Hybrid drive device and vehicle

Abstract

The application provides a hybrid drive device and a vehicle, and belongs to the technical field of new energy vehicles.The hybrid drive device comprises a box assembly, a first drive motor, a second drive motor and a transmission system; the box assembly is internally provided with a first input shaft; the first drive motor is connected with the first input shaft through a first transmission assembly; a power output end of the first transmission assembly is provided with a second input shaft; a speed reduction brake system is connected on the second input shaft; the second drive motor is rotatably connected on the second input shaft through a second transmission assembly; a power input end of the transmission system is connected with the second input shaft and a power output end of the second transmission assembly respectively, and a power output end of the transmission system extends out of the box assembly; the first input shaft, the second input shaft, the power input end and the power output end of the transmission system are coaxially arranged; the hybrid drive device and the vehicle provided by the application have a reasonable input shaft system structure, high connection strength, high reliability, small space occupation and good flexibility.

Description

Technical Field

[0001] This application belongs to the field of new energy vehicle technology, and more specifically, relates to a hybrid drive device and vehicle. Background Technology

[0002] Hybrid drive systems and vehicles are advanced powertrain systems that typically consist of an engine and two electric motors. One motor drives the vehicle, providing the primary power output, while the other motor can play multiple roles under different operating conditions, such as assisting during start-up and acceleration, recovering braking energy to charge the battery, or working in conjunction with the engine to achieve efficient power distribution. At high speeds or when high power output is required, the engine and electric motors work together to provide strong power, combining high efficiency and high performance, thus enhancing the overall driving experience and energy efficiency of the vehicle.

[0003] In the existing technology, the output power of the engine and motor is often output through fixed meshing gears, and the output torque of the engine and motor is amplified through the transmission system. Since multiple power sources need to be coupled for power output, the input shaft system of the drive system is usually set as a shaft sleeve structure. Due to the strength limitation of the shaft structure itself, the torque amplified by the transmission system is difficult to meet the needs of large torque under specific conditions, and the whole device occupies a large space and has poor flexibility. Utility Model Content

[0004] The purpose of this application is to provide a hybrid drive system and vehicle that addresses the technical problems of existing hybrid drive systems and vehicles, such as unreasonable input shaft structure settings, insufficient strength, impact on the transmission of high torque, large space occupation, and poor flexibility.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows:

[0006] In a first aspect, a hybrid drive device is provided, comprising:

[0007] The housing assembly has a first input shaft inside; one end of the first input shaft extends out of the housing assembly and is connected to the output end of the engine; a clutch system is connected to the first input shaft.

[0008] A first drive motor is located inside the housing assembly and is connected to the first input shaft via a first transmission assembly; the power output end of the first transmission assembly is provided with a second input shaft; a slow braking system is connected to the second input shaft;

[0009] The second drive motor is disposed within the housing assembly at a distance from the first drive motor, and is rotatably connected to the second input shaft via a second transmission assembly; and

[0010] The transmission system is located inside the housing assembly; the power input end of the transmission system is connected to the second input shaft and the power output end of the second transmission component respectively, and the power output end of the transmission system extends out of the housing assembly;

[0011] The first input shaft and the second input shaft, as well as the power input end and power output end of the transmission system, are all coaxially arranged.

[0012] The solution shown in this application, compared with the prior art, inputs engine power through a first input shaft, connects a first drive motor to the first input shaft via a first transmission assembly, and connects a second drive motor to the second input shaft via a second transmission assembly, thus forming a dual-motor hybrid mode. The input shaft system in this application includes a first input shaft, a second input shaft, and a power input shaft structure for the transmission system. All three are coaxially arranged and are solid shafts, unlike the bushing structure in the prior art. This results in higher connection strength, meets the large torque requirements under specific conditions, and offers higher reliability. Furthermore, the first and second input shafts, as well as the power input shaft of the transmission system... Both the input and output ends are coaxially arranged, which integrates the entire input and output shaft systems on the same axis, resulting in good centering, improved space utilization, reduced overall footprint, and increased flexibility of the overall device. Furthermore, this application divides the overall device into a first motor drive system located at the first drive motor within the housing assembly, a second motor drive system located at the second drive motor, a transmission system, a deceleration braking system, and a clutch system. This achieves a segmented and modular arrangement of the entire device along the input shaft direction, further optimizing the internal structure of the overall device and enhancing its compactness. In addition, this application also includes a deceleration braking system between the engine and the transmission system, which increases braking safety.

[0013] In conjunction with the first aspect, in one possible implementation, the first transmission component includes:

[0014] The first sun gear is located at the power output end of the first drive motor and is rotatably connected to the first input shaft;

[0015] Multiple first planetary gears are arranged at intervals around the first sun gear, and all of them mesh with the first sun gear externally;

[0016] A first planetary carrier is connected to the side of the plurality of first planetary gears away from the first input shaft and is fixedly connected to the first input shaft; and

[0017] A first gear ring meshes externally with a plurality of first planetary gears to form the power output end of the first transmission assembly; a second input shaft is provided on the side of the first gear ring away from the first input shaft;

[0018] The first input shaft is used to drive the first gear ring to rotate via the first planetary carrier and the first planetary gears, and the first drive motor is used to drive the first gear ring to rotate via the first sun gear and the first planetary gears.

[0019] In this application, the first planetary gear, the first sun gear, the first planetary carrier, and the first gear ring form a planetary gear set structure. The planetary gear set structure has high strength, large output torque, and good reliability.

[0020] In one possible implementation, the second transmission component includes:

[0021] The second sun gear is located at the power output end of the second drive motor and is rotatably connected to the second input shaft;

[0022] Multiple second planetary gears are arranged at intervals around the second sun gear, and all of them mesh with the second sun gear externally;

[0023] The second gear ring is fixed to the housing assembly and meshes internally with a plurality of the second planetary gears; and

[0024] The second planetary carrier is located on the side of the plurality of second planetary gears away from the first input shaft and is rotatably connected to the second input shaft; the second planetary carrier is the power output end of the second transmission assembly and is poweredly connected to the power input end of the transmission system;

[0025] The second drive motor is used to drive the second planetary carrier to rotate via the second sun gear and the second planetary gear; the second input shaft is used to drive the second planetary carrier to rotate via the speed change system.

