A front-drive three-gear hybrid power transmission system and vehicle

Abstract

The application relates to a front-drive three-gear hybrid transmission system and a vehicle, which comprises an electronic continuously variable transmission, a three-gear gear coupling mechanism and a vehicle. The electronic continuously variable transmission comprises a planetary gear mechanism composed of a sun gear, a planet carrier and a ring gear, and an engine in transmission connection with the planet carrier, a front-drive motor in transmission connection with the sun gear and a ring gear intermediate shaft in transmission connection with the ring gear. The three-gear gear coupling mechanism comprises an intermediate transmission shaft arranged in parallel with the ring gear intermediate shaft, a first gear pair and a second gear pair which are sleeved on the intermediate transmission shaft and in transmission connection with the ring gear intermediate shaft, and a first gear shifting mechanism for combining or separating the first gear pair and the second gear pair. The three-gear gear coupling mechanism also comprises a third gear which is sleeved on the intermediate transmission shaft and in transmission connection with the ring gear, and a second gear shifting mechanism for combining or separating the intermediate transmission shaft and a transmission case. The application matches only one multifunctional front-drive motor which can realize pure electric driving, power split and series power generation, so that the total cost of the transmission assembly of the vehicle is effectively reduced.

Description

Technical Field

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

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

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

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

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

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

[0007] The three-speed gear coupling mechanism includes an intermediate transmission shaft that is parallel to the central shaft of the gear ring, a first gear pair and a second gear pair that are loosely fitted on the intermediate transmission shaft and are connected to the central shaft of the gear ring, and a first shifting mechanism that is circumferentially fixed on the intermediate transmission shaft for engaging or disengaging the first gear pair and the second gear pair.

[0008] In addition, a third gear, which is loosely fitted on the intermediate drive shaft and meshes with the gear ring, is circumferentially loosely fitted on the intermediate drive shaft and connected to the third gear, serving as a second shifting mechanism for engaging or disengaging the intermediate drive shaft and the gearbox housing.

[0009] In some embodiments: the engine is directly connected to the planetary carrier via a first input shaft, the front drive motor is connected to the sun gear via a second input shaft, the second input shaft is coaxially arranged with the first input shaft and spaced at one end of the first input shaft, and the rotating shaft of the gear ring is loosely fitted around the outer periphery of the second input shaft.

[0010] In some embodiments: the front drive motor is coaxially connected to the second input shaft, or the front drive motor is biasedly connected to the second input shaft through a bias gear coupling mechanism, the bias gear coupling mechanism including an active bias gear connected to the front drive motor;

[0011] A driven bias gear connected to the second input shaft meshes with a bias idler gear between the driving bias gear and the driven bias gear, and the front drive motor is radially located on one side of the planetary gear mechanism.

[0012] In some embodiments: a damping locking device is connected to the first input shaft, the damping locking device being a bidirectional or unidirectional locking mechanism, the damping locking device being used to bidirectionally or unidirectionally lock the rotation of the first input shaft.

[0013] In some embodiments: the first gear pair includes a first intermediate driving gear and a first intermediate driven gear that mesh with each other, the first intermediate driving gear is fixedly connected to the intermediate shaft of the gear ring, and the first intermediate driven gear is loosely fitted on the intermediate transmission shaft;

[0014] The second gear pair includes a second intermediate driving gear and a second intermediate driven gear that mesh with each other. The second intermediate driving gear is fixedly connected to the intermediate shaft of the gear ring, and the second intermediate driven gear is loosely fitted on the intermediate transmission shaft.

[0015] The first shifting mechanism is located between the first intermediate driven gear and the second intermediate driven gear to engage or disengage the first intermediate driven gear and the second intermediate driven gear.

[0016] In some embodiments: the outer periphery of the gear ring is provided with external teeth that mesh with the third gear, the second shifting mechanism is loosely fitted on the intermediate drive shaft and coaxially fixedly connected to the third gear, and the second shifting mechanism is used to engage or disengage the third gear from the intermediate drive shaft or the gearbox housing.

[0017] In some embodiments, the system further includes a reduction gear mechanism, which includes an output shaft arranged parallel to the intermediate drive shaft, a driving reduction gear fixed on the intermediate drive shaft, and a driven reduction gear fixed on the output shaft or the differential. The diameter of the driving reduction gear is smaller than the diameter of the driven reduction gear, and they are meshed together.

[0018] In some embodiments: the first gear pair, the second gear pair and the first shifting mechanism are all located at one end of the intermediate drive shaft, the third gear and the second shifting mechanism are all located at the other end of the intermediate drive shaft, and the active reduction gear is fixed at the middle position of the intermediate drive shaft.

