Hybrid powertrain and vehicle

Abstract

This application relates to a hybrid powertrain system and vehicle, comprising: a hybrid unit including a first input shaft, an engine connected to the first input shaft via a clutch, a first motor and a second motor biased on both sides of the first input shaft; a main gearbox mechanism including a main gearbox output shaft coaxially arranged with the first input shaft, a first intermediate shaft mechanism drively connected between the first motor and the first input shaft and the main gearbox output shaft, a second intermediate shaft mechanism drively connected between the second motor and the first input shaft and the main gearbox output shaft; and a first shifting mechanism connected to the first input shaft for engaging or disengaging the first intermediate shaft mechanism and the second intermediate shaft mechanism, a second shifting mechanism connected to the main gearbox output shaft, and a third shifting mechanism connected to the main gearbox output shaft. This application can provide parallel transient power compensation for engine-driven operation, avoiding power interruption during gear shifting, thereby ensuring smooth and reliable operation during gear shifting.

Description

Technical Field

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

[0002] Among related technologies, dual-motor hybrid and plug-in hybrid technologies applied to passenger vehicles are developing rapidly. However, the hybrid transmission systems used in passenger vehicles have fewer engine gears and lower transmission load requirements, making them difficult to apply directly to commercial vehicles with heavy load requirements.

[0003] In particular, heavy-duty 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 is difficult to achieve high fuel efficiency and cannot overcome the problem of power interruption during engine shifting.

[0004] Therefore, in this context, developing a dual-motor multi-speed dedicated hybrid power transmission system suitable for commercial vehicles with a simpler and more reliable structure, while solving the power interruption of the engine during gear shifting has become a technical challenge in this field. Summary of the Invention

[0005] This application provides a hybrid powertrain system and vehicle to solve the problem of power interruption during engine shifting in related technologies.

[0006] The first aspect of this application provides a hybrid powertrain system, including:

[0007] A hybrid power unit includes a first input shaft, an engine connected to the first input shaft via a clutch, a first motor and a second motor biased on both sides of the first input shaft;

[0008] The main housing mechanism includes a main housing output shaft coaxially arranged with the first input shaft, a first intermediate shaft mechanism drivingly connected between the first motor and the first input shaft and the main housing output shaft, and a second intermediate shaft mechanism drivingly connected between the second motor and the first input shaft and the main housing output shaft;

[0009] In addition, a first shifting mechanism connected to the first input shaft for engaging or disengaging the first intermediate shaft mechanism and the second intermediate shaft mechanism, a second shifting mechanism connected to the main output shaft for engaging or disengaging the first input shaft and the first intermediate shaft mechanism, and a third shifting mechanism connected to the main output shaft for engaging or disengaging the second intermediate shaft mechanism.

[0010] In some embodiments: the first intermediate shaft mechanism includes a second input shaft connected to the first motor, and a first intermediate shaft located between the second input shaft and the first input shaft and parallel to each other;

[0011] A first gear pair located at one end of the first intermediate shaft and drivingly connected between the first input shaft and the second input shaft, and a second gear pair located at the other end of the first intermediate shaft and drivingly connected between the first intermediate shaft and the main output shaft.

[0012] In some embodiments: the first gear pair includes a first output gear that is loosely fitted or fixed on the first input shaft, a first bias gear that is fixed on the second output shaft, and a first input gear that is fixed on the first intermediate shaft and meshed between the first output gear and the first bias gear;

[0013] The second gear pair includes a second output gear loosely fitted on the main gearbox output shaft, and a second input gear fixed on the first intermediate shaft and meshing with the second output gear.

[0014] In some embodiments: the second intermediate shaft mechanism includes a third input shaft connected to the second motor, and a second intermediate shaft located between the third input shaft and the first input shaft and parallel to each other;

[0015] A third gear pair located at one end of the second intermediate shaft and drivingly connected between the first input shaft and the third input shaft, and a fourth gear pair and a fifth gear pair located at the other end of the second intermediate shaft and drivingly connected between the second intermediate shaft and the main output shaft.

[0016] In some embodiments: the third gear pair includes a third output gear loosely fitted on the first input shaft, a second bias gear fixed on the third input shaft, and a third input gear fixed on the second intermediate shaft and meshing between the third output gear and the second bias gear;

[0017] The fourth gear pair includes a fourth output gear loosely fitted on the main gearbox output shaft, and a fourth input gear fixed on the second intermediate shaft and meshing with the fourth output gear.

[0018] The fifth gear pair includes a fifth output gear loosely fitted on the main gearbox output shaft, a fifth input gear fixed on the second intermediate shaft and meshing with the fifth output gear, and a third shifting mechanism circumferentially fixed on the main gearbox output shaft to engage or disengage the fourth output gear and the fifth output gear.

[0019] In some embodiments, the fifth gear pair further includes a reverse idler gear meshing between the fifth input gear and the fifth output gear.

[0020] In some embodiments, the system 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 third intermediate shaft that is parallel to the rear auxiliary box output shaft.

