Single motor hybrid gearbox with single planetary gear row and multiple gear drives

Abstract

The utility model relates to hybrid power gearbox technical field especially single motor hybrid power gearbox of single planetary row multi -gear drive is formed by three axle, one axle is formed by engine, drive motor, single planetary row, a double clutch, two axle is intermediate axle assembly, contains a single clutch, three axle is differential assembly, wherein, engine connects planetary row planet carrier and the outer clutch outer hub of double clutch through input shaft, sun wheel connects the inner clutch inner hub of double clutch, drive motor rotor axle connects the middle hub of double clutch, and single planetary row outer gear ring and drive motor rotor axle are equipped with engine drive driving gear and electric drive driving gear respectively on, on one side through the opening and closing control of three clutches, can realize parking power generation, pure electric drive, power split drive and the function that engine three gear drives, on the other side, through the addition of differential reversing and front drive output axle simultaneously, the transverse front drive scheme can be converted into the vertical front drive scheme.

Description

Technical Field

[0001] This utility model relates to the field of hybrid power transmission technology, and in particular to a single-motor hybrid power transmission with a single planetary gearbox and multi-speed drive. Background Technology

[0002] As a core component of the powertrain system in hybrid electric vehicles (HEVs and PHEVs), the hybrid transmission improves fuel economy and optimizes vehicle performance under various operating conditions by controlling the power coupling between the engine and electric motor in real time. With the rapid growth of global car ownership, increasing pressure on energy, environment, and safety is driving the global acceleration of energy conservation and electrification in the automotive industry. The development of hybrid electric vehicles in the Chinese market has entered a fast track. Due to the rapid development of pure electric vehicles and the gradual improvement of charging infrastructure, the domestic hybrid market will primarily feature plug-in hybrid electric vehicles (PHEVs) with non-plug-in hybrid electric vehicles (HEVs) as a supplement. However, in overseas markets, due to the lack of supporting charging infrastructure, hybrid vehicles will primarily be non-plug-in hybrid electric vehicles (HEVs). Compared to plug-in hybrid electric vehicles (PHEVs), which generally have larger battery packs, pure electric drive accounts for a larger share of the vehicle's driving time and mileage.

[0003] Currently, mass-produced dual-motor hybrid transmissions on the market can well meet the driving needs of these types of vehicles. However, non-plug-in hybrid electric vehicles (HEVs) lack charging infrastructure and rely primarily on engine drive with electric drive as a secondary option. Matching dual-motor hybrid transmissions to these vehicles presents certain design redundancy, and with increasing competition in the hybrid market, single-motor hybrid transmissions that meet functional requirements and offer significant cost advantages will likely stand out in the fierce market competition and become the mainstream. Utility Model Content

[0004] The technical problem to be solved by this utility model is: in order to solve the problems of small non-plug-in hybrid batteries, engine-driven main drive, and redundant dual-motor gearbox design in the above-mentioned background technology, a single-motor hybrid gearbox with single planetary gearbox multi-speed drive is provided.

[0005] The technical solution adopted by this utility model to solve its technical problem is: a single planetary gearbox with multi-speed drive and a single motor hybrid power transmission, comprising: Two power sources: including a coaxially mounted drive motor and an engine with shock absorbers; Gear clutch transmission system: transmits power from two power sources, consisting of a three-shaft structure. One shaft: It consists of an input shaft that is set between the two power sources and coaxial with the two power sources, a single planetary gear assembly, a dual clutch assembly, and a drive motor rotor shaft; Second shaft: This is the intermediate shaft assembly, which contains the third clutch. Three-axis: refers to the differential assembly; Hydraulic control module: It consists of an oil pump, valve body, solenoid valve and high and low pressure oil circuits that control the opening and closing of the clutch and the cooling and lubrication of the system.

[0006] Furthermore, the single planetary gear assembly consists of a planetary gear external ring gear, a planetary gear carrier, and a planetary gear sun gear. The planetary gear carrier is fixedly or welded to the input shaft, and the input shaft is splinedly connected to the shock absorber on the engine. The planetary gear carrier is equipped with planetary gears. The planetary gear external ring gear is equipped with an external ring gear internal gear and an engine drive gear.

[0007] Furthermore, the dual-clutch assembly is located on the drive motor side of the single planetary gear assembly, and consists of an outer clutch and an inner clutch. The outer clutch consists of an outer clutch outer hub, an outer clutch friction unit, and a dual-clutch intermediate hub. The inner clutch consists of an inner clutch inner hub, an inner clutch friction unit, and a dual-clutch intermediate hub. The dual-clutch intermediate hub also serves as the inner hub of the outer clutch and the outer hub of the inner clutch. The outer clutch outer hub is connected to the planetary gear carrier of the planetary gear set, and the inner clutch inner hub is connected to the sun gear of the planetary gear set. The dual-clutch intermediate hub is connected to the rotor shaft of the drive motor.

