A multi-gear power split hybrid power transmission system and vehicle

Abstract

This application relates to a multi-speed power-split hybrid powertrain system and vehicle, comprising: an electronic continuously variable transmission (CVT), including a planetary gear mechanism consisting of a sun gear, a planetary carrier, and a ring gear; an engine driven by the planetary carrier; a first motor driven by the sun gear; and a ring gear drive shaft coaxial with the sun gear and connected to the ring gear; a dual power coupling mechanism, including a third input shaft offset to one side of the ring gear drive shaft and parallel to it, a second motor driven by the third input shaft; and intermediate shafts that are parallel and spaced apart from each other between the ring gear drive shaft and the third input shaft; a first gear shifting mechanism driven by the ring gear drive shaft and the intermediate shaft, and a second gear shifting mechanism driven by the third input shaft and the intermediate shaft. This application achieves smooth gear shifting without engine power interruption, improving driving efficiency and maintaining vehicle driving comfort.

Description

Technical Field

[0001] This application relates to the field of hybrid vehicle transmission technology, and in particular to a multi-speed power split hybrid power transmission system and vehicle. Background Technology

[0002] In related technologies, vehicle four-speed automatic transmissions based on traditional hydraulic torque converter structures employ multi-plate clutch shifting mechanisms, which are complex in structure, high in cost, and prone to overheating and sintering damage. Furthermore, traditional vehicle transmissions use hydraulic shift control valves for external shifting mechanisms, which are complex, prone to hydraulic leakage and other sealing problems, and require high-quality materials and manufacturing processes. This also increases the difficulty of assembling and maintaining the powertrain system, leading to higher manufacturing and maintenance costs. Summary of the Invention

[0003] This application provides a multi-speed power split hybrid power transmission system and vehicle to solve the problems of complex structure and high cost of the four-speed automatic transmission in related technologies, which uses a multi-plate clutch shifting mechanism.

[0004] The first aspect of this application provides a multi-speed power-split hybrid powertrain system, including: An electronic continuously variable transmission (CVT) includes a planetary gear mechanism consisting of a sun gear, a planet carrier, and a ring gear, as well as an engine driven by the planet carrier, a first motor driven by the sun gear, and a ring gear drive shaft connected to and coaxial with the sun gear. A dual-power coupling mechanism includes a third input shaft offset to one side of the gear ring's central shaft and parallel to it, the third input shaft being drivenly connected to a second motor, and an intermediate shaft being provided between the gear ring's central shaft and the third input shaft, which are parallel to each other and spaced apart. A first gear shifting mechanism is connected between the rotating shaft of the gear ring and the intermediate shaft, and a second gear shifting mechanism is connected between the third input shaft and the intermediate shaft.

[0005] In some embodiments: the engine is directly connected to the planetary carrier via a first input shaft, the first motor is connected to the sun gear via a second input shaft, and the second input shaft is loosely fitted around the outer periphery of the first input shaft; The first motor and the second input shaft are coaxially connected to each other, or the first motor is biasedly connected to the second input shaft through a first bias gear coupling mechanism, the first bias gear coupling mechanism including a first active bias gear connected to the first motor; A first driven bias gear is connected to the second input shaft, and the diameter of the first driven bias gear is smaller than the diameter of the first driven bias gear and they are meshed together.

[0006] In some embodiments: the second motor is coaxially connected to the third input shaft, or the second motor is biasedly connected to one side of the third input shaft through a second bias gear coupling mechanism. The second bias gear coupling mechanism includes a second active bias gear and a second driven bias gear connected between the second motor and the third input shaft and meshing with each other. The second active bias gear is connected to the second motor, and the second driven bias gear is connected to the third input shaft.

[0007] In some embodiments: the first gear shifting mechanism includes a first driving gear and a second driving gear loosely fitted on the rotating shaft of the gear ring, and a first driven gear and a second driven gear fixed on the intermediate shaft; The first driving gear is meshed with the first driven gear, and the second driving gear is meshed with the second driven gear. The gear ring has a first shifting mechanism circumferentially fixed on its rotating shaft for engaging or disengaging the first drive gear and the second drive gear.

[0008] In some embodiments, the first gear shifting mechanism further includes a third shifting mechanism on the rotating shaft of the circumferentially fixed gear ring for engaging or disengaging from the gearbox housing, an output shaft that is parallel to and spaced apart from the intermediate shaft, a third driven gear fixedly connected to the intermediate shaft, and a reduction gear fixedly connected to the output shaft and meshing with the third driven gear.

[0009] In some embodiments: a third driving gear is loosely fitted on the rotating shaft of the gear ring, the third driving gear and the third driven gear are meshed and connected to each other, and the third shifting mechanism is also used to engage or disengage the third driving gear.

[0010] In some embodiments, the first gear shifting mechanism further includes a reverse idler gear meshing between the third driving gear and the third driven gear.

[0011] In some embodiments: the first gear shifting mechanism further includes an output shaft that is parallel to and spaced apart from the intermediate shaft, a third driven gear and a fourth driven gear are fixedly connected to the intermediate shaft, and a reduction gear that meshes with the third driven gear is fixedly connected to the output shaft; In addition, a third driving gear loosely fitted on the rotating shaft of the gear ring and meshing with the third driven gear, a fourth driving gear loosely fitted on the rotating shaft of the gear ring and meshing with the fourth driven gear, and a third shifting mechanism on the rotating shaft of the gear ring circumferentially fixed for engaging or disengaging the third driving gear and the fourth driving gear.

