A dual-motor hybrid power transmission system and vehicle

Abstract

This application relates to a dual-motor hybrid powertrain system and vehicle, comprising: a hybrid power unit including a first input shaft, a transfer shaft loosely fitted on the first input shaft, an engine connected to the first input shaft via a clutch, a first motor drivenly connected to the first input shaft, and a second motor drivenly connected to the transfer shaft; a front auxiliary gearbox mechanism including an intermediate shaft, a first gear pair loosely fitted on and drivenly connected to the transfer shaft, a second gear pair loosely fitted on and drivenly connected to the transfer shaft, and a third gear pair loosely fitted on the first input shaft and drivenly connected to the intermediate shaft; a first shifting mechanism circumferentially fixed on the transfer shaft for engaging or disengaging the first and second gear pairs, and a second shifting mechanism circumferentially fixed on the first input shaft for engaging or disengaging the transfer shaft and the third gear pair. The second motor in this application can provide power interruption compensation for the first motor and / or the engine during gear shifting in the front auxiliary gearbox mechanism.

Description

Technical Field

[0001] This application relates to the field of commercial vehicle hybrid powertrain technology, and in particular to a dual-motor hybrid powertrain system and vehicle. Background Technology

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

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

[0004] Therefore, in this context, we need to develop a hybrid electric drive system suitable for medium and heavy-duty commercial vehicles. This system combines a simple and reliable multi-speed single or double intermediate shaft AMT (Automated Manual Transmission) with dual motors, which is based on the traditional commercial vehicle structure. This will solve the problem of power interruption during partial gear shifts, improve driving comfort, and significantly improve the fuel economy of medium and heavy-duty vehicles and motors under alternating operating conditions, thereby achieving a high-performance dual-motor hybrid power transmission system. Summary of the Invention

[0005] This application provides a dual-motor hybrid power transmission system and vehicle to solve the problems of high mechanical design difficulty and high system cost in related technologies, which use a dual-motor parallel hybrid architecture with a four intermediate shaft AMT structure or a dual intermediate shaft AMT structure with a hollow sleeve shaft.

[0006] The first aspect of this application provides a dual-motor hybrid power transmission system, including: A hybrid power unit includes a first input shaft, a transfer shaft loosely fitted on the first input shaft, an engine connected to the first input shaft via a clutch, a first motor drivenly connected to the first input shaft, and a second motor drivenly connected to the transfer shaft. The front auxiliary gearbox mechanism includes an intermediate shaft arranged parallel to the first input shaft, a first gear pair loosely fitted on the intermediate shaft and drivenly connected to the intermediate shaft, a second gear pair loosely fitted on the intermediate shaft and drivenly connected to the intermediate shaft, and a third gear pair loosely fitted on the first input shaft and drivenly connected to the intermediate shaft. In addition, a first shifting mechanism circumferentially fixed on the central shaft for engaging or disengaging the first gear pair and the second gear pair, and a second shifting mechanism circumferentially fixed on the first input shaft for engaging or disengaging the central shaft and the third gear pair.

[0007] In some embodiments, a front reduction mechanism is further included, which includes a first reduction gear pair and a second reduction gear pair, the first motor is connected to a second input shaft, and the second motor is connected to a third input shaft; The first reduction gear pair includes a first driving bias gear and a first driven bias gear that are meshed with each other. The first driving bias gear is connected to the second input shaft, and the first driven bias gear is connected to the first input shaft. The second reduction gear pair includes a second driving bias gear and a second driven bias gear that are meshed with each other. The second driving bias gear is connected to the third input shaft, and the second driven bias gear is connected to the intermediate shaft.

[0008] In some embodiments: the first gear pair includes a first input gear and a first output gear that mesh with each other, the first input gear is loosely fitted on the intermediate shaft, and the first output gear is fixed on the intermediate shaft; The second gear pair includes a second input gear and a second output gear that mesh with each other. The second input gear is loosely fitted on the central shaft, and the second output gear is fixed on the intermediate shaft. The third gear pair includes a third input gear and a third output gear that mesh with each other. The third input gear is loosely fitted on the first input shaft, and the third output gear is fixed on the intermediate shaft.

[0009] In some embodiments: the first shifting mechanism is located between the first input gear and the second input gear, and the first shifting mechanism slides along the axial direction of the pivot shaft to engage or disengage the first input gear and the second input gear; The second shifting mechanism is located between the central shaft and the third input gear, and slides along the axial direction of the first input shaft to engage or disengage the central shaft and the third input gear.