[0019] In some embodiments: the speed ratio of the first gear pair is greater than the speed ratio of the second gear pair, and the speed ratio of the second gear pair is greater than the speed ratio of the gear ring and the third gear meshing transmission.

[0020] A second aspect of this application provides a vehicle comprising a front-wheel drive three-speed hybrid powertrain as described in any of the above embodiments, and a rear-wheel drive electric axle, the rear-wheel drive electric axle comprising a rear-wheel gearbox and a rear-wheel drive motor for driving the rear-wheel gearbox.

[0021] The beneficial effects of the technical solution provided in this application include:

[0022] This application provides a front-wheel drive three-speed hybrid powertrain system and vehicle. The front-wheel drive three-speed hybrid powertrain system of this application is equipped with an electronic continuously variable transmission (CVT), which includes a planetary gear mechanism consisting of a sun gear, a planetary carrier, and a ring gear; an engine driven by the planetary carrier; a front-wheel drive motor driven by the sun gear; and a ring gear drive shaft connected to the ring gear. A three-speed gear coupling mechanism includes an intermediate drive shaft parallel to the ring gear drive shaft; a first gear pair and a second gear pair loosely fitted on the intermediate drive shaft and driven by the ring gear drive shaft; a first shifting mechanism circumferentially fixed on the intermediate drive shaft for engaging or disengaging the first and second gear pairs; and a third gear loosely fitted on the intermediate drive shaft and meshing with the ring gear; and a second shifting mechanism circumferentially loosely fitted on the intermediate drive shaft and connected to the third gear for engaging or disengaging the intermediate drive shaft and the gearbox housing.

[0023] Therefore, the front-wheel-drive three-speed hybrid powertrain of this application can provide front-wheel-drive three-speed power-split drive, front-wheel-drive motor three-speed pure electric drive, and front-wheel-drive disengagement series power generation function. It can be combined with the rear-wheel-drive electric drive axle for single-speed or two-speed pure electric drive, thereby achieving four-wheel-drive or independent rear-wheel-drive or front-wheel-drive capability in a four-wheel-drive hybrid vehicle. The front-wheel-drive three-speed hybrid powertrain only matches one multi-functional front-wheel-drive motor that can simultaneously realize pure electric drive, power split, and series power generation, thereby effectively reducing the cost of the vehicle's transmission assembly.

[0024] Furthermore, the mechanically split power from the engine input, after being split by the front-drive motor, or the input power from the front-drive motor, achieves three-speed drive functionality for either the engine or the front-drive motor via a three-speed gear coupling mechanism. Simultaneously, in power-split mode, it can continuously provide some or all of the power supply to the rear-drive motor and can also replenish the vehicle's battery. When the vehicle's battery is fully charged, the front-drive and rear-drive motors can participate in drive simultaneously or independently. During vehicle braking, the front-drive and rear-drive motors can simultaneously participate in regenerative braking. The regenerative braking function of the front-drive motor effectively improves braking energy recovery efficiency and thus significantly improves the vehicle's fuel economy.

[0025] This front-wheel-drive three-speed hybrid powertrain can replace the traditional AT transmission based on the hydraulic torque converter structure. It eliminates the complex and inefficient hydraulic torque converter and multi-plate clutch shifting mechanism of the traditional AT transmission, and can efficiently realize multiple driving modes such as pure electric, series hybrid, power split series-parallel hybrid and engine direct drive. When it is connected to the rear-wheel-drive electric axle, it can realize smooth shifting between the engine and the front-wheel-drive motor without power interruption, thus improving the driving comfort of the vehicle. Attached Figure Description

[0026] 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.

[0027] Figure 1 A schematic diagram of the structure of the front-drive multi-speed hybrid powertrain provided in the first embodiment of this application;

[0028] Figure 2 A schematic diagram of the front-drive multi-speed hybrid powertrain provided in the second embodiment of this application;

[0029] Figure 3 This is a schematic diagram of the front-drive multi-speed hybrid powertrain provided in the third embodiment of this application;

[0030] Figure 4 This is a schematic diagram of the structure of the front-drive multi-speed hybrid powertrain provided in the fourth embodiment of this application.

[0031] 1. Engine; 2. Front drive motor; 3. Damping lock-up device; 4. Planetary gear mechanism; 4S. Sun gear; 4C. Planetary carrier; 4R. Ring gear; 5. First shift mechanism; 6. Second shift mechanism; 7. Differential; 10. First input shaft; 20. Second input shaft; 30. Ring gear intermediate shaft; 21. Driven bias gear; 22. Bias idler gear; 23. Driven bias gear; 30. Ring gear intermediate shaft; 31. First intermediate drive gear; 32. Second intermediate drive gear; 40. Intermediate drive shaft; 41. First intermediate driven gear; 42. Second intermediate driven gear; 43. Third gear; 50. Output shaft; 51. Driven reduction gear; 52. Driven reduction gear. Detailed Implementation

[0032] 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.