[0008] Furthermore, the rotor shaft of the drive motor, which serves as the power output and input component of the drive motor, is equipped with an electrically driven drive gear.

[0009] Furthermore, the intermediate shaft assembly includes an intermediate shaft and an engine drive driven gear, a main reduction drive gear, a third clutch, and an electric drive driven gear arranged sequentially thereon from the engine end to the drive motor end; the engine drive driven gear meshes with the engine drive drive gear on the planetary gear set external gear ring, and the electric drive driven gear meshes with the electric drive drive gear on the drive motor rotor shaft; the third clutch is composed of a third clutch outer hub, a third clutch inner hub, and a third clutch friction unit, the third clutch outer hub is connected to the intermediate shaft, and the third clutch inner hub is connected to the electric drive driven gear.

[0010] Furthermore, the differential assembly consists of a differential and a main reducer driven gear, wherein the main reducer driven gear meshes with the main reducer drive gear on the intermediate shaft.

[0011] Furthermore, the hydraulic control unit includes a high-pressure oil pump, a valve body, a solenoid valve, and a high-pressure oil circuit. The solenoid valve controls the high or low pressure of the hydraulic oil circuit to control the opening and closing of the external clutch, internal clutch, and third clutch. The clutches are closed under high pressure and open under low pressure. Through the clutch opening and closing control, two parking power generation modes, a pure electric drive mode, a power split drive mode, and a three-speed engine drive mode are realized. Except for the parking power generation and power split modes, the drive motor has a braking energy recovery function in other operating modes.

[0012] Furthermore, the two parking power generation modes include Parking Power Generation Mode 1 and Parking Power Generation Mode 2, which are two working conditions in which the engine drives the drive motor to generate electricity to charge the vehicle battery pack when the vehicle is parked and the battery pack is low. The control method of the parking power generation mode 1 is that when the outer clutch is closed and the inner clutch and the third clutch are open, the engine power drives the drive motor to generate electricity through the shock absorber, input shaft, planetary gear carrier, outer clutch outer hub, outer clutch friction unit, dual clutch intermediate hub, and drive motor rotor shaft. The control method of the second parking power generation mode is as follows: when the inner clutch is closed and the outer clutch and the third clutch are open, the engine power passes through the shock absorber, input shaft, planetary gear carrier, and planetary gear set. A portion of the torque is then transmitted through the planetary gear set sun gear, inner clutch inner hub, inner clutch friction unit, dual clutch intermediate hub, and drive motor rotor shaft to drive the drive motor to generate electricity and output all the engine power. Another portion of the torque is transmitted through the outer gear ring internal gear, planetary gear set outer gear ring, engine drive driving gear, and engine drive driven gear to the intermediate shaft and subsequent transmission components, with no power output. When the parking and braking torques are released, this driving torque can drive the vehicle to start moving.

[0013] Furthermore, the clutch control method of the power split drive mode is the same as the control method of the parking power generation mode two. That is, when the inner clutch is closed and the outer clutch and the third clutch are open, the engine power passes through the shock absorber, input shaft, planetary gear set, planetary carrier, and planetary gear set. Part of the power drives the drive motor to generate electricity through the planetary gear set sun gear, inner clutch inner hub, inner clutch friction unit, dual clutch intermediate hub, and drive motor rotor shaft. At the same time, another part of the power drives the vehicle through the outer gear ring internal gear, planetary gear set outer gear ring, engine drive driving gear, engine drive driven gear, intermediate shaft, main reducer driving gear, main reducer driven gear, and differential. The drive motor provides torque support to the engine's drive torque by relying on the generated torque.

[0014] Furthermore, the control method of the pure electric drive mode is as follows: when the third clutch is closed and both the outer clutch and the inner clutch of the dual clutch assembly are open, the power of the drive motor is transmitted to the intermediate shaft through the drive motor rotor shaft, the electric drive drive gear, the electric drive driven gear, the inner hub of the third clutch, the friction unit of the third clutch, and the outer hub of the third clutch, and then the vehicle is driven through the main reducer drive gear, the main reducer driven gear, and the differential; in this mode, the vehicle reversing is implemented by the drive motor reversing.