[0012] In some embodiments: the second gear shifting mechanism includes a fifth driving gear loosely fitted on the third input shaft and meshing with the first driven gear, and a sixth driving gear loosely fitted on the third input shaft and meshing with the second driven gear; A second shifting mechanism circumferentially fixed on the third input shaft for engaging or disengaging the fifth and sixth drive gears.

[0013] A second aspect of this application provides a vehicle including the multi-speed power split hybrid powertrain system described in any of the above embodiments.

[0014] The beneficial effects of the technical solution provided in this application include: This application provides a multi-speed power-split hybrid powertrain system and vehicle. The multi-speed power-split hybrid powertrain system of this application incorporates an electronic continuously variable transmission (CVT), which includes a planetary gear mechanism consisting of a sun gear, a planetary carrier, and a ring gear. It also includes an engine driven by the planetary carrier, a first motor driven by the sun gear, and a ring gear drive shaft coaxial with the sun gear and connected to the ring gear. A dual-power coupling mechanism is included, comprising a third input shaft offset to one side of the ring gear drive shaft and parallel to it. The third input shaft is driven by a second motor. Intermediate shafts, parallel to and spaced apart from the ring gear drive shaft and the third input shaft, are provided. A first gear shifting mechanism is driven by the ring gear drive shaft and the intermediate shaft, and a second gear shifting mechanism is driven by the third input shaft and the intermediate shaft.

[0015] Therefore, in the multi-speed power-split hybrid power transmission system of this application, the mechanically split power after the engine input power is split by the first motor is linked to the second motor through the first gear shifting mechanism. The first and second gear shifting mechanisms provide two independent transmission paths, and the final linked power is output through the intermediate shaft. Under the control of the first and second gear shifting mechanisms, the second motor can provide power compensation during engine shifting, and the mechanically split power of the engine provides power compensation for the second motor's shifting, thereby maintaining smooth and uninterrupted alternating shifting control, improving driving comfort and safety.

[0016] Furthermore, the multi-speed power-split hybrid transmission system of this application electronically splits the engine power input and uses a second motor to superimpose torque output, replacing the vehicle's AT transmission based on a traditional hydraulic torque converter structure. The first motor can perform speed regulation and synchronous control of the gear ring's central shaft through a planetary gear mechanism, enabling rapid gear shifting synchronization and gear engagement control of the gear ring's central shaft, thereby eliminating the complex and inefficient hydraulic torque converter and multi-plate clutch shifting mechanism of traditional AT transmissions. This application employs a simple and efficient parallel-shaft AMT gear coupling mechanism, which can efficiently realize multiple driving modes such as pure electric, power-split series-parallel hybrid, and engine direct drive, significantly improving engine fuel economy and enabling smooth gear shifting without engine power interruption, thereby improving driving efficiency and maintaining vehicle driving comfort. Attached Figure Description

[0017] 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.

[0018] Figure 1 This is a schematic diagram of the multi-speed power split hybrid power transmission system according to the first embodiment of this application; Figure 2 This is a schematic diagram of the structure of the multi-speed power split hybrid power transmission system according to the second embodiment of this application; Figure 3 This is a schematic diagram of the structure of the multi-speed power split hybrid power transmission system according to the third embodiment of this application; Figure 4 This is a schematic diagram of the structure of the multi-speed power split hybrid power transmission system according to the fourth embodiment of this application; Figure 5 This is a schematic diagram of the structure of the multi-speed power split hybrid power transmission system according to the fifth embodiment of this application; Figure 6 This is a schematic diagram of the structure of the multi-speed power split hybrid power transmission system according to the sixth embodiment of this application; Figure 7 This is a schematic diagram of the structure of the multi-speed power split hybrid power transmission system according to the seventh embodiment of this application; Figure 8 This is a schematic diagram of the structure of the multi-speed power split hybrid power transmission system according to the eighth embodiment of this application; Figure 9 This is a schematic diagram of the structure of the multi-speed power split hybrid power transmission system according to the ninth embodiment of this application; Figure 10 This is a schematic diagram of the structure of the multi-speed power split hybrid power transmission system according to the tenth embodiment of this application; Figure 11 This is a schematic diagram of the structure of the multi-speed power split hybrid power transmission system according to the eleventh embodiment of this application.

[0019] Figure label: 1. Engine; 2. First motor; 3. Second motor; 4. Planetary gear mechanism; 4S. Sun gear; 4C. Planetary carrier; 4R. Ring gear; 5. First shift mechanism; 6. Second shift mechanism; 7. Third 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. Fifth driving gear; 32. Sixth driving gear; 33. Second driven bias gear; 34. Second driving bias gear; 40. Gear ring central shaft; 41. First driving gear; 42. Second driving gear; 43. Third driving gear; 43R. Reverse idler gear; 44. Fourth driving gear; 50. Intermediate shaft; 51. First driven gear; 52. Second driven gear; 53. Third driven gear; 54. Fourth driven gear; 60. Output shaft; 61. Reduction gear; 100. First gear shifting mechanism; 200. Second gear shifting mechanism. Detailed Implementation

[0020] 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.

[0021] This application provides a multi-speed power split hybrid power transmission system and vehicle, which can solve the problems of complex structure and high cost of the four-speed automatic transmission in related technologies that uses a multi-plate clutch shifting mechanism.