[0026] The second transmission component in this application is a planetary gear structure, which allows for easy setting of different reduction ratios. By cooperating with the first drive motor and the first transmission component, a dual-motor power drive mode can be achieved to meet different torque requirements.

[0027] In conjunction with the first aspect, in one possible implementation, the transmission system includes:

[0028] The third input shaft is coaxial with and fixedly connected to the second input shaft; a first-stage input gear and a second-stage input gear are sequentially provided on the third input shaft.

[0029] An output shaft is coaxially arranged with the third input shaft and located on the side of the third input shaft away from the second input shaft; a first-stage output gear, a second-stage output gear, and a third-stage output gear are sequentially arranged on the output shaft;

[0030] An intermediate shaft is arranged parallel to the third input shaft; the intermediate shaft is sequentially provided with a first-stage passive input gear, a second-stage passive input gear, a first-stage passive output gear, a second-stage passive output gear, and a third-stage passive output gear; wherein, the first-stage input gear meshes with the first-stage passive input gear; the second-stage input gear meshes with the second-stage passive input gear; the first-stage output gear meshes with the first-stage passive output gear; the second-stage output gear meshes with the second-stage passive output gear; and the third-stage output gear meshes with the third-stage passive output gear.

[0031] The first shifting mechanism is disposed on the third input shaft and has multiple first-level shifting positions; and in the first-level shifting position, the third input shaft is coupled or disengaged from the corresponding first-level input gear.

[0032] The second shifting mechanism is located between the third input shaft and the output shaft, and has multiple secondary shifting positions; and in the secondary shifting position, the third input shaft is coupled or disengaged from the corresponding secondary input gear, or the output shaft is coupled or disengaged from the corresponding primary output gear.

[0033] A third shifting mechanism is disposed on the output shaft and has multiple three-stage shifting positions; and in the three-stage shifting positions, the output shaft is coupled or disengaged from the corresponding second-stage output gear; and

[0034] The fourth shifting mechanism is located on the output shaft and has multiple four-stage shifting positions; and in the four-stage shifting positions, the output shaft is coupled or disengaged from the corresponding three-stage output gear.

[0035] This application features a four-stage shifting mechanism, with each stage having multiple shifting positions. Through the coordination of different shifting mechanisms, various output modes can be achieved, resulting in the output of different torques and speeds to meet the needs of the vehicle.

[0036] In one possible implementation, the first-stage input gear includes a first input gear and a second input gear; the first-stage passive input gear includes a first passive input gear and a second passive input gear; the first passive input gear meshes with the first input gear, and the second passive input gear meshes with the second input gear;

[0037] The multiple first-level shift positions are a first position, a second position, and a third position; in the first position, the third input shaft is coupled to the first input gear; in the second position, the third input shaft is disengaged from both the first and second input gears; and in the third position, the third input shaft is coupled to the second input gear.

[0038] In this application, the multiple first-level shift positions of the first shift mechanism are set to three different positions, which can form three input modes by the gear coupling of the third input shaft at the three different positions.

[0039] In some embodiments, the secondary input gear is a third input gear, and the primary output gear is a first output gear; the secondary passive input gear is a third passive input gear, and the primary passive output gear is a first passive output gear; the third passive input gear meshes with the third input gear; and the first passive output gear meshes with the first output gear.

[0040] The multiple secondary shift positions are respectively the fourth position, the fifth position, and the sixth position; in the fourth position, the third input shaft is coupled to the third input gear; in the fifth position, the third input shaft is disengaged from the third input gear, and the output shaft is disengaged from the first output gear; in the sixth position, the output shaft is coupled to the first output gear.

[0041] In this application, the second shifting mechanism is specifically set between the third input shaft and the output shaft, forming three different shifting positions. The corresponding input mode and output mode can be formed by the gear coupling of the third input shaft and the output shaft at the three different positions.

[0042] In some embodiments, the secondary output gear is a second output gear, and the secondary passive output gear is a second passive output gear; the second passive output gear meshes with the second output gear.

[0043] The multiple three-stage shift positions are respectively the seventh position and the eighth position; in the seventh position, the output shaft is coupled to the second output gear; in the eighth position, the output shaft is disengaged from the second output gear.

[0044] In this application, the third shifting mechanism is specifically set on the output shaft, and by setting the coupling state between the output shaft and the second output gear, the corresponding output mode can be formed by the gear coupling at two different positions of the output shaft.

[0045] For example, the transmission system further includes:

[0046] A first short bushing is fitted onto the intermediate shaft and rotatably connected to the intermediate shaft; the third passive input gear and the first passive output gear are fixed on the first short bushing.

[0047] The second short bushing is sleeved on the output shaft and rotatably connected to the output shaft; the first output gear and the second output gear are fixed on the second short bushing.

[0048] By setting the first short shaft sleeve and the second short shaft sleeve, it is convenient to realize the rotational connection of the second-stage passive input gear and the first-stage passive output gear on the intermediate shaft, as well as the rotation of the first output gear and the second output gear on the output shaft, so as to meet the multi-position shifting requirements of the second shifting mechanism.

[0049] In some embodiments, the three-stage output gear includes a third output gear and a fourth output gear; the three-stage passive output gear includes a third passive output gear and a fourth passive output gear; the third passive output gear meshes with the third output gear; and the fourth passive output gear meshes with the fourth output gear.

[0050] The multiple four-stage shift positions are the ninth position, the tenth position, and the eleventh position; in the ninth position, the output shaft is coupled to the third output gear; in the tenth position, the output shaft is disengaged from the third output gear and the fourth output gear; in the eleventh position, the output shaft is coupled to the fourth output gear.

[0051] By setting the fourth shifting mechanism on the output shaft and by setting the coupling state between the output shaft and the third and fourth output gears, various output modes can be formed.

[0052] Secondly, this application also provides a vehicle that employs the aforementioned hybrid drive system.

[0053] The vehicle provided in this application, due to the adoption of the above-mentioned hybrid drive device, has all the beneficial effects of the above-mentioned hybrid drive device, and has the advantages of reasonable input shaft system structure setting, high connection strength, high reliability, small space occupation, and good overall layout flexibility. Attached Figure Description

[0054] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the 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.