[0033] This application provides a front-wheel drive three-speed hybrid powertrain system and vehicle, which can solve the problem that e-CVT vehicles in related technologies require three motor systems, resulting in high system costs.

[0034] See Figures 1 to 4 As shown, the first aspect of this application provides a front-wheel drive three-speed hybrid powertrain system, including:

[0035] The electronic continuously variable transmission (E-CVT) includes a planetary gear mechanism 4 consisting of a sun gear 4S, a planet carrier 4C, and a ring gear 4R. Multiple planetary gears mesh between the sun gear 4S and the ring gear 4R and are rotatably connected to the planet carrier 4C. It also includes an engine 1, which is driven by the planet carrier 4C via a clutch lock-up mechanism 3; a front-drive motor 2, which is driven by the sun gear 4S; and a ring gear shaft 30, which is connected to the ring gear 4R.

[0036] Engine 1 and front drive motor 2 can selectively drive each other, in series, or in pure electric mode using planetary gear mechanism 4. The gear ring central shaft 30 is connected to the output end of gear ring 4R. When gear ring central shaft 30 is in gear, front drive motor 2 can control the mechanical input power of engine 1 through closed-loop speed control. Part of the power of engine 1 is converted into electrical energy by front drive motor 2 through electromechanical conversion, and the remaining mechanically diverted power is transmitted through the mechanical transmission path of gear ring central shaft 30.

[0037] The front-drive motor 2 can function as both a speed-regulating motor and a generator. It adjusts its own speed according to the vehicle's driving needs, thereby changing the speed of the sun gear 4S and ultimately controlling the speed of the planetary carrier 4C, achieving continuously variable transmission (CVT) for the engine 1. Alternatively, the front-drive motor 2 can be engaged when the ring gear 4R is locked and the central shaft 30 is disengaged, allowing the engine 1 to drive the front-drive motor 2 via the series linkage of the planetary gear mechanism 4 to generate electricity. The front-drive motor 2 then charges the battery to replenish its electrical energy.

[0038] The three-speed gear coupling mechanism includes an intermediate transmission shaft 40 arranged parallel to the gear ring central shaft 30, a first gear pair and a second gear pair loosely fitted on the intermediate transmission shaft 40 and connected to the gear ring central shaft 30, and a first shifting mechanism 5 circumferentially fixed on the intermediate transmission shaft 40 for engaging or disengaging the first gear pair and the second gear pair.

[0039] Additionally, a third gear 43, loosely fitted on the intermediate drive shaft 40 and meshing with the gear ring 4R, and a second shifting mechanism 6, circumferentially loosely fitted on the intermediate drive shaft 40 and connected to the third gear 43, are used to engage or disengage the intermediate drive shaft 40 and the gearbox housing. The first shifting mechanism 5 and the second shifting mechanism 6 control one of the first gear pair, the second gear pair, and the third gear 43 to selectively engage with the intermediate drive shaft 40, thereby achieving three-gear power output.

[0040] The front-wheel drive three-speed hybrid powertrain system of this application embodiment provides front-wheel drive three-speed power split drive, front-wheel drive motor three-speed pure electric drive, and front-wheel drive disengagement series power generation function. It can be combined with the rear-wheel drive electric axle for single-speed or two-speed pure electric drive, thereby achieving four-wheel drive or independent rear-wheel drive or front-wheel drive capability of a four-wheel drive hybrid vehicle. The front-wheel drive three-speed hybrid powertrain system is matched with only one multi-functional front-wheel drive motor 2 that can simultaneously realize pure electric drive, power split and series power generation, thereby effectively reducing the cost of the vehicle's transmission assembly.

[0041] Furthermore, the mechanically split power from engine 1 via front-drive motor 2, or the power input from front-drive motor 2 via a three-speed gear coupling mechanism, enables the three-speed drive function of engine 1 or front-drive motor 2. Simultaneously, in power-split mode, it can continuously provide part or all of the power supply to the rear-drive motor and replenish the vehicle's battery. When the vehicle's battery is fully charged, front-drive motor 2 and rear-drive motor can participate in driving simultaneously or independently. During vehicle braking, front-drive motor 2 and rear-drive motor can simultaneously participate in regenerative braking. The regenerative braking function of front-drive motor 2 effectively improves braking energy recovery efficiency and thus improves the vehicle's fuel economy.

