A hybrid transmission device, a hybrid drive system, and a vehicle

Abstract

The utility model relates to hybrid vehicle technical field discloses a kind of hybrid transmission, hybrid drive system and vehicle, comprising: input shaft, for with the power output end of engine is connected;Output shaft group, for switching power transmission path, and after transmission power is transmitted to drive axle;Planetary gear set, transmission connection between input shaft and output shaft group, for realizing the transmission function of different transmission ratio;Planetary gear set includes sun gear;First motor, with stator and rotor, rotor rotatably installed in stator;Sun gear is set on rotor;Second motor, for providing power to drive axle.The utility model's hybrid transmission, hybrid drive system and vehicle reduce the overall size of transmission, facilitate whole car arrangement, and utilize lightweight.

Description

Technical Field

[0001] This utility model relates to the field of hybrid vehicle technology, specifically to a hybrid transmission device, a hybrid drive system, and a vehicle. Background Technology

[0002] As the automotive industry accelerates its transformation towards energy conservation and environmental protection, hybrid vehicles have garnered significant attention due to their balance of power and fuel efficiency. The hybrid transmission, as a core component, is crucial to its performance. However, traditional two-speed hybrid transmissions have significant drawbacks. Firstly, their complex structure and extensive use of traditional mechanical components result in substantial weight, increasing energy consumption and limiting driving range, making it difficult to meet current stringent lightweight requirements. Secondly, their large axial dimensions and lack of compactness and rationality in component layout occupy excessive interior space, impacting the overall vehicle layout design and powertrain integration, thus hindering further performance improvements in hybrid vehicles. Therefore, developing a hybrid transmission with a simplified structure, lighter weight, and more rational layout is urgently needed. Utility Model Content

[0003] One objective of this utility model is to provide a hybrid transmission device to solve the problems of complex structure, heavy weight and large space occupation of existing two-speed hybrid transmission devices; another objective is to provide a hybrid drive system; and a third objective is to provide a vehicle.

[0004] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0005] A hybrid transmission device includes: an input shaft for connecting to the power output end of an engine; an output shaft assembly for switching the power transmission path and transmitting the changed power to the drive axle; a planetary gear set for drivingly connecting the input shaft and the output shaft assembly to achieve different transmission ratios; the planetary gear set includes a sun gear; a first motor having a stator and a rotor, the rotor being rotatably mounted in the stator; the sun gear being disposed on the rotor; and a second motor for providing power to the drive axle.

[0006] Based on the aforementioned technical means, the sun gear of the planetary gear set is mounted on the rotor of the first motor, meaning the planetary gear set and the first motor are integrated into a single design. This integration not only simplifies the overall structure of the transmission, reduces the number of components and connection points, lowers assembly difficulty and potential failure points, but also effectively reduces the overall size of the transmission, facilitating vehicle layout. Simultaneously, structural simplification helps reduce material usage, thereby meeting lightweighting requirements, reducing vehicle energy consumption, and improving the vehicle's fuel economy and range.

[0007] Furthermore, it includes a housing, with the stator fixedly connected inside the housing.

[0008] Based on the above technical means, the stator is fixedly connected to the housing, providing a stable installation foundation for the first motor, ensuring the stability and reliability of the motor during operation, reducing energy loss and mechanical failure caused by motor shaking, and helping to improve the overall performance and service life of the hybrid transmission device.

[0009] Furthermore, the output shaft assembly includes a drive shaft assembly and an intermediate shaft assembly. The drive shaft assembly is connected to the planetary gear set and the intermediate shaft assembly. The intermediate shaft assembly is used for drive connection with the drive axle. The drive shaft assembly includes a drive shaft. The intermediate shaft assembly includes an intermediate shaft, which is arranged parallel to the drive shaft.

[0010] Based on the above technical means, the output shaft assembly adopts a structure of drive shaft assembly and intermediate shaft assembly, with the drive shaft and intermediate shaft arranged in parallel. This layout reduces the axial dimension, utilizes the arrangement, and makes the power transmission path clearer and more reasonable, reducing energy loss during power transmission; at the same time, it facilitates the installation and maintenance of each component, improving the reliability and maintainability of the transmission.

[0011] Furthermore, the drive shaft includes a first drive half-shaft and a second drive half-shaft; the drive shaft assembly includes a first drive shaft tooth, a second drive shaft tooth, and a first clutch; the first drive shaft tooth is coaxially disposed on the first drive half-shaft; the second drive shaft tooth is coaxially disposed on the second drive half-shaft; the first clutch is connected between the first drive half-shaft and the second drive half-shaft and is used to connect or disconnect the first drive half-shaft and the second drive half-shaft.

[0012] Based on the above technical means, the use of a clutch to realize the gear shifting function has a simple structure, high reliability, simplifies the structure of the transmission device, reduces the complexity and cost of manufacturing, and makes it easier to achieve full electric control, thereby improving the intelligence level of the transmission device.