[0010] In some embodiments: the intermediate shaft is provided with two or more sets, the first output gear is provided with two or more sets, the second output gear is provided with two or more sets, and the third output gear is provided with two or more sets; Two or more sets of intermediate shafts are symmetrically distributed around the outer periphery of the first input shaft, and two or more sets of the first output gears are respectively fixed on each of the intermediate shafts and symmetrically distributed around the outer periphery of the first input gear; Two or more sets of the second output gears are respectively fixed on each of the intermediate shafts and symmetrically distributed around the outer periphery of the second input gear, and two or more sets of the third output gears are respectively fixed on each of the intermediate shafts and symmetrically distributed around the outer periphery of the third input gear.

[0011] In some embodiments, the system further includes a main gearbox mechanism, which includes a main gearbox output shaft coaxially arranged with the first input shaft, a fourth gear pair loosely fitted on the main gearbox output shaft and drivingly connected to the intermediate shaft, and a third shifting mechanism circumferentially fixed on the main gearbox output shaft for engaging or disengaging the first input shaft and the fourth gear pair.

[0012] In some embodiments, the main gearbox mechanism further includes a fifth gear pair and a sixth gear pair loosely fitted on the main gearbox output shaft and drivingly connected to the intermediate shaft, and a fourth shifting mechanism circumferentially fixed on the main gearbox output shaft for engaging or disengaging the fifth gear pair and the sixth gear pair.

[0013] In some embodiments: the fourth gear pair includes a fourth input gear and a fourth output gear that mesh with each other, the fourth output gear is loosely fitted on the main gearbox output shaft, and the fourth input gear is fixed on the intermediate shaft; The fifth gear pair includes a fifth input gear and a fifth output gear that mesh with each other. The fifth output gear is loosely fitted on the main gearbox output shaft, and the fifth input gear is fixed on the intermediate shaft. The sixth gear pair includes a sixth input gear and a sixth output gear that mesh with each other. The sixth output gear is loosely fitted on the main gearbox output shaft, and the sixth input gear is fixed on the intermediate shaft.

[0014] In some embodiments: the intermediate shaft is provided with two or more sets, the fourth input gear is provided with two or more sets, the fifth input gear is provided with two or more sets, and the sixth input gear is provided with two or more sets; Two or more sets of intermediate shafts are symmetrically distributed on the outer periphery of the main box output shaft, and two or more sets of fourth input gears are respectively fixed on each of the intermediate shafts and symmetrically distributed on the outer periphery of the fourth output gear; Two or more sets of the fifth input gears are respectively fixed on each of the intermediate shafts and symmetrically distributed around the outer periphery of the fifth output gear, and two or more sets of the sixth input gears are respectively fixed on each of the intermediate shafts and symmetrically distributed around the outer periphery of the sixth output gear.

[0015] A second aspect of this application provides a vehicle including a dual-motor hybrid powertrain system as described in any of the above embodiments.

[0016] The beneficial effects of the technical solution provided in this application include: This application provides a dual-motor hybrid power transmission system and vehicle. The dual-motor hybrid power transmission system of this application is equipped with a hybrid power unit, which includes a first input shaft, a transfer shaft loosely fitted on the first input shaft, an engine connected to the first input shaft via a clutch, a first motor driven by the first input shaft, and a second motor driven by the transfer shaft. The front auxiliary gearbox mechanism includes an intermediate shaft arranged parallel to the first input shaft, a first gear pair loosely fitted on the intermediate shaft and drivenly connected to the intermediate shaft, a second gear pair loosely fitted on the intermediate shaft and drivenly connected to the intermediate shaft, and a third gear pair loosely fitted on the first input shaft and drivenly connected to the intermediate shaft; and a first shifting mechanism circumferentially fixed on the intermediate shaft for engaging or disengaging the first gear pair and the second gear pair, and a second shifting mechanism circumferentially fixed on the first input shaft for engaging or disengaging the intermediate shaft and the third gear pair.

[0017] First, in the dual-motor hybrid power transmission system of this application, after the engine and the first motor input power are linked through the first input shaft, they can selectively be linked with the coupling components of the first, second, and third gear pairs of the front auxiliary gearbox mechanism through the first and second shifting mechanisms. The second motor is linked with the coupling components of the first or second gear pairs of the front auxiliary gearbox mechanism. The second motor can provide power interruption compensation for the shifting process of the first motor and / or the engine between the three gears formed by the first, second, and third gear pairs of the front auxiliary gearbox mechanism, thereby improving driving comfort and slope shifting safety. When the engine is completely disengaged, the second motor can still independently drive the vehicle for a long time, which can be applied to plug-in hybrid heavy-duty vehicles.