[0021] A sixth gear pair is connected between the main gearbox output shaft and the third intermediate shaft; a seventh gear pair is loosely fitted on the rear auxiliary gearbox output shaft and connected to the third 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.

[0022] 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 third intermediate shaft, and the outer diameter of the sixth input gear is smaller than the outer diameter of the sixth output gear;

[0023] 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 third intermediate shaft, and the seventh output gear is loosely fitted on the output shaft of the rear auxiliary housing. The outer diameter of the seventh input gear is smaller than the outer diameter of the seventh output gear.

[0024] In some embodiments: the third 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;

[0025] Two or more sets of the third intermediate shafts are symmetrically distributed on the outer periphery of the rear auxiliary box output shaft, and two or more sets of the sixth output gears are respectively fixed on each of the third intermediate shafts and symmetrically distributed on the outer periphery of the sixth input gear;

[0026] Two or more sets of the seventh input gears are respectively fixed on each of the third intermediate shafts and symmetrically distributed on the outer periphery of the seventh output gear.

[0027] In some embodiments, a rear auxiliary gearbox mechanism is further included, which is drivenly connected to the output shaft of the main gearbox. The rear auxiliary gearbox mechanism includes a planetary gear mechanism consisting of a sun gear, a planet carrier, and a ring gear. The sun gear is connected to the output shaft of the main gearbox, and the planet carrier is connected to a rear auxiliary gearbox output shaft that is coaxial with the output shaft of the main gearbox.

[0028] The gear ring is connected to a gear ring connecting shaft that is loosely fitted on the output shaft of the rear auxiliary gearbox. The gear ring connecting shaft is circumferentially fixed with a fourth shifting mechanism that engages or disengages the output shaft of the rear auxiliary gearbox and the rear auxiliary gearbox housing.

[0029] A second aspect of this application provides a vehicle including the hybrid powertrain system described in any of the above embodiments.

[0030] The beneficial effects of the technical solution provided in this application include:

[0031] This application provides a hybrid powertrain system and vehicle. The hybrid powertrain system includes a hybrid unit comprising a first input shaft, an engine connected to the first input shaft via a clutch, a first motor and a second motor offset on either side of the first input shaft, a main gearbox mechanism including a main gearbox output shaft coaxially arranged with the first input shaft, a first intermediate shaft mechanism drively connected between the first motor and the first input shaft and the main gearbox output shaft, a second intermediate shaft mechanism drively connected between the second motor and the first input shaft and the main gearbox output shaft, and a first shifting mechanism connected to the first input shaft for engaging or disengaging the first intermediate shaft mechanism and the second intermediate shaft mechanism, a second shifting mechanism connected to the main gearbox output shaft for engaging or disengaging the first input shaft and the first intermediate shaft mechanism, and a third shifting mechanism connected to the main gearbox output shaft for engaging or disengaging the second intermediate shaft mechanism.

[0032] Therefore, in the hybrid powertrain of this application, the second motor's power is loaded onto the second intermediate shaft mechanism, and it can also selectively be connected in parallel or series with the engine's input power on the first input shaft. The second motor can provide parallel transient power compensation for engine-driven parallel operation, and can also independently drive the vehicle in series, pure electric drive, and regenerative braking modes. The three power sources can independently drive the vehicle through three transmission paths, enabling power compensation during sequential gear shifting, avoiding power interruption during gear shifting, and thus ensuring smooth and reliable operation during gear changes. The engine can selectively be linked with the first or second motor, and the engine can selectively share the mechanical transmission paths of the first and second motors, increasing the number of gears in the engine-driven direct drive system. When the engine is completely disengaged, the first and / or second motors can selectively drive the vehicle together or independently for extended periods, ensuring fuel economy across the entire speed range. Attached Figure Description

[0033] 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.

[0034] Figure 1 This is a schematic diagram of the hybrid powertrain system according to the first embodiment of this application;

[0035] Figure 2 This is a schematic diagram of the hybrid powertrain system according to the second embodiment of this application;

[0036] Figure 3 This is a schematic diagram of the hybrid powertrain system according to the third embodiment of this application;

[0037] Figure 4 This is a schematic diagram of the hybrid powertrain system according to the fourth embodiment of this application;

[0038] Figure 5 This is a schematic diagram of the hybrid powertrain system according to the fifth embodiment of this application;

[0039] Figure 6 This is a schematic diagram of the hybrid powertrain system according to the sixth embodiment of this application.

[0040] Figure label:

[0041] 1. Engine; 2. First motor; 3. Second motor; 4. Clutch; 5. First shifting mechanism; 6. Second shifting mechanism; 7. Third shifting mechanism; 8. Fourth shifting mechanism; 10. First input shaft; 11. First output gear; 12. Third output gear;

[0042] 20. Second input shaft; 21. First bias gear; 30. Third input shaft; 31. Second bias gear; 40. First intermediate shaft; 41. First input gear; 42. Second input gear; 50. Second intermediate shaft; 51. Third input gear; 52. Fourth input gear; 53. Fifth input gear;

[0043] 60. Main gearbox output shaft; 61. Second output gear; 62. Fourth output gear; 63. Fifth output gear; 64. Sixth input gear; 70. Third intermediate shaft; 71. Sixth output gear; 72. Seventh input gear; 80. Rear auxiliary gearbox output shaft; 81. Seventh output gear; 91. Sun gear; 92. Planet carrier; 93. Gear ring; 94. Gear ring connecting shaft;

[0044] 100. First intermediate shaft mechanism; 200. Second intermediate shaft mechanism; 300. Rear auxiliary box mechanism. Detailed Implementation

[0045] 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.