[0022] See Figures 1 to 11 As shown, the first aspect of this application provides a multi-speed power-split hybrid powertrain system, including: The electronic continuously variable transmission (E-CVT) includes a planetary gear mechanism 4 consisting of a sun gear 4S, a planet carrier 4C, and a ring gear 4R. Multiple planetary gears mesh between the sun gear 4S and the ring gear 4R and are rotatably connected to the planet carrier 4C. It also includes an engine 1 driven by the planet carrier 4C, a first motor 2 driven by the sun gear 4S, and a ring gear shaft 40 connected to the ring gear 4R and coaxial with the sun gear 4S.

[0023] Engine 1 and first motor 2 can be selectively linked or connected in series using planetary gear mechanism 4. The gear ring central shaft 40 is connected to the output end of gear ring 4R. When gear ring 4R is not locked and fixed and gear ring central shaft 40 is in gear transmission connection, first motor 2 can control the mechanical input power of engine 1 through closed-loop speed control. Part of the power of engine 1 is converted into electrical energy by first motor 2 through electromechanical conversion, and the remaining mechanically split power is transmitted through the mechanical transmission path of gear ring central shaft 40.

[0024] The first motor 2 can function as both a speed-regulating motor and a generator. It adjusts its own speed according to the vehicle's driving needs, thereby changing the speed of the sun gear 4S and controlling the speed of the planetary carrier 4C, thus achieving continuously variable transmission (CVT) of the engine 1. During engine 1 operation, the first motor 2 can also lock the rotating shaft 40 of the gear ring as needed, allowing the engine 1 to drive the first motor 2 to generate electricity via the series linkage of the planetary gear mechanism 4. The first motor 2 then charges the battery to replenish its electrical energy.

[0025] The dual-power coupling mechanism includes a third input shaft 30 that is offset to one side of the gear ring rotating shaft 40 and parallel to the gear ring rotating shaft 40. The third input shaft 30 is connected to a second motor 3. An intermediate shaft 50 is provided between the gear ring rotating shaft 40 and the third input shaft 30, and they are parallel to each other and spaced apart.

[0026] A first gear shifting mechanism 100 is connected between the gear ring's central shaft 40 and the intermediate shaft 50, and a second gear shifting mechanism 200 is connected between the third input shaft 30 and the intermediate shaft 50. The gear ring's central shaft 40 can selectively engage with the intermediate shaft 50 via the first gear shifting mechanism 100, thereby selectively transmitting power input to the gear ring's central shaft 40 at multiple gear positions. Ultimately, this selectively transmits the mechanically distributed power of the engine 1 to the intermediate shaft 50 according to multiple gear positions.

[0027] In addition, the second motor 3 is connected to the third input shaft 30 through a transmission. The third input shaft 30 can be selectively linked with the intermediate shaft 50 through the second gear shifting mechanism 200, thereby selectively transmitting the power input of the second motor 3 to the intermediate shaft 50 according to multiple independent transmission gears.

[0028] When the vehicle decelerates or brakes, the second motor 3 acts as a generator, converting the vehicle's kinetic energy into electrical energy and storing it in the battery, thus achieving energy recovery and further improving energy utilization. During vehicle operation, the engine 1, the first motor 2, and the second motor 3 can work together according to different operating conditions.

[0029] When the vehicle starts, engine 1 is not working. At this time, the second motor 3 acts as the drive motor, driving the wheels through the intermediate shaft 50 and the second gear shifting mechanism 200, enabling the vehicle to operate purely on electricity. This ensures both quietness and high efficiency at low speeds while preventing engine 1 from operating in its inefficient range. When the vehicle is traveling at low speeds and requires less power, the second motor 3 operates independently to drive the vehicle forward. In this case, engine 1 still does not participate in the operation, and the vehicle is driven by battery power, achieving zero emissions and low energy consumption.

[0030] When the vehicle is traveling at medium to high speeds or when greater power is required, engine 1 starts working, transmitting power to the planetary carrier 4C. At this time, the first electric motor 2 can act as a generator, adjusting its own speed according to the vehicle's driving needs, thereby changing the speed of the sun gear 4S, and ultimately controlling the speed of the planetary carrier 4C, achieving continuously variable transmission (CVT) for engine 1. The first electric motor 2 can also charge the battery as needed to replenish electrical energy. In this process, engine 1 and the second electric motor 3 work together to provide power to the vehicle, achieving hybrid powertrain and improving both power performance and fuel economy.

[0031] Since the mechanical power distribution path of engine 1 and the power transmission path of the second motor 3 are independent, during the shifting process of engine 1 through the first gear shifting mechanism 100, the second motor 3 can maintain power drive through the intermediate shaft 50 and the second gear shifting mechanism 200 in gear linkage, thereby realizing the shifting of engine 1 without power interruption; conversely, during the shifting control process of the second motor 3 disengaging through the intermediate shaft 50, engine 1 is maintained in gear drive through the first gear shifting mechanism 100, thereby realizing the shifting control of the second motor 3 without power interruption.