[0018] Secondly, in the dual-motor hybrid power transmission system of this application, if the second shifting mechanism is in neutral, the third shifting mechanism selectively engages the first input shaft with the main gearbox output shaft, thereby achieving a direct connection between the first input shaft and the main gearbox output shaft to form a direct drive gear with a speed ratio of 1. This can be used in the high-efficiency direct drive mode of the engine at medium and high speeds. In the high-efficiency direct drive mode, all six gear pairs can be in a stopped state, which can greatly reduce the rotational losses and oil churning losses of the first to sixth gear pairs, maximizing the transmission efficiency of the vehicle under high-speed cruising conditions and achieving high efficiency and energy saving during high-speed cruising.

[0019] Third, in the dual-motor hybrid powertrain system of this application, the second motor's power is loaded onto the central drive shaft. The second motor can provide parallel transient power compensation for engine-driven operation, and can also independently drive the vehicle in series, pure electric drive, and regenerative braking modes. The three power sources—the engine, the first motor, and the second motor—can be driven independently through multiple transmission paths, and can also achieve power compensation during sequential gear shifts, avoiding power interruption during gear changes and ensuring smooth and reliable operation. The three power sources can also be linked together, sharing one output path for transmission, enabling mutual sharing of gear positions, increasing the number of gears in the transmission system, and ensuring the vehicle's power performance across the entire speed range. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of the dual-motor hybrid power transmission system according to an embodiment of this application.

[0022] Figure label: 1. Engine; 2. First motor; 3. Second motor; 4. Clutch; 5. First shift mechanism; 6. Second shift mechanism; 7. Third shift mechanism; 8. Fourth shift mechanism; 10. First input shaft; 20. Second input shaft; 21. First driving bias gear; 22. First driven bias gear; 30. Third input shaft; 31. Second driving bias gear; 32. Second driven bias gear; 40. Transmission shaft; 41. First input gear; 42. Second input gear; 43. Third input gear; 50. Intermediate shaft; 51. First output gear; 52. Second output gear; 53. Third output gear; 54. Fourth input gear; 55. Fifth input gear; 56. Sixth input gear; 60. Main gearbox output shaft; 61. Fourth output gear; 62. Fifth output gear; 63. Sixth output gear; 100. Front reduction mechanism; 200. Front auxiliary gearbox mechanism; 300. Main gearbox mechanism. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] This application provides a dual-motor hybrid power transmission system and vehicle, which can solve the problems of high mechanical design difficulty and high system cost in related technologies, which use a dual-motor parallel hybrid architecture with a four intermediate shaft AMT structure or a dual intermediate shaft AMT structure with a hollow sleeve shaft.

[0025] See Figure 1 As shown, the first aspect of this application provides a dual-motor hybrid power transmission system, including: The hybrid power unit includes a first input shaft 10, a transfer shaft 40 loosely fitted on the first input shaft 10, an engine 1 connected to the first input shaft 10 via a clutch 4, a first motor 2 drivenly connected to the first input shaft 10, and a second motor 3 drivenly connected to the transfer shaft 40. The input power of the engine 1 and the first motor 2 can be selectively linked on the first input shaft 10.

[0026] The front auxiliary gearbox mechanism 200 includes an intermediate shaft 50 arranged parallel to the first input shaft 10, a first gear pair loosely fitted on the intermediate shaft 40 and drivingly connected to the intermediate shaft 50, a second gear pair loosely fitted on the intermediate shaft 40 and drivingly connected to the intermediate shaft 50, and a third gear pair loosely fitted on the first input shaft 10 and drivingly connected to the intermediate shaft 50.

[0027] In addition, a first shifting mechanism 5, circumferentially fixed to the central shaft 40, is used to engage or disengage the first gear pair and the second gear pair; a second shifting mechanism 6, circumferentially fixed to the first input shaft 10, is used to engage or disengage the central shaft 40 and the third gear pair. The central shaft 40 is a hollow shaft sleeved outside the first input shaft 10. The length of the first input shaft 10 is greater than the length of the central shaft 40, and both ends of the first input shaft 10 extend beyond the ends of the central shaft 40.