[0013] Furthermore, the intermediate shaft includes a first intermediate half-shaft and a second intermediate half-shaft; the intermediate shaft assembly includes a first intermediate shaft tooth, a second intermediate shaft tooth, and a second clutch; the first intermediate shaft tooth is coaxially disposed on the first intermediate half-shaft and is drivenly connected to the first drive shaft tooth; the second intermediate shaft tooth is coaxially disposed on the second intermediate half-shaft and is used for drively connecting to the drive axle; the second clutch is connected between the first intermediate half-shaft and the second intermediate half-shaft and is used to connect or disconnect the first intermediate half-shaft and the second intermediate half-shaft.

[0014] Based on the above technical means, two clutches (first clutch and second clutch) are used to realize the two-speed transmission function, which further simplifies the structure, reduces costs and facilitates electric control.

[0015] Furthermore, the first clutch and / or the second clutch are one-way clutches.

[0016] Based on the aforementioned technical means, the use of a one-way clutch enables a smoother transition during gear shifting, avoiding the shocks and jerks that may occur with traditional gear shifting mechanisms. This makes the gear shifting process smoother, improves the transmission's response speed and transmission efficiency, and significantly reduces vibration and noise, providing drivers with a quieter and more comfortable driving environment.

[0017] Furthermore, the intermediate shaft assembly includes a third intermediate shaft tooth, which is coaxially disposed on the second intermediate half shaft. The third intermediate shaft tooth is drivenly connected to the second drive shaft tooth and is also drivenly connected to the output end of the second motor.

[0018] Based on the aforementioned technical means, by setting a third intermediate shaft gear and connecting it to the second drive shaft gear and the output end of the second motor, effective coupling of engine power and second motor power is achieved on the intermediate shaft assembly. This design allows the engine to couple power with the second motor over a wider speed range, and the engine can always operate in its efficient speed range, thereby improving the vehicle's fuel economy and enhancing its NVH (noise, vibration, and harshness) performance, thus improving the driving experience.

[0019] Furthermore, the output end of the second motor includes a motor shaft and motor shaft teeth, with the motor shaft teeth coaxially mounted on the motor shaft; the motor shaft is arranged parallel to the drive shaft and the intermediate shaft, and the motor shaft teeth are connected to the third intermediate shaft teeth for transmission.

[0020] Based on the above-mentioned technical means, the motor shaft of the second motor is arranged parallel to the drive shaft and intermediate shaft, which further reduces the axial dimension of the transmission device, makes the layout of each component more compact and reasonable, optimizes the overall spatial structure, and improves the utilization rate of the vehicle's interior space.

[0021] Furthermore, the planetary gear set includes a planet carrier, multiple planet gears, and an external gear ring; the planet carrier is coaxially mounted on the input shaft, and the external gear ring is coaxially mounted on the drive shaft; the multiple planet gears are rotatably mounted on the planet carrier; the planet gears mesh with the sun gear and the external gear ring.

[0022] Based on the aforementioned technical means, the planetary gear set adopts a structure of a planet carrier, multiple planet gears, and an external gear ring. The planet carrier is coaxially mounted on the input shaft, and the external gear ring is coaxially mounted on the drive shaft. This design enables the planetary gear set to efficiently realize the speed change function of different transmission ratios, ensuring the smoothness and reliability of power transmission and improving the performance of the transmission.

[0023] A hybrid drive system includes: the hybrid transmission device described above; an engine connected to an input shaft; and a drive axle connected to an output shaft assembly.

[0024] A vehicle includes the aforementioned hybrid transmission device; or, includes the aforementioned hybrid drive system.

[0025] The beneficial effects of this utility model are:

[0026] The sun gear of the planetary gear set is mounted on the rotor of the first motor, meaning the planetary gear set and the first motor are integrated into a single design. This integration not only simplifies the overall structure of the transmission, reduces the number of components and connection points, lowers assembly difficulty and potential failure points, but also effectively reduces the overall size of the transmission, facilitating vehicle layout. Simultaneously, the simplified structure helps reduce material usage, thereby meeting lightweighting requirements, reducing vehicle energy consumption, and improving overall fuel economy and range. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the hybrid transmission device of this utility model;

[0028] Figure 2 This is a diagram showing the power transmission of the hybrid transmission device of this utility model in parking and charging mode.

[0029] Figure 3 This is a diagram showing the power transmission of the hybrid transmission device of this utility model in pure electric drive mode.

[0030] Figure 4 This is a diagram showing the power transmission of the hybrid transmission device of this utility model in the engine direct drive I gear mode;

[0031] Figure 5 This is a diagram showing the power transmission of the hybrid transmission device of this utility model in engine direct drive II gear mode;

[0032] Figure 6 This is a diagram showing the power transmission of the hybrid transmission device of this utility model in series drive mode.

[0033] Figure 7 This is a diagram showing the power transmission of the hybrid transmission device of this utility model in parallel drive I gear mode;

[0034] Figure 8 This is a diagram showing the power transmission of the hybrid transmission device of this utility model in parallel drive II gear mode.