[0015] Furthermore, the three-speed engine drive mode includes engine 1st gear drive, engine 2nd gear drive, and engine 3rd gear drive; The control method of the engine's first gear drive mode is as follows: when the outer clutch and the third clutch are closed and the inner clutch is open, the engine's power drives the vehicle through the shock absorber, input shaft, planetary gear set, outer clutch outer hub, outer clutch friction unit, dual clutch intermediate hub, drive motor rotor shaft, electric drive drive gear, electric drive driven gear, third clutch inner hub, third clutch friction unit, third clutch outer hub, intermediate shaft, main reducer drive gear, main reducer driven gear, and differential. The control method of the engine's 2-speed drive mode is as follows: When the inner clutch and the third clutch are closed and the outer clutch is open, the engine's power is output through the shock absorber, input shaft, planetary gear set, planetary carrier, and planetary gear set, and then through two power transmission paths. One part of the power is transmitted to the intermediate shaft through the planetary gear set sun gear, inner clutch inner hub, inner clutch friction unit, dual clutch intermediate hub, drive motor rotor shaft, electric drive drive gear, electric drive driven gear, third clutch inner hub, third clutch friction unit, and third clutch outer hub. The other part of the power is transmitted to the intermediate shaft through the outer gear ring inner gear, planetary gear set outer gear ring, engine drive drive gear, and engine drive driven gear. The two parts of the power converge on the intermediate shaft and then drive the vehicle through the main reducer drive gear, main reducer driven gear, and differential. The control method of the engine's 3-speed drive mode is as follows: when the outer clutch and inner clutch are closed and the third clutch is open, the inner and outer clutches of the dual-clutch assembly are closed, the planetary gear set assembly becomes a whole, and the planetary gear set planetary carrier, planetary gear set sun gear, planetary gear set external gear ring, as well as the input shaft and engine speed are equal; the engine power drives the vehicle through the shock absorber, input shaft, planetary gear set planetary carrier, planetary gear set planetary gears, external gear ring internal gear, planetary gear set external gear ring, engine drive drive gear, engine drive driven gear, intermediate shaft, main reducer drive gear, main reducer driven gear, and differential.

[0016] Furthermore, when the engine is in 1st, 2nd, or 3rd gear, the drive motor is always in operation: either idling or providing auxiliary drive, so that the engine always operates in the high fuel efficiency range, while also having a braking energy recovery function.

[0017] A single-planetary-gear multi-speed single-motor hybrid transmission is also provided, suitable for vehicles with longitudinally mounted engines to achieve front-wheel drive hybrid transmission, comprising: Two power sources: including a coaxially mounted drive motor and an engine with shock absorbers; Gear clutch transmission system: A gear clutch transmission system that transmits power from two power sources, consisting of a four-shaft structure. One shaft: It consists of an input shaft that is set between the two power sources and coaxial with the two power sources, a single planetary gear assembly, a dual clutch assembly, and a drive motor rotor shaft; Second shaft: This is the intermediate shaft assembly, which contains the third clutch. Three-axis: refers to the front-drive output shaft assembly; Four-axle: longitudinally mounted front-wheel drive differential assembly; The hydraulic control module consists of an oil pump, valve body, solenoid valve, and high and low pressure oil circuits that control the opening and closing of the clutch and the cooling and lubrication of the system. The single planetary gear assembly consists of a planetary gear external ring gear, a planetary gear carrier, and a planetary gear sun gear. The planetary gear carrier is fixedly or welded to the input shaft, and the input shaft is splinedly connected to the shock absorber on the engine. The planetary gear carrier is equipped with planetary gears. The planetary gear external ring gear is equipped with an external ring gear internal gear and an engine drive gear. The dual-clutch assembly is located on the drive motor side of the single planetary gear assembly and consists of an outer clutch and an inner clutch. The outer clutch consists of an outer clutch outer hub, an outer clutch friction unit, and a dual-clutch intermediate hub. The inner clutch consists of an inner clutch inner hub, an inner clutch friction unit, and a dual-clutch intermediate hub. The dual-clutch intermediate hub also serves as the inner hub and outer hub of the outer clutch. The outer clutch outer hub is connected to the planetary gear carrier of the planetary gear set, and the inner clutch inner hub is connected to the sun gear of the planetary gear set. The dual-clutch intermediate hub is connected to the rotor shaft of the drive motor. The rotor shaft of the drive motor serves as the power output and input component of the drive motor, and an electrically driven drive gear is mounted on it. The intermediate shaft assembly includes an intermediate shaft and an engine drive driven gear, an intermediate transmission drive gear, a third clutch, and an electric drive driven gear arranged sequentially thereon from the engine end to the drive motor end. The engine drive driven gear meshes with the engine drive drive gear on the planetary gear set external gear ring, and the electric drive driven gear meshes with the electric drive drive gear on the drive motor rotor shaft. The third clutch consists of a third clutch outer hub, a third clutch inner hub, and a third clutch friction unit. The third clutch outer hub is connected to the intermediate shaft, and the third clutch inner hub is connected to the electric drive driven gear. The front drive output shaft assembly comprises a front drive output shaft and an intermediate drive driven gear and a spiral bevel gear main reducer drive gear disposed thereon; the intermediate drive driven gear meshes with the intermediate drive drive gear on the intermediate shaft. The longitudinally mounted front-drive differential assembly is located at the bottom of the engine, and its axis is perpendicular to the engine axis. The longitudinally mounted front-drive differential assembly includes a differential and a spiral bevel gear driven gear mounted on it. The spiral bevel gear driven gear meshes with a spiral bevel gear driven gear on the front-drive output shaft. The hydraulic control unit controls the opening and closing of the outer clutch, inner clutch, and third clutch to achieve two parking power generation modes, power split drive mode, pure electric drive mode (including reversing), and engine 1st, 2nd, and 3rd gear drive modes. In pure electric drive mode and engine 1st, 2nd, and 3rd gear drive modes, the drive motor has a braking energy recovery function to enable front-wheel drive for vehicles with longitudinally mounted engines.