[0028] The first gear pair, the second gear pair, and the third gear pair form a three-gear coupling mechanism. After the engine 1 and the first motor 2 are linked by the first input shaft 10, the power input can be selectively linked with the three-gear coupling assembly of the front auxiliary gearbox 200 through the first shifting mechanism 5 and the second shifting mechanism 6 of the front auxiliary gearbox 200. The second motor 3 is linked with the first gear pair or the second gear pair of the front auxiliary gearbox 200. The second motor 3 can provide power interruption compensation for the shifting process of the first motor 2 and / or the engine 1 between the three gears of the front auxiliary gearbox 200.

[0029] The second motor 3 is linked with the first or second gear pair of the front auxiliary gearbox mechanism 200. Those skilled in the art can also utilize the three different speed ratios of the first, second, and third gear pairs to achieve three different transmission speed ratio settings for the hybrid power unit, adapting to the gear matching requirements of different vehicle models. The following only elaborates on the matching cases where the speed ratio of the first gear pair linked to the second motor 3 and the front auxiliary gearbox mechanism 200 is less than the speed ratios of the second and third gear pairs, and where the speed ratio of the second gear pair is greater than that of the third gear pair; however, this application is not limited to these cases.

[0030] In this embodiment of the dual-motor hybrid power transmission system, after the engine 1 and the first motor 2 are linked by the first input shaft 10, the power can be selectively linked with the first gear pair, the second gear pair, and the third gear pair coupling assembly of the front auxiliary gearbox mechanism 200 through the first shift mechanism 5 and the second shift mechanism 6 of the front auxiliary gearbox mechanism 200.

[0031] The second motor 3 is coupled with the first or second gear pair of the front auxiliary gearbox mechanism 200. The second motor 3 can provide power interruption compensation for the shifting process of the first motor 2 and / or the engine 1 between the three gears composed of the first, second, and third gear pairs of the front auxiliary gearbox mechanism 200, realizing shifting without power interruption. When the engine 1 is completely disengaged, the second motor 3 can still independently drive the vehicle for a long time, which can be applied to plug-in hybrid heavy-duty vehicles.

[0032] In this embodiment of the dual-motor hybrid power transmission system, if the second shift mechanism 6 is in neutral, the third shift mechanism 7 selectively engages the first input shaft 10 with the main gearbox output shaft 60, thereby achieving a direct connection between the first input shaft 10 and the main gearbox output shaft 60 to form a direct drive gear with a speed ratio of 1. This can be used in the high-efficiency direct drive mode of the engine at medium to high speeds. In the high-efficiency direct drive mode, all six gear pairs can be in a stopped state, which can greatly reduce the rotational losses and oil churning losses of the first to sixth gear pairs, maximizing the transmission efficiency of the vehicle under high-speed cruising conditions and achieving high efficiency and energy saving during high-speed cruising.

[0033] In this embodiment of the dual-motor hybrid power transmission system, the second motor 3 powers the central shaft 40. The second motor 3 can provide parallel transient power compensation for the engine 1, and can also independently drive the vehicle in series, pure electric drive, and regenerative braking modes. The three power sources—engine 1, first motor 2, and second motor 3—can be driven independently through multiple transmission paths. It can also provide power compensation during sequential gear shifting, avoiding power interruption during gear changes and ensuring smooth and reliable operation. The three power sources can also be linked together, sharing one output path to achieve mutual sharing of gear positions, increasing the number of gears in the transmission system and ensuring the vehicle's power performance across the entire speed range.

[0034] In some alternative embodiments: see Figure 1 This application provides a dual-motor hybrid power transmission system, which further includes a front reduction mechanism 100. The front reduction mechanism 100 includes a first reduction gear pair and a second reduction gear pair. The first motor 2 is connected to a second input shaft 20, and the second motor 3 is connected to a third input shaft 30. The first input shaft 10, the second input shaft 20, and the third input shaft 30 are radially spaced and parallel to each other.

[0035] The first reduction gear pair includes a first driving bias gear 21 and a first driven bias gear 22 meshing with each other. The first driving bias gear 21 is connected to the second input shaft 20, and the first driven bias gear 22 is connected to the first input shaft 10. The second reduction gear pair includes a second driving bias gear 31 and a second driven bias gear 32 meshing with each other. The second driving bias gear 31 is connected to the third input shaft 30, and the second driven bias gear 32 is connected to the intermediate shaft 40.

[0036] In this embodiment, the first motor 2 is biasedly connected to the first input shaft 10 via a first reduction gear pair formed by the meshing of a first driving bias gear 21 and a first driven bias gear 22. The first driving bias gear 21 and the first driven bias gear 22 can offset the first motor 2 from the engine 1, which facilitates the system space arrangement. Furthermore, the diameter of the first driving bias gear 21 is smaller than the diameter of the first driven bias gear 22, which can reduce the torque requirement of the first motor 2, thus helping to reduce weight and cost. A high-speed, low-torque first motor 2 can be selected.