[0035] Figure 9 This diagram illustrates the power transmission of the hybrid transmission device of this invention in the driving and charging mode.

[0036] The labels are as follows: 1-Input shaft; 2-First motor; 21-Rotor; 22-Stator; 3-Planetary gear set; 31-Planet carrier; 32-Sun gear; 33-Planet gear; 34-External gear ring; 4-Output shaft assembly; 41-Drive shaft assembly; 411-First drive shaft gear; 412-First clutch; 413-Second drive shaft gear; 414-Drive shaft; 4141-First drive half-shaft; 4142-Second drive half-shaft; 42-Intermediate shaft assembly; 421-First intermediate shaft gear; 422-Second clutch; 423-Second intermediate shaft gear; 424-Third intermediate shaft gear; 425-Intermediate shaft; 4251-First intermediate half-shaft; 4252-Second intermediate half-shaft; 5-Second motor; 51-Motor body; 52-Motor shaft; 53-Motor shaft gear; 6-Drive axle; 61-Main reducer; 62-Differential; 63-Output half-shaft. Detailed Implementation

[0037] The embodiments of this utility model will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be understood that the preferred embodiments are only for illustrating this utility model and not for limiting the scope of protection of this utility model.

[0038] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0039] This embodiment proposes a hybrid transmission device, such as... Figure 1 As shown, this hybrid transmission, a key component of the hybrid vehicle's powertrain, is designed to optimize power delivery and improve overall vehicle performance. The hybrid transmission mainly comprises the following parts:

[0040] Input shaft 1 is the starting point for power to enter the transmission. It is used to connect to the power output of the engine, introduce the power generated by the engine into the transmission, and prepare for subsequent power distribution and gear shifting.

[0041] The output shaft assembly 4 switches the power transmission path and transmits the changed power to the drive axle 6. The drive axle 6 is a key component for transmitting vehicle power to the wheels. Specifically, the drive axle 6 includes an axle housing and a main reducer 61, a differential 62, and output half-shafts 63 housed within the housing. The main reducer 61 reduces speed and increases torque to meet the vehicle's driving needs; the differential 62 allows the left and right wheels to rotate at different speeds, ensuring normal vehicle operation during cornering and other conditions; the output half-shafts 63 transmit power to the wheels. This invention does not limit the specific structure of the drive axle 6; it can adopt any existing drive axle 6 structure, as long as it can achieve the corresponding driving function. For example, the output shaft assembly 4 can be connected to the main reducer 61, such as meshing; after coupling, the output shaft assembly 4 transmits power to the main reducer 61, and then distributes it to the output half-shafts 63 via the differential 62, driving the vehicle. Through reasonable path switching and power transmission, power is efficiently and stably transmitted to the drive axle 6, thereby driving the vehicle.

[0042] The planetary gear set 3 is connected between the input shaft 1 and the output shaft set 4 to achieve different transmission ratios. The planetary gear set 3 includes a sun gear 32, and its unique structure can achieve various transmission ratios through the kinematic relationship between different components, meeting the power and speed requirements of the vehicle under different driving conditions.

[0043] The first motor 2 has a stator 22 and a rotor 21, with the rotor 21 rotatably mounted within the stator 22. A sun gear 32 is mounted on the rotor 21. This design integrates the planetary gear set 3 and the first motor 2. This integration not only simplifies the overall structure of the transmission, reduces the number of components and connection points, lowers assembly difficulty and potential failure points, but also effectively reduces the overall size of the transmission, facilitating vehicle layout. Simultaneously, the simplified structure helps reduce material usage, thereby meeting lightweighting requirements, reducing vehicle energy consumption, and improving the vehicle's fuel economy and range.

[0044] The second motor 5, including the motor body 51, is used to provide power to the drive axle 6. As an important power source in the hybrid system, the second motor 5 works in conjunction with the engine and the first motor 2 to provide power to the vehicle, improving the vehicle's power performance and fuel economy.

[0045] In this design, the first motor 2 can be a generator, and the second motor 5 can be a drive motor; alternatively, the first motor 2 can be a drive motor, and the second motor 5 can be a generator; or the functions of the first motor 2 and the second motor 5 can be interchanged. Both the first motor 2 and the second motor 5 can be connected to the vehicle's battery system to power the battery or utilize the electrical energy within the battery. For example, the first motor 2 assembly can serve as a starter motor to ignite the engine, reducing the number of starter motors used in the vehicle and saving overall vehicle costs.

[0046] Furthermore, in some embodiments, the hybrid transmission includes a housing, with the stator 22 fixedly connected within the housing. Fixing the stator 22 within the housing provides a stable mounting base for the first motor 2, ensuring the stability and reliability of the motor during operation, reducing energy loss and mechanical failures caused by motor vibration, and contributing to improving the overall performance and service life of the hybrid transmission.