[0018] The beneficial effects of this utility model are: This invention features a drive motor that combines driving and power generation functions. Compared to a dual-motor hybrid power scheme, it saves one motor and its controller, significantly reducing the production cost of the transmission. On the other hand, the engine's three-speed drive plus power split drive function allows the engine to cover the entire vehicle speed with high fuel efficiency, giving full play to the advantages of the engine's efficient fuel drive, improving the vehicle's fuel economy, and meeting emission regulations. At the same time, while the engine is driving in multiple gears, the drive motor can participate in vehicle driving in driving mode to improve vehicle power, or it can perform braking energy recovery in power generation mode. Furthermore, when the engine is driving, torque adjustment can also be used to ensure that the engine always operates stably in efficient driving conditions, thereby improving the vehicle's fuel economy. This utility model integrates a motor drive unit, a transmission control unit, and a hybrid system control unit for coordinated control, enabling functions such as engine start / stop, parking power generation, pure electric drive, engine three-gear drive, reversing, and brake energy recovery, ultimately improving vehicle fuel economy and meeting emission regulations. Attached Figure Description

[0019] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0020] Figure 1 This is a schematic diagram of the structure of the single-motor hybrid transmission with a transversely mounted engine, front-wheel drive, single planetary gearbox, and multi-speed drive.

[0021] Figure 2 This invention relates to a single-motor hybrid transmission with a longitudinally mounted engine, front-wheel drive, single planetary gearbox, and multi-speed drive.

[0022] Figure 3 This is a schematic diagram illustrating the basic equations of motion for a planetary rank.

[0023] In the diagram: 1. Shock absorber; 2. Input shaft; 3. Planetary gear set carrier; 4. Planetary gear set external gear ring; 5. Engine drive drive gear; 6. External gear ring internal gear; 7. Planetary gear set planetary gears; 8. Planetary gear set sun gear; 9. External clutch outer hub; 10. External clutch friction unit; 11. Internal clutch friction unit; 12. Internal clutch inner hub; 13. Dual clutch intermediate hub; 14. Drive motor rotor shaft; 15. Electric drive drive gear; 16. Intermediate shaft; 17. Engine drive driven gear; 18. Main reduction drive gear; 19. Electric drive driven gear; 20. Third clutch outer hub; 21. Third 21. Clutch inner hub; 22. Third clutch friction unit; 23. Differential; 24. Main reducer driven gear; 25. Intermediate transmission drive gear; 26. Front drive output shaft; 27. Intermediate transmission driven gear; 28. Spiral bevel gear main reducer drive gear; 29. ​​Spiral bevel gear main reducer driven gear; C1. External clutch; C2. Internal clutch; C3. Third clutch; 100. Engine; 200. Drive motor; 300. Planetary gear set assembly; 400. Dual clutch assembly; 500. Intermediate shaft assembly; 600. Differential assembly; 700. Front drive output shaft assembly; 800. Longitudinal front drive differential assembly. Detailed Implementation

[0024] The present invention will now be described in further detail with reference to the accompanying drawings. These drawings are simplified schematic diagrams, illustrating only the basic structure of the present invention, and therefore only show the components relevant to the present invention.

[0025] Example 1: A single-motor hybrid transmission with a transversely mounted engine, front-wheel drive, single planetary gearbox, and multi-speed drive.

[0026] like Figure 1 As shown, a single-planetary gearbox multi-speed drive single-motor hybrid transmission includes: Two power sources: including a drive motor 200 coaxially mounted and an engine 100 with a shock absorber 1; Gear clutch transmission system: transmits power from two power sources, consisting of a three-shaft structure. One shaft: It consists of an input shaft 2, which is located between the two power sources and coaxial with the two power sources, a single planetary gear assembly 300, a dual clutch assembly 400, and a drive motor rotor shaft 14; Second shaft: The intermediate shaft assembly 500 contains the third clutch C3; Three-axis: Differential assembly 600; Hydraulic control module: It consists of an oil pump, valve body, solenoid valve and high and low pressure oil circuits that control the opening and closing of the clutch and the cooling and lubrication of the system.

[0027] In this embodiment, the single planetary gear assembly 300 consists of a planetary gear outer ring gear 4, a planetary gear carrier 3, and a planetary gear sun gear 8. The planetary gear carrier 3 is fixedly connected or welded to the input shaft 2, and the input shaft 2 is splinedly connected to the shock absorber 1 on the engine 100. The planetary gear carrier 3 is provided with planetary gear 7. The planetary gear outer ring gear 4 is provided with an outer ring gear inner gear 6 and an engine drive drive gear 5.