[0037] The second motor 3 is biasedly connected to the central shaft 40 via a second reduction gear pair formed by the meshing of a second active bias gear 31 and a second driven bias gear 32. The second active bias gear 31 and the second driven bias gear 32 can offset the second motor 3 from the engine 1, which facilitates the system space arrangement. Furthermore, the diameter of the second active bias gear 31 is smaller than the diameter of the second driven bias gear 32, which can reduce the torque requirement of the second motor 3, thus helping to reduce weight and cost. A high-speed, low-torque second motor 3 can be selected.

[0038] In some alternative embodiments: see Figure 1 As shown, this application embodiment provides a dual-motor hybrid power transmission system. The first gear pair of the dual-motor hybrid power transmission system includes a first input gear 41 and a first output gear 51 that mesh with each other. The first input gear 41 is loosely fitted on the intermediate shaft 40, and the first output gear 51 is fixed on the intermediate shaft 50.

[0039] The second gear pair includes a second input gear 42 and a second output gear 52 that mesh with each other. The second input gear 42 is loosely fitted on the intermediate shaft 40, and the second output gear 52 is fixed on the intermediate shaft 50. The outer diameter of the second input gear 42 is smaller than the outer diameter of the second output gear 52. The third gear pair includes a third input gear 43 and a third output gear 53 that mesh with each other. The third input gear 43 is loosely fitted on the first input shaft 10, and the third output gear 53 is fixed on the intermediate shaft 50. The outer diameter of the third input gear 43 is smaller than the outer diameter of the third output gear 53.

[0040] The first shifting mechanism 5 is located between the first input gear 41 and the second input gear 42. The first shifting mechanism 5 slides axially along the central shaft 40 to engage or disengage the first input gear 41 and the second input gear 42. The second shifting mechanism 6 is located between the central shaft 40 and the third input gear 43. The second shifting mechanism 6 slides axially along the first input shaft 10 to engage or disengage the central shaft 40 and the third input gear 43. The outer diameter of the second input gear 42 is smaller than the outer diameter of the third input gear 43, and the outer diameter of the third input gear 43 is smaller than the outer diameter of the first input gear 41. The outer diameter of the second output gear 52 is larger than the outer diameter of the third output gear 53, and the outer diameter of the third output gear 53 is larger than the outer diameter of the first output gear 51.

[0041] If the first input gear 41, the second input gear 42, and the third input gear 43 are considered as driving gears, and the first output gear 51, the second output gear 52, and the third output gear 53 are considered as driven gears, then the speed ratio of the first gear pair is less than the speed ratio of the third gear pair, and the speed ratio of the third gear pair is less than the speed ratio of the second gear pair. Conversely, the speed ratio of the first gear pair is greater than the speed ratio of the third gear pair, and the speed ratio of the third gear pair is greater than the speed ratio of the second gear pair.

[0042] In some alternative embodiments: see Figure 1 As shown, this application provides a dual-motor hybrid power transmission system. The intermediate shaft 50 of the dual-motor hybrid power transmission system is provided with two or more sets, the first output gear 51 is provided with two or more sets, the second output gear 52 is provided with two or more sets, and the third output gear 53 is provided with two or more sets.

[0043] Two or more intermediate shafts 50 are symmetrically distributed around the outer periphery of the first input shaft 10, and two or more first output gears 51 are fixed on each intermediate shaft 50 and symmetrically distributed around the outer periphery of the first input gear 41.

[0044] Two or more sets of second output gears 52 are respectively fixed on each intermediate shaft 50 and symmetrically distributed around the outer periphery of the second input gear 42, and two or more sets of third output gears 53 are respectively fixed on each intermediate shaft 50 and symmetrically distributed around the outer periphery of the third input gear 43.

[0045] The front auxiliary gearbox mechanism 200 of this application embodiment is constructed as a double intermediate shaft 50 structure to improve load capacity and expand its applicability, making the dual-motor hybrid power transmission system of this application applicable to heavy-duty vehicles. The front auxiliary gearbox mechanism 200 includes a first input gear 41 and two first output gears 51, a second input gear 42 and two second output gears 52, a third input gear 43 and two third output gears 53, a first shifting mechanism 5, and a second shifting mechanism 6.