[0047] For example, the housing can be the housing of a transmission device, and the aforementioned planetary gear set 3, output shaft set 4, etc., can all be housed within the housing. For example, the housing can be integrally formed with the axle housing of the drive axle 6, realizing an integrated design of the transmission device and the drive axle 6, further meeting the requirements for lightweighting and layout.

[0048] For example, the stator 22 and the sun gear 32 can be integrally formed, or they can be fixedly connected by means of interference fit, welding, spline connection, etc.

[0049] Further, in some embodiments, the output shaft assembly 4 includes a drive shaft assembly 41 and an intermediate shaft assembly 42. The drive shaft assembly 41 is drivingly connected between the planetary gear set 3 and the intermediate shaft assembly 42. The intermediate shaft assembly 42 is drivingly connected to the drive axle 6. The drive shaft assembly 41 includes a drive shaft 414; the intermediate shaft assembly 42 includes an intermediate shaft 425, which is arranged parallel to the drive shaft 414. The drive shaft 414 is coaxially arranged with the input shaft 1. The planetary gear set 3, as the core component for realizing the transmission function, performs preliminary transmission processing on the power input from the engine and the first motor 2 before transmitting it to the drive shaft assembly 41. The drive shaft assembly 41 receives the power from the planetary gear set 3 and further transmits it to the intermediate shaft assembly 42. The intermediate shaft assembly 42 is directly drivingly connected to the drive axle 6, responsible for ultimately transmitting the transmission-processed and distributed power to the drive axle 6, thereby driving the vehicle.

[0050] In this embodiment, the output shaft group 4 adopts the structure of a drive shaft assembly 41 and an intermediate shaft assembly 42, and the drive shaft 414 and the intermediate shaft 425 are arranged in parallel. This layout reduces the axial dimension, facilitates the arrangement, and makes the power transmission path clearer and more reasonable, reducing energy loss in the power transmission process; at the same time, it facilitates the installation and maintenance of each component, and improves the reliability and maintainability of the transmission.

[0051] For example, the drive shaft 414 can be made of high-strength alloy steel to meet the requirements of bearing large torque and impact loads, ensuring that no failures such as breakage or deformation occur during vehicle operation. For example, one end of the drive shaft 414 can be tightly connected to the output component of the planetary gear set 3 through splines or gears, ensuring that power can be transmitted efficiently and stably.

[0052] For example, the intermediate shaft 425 can also be made of high-strength alloy steel to meet the requirements of bearing large torque and impact loads. For example, the intermediate shaft 425 can be connected to the drive shaft assembly 41, drive axle 6, second motor 5, etc. by splines or gears to ensure that power can be transmitted efficiently and stably.

[0053] Specifically, in some embodiments, the drive shaft assembly 41 includes a first drive shaft tooth 411, a second drive shaft tooth 413, and a first clutch 412. The drive shaft 414 includes a first drive half-shaft 4141 and a second drive half-shaft 4142, which are coaxially arranged; and the first drive half-shaft 4141 and the second drive half-shaft 4142 are connected by the first clutch 412. The end of the first drive half-shaft 4141 away from the second drive half-shaft 4142 is connected to the planetary gear set 3, specifically to the outer gear ring 34 of the planetary gear set 3, such as through spline connection, welding, or integral molding; preferably, a spline connection is preferred for easy assembly.

[0054] Furthermore, the first drive shaft gear 411 is coaxially disposed on the first drive half-shaft 4141, such as through spline connection, welding, or integral molding; preferably, a spline connection is preferred for ease of assembly. The second drive shaft gear 413 is coaxially disposed on the second drive half-shaft 4142, such as through spline connection, welding, or integral molding; preferably, a spline connection is preferred for ease of assembly. The first clutch 412 is connected between the first drive half-shaft 4141 and the second drive half-shaft 4142, and is used to connect or disconnect the first drive half-shaft 4141 and the second drive half-shaft 4142. In this embodiment, a clutch is used to realize the gear shifting function, which has a simple structure, high reliability, simplifies the structure of the transmission device, reduces the complexity and cost of manufacturing, and makes it easier to achieve fully electric control, thus improving the intelligence level of the transmission device.

[0055] Furthermore, in some embodiments, the intermediate shaft assembly 42 includes a first intermediate shaft tooth 421, a second intermediate shaft tooth 423, and a second clutch 422. The intermediate shaft 425 includes a first intermediate half-shaft 4251 and a second intermediate half-shaft 4252; the first intermediate half-shaft 4251 and the second intermediate half-shaft 4252 are coaxially arranged, and the first intermediate half-shaft 4251 and the second intermediate half-shaft 4252 are connected by the second clutch 422.