[0028] In this embodiment, the dual-clutch assembly 400 is located on the drive motor 200 side of the single planetary gear assembly 300, and consists of an outer clutch C1 and an inner clutch C2. The outer clutch C1 consists of an outer clutch outer hub 9, an outer clutch friction unit 10, and a dual-clutch intermediate hub 13. The inner clutch C2 consists of an inner clutch inner hub 12, an inner clutch friction unit 11, and a dual-clutch intermediate hub 13. The dual-clutch intermediate hub 13 serves as both the inner hub of the outer clutch C1 and the outer hub of the inner clutch C2. The outer clutch outer hub 9 is connected to the planetary gear carrier 3 of the planetary gear set, and the inner clutch inner hub 12 is connected to the sun gear 8 of the planetary gear set. The dual-clutch intermediate hub 13 is connected to the rotor shaft 14 of the drive motor.

[0029] In this embodiment, the drive motor rotor shaft 14 serves as the power output and input component of the drive motor 200, and an electrically driven drive gear 15 is mounted on it.

[0030] In this embodiment, the intermediate shaft assembly 500 includes an intermediate shaft 16 and an engine drive driven gear 17, a main reduction drive gear 18, a third clutch C3, and an electric drive driven gear 19 arranged sequentially thereon from the engine 100 end to the drive motor 200 end. The engine drive driven gear 17 meshes with the engine drive drive gear 5 on the planetary gear set external gear ring 4, and the electric drive driven gear 19 meshes with the electric drive drive gear 15 on the drive motor rotor shaft 14. The third clutch C3 is composed of a third clutch outer hub 20, a third clutch inner hub 21, and a third clutch friction unit 22. The third clutch outer hub 20 is connected to the intermediate shaft 16, and the third clutch inner hub 21 is connected to the electric drive driven gear 19.

[0031] In this embodiment, the differential assembly 600 consists of a differential 23 and a main reducer driven gear 24, which meshes with the main reducer drive gear 18 on the intermediate shaft 16.

[0032] In this embodiment, the hydraulic control unit includes a high-pressure oil pump, a valve body, a solenoid valve, and a high-pressure oil circuit. The solenoid valve controls the high or low pressure of the hydraulic oil circuit, and controls the opening and closing of the outer clutch C1, the inner clutch C2, and the third clutch C3. The clutches are closed under high pressure and open under low pressure. Through the opening and closing control of the clutches, two parking power generation modes, a pure electric drive mode, a power split drive mode, and a three-speed engine drive mode are realized. Except for the parking power generation and power split modes, the drive motor 200 has a braking energy recovery function in other operating modes.

[0033] In this embodiment, the two parking power generation modes include parking power generation mode one and parking power generation mode two. When the vehicle is parked and the battery pack is low on power, the engine 100 drives the drive motor 200 to generate electricity to charge the vehicle battery pack. The control method of parking power generation mode 1 is that the outer clutch C1 is closed, the inner clutch C2 and the third clutch C3 are open, and the power of the engine 100 drives the drive motor 200 to generate electricity through the shock absorber 1, input shaft 2, planetary gear carrier 3, outer clutch outer hub 9, outer clutch friction unit 10, dual clutch intermediate hub 13, and drive motor rotor shaft 14. In the second parking power generation mode, the inner clutch C2 is closed, and the outer clutch C1 and the third clutch C3 are open. The power of the engine 100 is transmitted through the shock absorber 1, input shaft 2, planetary gear carrier 3, and planetary gear 7. Part of the torque is transmitted through the planetary gear sun gear 8, inner clutch inner hub 12, inner clutch friction unit 11, dual clutch intermediate hub 13, and drive motor rotor shaft 14 to drive the drive motor 200 to generate electricity and output all the power of the engine 100. The other part of the torque is transmitted through the outer gear ring inner gear 6, planetary gear ring outer gear 4, engine drive driving gear 5, and engine drive driven gear 17 to the intermediate shaft 16 and the subsequent transmission parts, with no power output. When the parking and braking torque is released, this driving torque can drive the vehicle to start moving.

[0034] The power generation speed ratio in parking generator mode 2 depends on the gear ratio of the planetary gear set; see the appendix for detailed calculations. Figure 3 Schematic diagram of the basic motion equations of a planetary gear set, with clockwise rotation represented by "+" and counterclockwise rotation by "-"; assuming the number of teeth on the sun gear 8 of the planetary gear set is... The rotational speed is The number of teeth on the internal gear 6 of the external gear ring is: The rotational speed is The number of teeth on planetary gear 7 of the planetary gear set is The rotational speed of the planetary carrier is The basic equation of motion for the planetary gear assembly 300 is: Due to parking status =0, this equation of motion can be transformed into a formula for calculating the power generation speed ratio in this mode. Assume the sun gear of the planetary array has 8 teeth. The number of teeth is 52, and the planetary gear in the planetary set has 7 teeth. The number of teeth is 23, and the number of teeth on the internal gear of the external gear ring is 6. =52+2*23=98, then the power generation speed ratio of this mode is / The value is 0.347, meaning that the generating torque of the drive motor 200 is 0.347 times the driving torque of the engine 100, and the speed of the drive motor 200 is 1 / 0.347 = 2.885 times the speed of the engine 100.