[0055] Figure 1 This is a schematic diagram of the structure of the hybrid drive device provided in the embodiments of this application;

[0056] Figure 2 This is a schematic diagram of the structure of the first drive motor and the first transmission assembly provided in the embodiments of this application;

[0057] Figure 3 This is a schematic diagram of the structure of the second drive motor and the second transmission assembly provided in the embodiments of this application;

[0058] Figure 4 This is a schematic diagram of the structure of the transmission system provided in the embodiments of this application;

[0059] Figure 5 This is a schematic diagram of the mounting positions of the intermediate shaft and the third input shaft provided in an embodiment of this application.

[0060] In the picture:

[0061] 100. Housing assembly; 200. Clutch system; 300. First drive motor; 400. First transmission assembly; 410. Second input shaft; 420. First sun gear; 430. First planet gear; 440. First planet carrier; 450. First ring gear; 500. Second drive motor; 600. Second transmission assembly; 610. Second sun gear; 620. Second planet gear; 630. Second ring gear; 640. Second planet carrier; 700. Retarding braking system; 800. Transmission system; 810. Third input shaft; 811. First input gear; 812. Second input gear; 813. Third input gear; 820. Output shaft; 82 1. First output gear; 822. Second output gear; 823. Third output gear; 824. Fourth output gear; 825. Second short bushing; 830. Intermediate shaft; 831. First passive input gear; 832. Second passive input gear; 833. Third passive input gear; 834. First passive output gear; 835. Second passive output gear; 836. Third passive output gear; 837. Fourth passive output gear; 838. First short bushing; 840. First shifting mechanism; 850. Second shifting mechanism; 860. Third shifting mechanism; 870. Fourth shifting mechanism; 900. Engine; 910. First input shaft. Detailed Implementation

[0062] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0063] It should be noted that when an element is referred to as being "set on" another element, it can be directly on or indirectly on that other element. It should be understood that the terms "upper," "lower," "front," "rear," "top," "bottom," "inner," "outer," "left," "middle," and "right," etc., indicate the orientation or positional relationship 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.

[0064] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "a number" means two or more, unless otherwise explicitly specified.

[0065] For ease of explanation, this application is attached with reference to the following: Figure 5 The direction indicated by the middle arrow A is upward; a represents the suspension side of the housing assembly 100, and b is the side where the operating mechanism of the housing assembly 100 is located.

[0066] It should be noted that in the existing technology, when setting the dual-motor drive mode, the power input and output shafts of the two sets of motors are often different, that is, a multi-input shaft mode is adopted. The staggered arrangement of multiple input shafts increases the space required for the dual motors and occupies a large volume. Due to the different distribution positions, the centering of the whole machine input is poor, which affects the reliability and stability of power transmission.

[0067] In some structures, a bushing-type structure is used to form the input shaft system. That is, the design structure of the inner and outer shafts limits the radial dimensions of the inner and outer shafts. Therefore, the connection strength of the input shaft system is often limited. The connection strength affects the magnitude of the output torque. When the upper limit of the connection strength is limited, the upper limit of the output torque will also be affected. Therefore, this type of structure has shortcomings in high torque transmission.

[0068] Please refer to the following: Figures 1 to 5The hybrid drive device and vehicle provided in this application will now be described. First, this application provides a hybrid drive device, which includes a housing assembly 100, a first drive motor 300, a second drive motor 500, and a transmission system 800. A first input shaft 910 is provided inside the housing assembly 100; one end of the first input shaft 910 extends out of the housing assembly 100 and is connected to the output end of an engine 900; a clutch system 200 is connected to the first input shaft 910; the first drive motor 300 is located inside the housing assembly 100 and is connected to the first input shaft 910 via a first transmission assembly 400; a second input shaft 410 is provided at the power output end of the first transmission assembly 400; the second drive motor 500... A slow braking system 700 is connected to the input shaft 410; the second drive motor 500 and the first drive motor 300 are spaced apart within the housing assembly 100 and are rotatably connected to the second input shaft 410 via the second transmission assembly 600; the transmission system 800 is located within the housing assembly 100; the power input end of the transmission system 800 is connected to the second input shaft 410 and the power output end of the second transmission assembly 600 respectively, and the power output end of the transmission system 800 extends outside the housing assembly 100; wherein, the first input shaft 910 and the second input shaft 410, as well as the power input end and the power output end of the transmission system 800 are all coaxially arranged.

[0069] It should be noted that in this application, the engine 900 is located outside the housing assembly 100, and the power output end of the engine 900 is connected to the first input shaft 910. On the one hand, the engine 900 can provide power simultaneously with the first drive motor 300 and / or the second drive motor 500 to meet the larger torque requirements. On the other hand, the engine 900 can also charge the first drive motor 300 and the second drive motor 500 through the first input shaft 910, the first transmission assembly 400 and the second transmission assembly 600.

[0070] For example, the housing assembly 100 may be a housing structure composed of one or more housing sections, but the housing assembly 100 has only one interface at each of its input and output ends. Optionally, the housing assembly 100 may be filled with oil, requiring only the input and output interfaces to be sealed, which differs from the double oil seal structure at the input end of other embodiments. Optionally, the housing assembly 100 may be remotely connected to a front-end power source.

[0071] For example, the clutch system 200 provided in this application is arranged inside the housing assembly 100 and adopts wet friction; optionally, the clutch system 200 is arranged outside the housing assembly 100 and adopts dry friction structure, and in this case, the clutch system 200 is coaxially and fixedly connected to the power source output shaft 820.

[0072] Additionally, it should be noted that the deceleration braking system 700 used in this application is a vehicle auxiliary braking device. It is mainly used to reduce vehicle speed through specific methods during vehicle operation, thus providing auxiliary braking. The deceleration braking system 700 typically utilizes technologies such as engine exhaust braking, hydraulic retarders, or eddy current retarders. Preferably, the deceleration braking system 700 used in this application is a hydraulic retarder, which mainly utilizes the viscosity of the liquid to generate resistance, converting the vehicle's kinetic energy into heat energy for dissipation, thereby achieving the purpose of deceleration.