[0032] In this embodiment of the multi-speed power-split hybrid power transmission system, the mechanically split power from the engine 1, after being split by the first motor 2, is linked to the second motor 3 via the first gear shifting mechanism 100. The first gear shifting mechanism 100 and the second gear shifting mechanism 200 provide two independent transmission paths, and the final linked power is output through the intermediate shaft 50. Under the control of the first gear shifting mechanism 100 and the second gear shifting mechanism 200, the second motor 3 can provide power compensation during gear shifting of the engine 1. Similarly, the mechanically split power of the engine 1 provides power compensation for the gear shifting of the second motor 3, thereby maintaining smooth and uninterrupted alternating gear shifting control, improving driving comfort and safety.

[0033] Furthermore, the multi-speed power-split hybrid transmission system of this application embodiment electronically splits the power input of the engine 1 and uses a second motor 3 to superimpose torque output, replacing the vehicle AT transmission based on the traditional hydraulic torque converter structure. The first motor 2 can perform speed regulation and synchronization control on the gear ring central shaft 40 through the planetary gear mechanism 4, which can quickly realize the gear ring central shaft 40 shift synchronization and gear advance control, thereby eliminating the complex and inefficient hydraulic torque converter and multi-plate clutch shifting mechanism of the traditional AT transmission.

[0034] This application adopts a simple and efficient parallel shaft AMT gear coupling mechanism, which can efficiently realize multiple driving modes such as pure electric, power split series-parallel hybrid and engine direct drive. It can significantly improve the fuel economy of the engine, and realize smooth gear shifting without power interruption of the engine, improve driving efficiency and maintain vehicle driving comfort.

[0035] In some alternative embodiments: see Figures 1 to 11 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. In this system, the engine 1 is directly connected to the planetary carrier 4C via a first input shaft 10, and a clutch is eliminated between the engine 1 and the planetary gear mechanism 4. The first motor 2 is connected to the sun gear 4S via a second input shaft 20, which is loosely fitted around the outer periphery of the first input shaft 10.

[0036] The first input shaft 10, the second input shaft 20, the planetary gear mechanism 4, and the gear ring transfer shaft 40 are arranged along the same axial direction. The two ends of the first input shaft 10 are connected to the engine 1 and the planetary carrier 4C, respectively. The second input shaft 20 is connected to the sun gear 4S and is hollowly fitted onto the first input shaft 10. The first motor 2 is linked to the sun gear 4S through the second input shaft 20 and splits the input power of the engine 1. The mechanical linkage power is transmitted through the mechanical transmission path of the gear ring transfer shaft 40 connected to the gear ring 4R.

[0037] In some alternative embodiments: see Figure 1 , Figure 5 and Figure 9 , Figure 11 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The first motor 2 of the multi-speed power split hybrid power transmission system is biasedly connected to the second input shaft 20 through a first bias gear coupling mechanism. The first bias gear coupling mechanism includes a first driving bias gear 21 connected to the first motor 2 and a first driven bias gear 22 connected to the second input shaft 20. The diameter of the first driving bias gear 21 is smaller than the diameter of the first driven bias gear 22, and they are meshed with each other.

[0038] In this embodiment, the first motor 2 is biasedly connected to the second input shaft 20 via a first bias gear coupling mechanism formed by the meshing of a first driving bias gear 21 and a first driven bias gear 22. The second input shaft 20 is loosely fitted outside the first input shaft 10 and directly connected to the sun gear 4S. The first driving bias gear 21 and the first driven bias gear 22 can bias the first motor 2 and the engine 1, which facilitates the system space arrangement. Furthermore, the smaller diameter of the first driving bias gear 21 compared to the first driven bias gear 22 can increase the rotational speed of the first motor 2 and reduce the torque requirement of the first motor 2, thus helping to reduce the weight and cost of the first motor 2.

[0039] In some alternative embodiments: see Figures 2 to 4 , Figure 6 , Figure 8 , Figure 10 As shown, this application embodiment provides a multi-speed power-split hybrid power transmission system, in which the first motor 2 and the second input shaft 20 are coaxially connected. This embodiment eliminates the first bias gear coupling mechanism formed by the meshing of the first driving bias gear 21 and the first driven bias gear 22 in the above embodiments. In this embodiment, the output shaft of the first motor 2 is directly connected to the second input shaft 20, thereby simplifying the transmission system structure of the above embodiments.

[0040] In some alternative embodiments: see Figure 1 , Figure 2 , Figure 5 , Figure 6 , Figure 8 , Figures 9 to 11 As shown, this application embodiment provides a multi-speed power split hybrid powertrain system. The second motor 3 of the multi-speed power split hybrid powertrain system is biasedly connected to one side of the third input shaft 30 via a second bias gear coupling mechanism. The second bias gear coupling mechanism includes a second driving bias gear 34 and a second driven bias gear 33 connected between the second motor 3 and the third input shaft 30 and meshing with each other.

[0041] In this embodiment, the second motor 3 is biasedly connected to the third input shaft 30 via a second bias gear coupling mechanism formed by the meshing of a second driving bias gear 34 and a second driven bias gear 33. The second driving bias gear 34 and the second driven bias gear 33 can bias the second motor 3 and the engine 1, facilitating system space arrangement. Furthermore, the diameter of the second driving bias gear 34 is smaller than the diameter of the second driven bias gear 33, enabling a single-stage speed reduction between the second motor 3 and the third input shaft 30, thereby increasing the torque input of the third input shaft 30.

[0042] In this embodiment, the first motor 2 is loaded onto the second input shaft 20 via a first bias gear coupling mechanism or directly, and the second motor 3 is loaded onto the third input shaft 30 via a second bias gear coupling mechanism. For heavy vehicles with high traction requirements, the first motor 2 and the second motor 3 are arranged in an offset configuration, which can effectively reduce the torque requirements of the first motor 2 and the second motor 3, thereby reducing the weight and cost of the first motor 2 and the second motor 3 assembly.