[0035] In this embodiment, the clutch control method of the power split drive mode is the same as the control method of the parking power generation mode 2, that is, the inner clutch C2 is closed, the outer clutch C1 and the third clutch C3 are open. The power of the engine 100 passes through the shock absorber 1, input shaft 2, planetary gear set planetary carrier 3 and planetary gear set planetary gear 7. Part of the power drives the drive motor 200 to generate electricity through the planetary gear set sun gear 8, inner clutch inner hub 12, inner clutch friction unit 11, dual clutch intermediate hub 13 and drive motor rotor shaft 14. At the same time, another part of the power drives the vehicle through the outer gear ring inner gear 6, planetary gear set outer gear ring 4, engine drive driving gear 5, engine drive driven gear 17, intermediate shaft 16, main reduction driving gear 18, main reduction driven gear 24 and differential 23. The drive motor 200 provides torque support to the drive torque of the engine 100 by generating torque.

[0036] In this embodiment, the control method for the pure electric drive mode is as follows: the third clutch C3 is closed, and both the outer clutch C1 and the inner clutch C2 of the dual clutch assembly 400 are open; the power of the drive motor 200 is transmitted to the intermediate shaft 16 through the drive motor rotor shaft 14, the electric drive drive gear 15, the electric drive driven gear 19, the inner hub 21 of the third clutch, the friction unit 22 of the third clutch, and the outer hub 20 of the third clutch, and then drives the vehicle through the main reducer drive gear 18, the main reducer driven gear 24, and the differential 23. Reversing of the vehicle is performed in this mode by the drive motor 200 reversing.

[0037] In this embodiment, the three-speed engine drive mode includes engine 1st gear drive, engine 2nd gear drive, and engine 3rd gear drive; The control method for the engine in first gear drive mode is as follows: the outer clutch C1 and the third clutch C3 are closed, and the inner clutch C2 is open. The power of the engine 100 drives the vehicle through the shock absorber 1, input shaft 2, planetary gear set 3, outer clutch outer hub 9, outer clutch friction unit 10, dual clutch intermediate hub 13, drive motor rotor shaft 14, electric drive drive gear 15, electric drive driven gear 19, third clutch inner hub 21, third clutch friction unit 22, third clutch outer hub 20, intermediate shaft 16, main reducer drive gear 18, main reducer driven gear 24, and differential 23. The drive speed ratio of the engine 100 in first gear drive mode is the same as the drive speed ratio of the drive motor 200 in pure electric drive mode.

[0038] The control method for the engine's second-gear drive mode is as follows: both the inner clutch C2 and the third clutch C3 are closed; the outer clutch C1 is open. The power of the engine 100 is output through the shock absorber 1, input shaft 2, planetary gear set planetary carrier 3, and planetary gear set planetary gear 7, and then outputs through two power transmission paths. One part of the power is transmitted to the intermediate shaft 16 through the planetary gear set sun gear 8, inner clutch inner hub 12, inner clutch friction unit 11, dual clutch intermediate hub 13, drive motor rotor shaft 14, electric drive drive gear 15, electric drive driven gear 19, third clutch inner hub 21, third clutch friction unit 22, and third clutch outer hub 20. The other part of the power is transmitted to the intermediate shaft 16 through the outer gear ring inner gear 6, planetary gear set outer gear ring 4, engine drive drive gear 5, and engine drive driven gear 17. The two parts of the power converge at the intermediate shaft 16 and then drive the vehicle through the main reduction drive gear 18, main reduction driven gear 24, and differential 23. The drive ratio of the engine in second gear depends not only on the planetary gear ratio parameters, but also on the engine drive gear ratio and the electric drive gear ratio. Let the rotational speed of intermediate shaft 16 be... The engine drive gear ratio is The electric drive gear ratio is At this time, the speed of the electric drive gear 15 is the same as the speed of the planetary gear sun gear 8, that is... The engine drives the drive gear 5 at the same speed as the internal gear 6 of the external gear ring, that is... At this time there is , The engine speed of 100 is the same as the speed of planetary carrier 3 of the planetary gear set, that is... ,calculate The value is the engine drive first-stage speed ratio for this mode.

[0039] The fundamental equations of motion of planetary sorties In and use Substitute and get , This formula can be transformed into... ,set up =0.772, =2.268, =52, =98, the calculated speed ratio for this mode is... =1.291, this speed ratio is between and It is between and close to the middle of the two speed ratios, which meets the conditions for the engine to drive in second gear.