[0042] This front-wheel-drive three-speed hybrid powertrain can replace the traditional AT transmission based on the hydraulic torque converter structure. It eliminates the complex and inefficient hydraulic torque converter and multi-plate clutch shifting mechanism of the traditional AT transmission, and can efficiently realize multiple driving modes such as pure electric, series hybrid, power split series-parallel hybrid and engine direct drive. When it is connected to the rear-wheel-drive electric axle, it can realize smooth shifting between the engine and the front-wheel-drive motor without power interruption, thus improving the driving comfort of the vehicle.

[0043] In some alternative embodiments: see Figures 1 to 4 As shown, this application embodiment provides a front-drive three-speed hybrid power transmission system. The engine 1 of the front-drive three-speed hybrid power transmission system is directly connected to the planetary carrier 4C through the first input shaft 10, and the front-drive motor 2 is connected to the sun gear 4S through the second input shaft 20. The second input shaft 20 is coaxially arranged with the first input shaft 10 and is spaced at one end of the first input shaft 10. The gear ring rotating shaft 30 is loosely fitted on the outer periphery of the second input shaft 20.

[0044] In this embodiment, the first input shaft 10, planetary gear mechanism 4, second input shaft 20, and gear ring intermediate shaft 30 are arranged along the same axis. The second input shaft 20 is connected to the sun gear 4S, and the front drive motor 2 is directly connected to the second input shaft 20 or offset coupled to it. This makes the electronic continuously variable transmission (CVT) more compact, easier to assemble, and the power transmission route more reliable.

[0045] In some alternative embodiments: see Figure 3 and Figure 4 As shown, this application embodiment provides a front-wheel drive three-speed hybrid powertrain system, in which the front drive motor 2 and the second input shaft 20 are coaxially connected. This increases the mechanical axial length of the front-wheel drive three-speed hybrid powertrain system, requiring more lateral space in the vehicle's front compartment, but simplifies the transmission assembly structure and improves the driving efficiency of the front drive motor 2.

[0046] The first input shaft 10, the second input shaft 20, the planetary gear mechanism 4, and the gear ring intermediate shaft 30 are arranged along the same axial direction. The two ends of the first input shaft 10 are connected to the engine 1 and the planetary carrier 4C, respectively. The second input shaft 20 is connected to the sun gear 4S. The gear ring intermediate shaft 30 is a hollow shaft that is loosely fitted onto the second input shaft 20. The front drive motor 2 is linked to the sun gear 4S through the second input shaft 20 and splits the input power of the engine 1. The mechanical linkage power is transmitted through the mechanical transmission path of the gear ring intermediate shaft 30 connected to the gear ring 4R.

[0047] In some alternative embodiments: see Figure 1 and Figure 2As shown, this application embodiment provides a front-drive three-speed hybrid powertrain system. The front-drive motor 2 of this system is biasedly connected to the second input shaft 20 via a bias gear coupling mechanism. The bias gear coupling mechanism includes a driving bias gear 23 connected to the front-drive motor 2, a driven bias gear 21 connected to the second input shaft 20, and a bias idler gear 22 meshing between the driving bias gear 23 and the driven bias gear 21. The front-drive motor 2 is radially located on one side of the planetary gear mechanism 4.

[0048] In this embodiment, the front-drive motor 2 is biasedly connected to the second input shaft 20 via a two-stage bias gear coupling mechanism consisting of an active bias gear 23, a bias idler gear 22, and a driven bias gear 21 meshing with each other. This allows the front-drive motor 2 to be arranged parallel to one side of the planetary gear mechanism 4, which significantly reduces the axial width of the front-drive three-speed hybrid powertrain and facilitates the mechanical mounting arrangement in the vehicle's front compartment.

[0049] In some alternative embodiments: see Figures 1 to 4 As shown, this application embodiment provides a front-drive three-speed hybrid power transmission system. A damping locking device 3 is connected to the first input shaft 10 of the front-drive three-speed hybrid power transmission system. The damping locking device 3 is a bidirectional or unidirectional locking mechanism, and the damping locking device 3 is used to bidirectionally or unidirectionally lock the rotation of the first input shaft 10.

[0050] like Figure 1 and Figure 3 As shown, when the damping locking device 3 is a bidirectional locking mechanism and the first input shaft 10 is fixed, the power input of the engine 1 is prohibited. The power input of the front drive motor 2 is transmitted through the fixed speed ratio formed by the sun gear 4S and the gear ring 4R. The gear ring rotating shaft 30 or the gear ring 4R is linked with the three-speed gear coupling mechanism, which can selectively realize the forward and reverse pure electric drive of the three mechanical gears of the front drive motor 2.