[0046] The first input gear 41 simultaneously meshes with two first output gears 51, with the two first output gears 51 located on both sides of the same radial extension region of the first input gear 41; similarly, the second input gear 42 simultaneously meshes with two second output gears 52, with the two second output gears 52 located on both sides of the same radial extension region of the second input gear 42; similarly, the third input gear 43 simultaneously meshes with two third output gears 53, with the two third output gears 53 located on both sides of the same radial extension region of the third input gear 43; the two sets of first output gears 51, the two sets of second output gears 52, and the two sets of third output gears 53 are respectively fixedly mounted on two symmetrically distributed intermediate shafts 50.

[0047] Furthermore, the first shift mechanism 5 is mounted on the intermediate shaft 40, which is loosely fitted outside the first input shaft 10. Thus, the first shift mechanism 5 can selectively engage the intermediate shaft 40 with the first input gear 41 or the second input gear 42, thereby selectively realizing the linkage input of the second motor 3 with the first motor 2 and / or the engine 1 through the first input gear 41 or the second input gear 42.

[0048] The third input gear 43 is loosely fitted outside the first input shaft 10. The second shifting mechanism 6 can selectively engage the first input shaft 10 with the intermediate shaft 40 or the third input gear 43. The first shifting mechanism 5 and the second shifting mechanism 6 can selectively realize the linkage power of the first motor 2 and / or the engine 1 in the front auxiliary gearbox mechanism 200 according to four gear ratios, while the second motor 3 only transmits according to three gear ratios.

[0049] In some alternative embodiments: see Figure 1 As shown, this application embodiment provides a dual-motor hybrid power transmission system, which further includes a main gearbox mechanism 300. The main gearbox mechanism 300 includes a main gearbox output shaft 60 coaxially arranged with the first input shaft 10, a fourth gear pair loosely fitted on the main gearbox output shaft 60 and connected to the intermediate shaft 50, and a third shifting mechanism 7 circumferentially fixed on the main gearbox output shaft 60 for engaging or disengaging the first input shaft 10 and the fourth gear pair.

[0050] The fourth gear pair includes a meshing fourth input gear 54 and a fourth output gear 61. The fourth output gear 61 is loosely fitted on the main gearbox output shaft 60, and the fourth input gear 54 is fixed on the intermediate shaft 50. The linkage power between the second motor 3 and the first motor 2 and / or the engine 1 in the front auxiliary gearbox mechanism 200 is transmitted to the fourth gear pair in the main gearbox mechanism 300 through the intermediate shaft 50. The power shift adjustment of the gear is realized through the third shifting mechanism 7, and the linkage power is finally output from the main gearbox output shaft 60.

[0051] like Figure 1 The dual-motor hybrid powertrain system of the embodiment shown can provide four forward gears of drive output for engine 1. The first motor 2 can be connected in series with engine 1 to generate electricity, or the first motor 2 and engine 1 can provide parallel assistance, regenerative braking or pure electric drive in the same gear. In addition, the second motor 3 only provides parallel assistance, regenerative braking or pure electric drive in three forward gears.

[0052] The power routes of the four forward gears of engine 1 in this embodiment are as follows: 1st gear engine path: Engine 1 → Clutch 4 → First input shaft 10 → Intermediate shaft 40 → Second input gear 42 → Second output gear 52 → Intermediate shaft 50 → Fourth input gear 54 → Fourth output gear 61 → Main gearbox output shaft 60.

[0053] 2nd gear engine path: Engine 1 → Clutch 4 → First input shaft 10 → Third input gear 43 → Third output gear 53 → Intermediate shaft 50 → Fourth input gear 54 → Fourth output gear 61 → Main gearbox output shaft 60.

[0054] 3rd gear engine path: Engine 1 → Clutch 4 → First input shaft 10 → Intermediate shaft 40 → First input gear 41 → First output gear 51 → Intermediate shaft 50 → Fourth input gear 54 → Fourth output gear 61 → Main gearbox output shaft 60.

[0055] 4th gear engine path: Engine 1 → Clutch 4 → First input shaft 10 → Main gearbox output shaft 60 (speed ratio = 1).

[0056] In some alternative embodiments: see Figure 1 As shown in the figure, this application embodiment provides a dual-motor hybrid power transmission system. The main gearbox mechanism 300 of the dual-motor hybrid power transmission system further includes a fifth gear pair and a sixth gear pair that are loosely fitted on the main gearbox output shaft 60 and are drively connected to the intermediate shaft 50. A fourth shifting mechanism 8, circumferentially fixed on the main gearbox output shaft 60, is used to engage or disengage the fifth gear pair and the sixth gear pair. The speed ratio of the fifth gear pair is greater than that of the fourth gear pair, and the speed ratio of the sixth gear pair is greater than that of the fifth gear pair.