[0056] Furthermore, the first intermediate shaft tooth 421 is coaxially mounted on the first intermediate half-shaft 4251 and is drive-connected to the first drive shaft tooth 411, such as meshing. The first intermediate shaft tooth 421 can be mounted on the first intermediate half-shaft 4251 by spline connection, welding, integral molding, etc.; preferably, a spline connection is preferred for easy assembly. The second intermediate shaft tooth 423 is coaxially mounted on the second intermediate half-shaft 4252 and is used for drive-connection to the drive axle 6. The second intermediate shaft tooth 423 can be mounted on the second intermediate half-shaft 4252 by spline connection, welding, integral molding, etc.; preferably, a spline connection is preferred for easy assembly. The second clutch 422 is connected between the first intermediate half-shaft 4251 and the second intermediate half-shaft 4252, and is used to connect or disconnect the first intermediate half-shaft 4251 and the second intermediate half-shaft 4252. In this embodiment, two clutches (first clutch 412 and second clutch 422) are used to achieve two-speed transmission, further simplifying the structure, reducing costs, and facilitating electric control.

[0057] This utility model does not specifically limit the type of the first clutch 412 and the second clutch 422. Exemplarily, the first clutch 412 and the second clutch 422 can be multi-plate clutches, electromagnetic clutches, diaphragm spring clutches, etc. By controlling the working states of the first and second one-way clutches, the power output can have two transmission modes: the first one-way clutch is engaged and the second one-way clutch is disengaged in gear I; the first one-way clutch is disengaged and the second one-way clutch is engaged in gear II. Specifically, both the first clutch 412 and the second clutch 422 have a driving part, a driven part, a clamping mechanism, and an operating mechanism. When the operating mechanism of the first clutch 412 controls the clamping mechanism to clamp its driving part and driven part, the first clutch 412 is engaged, and at this time, the first driving half-shaft 4141 is connected to the second driving half-shaft 4142; when the operating mechanism of the first clutch 412 controls the clamping mechanism to disengage its driving part and driven part, the first clutch 412 is disengaged, and at this time, the first driving half-shaft 4141 is disconnected from the second driving half-shaft 4142. When the operating mechanism of the second clutch 422 controls the pressing mechanism to press its active part and driven part together, the second clutch 422 is engaged, and the first intermediate half shaft 4251 is connected to the second intermediate half shaft 4252. When the operating mechanism of the second clutch 422 controls the pressing mechanism to release its active part and driven part together, the second clutch 422 is not engaged, and the first intermediate half shaft 4251 is disconnected from the second intermediate half shaft 4252.

[0058] In some embodiments, the first clutch 412 is a one-way clutch, and the power transmission direction of the first clutch 412 is the direction from the first drive shaft tooth 411 to the second drive shaft tooth 413.

[0059] In some embodiments, the second clutch 422 is a one-way clutch, and the power transmission direction of the second clutch 422 is from the first intermediate shaft tooth 421 to the second intermediate shaft tooth 423.

[0060] In the above embodiments, the first clutch 412 and / or the second clutch 422 adopt a one-way clutch, which can make the transition more smoothly during gear shifting, avoiding the shock and jerking that may occur in traditional gear shifting mechanisms, making the gear shifting process smoother, improving the response speed and transmission efficiency of the transmission, and significantly reducing the generation of vibration and noise, providing the driver with a quieter and more comfortable driving environment.

[0061] Furthermore, in some embodiments, the intermediate shaft assembly 42 includes a third intermediate shaft tooth 424, which is coaxially disposed on the second intermediate half-shaft 4252. The third intermediate shaft tooth 424 is drive-connected to the second drive shaft tooth 413 and to the output end of the second motor 5. Specifically, the third intermediate shaft tooth 424 can be disposed on the second intermediate half-shaft 4252 by means of spline connection, welding, integral molding, etc.; preferably, a spline connection is preferred for easy assembly. The third intermediate shaft tooth 424 can mesh with the second drive shaft tooth 413 and to the output end of the second motor 5. In this embodiment, by providing the third intermediate shaft tooth 424 and drive-connecting it to the second drive shaft tooth 413 and the output end of the second motor 5, effective coupling of engine power and the power of the second motor 5 on the intermediate shaft assembly 42 is achieved. This design allows the engine to be power-coupled with the second motor 5 over a wide speed range, and the engine can always operate in the high-efficiency speed range, thereby improving the vehicle's fuel economy and NVH (noise, vibration, and harshness) performance, and enhancing the driving quality.

[0062] Specifically, along the axial direction of the intermediate shaft 425, the third intermediate shaft tooth 424 is located between the first intermediate shaft tooth 421 and the second intermediate shaft tooth 423. The second clutch 422 is specifically disposed between the first intermediate shaft tooth 421 and the third shaft tooth.

[0063] Furthermore, in some embodiments, the second motor 5 includes a motor body 51 and an output end, the output end being connected to the motor body 51 for outputting power. Specifically, the output end includes a motor shaft 52 and motor shaft teeth 53, the motor shaft teeth 53 being coaxially mounted on the motor shaft 52. The motor shaft 52 is arranged parallel to the drive shaft 414 and the intermediate shaft 425, and the motor shaft teeth 53 are drively connected to the third intermediate shaft teeth 424. In this embodiment, the parallel arrangement of the motor shaft 52 of the second motor 5 with the drive shaft 414 and the intermediate shaft 425 further reduces the axial dimension of the transmission device, making the layout of each component more compact and reasonable, optimizing the overall spatial structure, and improving the utilization rate of the vehicle's interior space.