[0051] like Figure 2 and Figure 4 As shown, when the damping locking device 3 is a one-way locking mechanism and controls the first input shaft 10 to rotate in one direction, the damping locking device 3 only locks the reverse motion of the engine 1, and the front drive motor 2 only participates in the front drive pure electric drive of the forward gear.

[0052] Specifically, when the damping locking device 3 is a bidirectional locking mechanism and is in the closed state, the first input shaft 10, planetary carrier 4C and engine 1 will be locked and fixed, thereby prohibiting the power input of engine 1. The power input of front drive motor 2 is transmitted through the fixed speed ratio formed by sun gear 4S and gear ring 4R. The gear ring rotating shaft 30 or gear ring 4R is linked with the three-speed gear coupling mechanism, which can selectively realize the forward and reverse pure electric drive of the three mechanical gears of front drive motor 2.

[0053] When the damping lock device 3 is in the open state, the front drive motor 2 and the engine 1 input power can be selectively coupled or linked in series via the planetary gear mechanism 4. In the power-split linkage mode, the front drive motor 2 splits the power input to the engine 1. A portion of the power input to the engine 1 is electromechanically converted into electrical energy by the front drive motor 2, while the other portion of the mechanically split power input to the engine 1 is directly coupled to the three-speed gear coupling mechanism through the gear ring rotating shaft 30 or the gear ring 4R, thereby selectively realizing the forward drive of the three mechanical gears of the mechanically split power of the engine 1.

[0054] Furthermore, in the series linkage mode, the second shifting mechanism 6 of the three-speed gear coupling mechanism can selectively lock the gear ring 4R to a fixed position. The front drive motor 2 and the engine 1 are linked in series through a fixed speed ratio from the sun gear 4S to the planetary carrier 4C. The front drive motor 2 converts the mechanical input power of the engine 1 into electrical energy, thereby realizing series linkage power generation. In the series linkage mode, the front drive three-speed hybrid power transmission system will not provide driving function for the hybrid vehicle, but only provide series power supplementation function. The driving function of the vehicle is provided by the rear drive electric drive axle.

[0055] Based on the above description, as follows Figure 1 The front-drive three-speed hybrid powertrain system of the embodiment shown has three position control states: left closed, middle neutral, and right closed. Under the combined control of the first shift mechanism 5 and the second shift mechanism 6, the mechanical forward gears of the engine 1 can be driven by the mechanical power of the engine 1, or the forward or reverse pure electric drive of the front-drive motor 2 can be achieved by the three mechanical gears of the front-drive motor 2.

[0056] Furthermore, engine 1 and front-drive motor 2 can be connected in series to generate electricity, charging the vehicle's onboard power battery and providing driving power to the rear-drive electric axle motor. Under the electric drive of the rear-drive electric axle, shifting power compensation can be achieved for engine 1 and / or front-drive motor 2 in the front-drive three-speed hybrid transmission system, enabling uninterrupted gear shifting and improving driving comfort.

[0057] In some alternative embodiments: see Figures 1 to 4 As shown, this application embodiment provides a front-wheel drive three-speed hybrid power transmission system. The first gear pair of the front-wheel drive three-speed hybrid power transmission system includes a first intermediate drive gear 31 and a first driven gear 41 that are meshed with each other. The first drive gear 31 is fixedly connected to the gear ring intermediate shaft 30, and the first driven gear 41 is loosely fitted on the intermediate transmission shaft 40.

[0058] The second gear pair includes a second intermediate driving gear 32 and a second intermediate driven gear 42 that are meshed with each other. The second intermediate driving gear 32 is fixedly connected to the intermediate shaft 30 of the gear ring, and the second intermediate driven gear 42 is loosely fitted on the intermediate transmission shaft 40. The first shifting mechanism 5 is located between the first intermediate driven gear 41 and the second intermediate driven gear 42 to engage or disengage the first intermediate driven gear 41 and the second intermediate driven gear 42.

[0059] The outer circumference of the gear ring 4R is provided with external teeth that mesh with the third gear 43. The second shifting mechanism 6 is loosely fitted on the intermediate drive shaft 40 and coaxially fixedly connected to the third gear 43. The second shifting mechanism 6 is used to engage or disengage the third gear 43 from the intermediate drive shaft 40 or the gearbox housing. The speed ratio of the first gear pair is greater than the speed ratio of the second gear pair, and the speed ratio of the second gear pair is greater than the speed ratio of the gear ring 4R meshing with the third gear 43.