[0046] This application provides a hybrid powertrain system and vehicle that can solve the problem of power interruption during engine shifting in related technologies.

[0047] See Figures 1 to 6 As shown, a first aspect of this application provides a hybrid powertrain system, including:

[0048] The hybrid power unit includes a first input shaft 10, an engine 1 connected to the first input shaft 10 via a clutch 4, a first motor 2 and a second motor 3 biased on both sides of the first input shaft 10, and the input power of the engine 1, the first motor 2 and the second motor 3 can be selectively linked on the first input shaft 10.

[0049] The main gearbox mechanism includes a main gearbox output shaft 60 coaxially arranged with the first input shaft 10, a first intermediate shaft mechanism 100 that is drive-connected between the first motor 2 and the first input shaft 10 and the main gearbox output shaft 60, and a second intermediate shaft mechanism 200 that is drive-connected between the second motor 3 and the first input shaft 10 and the main gearbox output shaft 60.

[0050] In addition, a first shifting mechanism 5 connected to the first input shaft 10 for engaging or disengaging the first intermediate shaft mechanism 100 and the second intermediate shaft mechanism 200, a second shifting mechanism 6 connected to the main output shaft 60 for engaging or disengaging the first input shaft 10 and the first intermediate shaft mechanism 100, and a third shifting mechanism 7 connected to the main output shaft 60 for engaging or disengaging the second intermediate shaft mechanism 200.

[0051] Engine 1 is linked to the first input shaft 10 via clutch 4, first motor 2 is linked to the first intermediate shaft mechanism 100, and second motor 3 is linked to the second intermediate shaft mechanism 200. The first input shaft 10 can be selectively linked to either the first intermediate shaft mechanism 100 or the second intermediate shaft mechanism 200, and the main output shaft 60 can be selectively linked to either the first intermediate shaft mechanism 100 or the second intermediate shaft mechanism 200.

[0052] The second motor 3 of the hybrid powertrain system in this application embodiment loads power onto the second intermediate shaft mechanism 200, and can also be selectively connected in parallel or in series with the power input from the engine 1 on the first input shaft 10. The second motor 3 can provide parallel transient power compensation driven by the engine 1, and can also independently drive the vehicle in series, pure electric drive, and regenerative braking modes.

[0053] The vehicle is driven independently by three power sources: engine 1, first motor 2, and second motor 3, via three independent mechanical transmission paths. The first transmission path transmits the linked power to the main gearbox output shaft 60 via a first intermediate shaft mechanism 100; the second transmission path transmits the power to the main gearbox output shaft 60 via a second intermediate shaft mechanism 200; and the third transmission path transmits the power directly to the main gearbox output shaft 60 via a first input shaft 10. These three independent mechanical transmission paths provide power compensation for the three power sources during their respective gear shifting processes.

[0054] During gear shifting in engine 1, both the first motor 2 and the second motor 3 can be used alternately and flexibly to achieve synchronous control of gear shifting in engine 1, making the gear shifting process faster and smoother. Power compensation can be achieved during sequential gear shifting, avoiding power interruption and ensuring smooth and reliable operation during gear changes. Thanks to the shifting assistance compensation from the dual motors, the gear engagement process of engine 1 does not require the slippage control of clutch 4, thus significantly extending the lifespan of clutch 4 and reducing its maintenance costs.

[0055] Engine 1 can selectively link with first motor 2 or second motor 3. Engine 1 can selectively share the mechanical transmission path of first motor 2 and second motor 3, increasing the number of transmission gears for direct drive. When engine 1 is completely disengaged, first motor 2 and / or second motor 3 can selectively drive the vehicle together or independently for a long time, ensuring fuel economy across the vehicle's full speed range.

[0056] In some alternative embodiments: see Figures 1 to 6 As shown in the figure, this application embodiment provides a hybrid powertrain system. The first intermediate shaft mechanism 100 of the hybrid powertrain system includes a second input shaft 20 connected to a first motor 2, and a first intermediate shaft 40 located between the second input shaft 20 and the first input shaft 10 and parallel to each other. A first gear pair is located at one end of the first intermediate shaft 40 and drives between the first input shaft 10 and the second input shaft 20, and a second gear pair is located at the other end of the first intermediate shaft 40 and drives between the first intermediate shaft 40 and the main output shaft 60.