[0040] The control method for the engine's 3-speed drive mode is as follows: both the outer clutch C1 and the inner clutch C2 are closed, and the third clutch C3 is open; the inner and outer clutches of the dual-clutch assembly 400 are closed, the planetary gear set 300 becomes a whole, and the planetary gear set planet carrier 3, planetary gear set sun gear 8, planetary gear set external ring gear 4, input shaft 2, and engine 100 rotate at the same speed; the power of engine 100 drives the vehicle through shock absorber 1, input shaft 2, planetary gear set planet carrier 3, planetary gear set planet gear 7, external ring gear internal gear 6, planetary gear set external ring gear 4, engine drive drive gear 5, engine drive driven gear 17, intermediate shaft 16, main reducer drive gear 18, main reducer driven gear 24, and differential 23.

[0041] In this embodiment, when the engine is driven in 1st gear, 2nd gear, or 3rd gear, the drive motor 200 is in operation: either idling or assisting in driving, so that the engine 100 always operates in the high fuel efficiency range, while also having a braking energy recovery function.

[0042] In this embodiment, the starting and stopping methods of the engine 100 are determined according to the vehicle's operating state. When the vehicle is parked and stopped, the engine 100 can be started by the drive motor 200 by closing the external clutch C1 or the internal clutch C2. After the engine 100 starts, it enters parking power generation mode one and parking power generation mode two, respectively. The engine 100 drives the drive motor 200 to generate electricity. The stopping control of the engine 100 in the parking power generation mode is to stop the fuel supply to the engine 100. The torque generated by the drive motor 200 will reduce the speed of the engine 100, and at the same time, the closed clutch will be opened to complete the stopping control of the engine 100.

[0043] In pure electric drive mode, the opening and closing control of the outer clutch C1 and the inner clutch C2 is determined according to the vehicle speed. At low speeds, the outer clutch C1 is closed, and the engine 100 is started by relying on the friction torque of the outer clutch C1, and the engine enters the first gear starting mode. At medium speeds, the inner clutch C2 is closed, and the engine 100 is started by relying on the friction torque of the inner clutch C2, and the engine enters the second gear drive mode. At higher speeds, the third clutch C3 is opened, and the outer clutch C1 and the inner clutch C2 are closed. The engine 100 is started by relying on the friction torque of the dual clutch assembly 400, and the engine enters the third gear drive mode.

[0044] In engine-driven 1st and 2nd gear modes, with the third clutch C3 engaged, simply releasing the throttle from engine 100 and disengaging the engaged clutches in the dual-clutch assembly 400 is sufficient to stop engine 100 and switch to pure electric drive. In power-split and engine-driven 3rd gear modes, with the third clutch C3 engaged, engine 100 must be released from the throttle, all clutches in the dual-clutch assembly 400 must be disengaged, the speed of drive motor 200 adjusted to near its pure electric drive speed for the current vehicle speed, and the third clutch C3 engaged. Drive motor 200 then takes over vehicle drive using its drive torque, thus stopping engine 100 and switching to pure electric drive mode.

[0045] In this embodiment, the vehicle reverses under pure electric drive conditions, driven by the reverse rotation of the drive motor 200.

[0046] In this embodiment, another operating mode is also provided: engine overdrive. When the vehicle battery pack has sufficient charge and the vehicle is traveling at extremely high speeds, the engine overdrive mode can be entered. The engine overdrive mode is actually the opposite of the power split mode, and the opening and closing states of the three clutches are consistent with the power split mode: the inner clutch C2 is closed, and the outer clutch C1 and the third clutch C3 are both open. In the power split mode, the drive motor 200 is always in a forward-rotating state, while in the engine overdrive mode, the drive motor 200 is in a reverse-rotating state. The engine 100 and the drive motor 200 simultaneously drive the vehicle. This drive mode allows the engine 100 to operate efficiently at relatively low speeds even at very high vehicle speeds and with high running resistance. However, since engine 3rd gear drive can basically efficiently cover all high-speed driving conditions, and the drive motor 200 also has a regenerative braking function, it is not possible to directly enter the engine overdrive mode from engine 3rd gear drive mode. In the engine's 3rd gear drive mode, the external clutch C1 is opened to enter the power split mode. Then, the drive motor 200 stalls and reduces its speed to 0. After that, the reverse drive enters the overdrive mode. This drive mode is not very useful in practice, mainly because it is difficult to control. In addition, the drive motor 200 has no braking energy recovery function in this working mode and has no obvious fuel-saving effect. Therefore, it is not listed as a basic function and working mode of this hybrid transmission.

[0047] Example 2: A single-motor hybrid transmission with a longitudinally mounted engine, front-wheel drive, single planetary gearbox, and multi-speed drive.

[0048] like Figure 2 As shown, Embodiment 2 includes: Two power sources: including a drive motor 200 coaxially mounted and an engine 100 with a shock absorber 1; Gear clutch transmission system: A gear clutch transmission system that transmits power from two power sources, consisting of a four-shaft structure. One shaft: It consists of an input shaft 2, which is located between the two power sources and coaxial with the two power sources, a single planetary gear assembly 300, a dual clutch assembly 400, and a drive motor rotor shaft 14; Second shaft: The intermediate shaft assembly 500 contains the third clutch C3; Three-axis: front-drive output shaft assembly 700; Four-axle: longitudinally mounted front-wheel drive differential assembly 800; Hydraulic control module: It consists of an oil pump, valve body, solenoid valve and high and low pressure oil circuits that control the opening and closing of the clutch and the cooling and lubrication of the system.