[0057] Specifically, the fifth gear pair includes a fifth input gear 55 and a fifth output gear 62 that mesh with each other. The fifth output gear 62 is loosely fitted on the main gearbox output shaft 60, and the fifth input gear 55 is fixed on the intermediate shaft 50. The outer diameter of the fifth input gear 55 is smaller than the outer diameter of the fifth output gear 62. The sixth gear pair includes a sixth input gear 56 and a sixth output gear 63 that mesh with each other. The sixth output gear 63 is loosely fitted on the main gearbox output shaft 60, and the sixth input gear 56 is fixed on the intermediate shaft 50. The outer diameter of the sixth input gear 56 is smaller than the outer diameter of the sixth output gear 63.

[0058] This embodiment adds a fifth gear pair, a sixth gear pair, and a fourth shifting mechanism 8 to the main gearbox mechanism 300 of the previous embodiment. The dual-motor hybrid power transmission system of this embodiment can provide drive output for ten forward gears of the engine 1. The first motor 2 and the engine 1 can be connected in series to generate electricity in disengagement, or the first motor 2 and the engine 1 can provide parallel assistance, regenerative braking, or pure electric drive in the same gear. In addition, the second motor 3 only provides parallel assistance, regenerative braking, or pure electric drive in seven of the forward gears.

[0059] The vehicle has three power sources: engine 1, first motor 2, and second motor 3. These three power sources can share the same gear and drive in a coordinated manner, or they can drive in different gears or independently. This allows for a variety of driving modes, including single / dual motor pure electric drive, series hybrid, parallel hybrid, and series-parallel hybrid. This significantly improves the fuel economy of the vehicle and provides a smooth driving experience with uninterrupted gear shifting, enhancing driving comfort and safety.

[0060] In some alternative embodiments: see Figure 1As shown, this application embodiment provides a dual-motor hybrid power transmission system. The intermediate shaft 50 of the dual-motor hybrid power transmission system is provided with two or more sets, the fourth input gear 54 is provided with two or more sets, the fifth input gear 55 is provided with two or more sets, and the sixth input gear 56 is provided with two or more sets, so as to improve the load capacity of the main gearbox mechanism 300.

[0061] Two or more intermediate shafts 50 are symmetrically distributed around the outer periphery of the main output shaft 60, and two or more fourth input gears 54 are fixed on each intermediate shaft 50 and symmetrically distributed around the outer periphery of the fourth output gear 61.

[0062] Two or more sets of fifth input gears 55 are fixed on each intermediate shaft 50 and symmetrically distributed around the outer periphery of the fifth output gear 62. Two or more sets of sixth input gears 56 are fixed on each intermediate shaft 50 and symmetrically distributed around the outer periphery of the sixth output gear 63.

[0063] The second aspect of this application provides a vehicle including a dual-motor hybrid powertrain system as described in any of the above embodiments, wherein the vehicle is preferably, but not limited to, a tractor or a mining truck, etc.

[0064] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0065] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0066] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A dual-motor hybrid drive system, characterized by, include: The hybrid power unit includes a first input shaft (10), a transfer shaft (40) loosely fitted on the first input shaft (10), an engine (1) connected to the first input shaft (10) via a clutch (4), a first motor (2) drivenly connected to the first input shaft (10), and a second motor (3) drivenly connected to the transfer shaft (40). The front auxiliary gearbox mechanism (200) includes an intermediate shaft (50) arranged parallel to the first input shaft (10), a first gear pair loosely fitted on the intermediate shaft (40) and drivingly connected to the intermediate shaft (50), a second gear pair loosely fitted on the intermediate shaft (40) and drivingly connected to the intermediate shaft (50), and a third gear pair loosely fitted on the first input shaft (10) and drivingly connected to the intermediate shaft (50); In addition, a first shifting mechanism (5) circumferentially fixed on the central shaft (40) for engaging or disengaging the first gear pair and the second gear pair, and a second shifting mechanism (6) circumferentially fixed on the first input shaft (10) for engaging or disengaging the central shaft (40) and the third gear pair.