[0073] Specifically, the retarder braking system 700 mainly controls the vehicle speed through an electronic control program and manages the battery charging margin by coordinating the first motor drive system and the second motor drive system through an energy management system. When the battery capacity margin is higher than a preset value, the retarder braking system 700 is activated; when the battery capacity margin is lower than the preset value, the retarder braking system 700 is deactivated. It should be noted that the specific structure and working principle of the retarder braking system 700 and the clutch system 200 are existing technologies.

[0074] It should be understood that the first motor drive system referred to in this application includes a first drive motor 300 and a first transmission component 400; the second motor drive system includes a second drive motor 500 and a second transmission component 600.

[0075] Compared with the prior art, the hybrid drive device provided in this application inputs power from the engine 900 through the first input shaft 910, connects the first drive motor 300 to the first input shaft 910 through the first transmission assembly 400, and connects the second drive motor 500 to the second input shaft 410 through the second transmission assembly 600, thus forming a dual-motor hybrid mode. The input shaft system in this application includes the first input shaft 910, the second input shaft 410, and the power input shaft structure of the transmission system 800. All three are coaxially arranged and are solid shafts, rather than the bushing structure in the prior art. This results in high connection strength, can meet the large torque requirements under specific conditions, and has higher reliability. Furthermore, the first input shaft 910, the second input shaft 410, and the transmission... The power input and output ends of system 800 are coaxially arranged, which can integrate the entire input shaft system and output shaft 820 system on the same axis, resulting in good centering, improved space utilization, reduced overall footprint, and increased flexibility of the overall device. Furthermore, this application divides the overall device into a first motor drive system located at the location of the first drive motor 300 within the housing assembly 100, a second motor drive system located at the location of the second drive motor 500, a transmission system 800, a deceleration braking system 700, and a clutch system 200, achieving a segmented and modular arrangement of the entire device along the input shaft system direction, further optimizing the internal structure of the overall device and enhancing its compactness. In addition, this application also provides a deceleration braking system 700 between the engine 900 and the transmission system 800, which can increase braking safety.

[0076] Please see Figure 2 In some possible embodiments, the first transmission assembly 400 includes a first sun gear 420, a plurality of first planet gears 430, a first planet carrier 440, and a first ring gear 450; the first sun gear 420 is located at the power output end of the first drive motor 300 and is rotatably connected to the first input shaft 910; the plurality of first planet gears 430 are spaced around the first sun gear 420 and are all externally meshed with the first sun gear 420; the first planet carrier 440 is connected to the side of the plurality of first planet gears 430 away from the first input shaft 910 and is connected to the first input shaft 910. The input shaft 910 is fixedly connected; the first gear ring 450 is sleeved outside the first planetary carrier 440 and meshes with multiple first planetary gears 430 to form the power output end of the first transmission assembly 400; a second input shaft 410 is provided on the side of the first gear ring 450 away from the first input shaft 910; wherein, the first input shaft 910 is used to drive the first gear ring 450 to rotate through the first planetary carrier 440 and the first planetary gears 430, and the first drive motor 300 is used to drive the first gear ring 450 to rotate through the first sun gear 420 and the first planetary gears 430.

[0077] Specifically, when the first drive motor 300 is working, the first gear ring 450 is the power output end of the first transmission component 400; the power output end of the first drive motor 300 drives the first sun gear 420 to rotate, thereby causing the first planet gear 430 meshing with the first sun gear 420 to rotate around the first sun gear 420, and the first planet gear 430 drives the first gear ring 450 to rotate, and the first planet carrier 440 rotates accordingly. At this time, the power is transmitted to the first gear ring 450 through the first sun gear 420 and the first planet gear 430.

[0078] When the engine 900 charges the first drive motor 300 through the first input shaft 910, the power is transmitted to the first planetary carrier 440 through the first input shaft 910. The first planetary carrier 440 drives the first planetary gear 430 to rotate and transmits the power to the first drive motor 300 through the first sun gear 420.

[0079] In this application, the first planetary gear 430, the first sun gear 420, the first planetary carrier 440, and the first gear ring 450 form a planetary gear set structure. The planetary gear set structure has high strength, large output torque, and good reliability.

[0080] Please see Figure 3 In one possible implementation, the second transmission assembly 600 includes a second sun gear 610, a plurality of second planet gears 620, a second ring gear 630, and a second planet carrier 640; the second sun gear 610 is located at the power output end of the second drive motor 500 and is rotatably connected to the second input shaft 410; the plurality of second planet gears 620 are spaced around the second sun gear 610 and are all externally meshed with the second sun gear 610; the second ring gear 630 is fixed on the housing assembly 100 and internally meshes with the plurality of second planet gears 620. The second planetary carrier 640 is located on the side of the plurality of second planetary gears 620 away from the first input shaft 910 and is rotatably connected to the second input shaft 410; the second planetary carrier 640 is the power output end of the second transmission assembly 600 and is poweredly connected to the power input end of the transmission system 800; wherein, the second drive motor 500 is used to drive the second planetary carrier 640 to rotate through the second sun gear 610 and the second planetary gears 620; the second input shaft 410 is used to drive the second planetary carrier 640 to rotate through the transmission system 800.

[0081] Specifically, when the second drive motor 500 is in operation, the second planetary carrier 640 is the power output end of the second transmission assembly 600. The power output end of the second drive motor 500 drives the second sun gear 610 to rotate, thereby causing the second planetary gear 620 meshing with the second sun gear 610 to rotate around the second sun gear 610. The second planetary gear 620 drives the second ring gear 630 to rotate, and the second planetary carrier 640 rotates accordingly. At this time, the power is transmitted to the second planetary carrier 640 through the second sun gear 610 and the second planetary gear 620.

[0082] When the engine 900 charges the second drive motor 500 through the second input shaft 410, the power is transmitted to the transmission system 800 through the second input shaft 410. The transmission system 800 then transmits the power to the second drive motor 500 through the second planetary carrier 640 and the second sun gear 610.