[0043] In some alternative embodiments: see Figure 3 , Figure 4 , Figure 7 As shown, this application embodiment provides a multi-speed power-split hybrid power transmission system, in which the second motor 3 is coaxially connected to the third input shaft 30. This embodiment eliminates the second bias gear coupling mechanism formed by the meshing of the second driving bias gear 34 and the second driven bias gear 33 in the above embodiments. In this embodiment, the output shaft of the second motor 3 is directly connected to the third input shaft 30, thereby simplifying the transmission system structure of the above embodiments.

[0044] In this application's multi-speed power split hybrid power transmission system, the power input of the first motor 2 is respectively applied to the second input shaft 20 via a first bias gear coupling mechanism or directly. The power input of the second motor 3 is respectively applied to the third input shaft 30 via a second bias gear coupling mechanism or directly. For high-power vehicles with high traction requirements, the first motor 2 and the second motor 3 can be arranged in an offset configuration, thereby effectively reducing the torque requirements of the first motor 2 and the second motor 3, resulting in weight and cost reduction for both motors.

[0045] Furthermore, the mechanical power split of engine 1 and / or the second motor 3 utilize two independent transmission mechanical paths formed by the first gear shifting mechanism 100 and the second gear shifting mechanism 200, enabling smooth gear shifting without power interruption between them. Moreover, thanks to the powerful torque amplification function of the multi-gear power splitting electric torque converter, the high traction power requirements for starting and low-speed operation of vehicles such as construction machinery can be met.

[0046] During gear shifting, the gear ring shaft 40 disengages. The first motor 2, through the planetary gear mechanism 4, can perform speed regulation and synchronization control on the gear ring shaft 40, quickly achieving gear shifting synchronization and gear engagement control, thus completing the gear shifting process of engine 1. During gear shifting, the second motor 3 provides shifting power compensation, enabling rapid and smooth gear shifting of engine 1. This multi-speed power-split hybrid power transmission system eliminates the traditional dry clutch, replacing it with the power-split principle of the planetary gear mechanism 4, thereby avoiding the wear of the traditional dry clutch, improving the reliability of the transmission system, and reducing system maintenance costs.

[0047] In some alternative embodiments: see Figures 1 to 11 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The first gear shifting mechanism 100 of the multi-speed power split hybrid power transmission system includes a first driving gear 41 and a second driving gear 42 loosely fitted on the rotating shaft 40 of the gear ring, and a first driven gear 51 and a second driven gear 52 fixed on the intermediate shaft 50.

[0048] The first driving gear 41 and the first driven gear 51 are meshed together, and the second driving gear 42 and the second driven gear 52 are meshed together. A first shifting mechanism 5 for engaging or disengaging the first driving gear 41 and the second driving gear 42 is circumferentially fixed to the gear ring rotating shaft 40. The first gear shifting mechanism 100 also includes a third shifting mechanism 7 for engaging or disengaging from the gearbox housing, which is circumferentially fixed to the gear ring rotating shaft 40.

[0049] The second gear shifting mechanism 200 includes a fifth driving gear 31 loosely fitted on the third input shaft 30 and meshing with the first driven gear 51, and a sixth driving gear 32 loosely fitted on the third input shaft 30 and meshing with the second driven gear 52. A second shifting mechanism 6, circumferentially fixed on the third input shaft 30, is used to engage or disengage the fifth driving gear 31 and the sixth driving gear 32.

[0050] In this embodiment, both the first shifting mechanism 5 and the third shifting mechanism 7 are circumferentially fixed on the gear ring rotating shaft 40. The first shifting mechanism 5 can selectively engage or disengage the gear ring rotating shaft 40 with the first driving gear 41 or the second driving gear 42, thereby selectively realizing the transmission of mechanically diverted power from the engine 1 to the two forward gears linked in the first gear shifting mechanism 100. The third shifting mechanism 7 can selectively engage or disengage the gear ring rotating shaft 40 from the gearbox housing, thereby selectively realizing the series linkage of the engine 1 and the first motor 2 at a fixed speed ratio in the planetary gear mechanism 4.

[0051] The second shifting mechanism 6 is circumferentially fixed on the third input shaft 30. The second shifting mechanism 6 can selectively engage or disengage the third input shaft 30 with the fifth drive gear 31 or the sixth drive gear 32, thereby selectively realizing the transmission of two mechanical gears of the second motor 3 in conjunction with the second gear shifting mechanism 200. The second motor 3 independently provides pure electric forward or reverse drive for two gears, or it can be connected in parallel with the mechanically split power of the engine 1 in the first gear shifting mechanism 100, and can provide power compensation during the shifting of the engine 1 to achieve shifting without power interruption.

[0052] In some alternative embodiments: see Figures 1 to 11 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The first gear shifting mechanism 100 of the multi-speed power split hybrid power transmission system further includes an output shaft 60 that is parallel to and spaced apart from the intermediate shaft 50. A third driven gear 53 is fixedly connected to the intermediate shaft 50, and a reduction gear 61 that meshes with the third driven gear 53 is fixedly connected to the output shaft 60.