[0057] The second intermediate shaft mechanism 200 includes a third input shaft 30 connected to the second motor 3, and a second intermediate shaft 50 located between the third input shaft 30 and the first input shaft 10 and parallel to each other. A third gear pair is located at one end of the second intermediate shaft 50 and drives between the first input shaft 10 and the third input shaft 30, and a fourth gear pair and a fifth gear pair are located at the other end of the second intermediate shaft 50 and drive between the second intermediate shaft 50 and the main output shaft 60.

[0058] Specifically, the first gear pair includes a first output gear 11 loosely fitted on the first input shaft 10, a first bias gear 21 fixed on the second input shaft 20, and a first input gear 41 fixed on the first intermediate shaft 40 and meshing between the first output gear 11 and the first bias gear 21. The second gear pair includes a second output gear 61 loosely fitted on the main gearbox output shaft 60, and a second input gear 42 fixed on the first intermediate shaft 40 and meshing with the second output gear 61.

[0059] The third gear pair includes a third output gear 12 loosely fitted on the first input shaft 10, a second bias gear 31 fixed on the third input shaft 30, and a third input gear 51 fixed on the second intermediate shaft 50 and meshing between the third output gear 12 and the second bias gear 31. The fourth gear pair includes a fourth output gear 62 loosely fitted on the main output shaft 60, and a fourth input gear 52 fixed on the second intermediate shaft 50 and meshing with the fourth output gear 62.

[0060] The fifth gear pair includes a fifth output gear 63 loosely fitted on the main gearbox output shaft 60, a fifth input gear 53 fixed on the second intermediate shaft 50 and meshing with the fifth output gear 63, and a third shifting mechanism 7 circumferentially fixed on the main gearbox output shaft 60 to engage or disengage the fourth output gear 62 and the fifth output gear 63.

[0061] In this embodiment, the first motor 2 and the second motor 3 are respectively loaded onto the first intermediate shaft 40 and the second intermediate shaft 50 after being reduced in speed and increased in torque by the first gear pair and the third gear pair, respectively. By arranging the dual motors in an offset manner, the space around the first input shaft 10 is fully utilized, and the single-path power input of the single motor is improved into the dual-motor offset dual power input, thereby significantly reducing the torque requirement of the dual motors and making the dual motor assembly lighter and cheaper.

[0062] The first shift mechanism 5, the second shift mechanism 6, and the third shift mechanism 7 each have three controllable position states: left closed, right closed, and neutral. By controlling the engagement and disengagement states of the first shift mechanism 5, the second shift mechanism 6, and the third shift mechanism 7 respectively, the associated shaft gear assembly can be selectively engaged or placed in neutral, thereby realizing multiple linkage control modes of the three power sources to meet the efficient driving needs of the vehicle under different driving conditions.

[0063] First, the first shift mechanism 5 is circumferentially fixed on the first input shaft 10. By controlling the first shift mechanism 5, the first input shaft 10 can be selectively engaged with the first output gear 11 or the third output gear 12, thereby selectively realizing the linkage between the first input shaft 10 and the first intermediate shaft mechanism 100 or the second intermediate shaft mechanism 200. Therefore, the engine 1 can be selectively linked with the first motor 2 or the second motor 3.

[0064] Secondly, the second shifting mechanism 6 is circumferentially fixed on the main gearbox output shaft 60. By controlling the second shifting mechanism 6, the main gearbox output shaft 60 can be selectively engaged with the first input shaft 10 or the second output gear 61, thereby selectively transmitting the linkage power on the first input shaft 10 directly to the main gearbox output shaft 60, or selectively transmitting the linkage power of the first intermediate shaft mechanism 100 to the main gearbox output shaft 60 according to a mechanical gear.

[0065] In addition, the third shift mechanism 7 is circumferentially fixed on the main gearbox output shaft 60. The third shift mechanism 7 can selectively engage the main gearbox output shaft 60 with the fourth output gear 62 or the fifth output gear 63, thereby selectively transmitting the linkage power of the second intermediate shaft mechanism 200 to the main gearbox output shaft 60 according to two mechanical gears.

[0066] This application embodiment, by controlling the engagement and disengagement states of the first shifting mechanism 5, the second shifting mechanism 6, and the third shifting mechanism 7, can achieve multiple linkage modes for the three power sources. The hybrid power transmission mechanism of this application embodiment provides three independent mechanical transmission paths: the first transmission path for linkage power is transmitted to the main gearbox output shaft 60 via the first intermediate shaft mechanism 100; the second transmission path is transmitted to the main gearbox output shaft 60 via the second intermediate shaft mechanism 200; and the third transmission path is transmitted directly to the main gearbox output shaft 60 via the first input shaft 10. These three independent mechanical transmission paths provide transmission paths for shift power compensation during the respective shifting processes of the three power sources.

[0067] During the gear shifting process of engine 1, the first motor 2 and the second motor 3 can be used alternately and flexibly to achieve synchronous control of engine 1's gear shifting, making the gear shifting process of engine 1 faster and smoother. In addition, thanks to the shifting assistance compensation of the dual motors, the gear engagement process of engine 1 does not require the slippage control of clutch 4, thus significantly improving the life of clutch 4 and reducing the maintenance cost of clutch 4.