[0083] The second transmission component 600 in this application is a planetary gear structure, which can easily set different reduction ratios. By cooperating with the first drive motor 300 and the first transmission component 400, a dual-motor power drive mode can be realized to meet different torque requirements.

[0084] Furthermore, the power output terminals of the first transmission assembly 400 and the second transmission assembly 600 are both connected to the braking control system so that gravitational potential energy can be transferred to the power output terminal of the first transmission assembly 400 or the power output terminal of the second transmission assembly 600 when the vehicle is going downhill.

[0085] In the first motor drive system, when the battery capacity is lower than a preset value, the first drive motor 300 converts the gravitational potential energy into electrical energy through the first gear ring 450 and the first sun gear 420 to charge the battery when the vehicle is going downhill.

[0086] Similarly, in the second motor drive system, when the battery capacity is lower than the preset value, the second drive motor 500 controls the second planetary carrier 640 through the brake control system, so that when the vehicle goes downhill, the gravitational potential energy is converted into electrical energy through the second planetary carrier 640 and the second sun gear 610 to charge the battery.

[0087] Specifically, the first drive motor 300 and the second drive motor 500 can be either high-speed or low-speed motors. At the same time, depending on the torque requirements of the vehicle, the first-stage planetary reduction ratio can be changed or the second motor can be replaced.

[0088] Please see Figure 4In some possible embodiments, the transmission system 800 includes a third input shaft 810, an output shaft 820, an intermediate shaft 830, a first shift mechanism 840, a second shift mechanism 850, a third shift mechanism 860, and a fourth shift mechanism 870. The third input shaft 810 is coaxial with and fixedly connected to the second input shaft 410. A first-stage input gear and a second-stage input gear are sequentially arranged on the third input shaft 810. The output shaft 820 is coaxial with the third input shaft 810 and is located on the side of the third input shaft 810 away from the second input shaft 410. A first-stage output gear, a second-stage output gear, and a third-stage output gear are sequentially arranged on the output shaft 820. The intermediate shaft 830 is parallel to the third input shaft 810. A first-stage driven input gear, a second-stage driven input gear, a first-stage driven output gear, a second-stage driven output gear, and a third-stage driven output gear are sequentially arranged on the intermediate shaft 830. The first-stage input gear meshes with the first-stage driven input gear; the second-stage input gear meshes with the second-stage driven input gear; and the first-stage output gear meshes with the first-stage driven output gear. The gears mesh accordingly; the second-stage output gear meshes with the second-stage driven output gear; the third-stage output gear meshes with the third-stage driven output gear; the first shifting mechanism 840 is located on the third input shaft 810 and has multiple first-stage shifting positions; and in each first-stage shifting position, the third input shaft 810 is coupled or disengaged from the corresponding first-stage input gear; the second shifting mechanism 850 is located between the third input shaft 810 and the output shaft 820 and has multiple second-stage shifting positions; and in each second-stage shifting position, the third input shaft... 810 is coupled or disengaged from the corresponding secondary input gear, or the output shaft 820 is coupled or disengaged from the corresponding primary output gear; the third shifting mechanism 860 is disposed on the output shaft 820 and has multiple three-stage shifting positions; and in each three-stage shifting position, the output shaft 820 is coupled or disengaged from the corresponding secondary output gear; the fourth shifting mechanism 870 is disposed on the output shaft 820 and has multiple four-stage shifting positions; and in each four-stage shifting position, the output shaft 820 is coupled or disengaged from the corresponding tertiary output gear.

[0089] Specifically, the third input shaft 810 is coaxial with and fixedly connected to the second input shaft 410; preferably, the third input shaft 810 and the second input shaft 410 are an integral solid shaft structure, which has high reliability and high connection strength.

[0090] For example, four sets of intermediate shafts 830 are provided, and the four sets of intermediate shafts 830 are spaced apart around the third input shaft 810.

[0091] For further details, please refer to Figure 5On a plane perpendicular to the axis of the third input shaft 810, the centers of the four intermediate shafts 830 are connected to form two intersecting lines. The two intersecting lines form two opposing first obtuse angles and two opposing second acute angles. One of the first obtuse angles faces the side of the housing assembly 100 where the operating mechanism is located, and the two second acute angles are set facing the two suspension sides of the housing assembly 100 respectively.

[0092] The transmission system 800 in this application outputs through four intermediate shafts 830. The above-mentioned reasonable arrangement of the positions of the four intermediate shafts 830 can make the overall structure simple and compact, optimize the internal space setting, and improve the drive reliability.

[0093] This application includes a four-stage shifting mechanism, each stage of which has multiple different shifting positions. The transmission system 800 can switch between different shifting positions of the four-stage shifting mechanism to achieve multiple transmission modes, thereby meeting the needs of different torques and different speeds.

[0094] Furthermore, the four-stage shift mechanism provided in this application can switch between different shift mechanisms to achieve multiple output modes, that is, output various different torques and different speeds to meet the needs of the whole vehicle.

[0095] Please see Figure 4 In some possible embodiments, the primary input gear includes a first input gear 811 and a second input gear 812; the primary passive input gear includes a first passive input gear 831 and a second passive input gear 832; the first passive input gear 831 meshes with the first input gear 811, and the second passive input gear 832 meshes with the second input gear 812.

[0096] The multiple first-level shift positions are the first position, the second position, and the third position; in the first position, the third input shaft 810 is coupled with the first input gear 811; in the second position, the third input shaft 810 is disengaged from the first input gear 811 and the second input gear 812; in the third position, the third input shaft 810 is coupled with the second input gear 812.

[0097] In this application, the multiple first-level shift positions of the first shift mechanism 840 are set to three different positions. Through the gear coupling of the third input shaft 810 at the three different positions, three input modes can be formed.

[0098] Specifically, the first input gear 811 and the second input gear 812 are coaxially arranged with the third input shaft 810, and the first input gear 811 and the second input gear 812 are rotatably connected to the third input shaft 810. The first passive input gear 831 and the second passive input gear 832 are fixed on the intermediate shaft 830.

[0099] When the first shift mechanism 840 is switched to the first position, the third input shaft 810 is coupled with the first input gear 811, and the power is transmitted to the first input gear 811 via the third input shaft 810, and then to the first passive input gear 831 and the intermediate shaft 830 that mesh with the first input gear 811, so that it can be transmitted to the output shaft 820 via the intermediate shaft 830.