[0053] A third driving gear 43 is loosely fitted on the rotating shaft 40 in the gear ring. The third driving gear 43 is meshed with the third driven gear 53. The third shifting mechanism 7 is also used to engage or disengage the third driving gear 43. The first gear shifting mechanism 100 also includes a reverse idler gear 43R meshing between the third driving gear 43 and the third driven gear 53.

[0054] See Figures 7 to 9 As shown, the multi-speed power split hybrid transmission system of this application embodiment, under the combined control of the first to third shifting mechanisms, can realize the transmission of the mechanical power split of the engine 1 through two mechanical forward gears and one mechanical reverse gear. It can also selectively realize the series linkage between the first motor 2 and the engine 1 in the planetary gear mechanism 4. In addition, it can realize the linkage transmission of the second motor 3 through two independent mechanical gears. The linkage power is finally transmitted to the output shaft 60 through the meshing of the third driven gear 53 and the reduction gear 61.

[0055] The engine 1 converts a portion of its input power into electrical energy through a power split with the first motor 2, which is then stored in the vehicle's power battery. The remaining mechanically split power is directly transmitted to the first gear shifting mechanism 100 via the gear ring's central shaft 40, or the engine 1 and the first motor 2 are connected in series. The mechanically split power of the engine 1 is connected in parallel with the second motor 3 through the first gear shifting mechanism 100 and the second gear shifting mechanism 200, and they can compensate for each other's power during the shifting process to achieve smooth, uninterrupted gear changes, ensuring vehicle driving comfort and operational safety.

[0056] According to the multi-speed power-split hybrid transmission system in the above embodiments, a multi-speed parallel shaft gear mechanism is combined with electronically controlled power splitting to achieve multi-speed electric torque converter linkage, thereby replacing the traditional inefficient and complex hydraulic torque converter and multi-plate clutch combination AT transmission. It can realize multiple driving modes such as pure electric drive, series hybrid, and multi-speed power-split hybrid, with powerful driving function, effectively improving fuel economy, and meeting the high traction requirements for starting and low-speed driving. It can achieve uninterrupted power shifting and significantly reduce the cost of the transmission system.

[0057] The following describes the matching of this application. Figure 9 The driving modes of the multi-speed power split hybrid powertrain system in the embodiment shown.

[0058] When the vehicle is in parking charging mode, the on-board power battery has a low charge. The first shift mechanism 5 and the second shift mechanism 6 are in neutral. The third shift mechanism 7 engages the gear ring central shaft 40 with the gearbox housing. The planetary gear mechanism 4 forms a fixed speed ratio transmission from the sun gear 4S to the planet carrier 4C. The first motor 2 is disengaged and connected in series with the engine 1. The first motor 2 converts the mechanical input power of the engine 1 into electrical energy through electromechanical conversion, thereby charging the on-board power battery.

[0059] When the vehicle is in pure electric drive mode, the on-board power battery is fully charged, the first shift mechanism 5 and the third shift mechanism 7 are in neutral, and the second motor 3 can selectively realize two mechanical gears for forward or reverse pure electric drive through the second shift mechanism 6. The transmission path of the two drive gears of the second motor 3 is as follows: second motor 3 → second active bias gear 34 → second driven bias gear 33 → second shift mechanism 6 → fifth active gear 31 (or sixth active gear 32) → first driven gear 51 (or second driven gear 52) → intermediate shaft 50 → third driven gear 53 → reduction gear 61 → output shaft 60. When the vehicle is in series hybrid mode and the on-board power battery is low on charge, the first shift mechanism 5 is in neutral. The third shift mechanism 7 closes to the right, engaging the gear ring central shaft 40 with the gearbox housing. The first motor 2 is linked in series with the engine 1. The first motor 2 converts the mechanical input power of the engine 1 into electrical energy, thereby charging the on-board power battery. Some of the electrical energy can be directly supplied to the second motor 3 for driving. The second motor 3 can selectively achieve two gears for forward or reverse pure electric drive through the second shift mechanism 6.

[0060] When the vehicle is in forward gear power-split hybrid mode, the third shift mechanism 7 is in neutral, the first shift mechanism 5 is in gear, and the first motor 2 controls the speed and power split of the power input to the engine 1. A portion of the power input to the engine 1 is converted into electrical energy by the first motor 2 through electromechanical conversion, while the remaining power input to the engine 1 is transmitted through the gear ring central shaft 40. The first shift mechanism 5 can selectively engage the gear ring central shaft 40 with either the first drive gear 41 or the second drive gear 42 of the first gear shift mechanism 100, thereby realizing the transmission of the two forward gear positions of the mechanically split power of the engine on the gear ring central shaft 40.

[0061] The forward gear input power transmission path of engine 1 is as follows: engine 1 → first input shaft 10 → planetary carrier 4C → gear ring 4R → gear ring intermediate shaft 40 → first shifting mechanism 5 → first driving gear 41 (or second driving gear 42) → first driven gear 51 (or second driven gear 52) → intermediate shaft 50 → third driven gear 53 → reduction gear 61 → output shaft 60.

[0062] Meanwhile, the second shift mechanism 6 can selectively superimpose the traction power of the two independent mechanical gears of the second motor 3, which helps to improve traction drive capability. Since the first motor 2 converts a portion of the input power of the engine 1 into electrical energy, the second motor 3 uses the power provided by the on-board power battery and / or the first motor 2 to superimpose torque, thereby realizing the function of an electric torque converter.