[0068] like Figure 1As shown, in this embodiment of the application, under the combined control of three shifting mechanisms, the power of engine 1 can be transmitted through three transmission paths: the first intermediate shaft mechanism 100, the second intermediate shaft mechanism 200, and the first input shaft 10 linked to the main gearbox output shaft 60. This allows engine 1 to output power in four mechanical transmission gears. The power of first motor 2 can be output through two transmission paths: the first intermediate shaft mechanism 100 and the first input shaft 10 linked to the main gearbox output shaft 60. Therefore, first motor 2 can provide two gear output capabilities.

[0069] The power of the second motor 3 can be output through two transmission paths linked to the second intermediate shaft mechanism 200 and the first input shaft 10 and the main output shaft 60, thus allowing the second motor 3 to output power according to three mechanical transmission gears. The three power sources can be linked or driven independently in different gears, thereby combining numerous driving modes. This enables various driving modes such as parking charging, single or dual-motor pure electric drive, series hybrid, and parallel hybrid, which can significantly improve the fuel economy of the vehicle and provide a smooth driving experience with uninterrupted gear shifting, enhancing driving comfort and safety.

[0070] The following application is based on Figure 1 The working mode of the hybrid powertrain system of this application will be described using the illustrated embodiment as an example.

[0071] 1. Parking Charging Mode: When the vehicle's battery level is low, parking charging can be achieved through two control states:

[0072] In the first charging method, the second shift mechanism 6 is in neutral, the clutch 4 is closed, the first shift mechanism 5 is closed to the left and connects the first input shaft 10 and the first output gear 11, the first motor 2 is disengaged and connected in series with the engine 1, the first motor 2 converts the mechanical power of the engine 1 into electrical energy through electromechanical conversion, thereby charging the vehicle power battery, and the second motor 3 can be in a stopped or standby state.

[0073] In another charging method, the third shift mechanism 7 is in neutral, the clutch 4 is closed, the first shift mechanism 5 is closed and connected to the first input shaft 10 and the third output gear 12, the second motor 3 is disengaged and connected in series with the engine 1, and the second motor 3 converts the mechanical power of the engine 1 into electrical energy through electromechanical conversion, thereby charging the vehicle power battery, and the first motor 2 can be in a stopped or standby state.

[0074] 2. Pure Electric Drive Mode: With a fully charged onboard battery, the first motor 2 and / or the second motor 3 provide pure electric drive for the vehicle. The first motor 2 can drive in two gears, while the second motor 3 can provide three gears. Considering the limitations of dry clutches used in light commercial vehicles, the clutch 4 can only be briefly engaged during engine shifting.

[0075] In pure electric mode, the first shift mechanism 5 is in neutral, the engine 1 is disengaged and stopped, and the second motor 3 can achieve pure electric drive in two gears through the transmission paths of the fourth gear pair and the fifth gear pair of the second intermediate shaft mechanism 200. At this time, the third shift mechanism 7 can either close to the left and engage the fourth gear pair with the main gearbox output shaft 60 to achieve the first gear output, or close to the right and engage the fifth gear pair with the main gearbox output shaft 60 to achieve the second gear output.

[0076] The first motor 2 can also be driven independently in a single gear through the transmission path of the second gear pair of the first intermediate shaft mechanism 100. In this case, the second gear shifting mechanism 6 closes to the right, engaging the second gear pair with the main gearbox output shaft 60 to achieve a single gear output. The first motor 2 and the second motor 3 can be driven in gear simultaneously, or one motor can be driven independently while the other motor can be disengaged and stopped.

[0077] 3. Series hybrid mode: When the on-board power battery is low on power, the first motor 2 or the second motor 3 can convert the mechanical power of the engine 1 into electrical energy, thereby charging the on-board power battery. Some of the electrical energy can be directly supplied to the other motor for driving.

[0078] The second motor 3 can independently achieve two gears for forward or reverse driving through the transmission paths of the fourth and fifth gear pairs of the second intermediate shaft mechanism 200, or the first motor 2 can achieve one gear for forward or reverse driving through the transmission path of the second gear pair of the first intermediate shaft mechanism 100.

[0079] In series hybrid mode, clutch 4 is closed, and the first shift mechanism 5 can be selectively engaged with the first output gear 11 on the left or the third output gear 12 on the right. The second shift mechanism 6 and the third shift mechanism 7 can be selectively engaged or disengaged depending on the pure electric drive mode.

[0080] 4. Parallel Hybrid Mode: When clutch 4 is closed, in the first parallel operation, the first shift mechanism 5 closes to the left to engage the first input shaft 10 with the first output gear 11, and the second shift mechanism 6 closes to the right to engage the main gearbox output shaft 60 with the second output gear 61. The engine 1 and the first motor 2 are linked in parallel, and the linkage power is output through the first gear transmission path of the first intermediate shaft mechanism 100. At this time, the second motor 3 can selectively link with the main gearbox output shaft 60 through the fourth gear pair and the fifth gear pair of the second intermediate shaft mechanism 200 to provide two-speed parallel assistance or disengage and stop.

