mechanism (100), which includes a first reduction gear pair and a second reduction gear pair, the first motor (2) is connected to a second input shaft (20), and the second motor (3) is connected to a third input shaft (30). The first reduction gear pair includes a first driving bias gear (21) and a first driven bias gear (22) that mesh with each other. The first driving bias gear (21) is connected to the second input shaft (20), and the first driven bias gear (22) is connected to the first input shaft (10). The second reduction gear pair includes a second active bias gear (31) and a second driven bias gear (32) that mesh with each other. The second active bias gear (31) is connected to the third input shaft (30), and the second driven bias gear (32) is connected to the central shaft (40).

3. The uninterrupted hybrid power transmission system as described in claim 1, characterized in that: The first gear pair includes a first input gear (41) and a first output gear (51) that mesh with each other. The first input gear (41) is fixed on the central shaft (40), and the first output gear (51) is fixed on the first intermediate shaft (50). The second gear pair includes a second input gear (42) and a second output gear (52) that mesh with each other. The second input gear (42) is loosely fitted on the first input shaft (10), and the second output gear (52) is fixed on the first intermediate shaft (50).

4. The uninterrupted hybrid power transmission system as described in claim 3, characterized in that: The first intermediate shaft (50) is provided with two or more sets, the first output gear (51) is provided with two or more sets, the second output gear (52) is provided with two or more sets, and the two or more sets of the first intermediate shaft (50) are symmetrically and evenly distributed on the outer periphery of the first input shaft (10). Two or more sets of the first output gears (51) are respectively fixed on each of the first intermediate shafts (50) and symmetrically distributed on the outer periphery of the first input gear (41), and two or more sets of the second output gears (52) are respectively fixed on each of the first intermediate shafts (50) and symmetrically distributed on the outer periphery of the second input gear (42).

5. A hybrid power transmission system with no power interruption as described in claim 1, characterized in that: The main gearbox mechanism (300) further includes a fifth gear pair that is loosely fitted on the main gearbox output shaft (60) and is connected to the first intermediate shaft (50) for transmission. The third shifting mechanism (8) is located between the fourth gear pair and the fifth gear pair to engage or disengage the fourth gear pair and the fifth gear pair.

6. The uninterrupted hybrid power transmission system as described in claim 5, characterized in that: The third gear pair includes a third input gear (53) and a third output gear (61) that mesh with each other. The third output gear (61) is loosely fitted on the main gearbox output shaft (60), and the third input gear (53) is fixed on the first intermediate shaft (50). The fourth gear pair includes a fourth input gear (54) and a fourth output gear (62) that mesh with each other. The fourth output gear (62) is loosely fitted on the main box output shaft (60), and the fourth input gear (54) is fixed on the first intermediate shaft (50). The fifth gear pair includes a fifth input gear (55) and a fifth output gear (63) that mesh with each other. The fifth output gear (63) is loosely fitted on the main output shaft (60), and the fifth input gear (55) is fixed on the first intermediate shaft (50).

7. A hybrid power transmission system with no power interruption as described in claim 6, characterized in that: A reverse idler gear (55R) meshes between the fifth input gear (55) and the fifth output gear (63), and the fifth input gear (55) and the fifth output gear (63) are connected by the reverse idler gear (55R).

8. A hybrid power transmission system with no power interruption as described in claim 7, characterized in that: The first intermediate shaft (50) is provided with two or more sets, the third input gear (53) is provided with two or more sets, the fourth input gear (54) is provided with two or more sets, the fifth input gear (55) is provided with two or more sets, and the reverse idler gear (55R) is provided with two or more sets. Two or more sets of the first intermediate shafts (50) are symmetrically distributed on the outer periphery of the main box output shaft (60), and two or more sets of the third input gears (53) are respectively fixed on each of the first intermediate shafts (50) and symmetrically distributed on the outer periphery of the third output gear (61); Two or more sets of the fourth input gears (54) are respectively fixed on each of the first intermediate shafts (50) and symmetrically distributed on the outer periphery of the fourth output gear (62), and two or more sets of the reverse idler gears (55R) are symmetrically distributed on the outer periphery of the fifth output gear (63). Two or more sets of the fifth input gears (55) are respectively fixed on each of the first intermediate shafts (50) and symmetrically distributed on the outer periphery of the fifth output gear (63) and respectively mesh with the reverse idler gear (55R).

9. A hybrid power transmission system with no power interruption as described in any one of claims 1 to 8, characterized in that: It also includes a rear auxiliary box mechanism (400) that is connected to the main box output shaft (60) for transmission. The rear auxiliary box mechanism (400) includes a rear auxiliary box output shaft (80) that is coaxial with the main box output shaft (60) and a second intermediate shaft (70) that is parallel to the rear auxiliary box output shaft (80). A sixth gear pair is connected between the main gearbox output shaft (60) and the second intermediate shaft (70), a seventh gear pair is loosely fitted on the rear auxiliary gearbox output shaft (80) and connected to the second intermediate shaft (70), and a fourth shifting mechanism (9) is circumferentially fixed on the rear auxiliary gearbox output shaft (80) for engaging or disengaging the main gearbox output shaft (60) and the seventh gear pair.

10. A hybrid power transmission system with no power interruption as described in claim 9, characterized in that: The sixth gear pair includes a sixth input gear (71) and a sixth output gear (72) that mesh with each other. The sixth input gear (71) is fixed on the main output shaft (60), and the sixth output gear (72) is fixed on the second intermediate shaft (70). The outer diameter of the sixth input gear (71) is smaller than the outer diameter of the sixth output gear (72). The seventh gear pair includes a seventh input gear (82) and a seventh output gear (81) that mesh with each other. The seventh input gear (82) is fixed on the second intermediate shaft (70), and the seventh output gear (81) is loosely fitted on the rear auxiliary box output shaft (80). The outer diameter of the seventh input gear (82) is smaller than the outer diameter of the seventh output gear (81).

11. A hybrid power transmission system with no power interruption as described in claim 10, characterized in that: The second intermediate shaft (70) is provided with two or more sets, the sixth output gear (72) is provided with two or more sets, and the seventh input gear (82) is provided with two or more sets; Two or more sets of the second intermediate shafts (70) are symmetrically distributed on the outer periphery of the rear auxiliary box output shaft (80), and two or more sets of the sixth output gears (72) are respectively fixed on each of the second intermediate shafts (70) and symmetrically distributed on the outer periphery of the sixth input gear (71); Two or more sets of the seventh input gears (82) are respectively fixed on each of the second intermediate shafts (70) and symmetrically distributed on the outer periphery of the seventh output gear (81).

12. A vehicle, characterized in that, Includes a hybrid powertrain system with no power interruption as described in any one of claims 1 to 11.

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