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

3. The dual-motor hybrid power transmission system as described in claim 1, characterized in that: The first gear pair includes a first input gear (41) and a first output gear (51) that mesh with each other. The first input gear (41) is loosely fitted on the intermediate shaft (40), and the first output gear (51) is fixed on the intermediate shaft (50). The second gear pair includes a second input gear (42) and a second output gear (52) that mesh with each other. The second input gear (42) is loosely fitted on the central shaft (40), and the second output gear (52) is fixed on the intermediate shaft (50). The third gear pair includes a third input gear (43) and a third output gear (53) that mesh with each other. The third input gear (43) is loosely fitted on the first input shaft (10), and the third output gear (53) is fixed on the intermediate shaft (50).

4. The dual-motor hybrid power transmission system as described in claim 3, characterized in that: The first shifting mechanism (5) is located between the first input gear (41) and the second input gear (42). The first shifting mechanism (5) slides along the axial direction of the pivot shaft (40) to engage or disengage the first input gear (41) and the second input gear (42). The second shift mechanism (6) is located between the central shaft (40) and the third input gear (43). The second shift mechanism (6) slides along the axial direction of the first input shaft (10) to engage or disengage the central shaft (40) and the third input gear (43).

5. The dual-motor hybrid power transmission system as described in claim 4, characterized in that: The intermediate shaft (50) is provided with two or more sets, the first output gear (51) is provided with two or more sets, the second output gear (52) is provided with two or more sets, and the third output gear (53) is provided with two or more sets. Two or more intermediate shafts (50) are symmetrically distributed on the outer periphery of the first input shaft (10), and two or more first output gears (51) are respectively fixed on each intermediate shaft (50) and symmetrically distributed on the outer periphery of the first input gear (41); Two or more sets of the second output gears (52) are respectively fixed on each of the intermediate shafts (50) and symmetrically distributed on the outer periphery of the second input gear (42), and two or more sets of the third output gears (53) are respectively fixed on each of the intermediate shafts (50) and symmetrically distributed on the outer periphery of the third input gear (43).

6. The dual-motor hybrid power transmission system as described in claim 1, characterized in that: It also includes a main gearbox mechanism (300), which includes a main gearbox output shaft (60) coaxially arranged with the first input shaft (10), a fourth gear pair loosely fitted on the main gearbox output shaft (60) and connected to the intermediate shaft (50) for transmission, and a third shifting mechanism (7) circumferentially fixed on the main gearbox output shaft (60) for engaging or disengaging the first input shaft (10) and the fourth gear pair.

7. A dual-motor hybrid power transmission system as described in claim 6, characterized in that: The main gearbox mechanism (300) further includes a fifth gear pair and a sixth gear pair that are loosely fitted on the main gearbox output shaft (60) and are connected to the intermediate shaft (50) for transmission, and a fourth shifting mechanism (8) that is circumferentially fixed on the main gearbox output shaft (60) for engaging or disengaging the fifth gear pair and the sixth gear pair.

8. The dual-motor hybrid power transmission system as described in claim 7, characterized in that: The fourth gear pair includes a fourth input gear (54) and a fourth output gear (61) that mesh with each other. The fourth output gear (61) is loosely fitted on the main output shaft (60), and the fourth input gear (54) is fixed on the intermediate shaft (50). The fifth gear pair includes a fifth input gear (55) and a fifth output gear (62) that mesh with each other. The fifth output gear (62) is loosely fitted on the main gearbox output shaft (60), and the fifth input gear (55) is fixed on the intermediate shaft (50). The sixth gear pair includes a sixth input gear (56) and a sixth output gear (63) that mesh with each other. The sixth output gear (63) is loosely fitted on the main output shaft (60), and the sixth input gear (56) is fixed on the intermediate shaft (50).

9. A dual-motor hybrid power transmission system as described in claim 8, characterized in that: The intermediate shaft (50) is provided with two or more sets, the fourth input gear (54) is provided with two or more sets, the fifth input gear (55) is provided with two or more sets, and the sixth input gear (56) is provided with two or more sets. Two or more intermediate shafts (50) are symmetrically distributed on the outer periphery of the main output shaft (60), and two or more fourth input gears (54) are respectively fixed on each intermediate shaft (50) and symmetrically distributed on the outer periphery of the fourth output gear (61). Two or more sets of the fifth input gears (55) are respectively fixed on each of the intermediate shafts (50) and symmetrically distributed on the outer periphery of the fifth output gear (62), and two or more sets of the sixth input gears (56) are respectively fixed on each of the intermediate shafts (50) and symmetrically distributed on the outer periphery of the sixth output gear (63).

10. A vehicle characterized by comprising: Includes a dual-motor hybrid powertrain system as described in any one of claims 1 to 9.

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