[0081] In the second parallel operation condition, the first shift mechanism 5 closes to the right, engaging the first input shaft 10 with the third output gear 12. The third shift mechanism 7 can selectively engage the main gearbox output shaft 60 with the fourth output gear 62 or the fifth output gear 63. The engine 1 and the second motor 3 are connected in parallel and linked. The linkage power is output through the two-speed transmission path of the second intermediate shaft mechanism 200. In addition, the first motor 2 can provide a first-speed parallel assistance or disengage and stop through the first intermediate shaft mechanism 100 on the main gearbox output shaft 60.

[0082] In the third parallel operation condition, the first shift mechanism 5 is in neutral, and the second shift mechanism 6 closes to the left, directly connecting the main gearbox output shaft 60 with the first input shaft 10. The power input of the engine 1 is directly and efficiently transmitted to the main gearbox output shaft 60. At this time, the first motor 2 is disengaged and stops. The second motor 3 can selectively provide parallel assistance or disengage and stop on the main gearbox output shaft 60 through the two-speed transmission path of the second intermediate shaft mechanism 200.

[0083] In the fourth parallel operation condition, the first shift mechanism 5 closes to the right to connect the first input shaft 10 and the third output gear 12, the second shift mechanism 6 closes to the left to directly connect the main gearbox output shaft 60 and the first input shaft 10, the third shift mechanism 7 is in neutral, the second motor 3 and the engine 1 are linked in parallel on the first input shaft 10 and output directly through the main gearbox output shaft 60, at this time the first motor 2 is disengaged and stops.

[0084] In some alternative embodiments: see Figure 2 As shown in the figure, this application embodiment provides a hybrid power transmission system. The fifth gear pair of the hybrid power transmission system further includes a reverse idler gear 53R meshing between the fifth input gear 53 and the fifth output gear 63. The reverse idler gear 53R meshes with both the fifth input gear 53 and the fifth output gear 63, and the input power of the engine 1 can be driven by a mechanical reverse gear through the second intermediate shaft mechanism 200.

[0085] Under certain specific operating conditions, the onboard power battery may be insufficient to meet the continuous pure electric reverse drive requirements of a single or dual motor, while engine 1 can instead provide continuous reverse drive. Under this reverse gear drive, the second motor 3 can also simultaneously provide parallel reverse assist to engine 1. The first motor 2 can also independently provide parallel reverse assist to engine 1 via the first intermediate shaft mechanism 100. For example... Figure 2 In this embodiment, engine 1 has three forward gears and one reverse gear.

[0086] In some alternative embodiments: see Figure 3 As shown, this application embodiment provides a hybrid powertrain system, wherein the first intermediate shaft mechanism 100 of the hybrid powertrain system is different from... Figure 1 and Figure 2The first intermediate shaft mechanism 100 of the embodiment shown. In this embodiment, the first output gear 11 of the first intermediate shaft mechanism 100 is fixedly sleeved on the first input shaft 10, and the first shifting mechanism 5 can selectively link the first input shaft 10 and the third output gear 12.

[0087] Engine 1 is linked to the first motor 2 via clutch 4. The power input of engine 1 can still achieve four gear outputs through three mechanical paths. However, this embodiment only provides a series drive mode, that is, engine 1 and first motor 2 are linked in series to generate electricity, and second motor 3 provides two gears of pure electric drive through the second intermediate shaft mechanism 200. In addition, in the pure electric drive mode, first motor 2 and second motor 3 can still provide joint drive when clutch 4 is disengaged.

[0088] In some alternative embodiments: see Figure 4 As shown, this application embodiment provides a hybrid powertrain system, which in... Figure 3 Based on the illustrated embodiment, a reverse idler gear 53R is added, meshing between the fifth input gear 53 and the fifth output gear 63. The reverse idler gear 53R meshes with both the fifth input gear 53 and the fifth output gear 63 simultaneously, and the input power of the engine 1 can be provided with a mechanical reverse gear drive through the second intermediate shaft mechanism 200, thereby providing reverse drive for the engine 1.

[0089] In some alternative embodiments: see Figure 5 As shown, this application embodiment provides a hybrid power transmission system, which further includes a rear auxiliary gearbox mechanism 300 that is connected to the main gearbox output shaft 60. The rear auxiliary gearbox mechanism 300 includes a rear auxiliary gearbox output shaft 80 coaxial with the main gearbox output shaft 60 and a third intermediate shaft 70 arranged parallel to the rear auxiliary gearbox output shaft 80.

[0090] The sixth gear pair is connected between the main gearbox output shaft 60 and the third intermediate shaft 70; the seventh gear pair is loosely fitted on the rear auxiliary gearbox output shaft 80 and connected to the third intermediate shaft 70; and the fourth shifting mechanism 8 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.

[0091] Specifically, the sixth gear pair includes a sixth input gear 64 and a sixth output gear 71 that mesh with each other. The sixth input gear 64 is fixed on the main gearbox output shaft 60, and the sixth output gear 71 is fixed on the third intermediate shaft 70. The outer diameter of the sixth input gear 64 is smaller than the outer diameter of the sixth output gear 71.