[0063] Compared to the AT transmission based on a torque converter, this conversion process has a higher efficiency in converting the input power of engine 1, which can effectively improve the fuel economy of engine 1 and at the same time realize torque amplification. This can fully meet the large traction drive torque requirements of vehicle starting and low-speed forward gear operation. At the same time, it overcomes the inefficient and complex transmission mechanical structure of the traditional fuel vehicle AT transmission based on a torque converter, and achieves a significant reduction in cost and increase in efficiency of the transmission system.

[0064] When the vehicle is in reverse gear power-split hybrid mode, the first shift mechanism 5 is in neutral, and the third shift mechanism 7 closes to the left, engaging the gear ring central shaft 40 with the third drive gear 43. Similarly, the first motor 2 speeds up and splits the power input to the engine 1. A portion of the power input to the engine 1 is electromechanically converted into electrical energy by the first motor 2. The remaining power input to the engine 1 is transmitted through the mechanical transmission path of the gear ring central shaft 40: engine 1 → first input shaft 10 → planetary carrier 4C → gear ring 4R → gear ring central shaft 40 → third shift mechanism 7 → third drive gear 43 → reverse idler gear 43R → third driven gear 53 → reduction gear 61 → output shaft 60.

[0065] This enables the reverse gear output of the mechanical power of engine 1, and the second motor 3 is linked with the second gear shifting mechanism 200. It can selectively achieve the superposition of the traction power of the two independent reverse mechanical gears. The mechanical power of engine 1 and the two-speed transmission power of the second motor 3 are linked in parallel, which can fully meet the traction drive torque requirements of vehicle reverse gear start and low-speed reverse gear operation, while avoiding the complex hydraulic reverse gear transmission mechanical structure of AT transmission and improving transmission efficiency.

[0066] In some alternative embodiments: see Figures 10 to 11 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The first gear shifting mechanism 100 of the multi-speed power split hybrid power transmission system further includes an output shaft 60 that is parallel to and spaced apart from the intermediate shaft 50. A third driven gear 53 and a fourth driven gear 54 are fixedly connected to the intermediate shaft 60, and a reduction gear 61 that meshes with the third driven gear 53 is fixedly connected to the output shaft 60.

[0067] In addition, a third driving gear 43 is loosely fitted on the gear ring rotating shaft 40 and meshes with the third driven gear 53, a fourth driving gear 44 is loosely fitted on the gear ring rotating shaft 40 and meshes with the fourth driven gear 54, and a third shifting mechanism 7 on the circumferentially fixed gear ring rotating shaft 40 for engaging or disengaging the third driving gear 43 and the fourth driving gear 44.

[0068] See Figure 10 and Figure 11 As shown, the multi-speed power split hybrid transmission system of this application embodiment, under the combined control of the first to third shifting mechanisms, can realize the transmission of the mechanical power split of the engine 1 in four mechanical forward gears. In addition, it can realize the linkage transmission of the two independent mechanical gears of the second motor 3. The linkage power is finally transmitted to the output shaft 60 through the meshing of the third driven gear 53 and the reduction gear 61.

[0069] In some alternative embodiments: see Figures 4 to 6 As shown, this application embodiment provides a multi-speed power-split hybrid power transmission system. The first gear shifting mechanism 100 of this system eliminates the reverse idler gear 43R of the above embodiment, and the third driving gear 43 and the third driven gear 53 are meshed together. Thus, the reverse gear function, where the engine 1's power directly participates in driving, is eliminated.

[0070] The mechanical power splitting between engine 1 and first motor 2 via planetary gear mechanism 4 has the following transmission path with a third forward gear: engine 1 → first input shaft 10 → planetary carrier 4C → gear ring 4R → gear ring central shaft 40 → third shift mechanism 7 → third driving gear 43 → third driven gear 53 → reduction gear 61 → output shaft 60.

[0071] The vehicle's reverse gear function is entirely achieved through the pure electric drive mode of the second motor 3. For example... Figures 4 to 6 In the three embodiments shown, the mechanical power split between the engine 1 and the first motor 2 in the planetary gear mechanism 4 can selectively achieve three forward gears through the linkage between the gear ring central shaft 40 and the first gear shifting mechanism 100, while the second motor 3 still maintains independent two-gear driving capability.

[0072] In some alternative embodiments: see Figures 1 to 3 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The first gear shifting mechanism 100 of the multi-speed power split hybrid power transmission system eliminates the third drive gear 43. The mechanical power splitting between the engine 1 and the first motor 2 in the planetary gear mechanism 4 only provides the drive for two forward gears.

[0073] The two-speed transmission path for the output power of engine 1 is represented as follows: engine 1 → first input shaft 10 → planetary carrier 4C → gear ring 4R → gear ring intermediate shaft 40 → first shifting mechanism 5 → first driving gear 41 (or second driving gear 42) → first driven gear 51 (or second driven gear 52) → intermediate shaft 50 → third driven gear 53 → reduction gear 61 → output shaft 60.

[0074] Therefore, the power input of engine 1 only participates in the driving of two forward gears, and the third shift mechanism 7 can only selectively engage or disengage the gear ring shaft 40 from the transmission housing of the transmission system, thus retaining the series linkage function of engine 1 and first motor 2. The second motor 3 still maintains independent two-gear driving capability, and the reverse gear driving function of the vehicle is entirely undertaken by the second motor 3.