[0064] This utility model does not limit the specific types of the first motor 2 and the second motor 5, as long as they can achieve the function of power output or power generation.

[0065] Furthermore, in some embodiments, the planetary gear set 3 includes a planet carrier 31, multiple planet gears 33, and an external ring gear 34. The planet carrier 31 is coaxially mounted on the input shaft 1, and the external ring gear 34 is coaxially mounted on the drive shaft 414. The multiple planet gears 33 are rotatably mounted on the planet carrier 31, and the planet gears 33 mesh with the sun gear 32 and the external ring gear 34. In this embodiment, the planetary gear set 3 adopts a structure of a planet carrier 31, multiple planet gears 33, and an external ring gear 34. The planet carrier 31 is coaxially mounted on the input shaft 1, and the external ring gear 34 is coaxially mounted on the drive shaft 414. This design enables the planetary gear set 3 to efficiently achieve different transmission ratios, ensuring the smoothness and reliability of power transmission and improving the performance of the transmission.

[0066] This invention does not impose specific limitations on the transmission ratio between different components of the planetary gear set 3, as long as the two-gear switching function can be achieved.

[0067] The hybrid transmission device of this invention includes, but is not limited to, front-wheel drive transmissions used in hybrid vehicles.

[0068] like Figures 2 to 9 As shown, by switching the working states of the first clutch 412 and the second clutch 422, the hybrid transmission device of this utility model has multiple working modes: parking charging, pure electric drive, engine direct drive I gear, engine direct drive II gear, series drive, parallel drive I gear, parallel drive II gear, driving charging, etc., to meet the power requirements in different scenarios. For example, pure electric drive is used at low speeds, engine drive is used during high-speed cruising, parallel drive of engine and motor is used when high power performance is required, and series drive of engine and motor is used in range-extending mode.

[0069] Specifically, such as Figure 2 As shown, the parking charging mode is as follows: neither the first clutch 412 nor the second clutch 422 is working. Power is transmitted from the input shaft 1 through the planetary carrier 31 to the planetary gear 33. The planetary gear 33 meshes with the sun gear 32, transmitting power to the sun gear 32. The sun gear 32 and the rotor 21 of the first motor 2 are integrated into one component, driving the rotor 21 of the first motor 2 to rotate, thus realizing the parking power generation function.

[0070] like Figure 3As shown, in the pure electric drive mode: neither the first clutch 412 nor the second clutch 422 is engaged, and no power is input to the input shaft 1; the second motor 5 transmits power to the motor shaft gear 53 through the motor shaft 52; the motor shaft gear 53 meshes with the third intermediate shaft gear 424, transmitting power to the third intermediate shaft gear 424, and then to the second intermediate shaft gear 423; the second intermediate shaft gear 423 meshes with the main reducer 61, transmitting power to the main reducer 61; and then, through the differential 62, it is distributed to the output half-shaft 63 to drive the vehicle. In this mode, neither the first clutch 412 nor the second clutch 422 is engaged, and power cannot be transmitted to the first drive shaft gear 411 and the second drive shaft gear 413.

[0071] like Figure 4 As shown, in the engine direct drive I mode: the first clutch 412 is engaged, and the second clutch 422 is disengaged. Power is transmitted from the input shaft 1 through the planetary carrier 31 to the planetary gears 33. The planetary gears 33 mesh with the external ring gear 34, transmitting power to the external ring gear 34. The external ring gear 34 transmits power to the drive shaft 414. The second drive shaft gear 413 meshes with the third intermediate shaft gear 424, transmitting power to the intermediate shaft 425, and then to the second intermediate shaft gear 423. The second intermediate shaft gear 423 meshes with the final drive 61, transmitting power to the final drive 61. Then, through the differential 62, the power is distributed to the output half-shaft 63, driving the vehicle.

[0072] like Figure 5 As shown, in the engine direct drive II mode, the first clutch 412 is not engaged, and the second clutch 422 is engaged. Power is transmitted from the input shaft 1 through the planetary carrier 31 to the planetary gears 33. The planetary gears 33 mesh with the external ring gear 34, transmitting power to the external ring gear 34. The external ring gear 34 transmits power to the drive shaft 414. The first drive shaft gear 411 meshes with the first intermediate shaft gear 421, transmitting power to the intermediate shaft 425, and then to the second intermediate shaft gear 423. The second intermediate shaft gear 423 meshes with the final drive 61, transmitting power to the final drive 61. Then, through the differential 62, the power is distributed to the output half-shaft 63, driving the vehicle.