[0092] The seventh gear pair includes a seventh input gear 72 and a seventh output gear 81 that mesh with each other. The seventh input gear 72 is fixed on the third 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 72 is smaller than the outer diameter of the seventh output gear 81.

[0093] Two or more sets of third intermediate shafts 70, two or more sets of sixth output gears 71, and two or more sets of seventh input gears 72 are provided. Two or more sets of third 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 71 are respectively fixed on each third intermediate shaft 70 and symmetrically distributed around the outer periphery of the sixth input gear 64. Two or more sets of seventh input gears 72 are respectively fixed on each third intermediate shaft 70 and symmetrically distributed around the outer periphery of the seventh output gear 81.

[0094] In this embodiment, a rear auxiliary gearbox mechanism 300 is added after the main gearbox output shaft 60. The rear auxiliary gearbox mechanism 300 has the structural feature of two or three sets of third intermediate shafts 70 to improve the load capacity of the rear auxiliary gearbox mechanism 300. A fourth shifting mechanism 8 is disposed on the rear auxiliary gearbox output shaft 80. The fourth shifting mechanism 8 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.

[0095] If the fourth shift mechanism 8 connects the rear auxiliary gearbox output shaft 80 to the seventh output gear 81, the vehicle's engine 1 will be in low-speed fourth gear, suitable for heavy-load, low-speed driving conditions. If the fourth shift mechanism 8 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 fourth gear, suitable for medium-high-speed driving conditions. If the fourth shift mechanism 8 is in neutral, the hybrid powertrain will not have any power output.

[0096] In some alternative embodiments: see Figure 6 As shown in the figure, this application embodiment provides a hybrid power transmission system, which further includes a rear auxiliary gearbox mechanism 300 that is drivenly connected to the main gearbox output shaft 60. The rear auxiliary gearbox mechanism 300 includes a planetary gear mechanism composed of a sun gear 91, a planet carrier 92, and a ring gear 93. The sun gear 91 is connected to the main gearbox output shaft 60, and the planet carrier 92 is connected to the rear auxiliary gearbox output shaft 80, which is coaxial with the main gearbox output shaft 60.

[0097] The gear ring 93 is connected to a gear ring connecting shaft 94 that is loosely fitted on the rear auxiliary box output shaft 80. The gear ring connecting shaft 94 is circumferentially fixed with a fourth shifting mechanism 8 that engages or disengages the rear auxiliary box output shaft 80 and the rear auxiliary box housing.

[0098] The rear auxiliary gearbox mechanism 300 in this embodiment adopts a planetary gear mechanism. The fourth shift mechanism 8 can selectively connect the gear ring 93 to the rear auxiliary gearbox housing or to the rear auxiliary gearbox output shaft 80. If the fourth shift mechanism 8 connects the gear ring 93 to the rear auxiliary gearbox housing, the vehicle's engine 1 will be in low-speed fourth gear transmission, suitable for heavy-load low-speed driving conditions. If the fourth shift mechanism 8 connects the gear ring 93 to the rear auxiliary gearbox output shaft 80, the vehicle's engine 1 will be in medium-high-speed fourth gear transmission, suitable for medium-high-speed driving conditions. If the fourth shift mechanism 8 is in neutral, the dual-motor hybrid power transmission system will have no power output.

[0099] Figure 5 and Figure 6 The hybrid powertrain shown, by adding a rear auxiliary gearbox mechanism 300, doubles the number of gears in the transmission system, making it suitable for heavy-duty commercial vehicles with heavy-load and overload requirements. Furthermore, under the combined control of the four shifting mechanisms, engine 1 can output at eight mechanical transmission gears, the first motor 2 has four mechanical transmission gears, and the second motor 3 can output at six mechanical transmission gears. Engine 1 can share the gear-linked output of the first motor 2 and the second motor 3, or it can operate in different gears in conjunction or independently. This provides heavy-duty vehicles with multiple driving modes, including single / dual-motor pure electric drive, series hybrid, and parallel hybrid, improving fuel economy and power performance, and providing a smooth driving experience with uninterrupted gear shifting and superior traction performance.

[0100] A second aspect of this application provides a vehicle including the hybrid powertrain system described in any of the above embodiments.

[0101] 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.

[0102] 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.

[0103] 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 powertrain system, characterized in that, include: The hybrid power unit includes a first input shaft (10), an engine (1) connected to the first input shaft (10) via a clutch (4), a first motor (2) and a second motor (3) biased on both sides of the first input shaft (10). The main housing mechanism includes a main housing output shaft (60) coaxially arranged with the first input shaft (10), a first intermediate shaft mechanism (100) drivingly connected between the first motor (2) and the first input shaft (10) and the main housing output shaft (60), and a second intermediate shaft mechanism (200) drivingly connected between the second motor (3) and the first input shaft (10) and the main housing output shaft (60). In addition, a first shifting mechanism (5) connected to the first input shaft (10) for engaging or disengaging the first intermediate shaft mechanism (100) and the second intermediate shaft mechanism (200), a second shifting mechanism (6) connected to the main output shaft (60) for engaging or disengaging the first input shaft (10) and the first intermediate shaft mechanism (100), and a third shifting mechanism (7) connected to the main output shaft (60) for engaging or disengaging the second intermediate shaft mechanism (200).