[0060] In some alternative embodiments: see Figures 1 to 4 As shown, this application embodiment provides a front-wheel drive three-speed hybrid power transmission system. The front-wheel drive three-speed hybrid power transmission system further includes a reduction gear mechanism. The reduction gear mechanism includes an output shaft 50 arranged parallel to the intermediate drive shaft 40, a driving reduction gear 52 fixed on the intermediate drive shaft 40, and a driven reduction gear 51 fixed on the output shaft 50 or the differential 7. The diameter of the driving reduction gear 52 is smaller than the diameter of the driven reduction gear 51 and they are meshed with each other.

[0061] The first gear pair, the second gear pair, and the first shifting mechanism 5 are all located at one end of the intermediate drive shaft 40, while the third gear 43 and the second shifting mechanism 6 are both located at the other end of the intermediate drive shaft 40. The active reduction gear 52 is fixed in the middle position of the intermediate drive shaft 40, so that the distance between the active reduction gear 52 and the second shifting mechanism 6 and the first shifting mechanism 5 are consistent, and the two ends of the intermediate drive shaft 40 are in a balanced state.

[0062] See Figures 1 to 4 As shown, a second aspect of this application provides a vehicle that includes a front-wheel drive three-speed hybrid powertrain as described in any of the above embodiments, and a rear-wheel drive electric axle (not shown in the figure), the rear-wheel drive electric axle including a rear wheel gearbox and a rear-wheel drive motor for driving the rear wheel gearbox.

[0063] The vehicle in this application embodiment is equipped with the front-wheel drive three-speed hybrid powertrain system described in the above embodiment. This front-wheel drive three-speed hybrid powertrain system uses a multi-speed parallel shaft gear mechanism combined with electronically controlled power splitting to achieve the function of a three-speed electric torque converter. It can replace the traditional inefficient and complex hydraulic torque converter and multi-plate clutch combination AT transmission, enabling multiple driving modes such as pure electric drive, series hybrid, and three-speed power splitting series-parallel hybrid. It can effectively improve fuel economy and meet the high traction requirements for starting and low-speed driving, achieving uninterrupted gear shifting. The following describes the compatibility of this application with... Figure 1 The driving mode of the front-wheel drive three-speed hybrid powertrain system in the embodiment shown.

[0064] When the vehicle is in parking charging mode, the on-board power battery has a low charge, the damping lock device 3 is in the open state, the first shift mechanism 5 is in neutral, and the second shift mechanism 6 selectively connects the third gear 43 to the gearbox housing, thereby locking the ring gear 4R in place. In this case, the planetary gear mechanism 4 forms a fixed speed ratio transmission from the sun gear 4S to the planet carrier 4C. The front drive motor 2 is disengaged and connected in series with the engine 1. The front drive motor 2 converts the mechanical input power of the engine 1 into electrical energy through electromechanical conversion, thereby charging the on-board power battery.

[0065] When the vehicle is in front-wheel drive pure electric drive mode, the on-board power battery is fully charged, the damping locking device 3 closes to lock the first input shaft 10 and planetary carrier 4C in place, prohibiting the power input of the engine 1. The front-wheel drive motor 2 has three forward and reverse pure electric drive transmission gears. First, the damping locking device 3 closes, the second shift mechanism 6 is in the neutral position, and the first shift mechanism 5 closes to the right, engaging the intermediate drive shaft 40 with the first intermediate driven gear 41, thus forming the first transmission gear drive of the front-wheel drive motor 2.

[0066] The mechanical transmission path of the first gear is as follows: front drive motor 2 → driving bias gear 23 → bias idler gear 22 → driven bias gear 21 → second input shaft 20 → sun gear 4S → gear ring 4R → gear ring intermediate shaft 30 → first intermediate driving gear 31 → first intermediate driven gear 41 → first shifting mechanism 5 → intermediate transmission shaft 40 → driving reduction gear 52 → driven reduction gear 51 → differential 7 → output shaft 50.

[0067] If the first shifting mechanism 5 closes to the left, it engages the intermediate drive shaft 40 with the second intermediate driven gear 42, thus forming the second transmission gear drive of the front drive motor 2. The mechanical transmission path of the second transmission gear is: front drive motor 2 → driving bias gear 23 → bias idler gear 22 → driven bias gear 21 → second input shaft 20 → sun gear 4S → gear ring 4R → gear ring intermediate shaft 30 → second intermediate driving gear 32 → second driven gear 42 → first shifting mechanism 5 → intermediate drive shaft 40 → driving reduction gear 52 → driven reduction gear 51 → differential 7 → output shaft 50.

[0068] The first shift mechanism 5 is in neutral, and the second shift mechanism 6 closes to the left, engaging the third gear 43 with the intermediate drive shaft 40, thus forming the third transmission gear drive of the front drive motor 2. The mechanical transmission path of the third transmission gear is: front drive motor 2 → driving bias gear 23 → bias idler gear 22 → driven bias gear 21 → second input shaft 20 → sun gear 4S → ring gear 4R → third gear 43 → second shift mechanism 6 → intermediate drive shaft 40 → driving reduction gear 52 → driven reduction gear 51 → differential 7 → output shaft 50.