[0100] Similarly, when the first shift mechanism 840 is switched to the third position, the third input shaft 810 is coupled with the second input gear 812, and the power is transmitted to the second input gear 812 via the third input shaft 810, and then to the second passive input gear 832 and the intermediate shaft 830 that mesh with the second input gear 812, so that it can be transmitted to the output shaft 820 via the intermediate shaft 830.

[0101] When the first shift mechanism 840 switches to the second position, power is no longer transmitted through the first shift mechanism 840.

[0102] Please see Figure 4 In some embodiments, the secondary input gear is the third input gear 813, and the primary output gear is the first output gear 821; the secondary passive input gear is the third passive input gear 833, and the primary passive output gear is the first passive output gear 834; the third passive input gear 833 meshes with the third input gear 813; and the first passive output gear 834 meshes with the first output gear 821.

[0103] The multiple two-stage shift positions are the fourth position, the fifth position, and the sixth position. In the fourth position, the third input shaft 810 is coupled to the third input gear 813. In the fifth position, the third input shaft 810 is disengaged from the third input gear 813, and the output shaft 820 is disengaged from the first output gear 821. In the sixth position, the output shaft 820 is coupled to the first output gear 821.

[0104] Specifically, the third input gear 813 is rotatably connected to the third input shaft 810, the first output gear 821 is fixed on the second short bushing 825 and rotatably connected to the output shaft 820; the third passive input gear 833 and the first passive output gear 834 are fixed on the first short bushing 838 and rotatably connected to the intermediate shaft 830.

[0105] In this application, the second shifting mechanism 850 is specifically set between the third input shaft 810 and the output shaft 820, forming three different shifting positions. The corresponding input mode and output mode can be formed by the gear coupling of the third input shaft 810 and the output shaft 820 at the three different positions.

[0106] Please see Figure 4In some embodiments, the secondary output gear is the second output gear 822, and the secondary passive output gear is the second passive output gear 835; the second passive output gear 835 meshes with the second output gear 822.

[0107] The multiple three-stage shift positions are the seventh position and the eighth position; in the seventh position, the output shaft 820 is coupled with the second output gear 822; in the eighth position, the output shaft 820 is disengaged from the second output gear 822.

[0108] By setting the second output gear 822 and the second passive output gear 835, it is convenient to form an output mode related to the transmission ratio of the second output gear 822 and the second passive output gear 835 when the third shift mechanism 860 is in the seventh position.

[0109] In this application, the third shifting mechanism 860 is specifically set on the output shaft 820, and by setting the coupling state between the output shaft 820 and the second output gear 822, the corresponding output mode can be formed by the gear coupling situation at two different positions of the output shaft 820.

[0110] Please see Figure 4 For example, the transmission system 800 further includes a first short shaft sleeve 838 and a second short shaft sleeve 825; the first short shaft sleeve 838 is sleeved on the intermediate shaft 830 and rotatably connected to the intermediate shaft 830; a third driven input gear 833 and a first driven output gear 834 are fixed on the first short shaft sleeve 838; the second short shaft sleeve 825 is sleeved on the output shaft 820 and rotatably connected to the output shaft 820; a first output gear 821 and a second output gear 822 are fixed on the second short shaft sleeve 825.

[0111] Specifically, each intermediate shaft 830 is equipped with a first passive input gear 831, a second passive input gear 832, a third passive input gear 833, a first passive output gear 834, a second passive output gear 835, a third passive output gear 836, and a fourth passive output gear 837. A set of first short shaft sleeves 838 is fitted onto each intermediate shaft 830. The third passive input gear 833 and the first passive output gear 834 are fixed to the first short shaft sleeves 838, while the remaining gears are fixed to the intermediate shaft 830.

[0112] By setting the first short bushing 838 and the second short bushing 825, it is convenient to realize the rotational connection of the second-stage passive input gear and the first-stage passive output gear on the intermediate shaft 830, as well as the rotation of the first output gear 821 and the second output gear 822 on the output shaft 820, so as to meet the multi-position shifting requirements of the second shifting mechanism 850.

[0113] Please see Figure 4In some embodiments, the three-stage output gear includes a third output gear 823 and a fourth output gear 824; the three-stage passive output gear includes a third passive output gear 836 and a fourth passive output gear 837; the third passive output gear 836 meshes with the third output gear 823; and the fourth passive output gear 837 meshes with the fourth output gear 824.

[0114] The multiple four-stage shift positions are the ninth position, the tenth position, and the eleventh position; in the ninth position, the output shaft 820 is coupled with the third output gear 823; in the tenth position, the output shaft 820 is disengaged from the third output gear 823 and the fourth output gear 824; in the eleventh position, the output shaft 820 is coupled with the fourth output gear 824.

[0115] Specifically, the third output gear 823 and the fourth output gear 824 are rotatably connected to the output shaft 820, and the third passive output gear 836 and the fourth passive output gear 837 are fixed to the intermediate shaft 830.

[0116] By setting the fourth shift mechanism 870 on the output shaft 820, and by setting the coupling state between the output shaft 820 and the third output gear 823 and the fourth output gear 824, a variety of corresponding output modes can be formed.

[0117] To facilitate the explanation of the various output modes provided in this application, the following table is used for description.

[0118]

[0119] For ease of understanding, the first, second, and third positions in the table above correspond to the appendices respectively. Figure 4 The left, center, and right positions of the first gear shift mechanism 840; similarly, the fourth, fifth, and sixth positions correspond to the attached... Figure 4 The left, center, and right positions of the second gear shift mechanism 850; the seventh and eighth positions are corresponding to the attached... Figure 4 The left and middle positions of the third gear shift mechanism 860; the ninth, tenth, and eleventh positions are attached. ​ The positions of the fourth gear shift mechanism 870 on the left, middle, and right sides.

[0120] In the first mode, the power transmission path is: third input shaft 810, first input gear 811, first passive input gear 831, intermediate shaft 830, second passive output gear 835, second output gear 822, and output shaft 820.