2. The hybrid powertrain system as described in claim 1, characterized in that: The first intermediate shaft mechanism (100) includes a second input shaft (20) connected to the first motor (2) and a first intermediate shaft (40) located between the second input shaft (20) and the first input shaft (10) and parallel to each other. A first gear pair located at one end of the first intermediate shaft (40) and drivingly connected between the first input shaft (10) and the second input shaft (20), and a second gear pair located at the other end of the first intermediate shaft (40) and drivingly connected between the first intermediate shaft (40) and the main output shaft (60).

3. A hybrid powertrain system as described in claim 2, characterized in that: The first gear pair includes a first output gear (11) that is loosely fitted or fixed on the first input shaft (10), a first bias gear (21) that is fixed on the second input shaft (20), and a first input gear (41) that is fixed on the first intermediate shaft (40) and meshed between the first output gear (11) and the first bias gear (21). The second gear pair includes a second output gear (61) loosely fitted on the main gearbox output shaft (60), and a second input gear (42) fixed on the first intermediate shaft (40) and meshing with the second output gear (61).

4. A hybrid powertrain system as described in claim 1, characterized in that: The second intermediate shaft mechanism (200) includes a third input shaft (30) connected to the second motor (3) and a second intermediate shaft (50) located between the third input shaft (30) and the first input shaft (10) and parallel to each other. A third gear pair located at one end of the second intermediate shaft (50) and drivingly connected between the first input shaft (10) and the third input shaft (30), and a fourth gear pair and a fifth gear pair located at the other end of the second intermediate shaft (50) and drivingly connected between the second intermediate shaft (50) and the main output shaft (60).

5. A hybrid powertrain system as described in claim 4, characterized in that: The third gear pair includes a third output gear (12) loosely fitted on the first input shaft (10), a second bias gear (31) fixed on the third input shaft (30), and a third input gear (51) fixed on the second intermediate shaft (50) and meshing between the third output gear (12) and the second bias gear (31). The fourth gear pair includes a fourth output gear (62) loosely fitted on the main output shaft (60) and a fourth input gear (52) fixed on the second intermediate shaft (50) and meshing with the fourth output gear (62). The fifth gear pair includes a fifth output gear (63) loosely fitted on the main gearbox output shaft (60), a fifth input gear (53) fixed on the second intermediate shaft (50) and meshing with the fifth output gear (63), and the third shifting mechanism (7) circumferentially fixed on the main gearbox output shaft (60) to engage or disengage the fourth output gear (62) and the fifth output gear (63).

6. A hybrid powertrain system as described in claim 5, characterized in that: The fifth gear pair also includes a reverse idler gear (53R) meshing between the fifth input gear (53) and the fifth output gear (63).

7. A hybrid powertrain system as described in any one of claims 1 to 6, characterized in that: It also includes a rear auxiliary box mechanism (300) that is connected to the main box output shaft (60) for transmission. The rear auxiliary box mechanism (300) includes a rear auxiliary box output shaft (80) that is coaxial with the main box output shaft (60) and a third 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 third intermediate shaft (70), a seventh gear pair is loosely fitted on the rear auxiliary gearbox output shaft (80) and connected to the third intermediate shaft (70), and a fourth shifting mechanism (8) 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.

8. A hybrid powertrain system as described in claim 7, characterized in that: The sixth gear pair includes a sixth input gear (64) and a sixth output gear (71) that mesh with each other. The sixth input gear (64) is fixed on the main output shaft (60), and the sixth output gear (71) is fixed on the third intermediate shaft (70). The outer diameter of the sixth input gear (64) is smaller than the outer diameter of the sixth output gear (71). The seventh gear pair includes a seventh input gear (72) and a seventh output gear (81) that mesh with each other. The seventh input gear (72) is fixed on the third 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 (72) is smaller than the outer diameter of the seventh output gear (81).

9. A hybrid powertrain system as described in any one of claims 1 to 6, characterized in that: It also includes a rear auxiliary gearbox mechanism (300) that is connected to the main gearbox output shaft (60) for transmission. The rear auxiliary gearbox mechanism (300) includes a planetary gear mechanism consisting of a sun gear (91), a planet carrier (92) and a gear ring (93). The sun gear (91) is connected to the main gearbox output shaft (60), and the planet carrier (92) is connected to a rear auxiliary gearbox output shaft (80) that is coaxial with the main gearbox output shaft (60). The gear ring (93) is connected to a gear ring connecting shaft (94) that is loosely fitted on the rear auxiliary box output shaft (80). The gear ring connecting shaft (94) is circumferentially fixed with a fourth shifting mechanism (8) that engages or disengages the rear auxiliary box output shaft (80) and the rear auxiliary box housing.

10. A vehicle, characterized in that, Includes the hybrid powertrain system as described in any one of claims 1 to 9.

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