[0069] When the vehicle is in series hybrid mode and the onboard battery is low on power, the damping lock device 3 opens, the first shift mechanism 5 is in neutral, and the second shift mechanism 6 closes to the right, engaging the third gear 43 with the transmission housing, thus locking the gear ring 4R in place. The front drive motor 2 and the engine 1 are connected in series via a fixed speed ratio formed by the sun gear 4S to the planetary carrier 4C of the planetary gear mechanism 4. The front drive motor 2 converts the mechanical input power of the engine 1 into electrical energy, thereby charging the onboard battery. Some of the electrical energy can be directly supplied to the rear drive motor of the rear drive electric axle. At this time, the front drive three-speed hybrid transmission system does not participate in vehicle driving, and the vehicle is driven purely electrically by the rear drive electric axle.

[0070] When the vehicle is in forward gear power split hybrid mode, the damping lock device 3 is opened, and the front drive motor 2 controls the speed and power split of the power input to the engine 1. A portion of the power input to the engine 1 is converted into electrical energy by the front drive motor 2 through electromechanical conversion. The remaining mechanical power split of the engine 1 is linked with the three-speed gear coupling mechanism through the gear ring central shaft 30 or gear ring 4R, which can selectively realize the three forward gear drive of the mechanical power split of the engine 1.

[0071] First, the damping locking device 3 remains open, the second shifting mechanism 6 is in the neutral position, and the first shifting mechanism 5 closes to engage the intermediate drive shaft 40 with the first intermediate driven gear 41, thus forming the first transmission gear drive for the mechanical power splitting of the engine 1. The mechanical transmission path of the first transmission gear for the mechanical power splitting of the engine 1 is as follows: Engine 1 → First input shaft 10 → Planetary carrier 4C → Ring gear 4R → Ring gear intermediate shaft 30 → First intermediate drive gear 31 → First driven gear 41 → First shifting mechanism 5 → Intermediate drive shaft 40 → Driven reduction gear 52 → Driven reduction gear 51 → Differential 7 → Output shaft 50.

[0072] If the first shift mechanism 5 closes to the left, it engages the intermediate drive shaft 40 with the second intermediate driven gear 42, thus forming the second transmission gear drive for the mechanically split power of the engine 1. The mechanical transmission path of the second transmission gear drive for the mechanically split power of the engine 1 is as follows: Engine 1 → First input shaft 10 → Planetary carrier 4C → Ring gear 4R → Ring gear intermediate shaft 30 → Second intermediate drive gear 32 → Second driven gear 42 → First shift mechanism 5 → Intermediate drive shaft 40 → Driven reduction gear 52 → Driven reduction gear 51 → Differential 7 → Output shaft 50.

[0073] Furthermore, when the first shift mechanism 5 is in neutral, the second shift mechanism 6 closes to the left, engaging the third gear 43 with the intermediate drive shaft 40, thus forming the third gear drive for the mechanical power distribution of the engine 1. The mechanical transmission path for the third gear drive of the mechanical power distribution of the engine 1 is as follows: Engine 1 → First input shaft 10 → Planetary carrier 4C → Ring gear 4R → Third gear 43 → Second shift mechanism 6 → Intermediate drive shaft 40 → Driving reduction gear 52 → Driven reduction gear 51 → Differential 7 → Output shaft 50.

[0074] In the power split hybrid mode, when the front drive motor 1 is near zero speed, it splits the power of the engine 1. The electromechanical split power of the front drive motor 2 is close to zero. If the split torque loss of the front drive motor 2 is ignored, the input power of the engine 1 is almost entirely transmitted through the three-speed gear coupling mechanism. This special case can be regarded as the direct drive mode of the engine 1.

[0075] 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.

[0076] 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.

[0077] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A front-wheel drive three-speed hybrid powertrain system, characterized in that, include: An electronic continuously variable transmission includes a planetary gear mechanism (4) consisting of a sun gear (4S), a planet carrier (4C) and a ring gear (4R), an engine (1) driven by the planet carrier (4C), a front drive motor (2) driven by the sun gear (4S), and a ring gear shaft (30) driven by the ring gear (4R). The three-speed gear coupling mechanism includes an intermediate transmission shaft (40) arranged parallel to the gear ring rotating shaft (30), a first gear pair and a second gear pair loosely fitted on the intermediate transmission shaft (40) and connected to the gear ring rotating shaft (30) in transmission, and a first shifting mechanism (5) circumferentially fixed on the intermediate transmission shaft (40) for engaging or disengaging the first gear pair and the second gear pair. In addition, a third gear (43) is loosely fitted on the intermediate drive shaft (40) and meshes with the gear ring (4R) for transmission. It is circumferentially loosely fitted on the intermediate drive shaft (40) and connected to the third gear (43), and is used to engage or disengage the intermediate drive shaft (40) and the gearbox housing as a second shifting mechanism (6).