[0073] like Figure 6As shown, the series drive mode is as follows: neither the first clutch 412 nor the second clutch 422 is working. Power is transmitted from the input shaft 1 to the planetary gears 33 via the planetary carrier 31. The planetary gears 33 mesh with the sun gear 32, transmitting power to the sun gear 32. The sun gear 32 and the rotor 21 of the first motor 2 are integrated into one component, driving the rotor 21 of the first motor 2 to rotate, realizing the parking power generation function. The second motor 5 transmits power to the motor shaft gear 53 via the motor shaft 52. The motor shaft gear 53 meshes with the third intermediate shaft gear 424, transmitting power to the intermediate shaft 425, and then to the second intermediate shaft gear 423. The second intermediate shaft gear 423 meshes with the main reducer 61, transmitting power to the main reducer 61. Then, the power is distributed to the output half-shaft 63 through the differential 62, driving the vehicle.

[0074] like Figure 7 As shown, in parallel drive mode I: the first clutch 412 is engaged, and the second clutch 422 is disengaged. Power is transmitted from the input shaft 1 to the planetary gears 33 via the planetary carrier 31. The planetary gears 33 mesh with the external gear ring 34, transmitting power to the external gear ring 34. The external gear ring 34 transmits power to the drive shaft 414. The second drive shaft gear 413 meshes with the third intermediate shaft gear 424, transmitting power to the intermediate shaft 425. The second motor 5 transmits power to the motor shaft gear 53 via the motor shaft 52. The motor shaft gear 53 meshes with the third intermediate shaft gear 424, transmitting power to the intermediate shaft 425. The output power of the engine and the output power of the second motor 5 are coupled on the intermediate shaft 425. The second intermediate shaft gear 423 meshes with the main reducer 61, transmitting power to the main reducer 61. Then, the power is distributed to the output half-shaft 63 via the differential 62, driving the vehicle.

[0075] like Figure 8 As shown, in the parallel drive II mode: the first clutch 412 is not engaged, and the second clutch 422 is engaged. Power is transmitted from the input shaft 1 to the planetary gears 33 via the planetary carrier 31. The planetary gears 33 mesh with the external gear ring 34, transmitting power to the external gear ring 34. The external gear ring 34 transmits power to the drive shaft 414. The first drive shaft gear 411 meshes with the first intermediate shaft gear 421, transmitting power to the intermediate shaft 425. The second motor 5 transmits power to the motor shaft gear 53 via the motor shaft 52. The motor shaft gear 53 meshes with the third intermediate shaft gear 424, transmitting power to the intermediate shaft 425. The output power of the engine and the output power of the second motor 5 are coupled on the intermediate shaft 425. The second intermediate shaft gear 423 meshes with the main reducer 61, transmitting power to the main reducer 61. Then, the power is distributed to the output half-shaft 63 via the differential 62, driving the vehicle.

[0076] like Figure 9As shown, the vehicle charging mode is as follows: the power input from the input shaft 1 is split in the planetary gear set 3. Part of the power is driven by the engagement of the planetary gear 33 and the sun gear 32, which in turn drives the rotor 21 of the first motor 2 to rotate, thus generating electricity. The other part of the power is driven by the engagement of the planetary gear 33 and the external gear ring 34, which in turn drives the external gear ring 34 to rotate. The external gear ring 34 transmits power to the drive shaft 414. By selecting the operation of the first clutch 412 or the second clutch 422, the power is transmitted to the intermediate shaft 425. The second intermediate shaft gear 423 engages with the main reducer 61, which transmits the power to the main reducer 61. Then, the power is distributed to the output half shaft 63 through the differential 62 to drive the vehicle.

[0077] Furthermore, the hybrid transmission device of this utility model also has a braking energy recovery working mode: the first clutch 412 is not engaged, the second clutch 422 is not engaged, and the second motor 5 is in the working state. The driving force from the wheel end is transmitted to the differential 62 via the output half shaft 63, and then to the intermediate shaft 425 via the engagement of the main reducer 61 and the second intermediate shaft gear 423; then, the power is transmitted to the motor shaft 52 via the third intermediate shaft gear 424 and the motor shaft gear 53, driving the motor body 51 of the second motor 5 to reverse and generate electricity.

[0078] This embodiment proposes a hybrid drive system, including the aforementioned hybrid transmission, engine, and drive axle 6. The power output end of the engine is connected to the input shaft 1 of the hybrid transmission, and the drive axle 6 is connected to the output shaft assembly 4. This hybrid drive system, comprising the hybrid transmission of this invention, works in conjunction with the engine and drive axle 6 to achieve coordinated operation of the engine and motor, fully leveraging the advantages of hybrid vehicles, improving overall vehicle power performance, fuel economy, and driving comfort, and providing users with a superior driving experience.

[0079] Specifically, the drive axle 6 includes an axle housing and a main reducer 61, a differential 62, and an output half-shaft 63 disposed within the axle housing. For example, the output shaft assembly 4 of the hybrid transmission is connected to the main reducer 61 in a driving connection, such as meshing; after being coupled, the output shaft assembly 4 transmits power to the main reducer 61, and then distributes it to the output half-shaft 63 through the differential 62 to drive the vehicle.