[0075] A second aspect of this application provides a vehicle including the multi-speed power split hybrid powertrain system described in any of the above embodiments.

[0076] 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.

[0077] 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.

[0078] 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 multi-ratio power-split hybrid driveline characterized by, include: An electronic continuously variable transmission includes a planetary gear mechanism (4) consisting of a sun gear (4S), a planet carrier (4C) and a ring gear (4R), an engine (1) driven by the planet carrier (4C), a first motor (2) driven by the sun gear (4S), and a ring gear shaft (40) connected to the ring gear (4R) and coaxial with the sun gear (4S). The dual-power coupling mechanism includes a third input shaft (30) that is offset to one side of the gear ring rotating shaft (40) and parallel to it. The third input shaft (30) is connected to a second motor (3). An intermediate shaft (50) is provided between the gear ring rotating shaft (40) and the third input shaft (30) that are parallel to each other and spaced apart. A first gear shifting mechanism (100) is connected between the gear ring rotating shaft (40) and the intermediate shaft (50), and a second gear shifting mechanism (200) is connected between the third input shaft (30) and the intermediate shaft (50).

2. The multi-speed power split hybrid power transmission system as described in claim 1, characterized in that: The engine (1) is directly connected to the planetary carrier (4C) via the first input shaft (10), and the first motor (2) is connected to the sun gear (4S) via the second input shaft (20). The second input shaft (20) is loosely fitted around the outer circumference of the first input shaft (10). The first motor (2) is coaxially connected to the second input shaft (20), or the first motor (2) is biasedly connected to the second input shaft (20) through a first bias gear coupling mechanism. The first bias gear coupling mechanism includes a first active bias gear (21) connected to the first motor (2). The first driven bias gear (22) is connected to the second input shaft (20), and the diameter of the first driving bias gear (21) is smaller than the diameter of the first driven bias gear (22) and they are meshed together.

3. The multi-speed power split hybrid power transmission system as described in claim 1, characterized in that: The second motor (3) is coaxially connected to the third input shaft (30), or the second motor (3) is biasedly connected to one side of the third input shaft (30) through a second bias gear coupling mechanism. The second bias gear coupling mechanism includes a second active bias gear (34) and a second driven bias gear (33) connected between the second motor (3) and the third input shaft (30) and meshing with each other. The second active bias gear (34) is connected to the second motor (3), and the second driven bias gear (33) is connected to the third input shaft (30).

4. The multi-speed power-split hybrid power transmission system as described in claim 1, characterized in that: The first gear shifting mechanism (100) includes a first driving gear (41) and a second driving gear (42) loosely fitted on the rotating shaft (40) of the gear ring, and a first driven gear (51) and a second driven gear (52) fixed on the intermediate shaft (50). The first driving gear (41) is meshed with the first driven gear (51), and the second driving gear (42) is meshed with the second driven gear (52). The gear ring has a first shifting mechanism (5) circumferentially fixed on the rotating shaft (40) for engaging or disengaging the first drive gear (41) and the second drive gear (42).

5. A multi-speed power-split hybrid power transmission system as described in claim 4, characterized in that: The first gear shifting mechanism (100) further includes a third shifting mechanism (7) on the rotating shaft (40) of the circumferentially fixed gear ring for engaging or disengaging from the gearbox housing, an output shaft (60) that is parallel to and spaced apart from the intermediate shaft (50), a third driven gear (53) fixedly connected to the intermediate shaft (50), and a reduction gear (61) fixedly connected to the output shaft (60) and meshing with the third driven gear (53).

6. The multi-speed power-split hybrid power transmission system as described in claim 5, characterized in that: The gear ring has a third driving gear (43) mounted on the rotating shaft (40). The third driving gear (43) meshes with the third driven gear (53). The third shifting mechanism (7) is also used to engage or disengage the third driving gear (43).

7. A multi-speed power-split hybrid power transmission system as described in claim 6, characterized in that: The first gear shifting mechanism (100) also includes a reverse idler gear (43R) meshing between the third driving gear (43) and the third driven gear (53).

8. The multi-speed power-split hybrid power transmission system as described in claim 4, characterized in that: The first gear shifting mechanism (100) further includes an output shaft (60) that is parallel to and spaced apart from the intermediate shaft (50). A third driven gear (53) and a fourth driven gear (54) are fixedly connected to the intermediate shaft (50), and a reduction gear (61) that meshes with the third driven gear (53) is fixedly connected to the output shaft (60). In addition, a third driving gear (43) is loosely fitted on the gear ring rotating shaft (40) and meshes with the third driven gear (53), a fourth driving gear (44) is loosely fitted on the gear ring rotating shaft (40) and meshes with the fourth driven gear (54), and a third shifting mechanism (7) on the gear ring rotating shaft (40) for engaging or disengaging the third driving gear (43) and the fourth driving gear (44).

9. The multi-speed power-split hybrid power transmission system as described in claim 4, characterized in that: The second gear shifting mechanism (200) includes a fifth driving gear (31) that is loosely fitted on the third input shaft (30) and meshes with the first driven gear (51), and a sixth driving gear (32) that is loosely fitted on the third input shaft (30) and meshes with the second driven gear (52). A second shift mechanism (6) is fixed circumferentially on the third input shaft (30) for engaging or disengaging the fifth driving gear (31), the sixth driving gear (32).

10. A vehicle characterized by comprising: The multi-gear power split hybrid transmission system of any one of claims 1 to 9.

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