2. The front-wheel drive three-speed hybrid powertrain system as described in claim 1, characterized in that... : The engine (1) is directly connected to the planetary carrier (4C) via the first input shaft (10), and the front drive motor (2) is connected to the sun gear (4S) via the second input shaft (20). The second input shaft (20) is coaxially arranged with the first input shaft (10) and spaced at one end of the first input shaft (10). The gear ring rotating shaft (30) is loosely fitted around the outer periphery of the second input shaft (20).

3. The front-wheel drive three-speed hybrid powertrain system as described in claim 2, characterized in that... : The front drive motor (2) is coaxially connected to the second input shaft (20), or the front drive motor (2) is biasedly connected to the second input shaft (20) through an offset gear coupling mechanism, the offset gear coupling mechanism including an active offset gear (23) connected to the front drive motor (2). The driven bias gear (21) connected to the second input shaft (20) meshes with the bias idler gear (22) connected between the driving bias gear (23) and the driven bias gear (21), and the front drive motor (2) is located radially on one side of the planetary gear mechanism (4).

4. A front-wheel drive three-speed hybrid powertrain system as described in claim 2, characterized in that... : A damping locking device (3) is connected to the first input shaft (10). The damping locking device (3) is a bidirectional or unidirectional locking mechanism. The damping locking device (3) is used to lock the first input shaft (10) to rotate bidirectionally or unidirectionally.

5. A front-wheel drive three-speed hybrid powertrain system as described in claim 1, characterized in that... : The first gear pair includes a first intermediate drive gear (31) and a first intermediate driven gear (41) that mesh with each other. The first intermediate drive gear (31) is fixedly connected to the gear ring intermediate shaft (30), and the first intermediate driven gear (41) is loosely fitted on the intermediate transmission shaft (40). The second gear pair includes a second intermediate drive gear (32) and a second intermediate driven gear (42) that mesh with each other. The second intermediate drive gear (32) is fixedly connected to the gear ring intermediate shaft (30), and the second intermediate driven gear (42) is loosely fitted on the intermediate transmission shaft (40). The first shifting mechanism (5) is located between the first intermediate driven gear (41) and the second intermediate driven gear (42) to engage or disengage the first intermediate driven gear (41) and the second intermediate driven gear (42).

6. The front-wheel drive three-speed hybrid powertrain system as described in claim 1, characterized in that... : The outer periphery of the gear ring (4R) is provided with external teeth that mesh with the third gear (43). The second shifting mechanism (6) is loosely fitted on the intermediate drive shaft (40) and coaxially fixedly connected with the third gear (43). The second shifting mechanism (6) is used to engage or disengage the third gear (43) from the intermediate drive shaft (40) or the gearbox housing.

7. A front-wheel drive three-speed hybrid powertrain system as described in claim 1, characterized in that... : It also includes a reduction gear mechanism, which includes an output shaft (50) arranged parallel to the intermediate drive shaft (40), a driving reduction gear (52) fixed on the intermediate drive shaft (40), and a driven reduction gear (51) fixed on the output shaft (50) or the differential (7). The diameter of the driving reduction gear (52) is smaller than the diameter of the driven reduction gear (51) and they are meshed with each other.

8. A front-wheel drive three-speed hybrid powertrain system as described in claim 7, characterized in that... : The first gear pair, the second gear pair and the first shifting mechanism (5) are all located at one end of the intermediate transmission shaft (40), the third gear (43) and the second shifting mechanism (6) are all located at the other end of the intermediate transmission shaft (40), and the active reduction gear (52) is fixed at the middle position of the intermediate transmission shaft (40).

9. A front-wheel drive three-speed hybrid powertrain system as described in claim 1, characterized in that... : The speed ratio of the first gear pair is greater than that of the second gear pair, and the speed ratio of the second gear pair is greater than that of the gear ring (4R) meshing with the third gear (43).

10. A vehicle, characterized in that, The vehicle includes a front-wheel drive three-speed hybrid powertrain as described in any one of claims 1 to 9, and a rear-wheel drive electric axle, the rear-wheel drive electric axle including a rear-wheel gearbox and a rear-wheel drive motor for driving the rear-wheel gearbox.

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