[0121] In the second mode, the power transmission path is: third input shaft 810, first input gear 811, first passive input gear 831, intermediate shaft 830, third passive output gear 836, third output gear 823, and output shaft 820.

[0122] In the third mode, the power transmission path is: third input shaft 810, first input gear 811, first passive input gear 831, intermediate shaft 830, fourth passive output gear 837, fourth output gear 824, and output shaft 820.

[0123] In the fourth mode, the power transmission path is as follows: third input shaft 810, third input gear 813, third passive input gear 833, first short shaft sleeve 838, first passive output gear 834, first output gear 821, second output gear 822, and output shaft 820.

[0124] In the fifth mode, the power transmission path is as follows: third input shaft 810, third input gear 813, third passive input gear 833, first short shaft sleeve 838, first passive output gear 834, first output gear 821, second output gear 822, second passive output gear 835, intermediate shaft 830, third passive output gear 836, third output gear 823, and output shaft 820.

[0125] In the sixth mode, the power transmission path is as follows: third input shaft 810, third input gear 813, third passive input gear 833, first short shaft sleeve 838, first passive output gear 834, first output gear 821, second output gear 822, second passive output gear 835, intermediate shaft 830, fourth passive output gear 837, fourth output gear 824, and output shaft 820.

[0126] In the seventh mode, the power transmission path is: third input shaft 810, second input gear 812, second passive input gear 832, intermediate shaft 830, third passive output gear 836, third output gear 823, and output shaft 820.

[0127] In the eighth mode, the power transmission path is: third input shaft 810, second input gear 812, second passive input gear 832, intermediate shaft 830, fourth passive output gear 837, fourth output gear 824, and output shaft 820.

[0128] In the ninth mode, the power transmission path is as follows: second sun gear 610, second planetary carrier 640, first input gear 811, first passive input gear 831, intermediate shaft 830, second passive output gear 835, second output gear 822, and output shaft 820.

[0129] In the tenth mode, the power transmission path is as follows: second sun gear 610, second planetary carrier 640, first input gear 811, first passive input gear 831, intermediate shaft 830, third passive output gear 836, third output gear 823, and output shaft 820.

[0130] In the eleventh mode, the power transmission path is as follows: second sun gear 610, second planetary carrier 640, first input gear 811, first passive input gear 831, intermediate shaft 830, fourth passive output gear 837, fourth output gear 824, and output shaft 820.

[0131] In the twelfth mode, a hybrid mode with two power outputs is formed.

[0132] The first power transmission path is: second sun gear 610, second planetary carrier 640, first input gear 811, first driven input gear 831, intermediate shaft 830, second driven output gear 835, second output gear 822, output shaft 820;

[0133] The second power transmission path is: third input shaft 810, third input gear 813, third passive input gear 833, first short shaft sleeve 838, first passive output gear 834, first output gear 821, and output shaft 820.

[0134] In the thirteenth mode, a direct drive gear is formed, and the power transmission path is: third input shaft 810, output shaft 820.

[0135] In the fourteenth mode, a hybrid mode with two power outputs is formed.

[0136] One of them is a direct drive, with the power transmission path being: third input shaft 810, output shaft 820;

[0137] Another power transmission path is: second sun gear 610, second planetary carrier 640, first input gear 811, first driven input gear 831, intermediate shaft 830, fourth driven output gear 837, fourth output gear 824, output shaft 820.

[0138] In the fifteenth mode, a hybrid mode with two power outputs is formed.

[0139] One of them is a direct drive, with the power transmission path being: third input shaft 810, output shaft 820;

[0140] Another power transmission path is: second sun gear 610, second planetary carrier 640, first input gear 811, first driven input gear 831, intermediate shaft 830, second driven output gear 835, second output gear 822, output shaft 820.

[0141] In the sixteenth mode, a hybrid mode with two power outputs is formed.

[0142] One of them is a direct drive, with the power transmission path being: third input shaft 810, output shaft 820;

[0143] Another power transmission path is: second sun gear 610, second planetary carrier 640, first input gear 811, first driven input gear 831, intermediate shaft 830, third driven output gear 836, third output gear 823, output shaft 820.

[0144] Based on the same inventive concept, this application also provides a vehicle that employs the above-described hybrid drive device.

[0145] The vehicle provided in this application, due to the adoption of the above-mentioned hybrid drive device, has all the beneficial effects of the above-mentioned hybrid drive device, and has the advantages of reasonable input shaft system structure setting, high connection strength, high reliability, small space occupation, and good overall layout flexibility.

[0146] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A hybrid drive unit, characterized in that, include: The housing assembly (100) has a first input shaft (910) inside; one end of the first input shaft (910) extends out of the housing assembly (100) and is connected to the output end of the engine (900); a clutch system (200) is connected to the first input shaft (910); A first drive motor (300) is located inside the housing assembly (100) and is connected to the first input shaft (910) via a first transmission assembly (400); the power output end of the first transmission assembly (400) is provided with a second input shaft (410); a slow braking system (700) is connected to the second input shaft (410); A second drive motor (500) is disposed within the housing assembly (100) at a distance from the first drive motor (300), and is rotatably connected to the second input shaft (410) via a second transmission assembly (600); and A transmission system (800) is located inside the housing assembly (100); the power input end of the transmission system (800) is connected to the power output end of the second input shaft (410) and the second transmission component (600) respectively, and the power output end of the transmission system (800) extends out of the housing assembly (100); The first input shaft (910) and the second input shaft (410), as well as the power input end and power output end of the transmission system (800), are all coaxially arranged.

2. The hybrid drive device as described in claim 1, characterized in that, The first transmission assembly (400) includes: The first sun gear (420) is located at the power output end of the first drive motor (300) and is rotatably connected to the first input shaft (910); Multiple first planetary gears (430) are arranged at intervals around the first sun gear (420), and all of them mesh with the first sun gear (420). A first planetary carrier (440) is connected to the side of the plurality of first planetary gears (430) away from the first input shaft (910) and is fixedly connected to the first input shaft (910); and The first gear ring (450) meshes externally with a plurality of first planetary gears (430) to form the power output end of the first transmission assembly (400); the second input shaft (410) is provided on the side of the first gear ring (450) away from the first input shaft (910); The first input shaft (910) is used to drive the first gear ring (450) to rotate through the first planet carrier (440) and the first planet gear (430), and the first drive motor (300) is used to drive the first gear ring (450) to rotate through the first sun gear (420) and the first planet gear (430).