[0080] This embodiment proposes a vehicle including the aforementioned hybrid transmission device; or, including the aforementioned hybrid drive system. Vehicles equipped with the hybrid transmission device or hybrid drive system of this invention can significantly improve overall vehicle performance, including power performance, fuel economy, and driving comfort, thereby enhancing the vehicle's market competitiveness and meeting users' demands for high-quality automobiles.

[0081] The above embodiments are merely preferred embodiments provided to fully illustrate the present utility model, and the protection scope of the present utility model is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present utility model are all within the protection scope of the present utility model.

Claims

1. A hybrid transmission apparatus characterized by comprising: include: Input shaft (1) is used to connect to the power output end of the engine; The output shaft assembly (4) is used to switch the power transmission path and transmit the changed power to the drive axle (6); The planetary gear set (3) is connected between the input shaft (1) and the output shaft set (4) to realize the speed change function with different transmission ratios; the planetary gear set (3) includes a sun gear (32); The first motor (2) has a stator (22) and a rotor (21), the rotor (21) being rotatably mounted in the stator (22); the sun gear (32) is disposed on the rotor (21); The second motor (5) is used to provide power to the drive axle (6).

2. The hybrid transmission device according to claim 1, characterized by: Includes a housing, and the stator (22) is fixedly connected inside the housing.

3. The hybrid transmission device according to claim 1 or 2, characterized by: The output shaft assembly (4) includes a drive shaft assembly (41) and an intermediate shaft assembly (42). The drive shaft assembly (41) is connected between the planetary gear set (3) and the intermediate shaft assembly (42). The intermediate shaft assembly (42) is used to be connected to the drive axle (6). The drive shaft assembly (41) includes a drive shaft (414); the intermediate shaft assembly (42) includes an intermediate shaft (425); the intermediate shaft (425) is arranged parallel to the drive shaft (414).

4. The hybrid transmission device according to claim 3, characterized by: The drive shaft (414) includes a first drive half-shaft (4141) and a second drive half-shaft (4142); The drive shaft assembly (41) includes a first drive shaft tooth (411), a second drive shaft tooth (413), and a first clutch (412); the first drive shaft tooth (411) is coaxially disposed on the first drive half shaft (4141); the second drive shaft tooth (413) is coaxially disposed on the second drive half shaft (4142); the first clutch (412) is connected between the first drive half shaft (4141) and the second drive half shaft (4142) for connecting or disconnecting the first drive half shaft (4141) and the second drive half shaft (4142).

5. The hybrid transmission device according to claim 4, characterized in that: The intermediate shaft (425) includes a first intermediate half-shaft (4251) and a second intermediate half-shaft (4252); The intermediate shaft assembly (42) includes a first intermediate shaft tooth (421), a second intermediate shaft tooth (423), and a second clutch (422); the first intermediate shaft tooth (421) is coaxially disposed on the first intermediate half shaft (4251) and is drivenly connected to the first drive shaft tooth (411); the second intermediate shaft tooth (423) is coaxially disposed on the second intermediate half shaft (4252) and is used to drively connect to the drive axle (6); the second clutch (422) is connected between the first intermediate half shaft (4251) and the second intermediate half shaft (4252) and is used to connect or disconnect the first intermediate half shaft (4251) and the second intermediate half shaft (4252).

6. The hybrid transmission device according to claim 5, characterized in that: The first clutch (412) and / or the second clutch (422) are one-way clutches.

7. The hybrid transmission device according to claim 5, characterized in that: The intermediate shaft assembly (42) includes a third intermediate shaft tooth (424), which is coaxially disposed on the second intermediate half shaft (4252). The third intermediate shaft tooth (424) is connected to the second drive shaft tooth (413) and is also connected to the output end of the second motor (5).

8. The hybrid transmission device according to claim 7, characterized in that: The output end of the second motor (5) includes a motor shaft (52) and motor shaft teeth (53), the motor shaft teeth (53) being coaxially arranged on the motor shaft (52); the motor shaft (52) is arranged parallel to the drive shaft (414) and the intermediate shaft (425), and the motor shaft teeth (53) are connected to the third intermediate shaft teeth (424) for transmission.

9. The hybrid transmission device according to claim 3, characterized in that: The planetary gear set (3) includes a planet carrier (31), multiple planet gears (33) and an external gear ring (34); the planet carrier (31) is coaxially mounted on the input shaft (1), and the external gear ring (34) is coaxially mounted on the drive shaft (414); the multiple planet gears (33) are rotatably mounted on the planet carrier (31); the planet gears (33) mesh with the sun gear (32) and the external gear ring (34).

10. A hybrid drive system, characterized in that, include: The hybrid transmission device as described in any one of claims 1-9; The engine is connected to the input shaft (1); The drive bridge (6) is connected to the output shaft assembly (4).

11. A vehicle, characterized in that: It includes the hybrid transmission device as described in any one of claims 1-9; or, it includes the hybrid drive system as described in claim 10.

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