3. The hybrid drive device as described in claim 1, characterized in that, The second transmission assembly (600) includes: The second sun gear (610) is located at the power output end of the second drive motor (500) and is rotatably connected to the second input shaft (410); Multiple second planetary gears (620) are arranged at intervals around the second sun gear (610), and all of them mesh with the second sun gear (610); The second gear ring (630) is fixed to the housing assembly (100) and meshes internally with a plurality of second planetary gears (620); and The second planetary carrier (640) is located on the side of the plurality of second planetary gears (620) away from the first input shaft (910) and is rotatably connected to the second input shaft (410); the second planetary carrier (640) is the power output end of the second transmission assembly (600) and is poweredly connected to the power input end of the transmission system (800); The second drive motor (500) is used to drive the second planetary carrier (640) to rotate via the second sun gear (610) and the second planetary gear (620); the second input shaft (410) is used to drive the second planetary carrier (640) to rotate via the speed change system (800).

4. The hybrid drive device as described in claim 1, characterized in that, The transmission system (800) includes: The third input shaft (810) is coaxial with and fixedly connected to the second input shaft (410); a first-stage input gear and a second-stage input gear are sequentially provided on the third input shaft (810); An output shaft (820) is coaxially arranged with the third input shaft (810) and located on the side of the third input shaft (810) away from the second input shaft (410); a first-stage output gear, a second-stage output gear, and a third-stage output gear are sequentially arranged on the output shaft (820); An intermediate shaft (830) is arranged parallel to the third input shaft (810); a first-stage passive input gear, a second-stage passive input gear, a first-stage passive output gear, a second-stage passive output gear, and a third-stage passive output gear are sequentially arranged on the intermediate shaft (830); wherein, the first-stage input gear meshes with the first-stage passive input gear; the second-stage input gear meshes with the second-stage passive input gear; the first-stage output gear meshes with the first-stage passive output gear; the second-stage output gear meshes with the second-stage passive output gear; and the third-stage output gear meshes with the third-stage passive output gear. The first shifting mechanism (840) is disposed on the third input shaft (810) and has multiple first-level shifting positions; and in the first-level shifting position, the third input shaft (810) is coupled or disengaged from the corresponding first-level input gear. The second shifting mechanism (850) is located between the third input shaft (810) and the output shaft (820) and has multiple secondary shifting positions; and in the secondary shifting position, the third input shaft (810) is coupled or disengaged from the corresponding secondary input gear, or the output shaft (820) is coupled or disengaged from the corresponding primary output gear; A third shifting mechanism (860) is disposed on the output shaft (820) and has multiple three-stage shifting positions; and in the three-stage shifting positions, the output shaft (820) is coupled or disengaged from the corresponding second-stage output gear; and The fourth shifting mechanism (870) is located on the output shaft (820) and has multiple four-stage shifting positions; and in the four-stage shifting positions, the output shaft (820) is coupled or disengaged from the corresponding three-stage output gear.

5. The hybrid drive device as described in claim 4, characterized in that, The first-stage input gear includes a first input gear (811) and a second input gear (812); the first-stage passive input gear includes a first passive input gear (831) and a second passive input gear (832); The first passive input gear (831) meshes with the first input gear (811), and the second passive input gear (832) meshes with the second input gear (812); The multiple first-level shift positions are a first position, a second position, and a third position; in the first position, the third input shaft (810) is coupled to the first input gear (811); in the second position, the third input shaft (810) is disengaged from the first input gear (811) and the second input gear (812); in the third position, the third input shaft (810) is coupled to the second input gear (812).

6. The hybrid drive device as described in claim 4, characterized in that, The secondary input gear is the third input gear (813), and the primary output gear is the first output gear (821); the secondary passive input gear is the third passive input gear (833), and the primary passive output gear is the first passive output gear (834); the third passive input gear (833) meshes with the third input gear (813); the first passive output gear (834) meshes with the first output gear (821); The multiple secondary shift positions are respectively the fourth position, the fifth position, and the sixth position; in the fourth position, the third input shaft (810) is coupled to the third input gear (813); in the fifth position, the third input shaft (810) is disengaged from the third input gear (813), and the output shaft (820) is disengaged from the first output gear (821); in the sixth position, the output shaft (820) is coupled to the first output gear (821).

7. The hybrid drive device as described in claim 6, characterized in that, The secondary output gear is the second output gear (822), and the secondary passive output gear is the second passive output gear (835); the second passive output gear (835) meshes with the second output gear (822); The multiple three-stage shift positions are the seventh position and the eighth position; in the seventh position, the output shaft (820) is coupled to the second output gear (822); in the eighth position, the output shaft (820) is disengaged from the second output gear (822).

8. The hybrid drive device as described in claim 7, characterized in that, The transmission system (800) also includes: A first short bushing (838) is sleeved on the intermediate shaft (830) and rotatably connected to the intermediate shaft (830); the third passive input gear (833) and the first passive output gear (834) are fixed on the first short bushing (838); The second short bushing (825) is sleeved on the output shaft (820) and rotatably connected to the output shaft (820); the first output gear (821) and the second output gear (822) are fixed on the second short bushing (825).

9. The hybrid drive device as described in claim 4, characterized in that, The three-stage output gear includes a third output gear (823) and a fourth output gear (824); the three-stage passive output gear includes a third passive output gear (836) and a fourth passive output gear (837); the third passive output gear (836) meshes with the third output gear (823); the fourth passive output gear (837) meshes with the fourth output gear (824); The multiple four-stage shift positions are the ninth position, the tenth position, and the eleventh position; in the ninth position, the output shaft (820) is coupled with the third output gear (823); in the tenth position, the output shaft (820) is disengaged from the third output gear (823) and the fourth output gear (824); in the eleventh position, the output shaft (820) is coupled with the fourth output gear (824).

10. A vehicle, characterized in that, The hybrid drive device described in any one of claims 1-9 is used.

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