[0049] In fact, based on Embodiment 1, the differential 23 is rotated 90° (the axis of the differential 23 is set perpendicular to the axis of the engine 100) and positioned below the engine 100. The main reduction drive gear 18 on the intermediate shaft 16 is adjusted to the intermediate transmission drive gear 25. A front drive output shaft 26 is added, and the front drive output shaft 26 is equipped with an intermediate transmission driven gear 27 and a spiral bevel gear main reduction drive gear 28. The intermediate transmission driven gear 27 meshes with the intermediate transmission drive gear 25 on the intermediate shaft 16. The main reduction driven gear 24 on the differential 23 is adjusted to the spiral bevel gear main reduction driven gear 29. The spiral bevel gear main reduction driven gear 29 meshes with the spiral bevel gear main reduction drive gear 28 on the front drive output shaft 26.

[0050] Example 2 is applicable to vehicles with longitudinally mounted engines. The transmission body is longitudinally mounted with the engine 100, and the differential assembly 800, which is rotated 90° and transversely mounted, can drive the front wheels of the vehicle, forming a single-motor hybrid transmission with longitudinally mounted engine, front-wheel drive, single planetary gearbox, and multi-speed drive.

[0051] The functions and control methods of Embodiment 2 and Embodiment 1 are exactly the same. The outer clutch C1, inner clutch C2 and third clutch C3 of the dual clutch assembly 400 can realize two modes of parking power generation, power split drive, pure electric drive of drive motor 200, engine first gear drive, engine second gear drive, engine third gear drive, engine 100 start-stop, reversing and braking energy recovery functions through the opening and closing control of the hydraulic system.

[0052] Based on the above-described preferred embodiments of this utility model, and through the foregoing description, those skilled in the art can make various changes and modifications without departing from the technical concept of this utility model. The technical scope of this utility model is not limited to the contents of the specification, but must be determined according to the scope of the claims.

Claims

1. A single-planetary gearbox with multi-speed drive and a single-motor hybrid power transmission, characterized in that, include: Two power sources: including a drive motor (200) coaxially mounted and an engine (100) with a shock absorber (1); Gear clutch transmission system: transmits power from two power sources, consisting of a three-shaft structure. One shaft: It consists of an input shaft (2) that is set between the two power sources and coaxial with the two power sources, a single planetary gear assembly (300), a dual clutch assembly (400), and a drive motor rotor shaft (14); Second shaft: This is the intermediate shaft assembly (500), which contains the third clutch (C3). Three shafts: for differential assembly (600); Hydraulic control module: It consists of an oil pump, valve body, solenoid valve and high and low pressure oil circuits that control the opening and closing of the clutch and the cooling and lubrication of the system.

2. The single motor hybrid transmission of claim 1, wherein: The single planetary gear assembly (300) consists of a planetary gear outer ring gear (4), a planetary gear carrier (3), and a planetary gear sun gear (8). The planetary gear carrier (3) is fixedly connected or welded to the input shaft (2), and the input shaft (2) is splinedly connected to the shock absorber (1) on the engine (100). The planetary gear carrier (3) is provided with planetary gears (7). The planetary gear outer ring gear (4) is provided with an outer ring gear inner gear (6) and an engine drive drive gear (5).

3. A single-planetary gearbox multi-speed drive single-motor hybrid transmission according to claim 2, characterized in that: The dual-clutch assembly (400) is located on the drive motor (200) side of the single planetary gear assembly (300), and consists of an outer clutch (C1) and an inner clutch (C2). The outer clutch (C1) consists of an outer clutch outer hub (9), an outer clutch friction unit (10), and a dual-clutch intermediate hub (13). The inner clutch (C2) consists of an inner clutch inner hub (12), an inner clutch friction unit (11), and a dual-clutch intermediate hub (13). The dual-clutch intermediate hub (13) serves as both the inner hub of the outer clutch (C1) and the outer hub of the inner clutch (C2). The outer clutch outer hub (9) is connected to the planetary gear carrier (3), and the inner clutch inner hub (12) is connected to the planetary gear sun gear (8). The dual-clutch intermediate hub (13) is connected to the drive motor rotor shaft (14).

4. The single motor hybrid transmission of claim 3, wherein: The rotor shaft (14) of the drive motor serves as the power output and input component of the drive motor (200), and an electric drive gear (15) is mounted on it.

5. A single motor hybrid transmission of single planet row multi- gear drive according to claim 4, characterized in that: The intermediate shaft assembly (500) includes an intermediate shaft (16) and an engine drive driven gear (17), a main reduction drive gear (18), a third clutch (C3), and an electric drive driven gear (19) arranged sequentially thereon from the engine (100) end to the drive motor (200) end; the engine drive driven gear (17) meshes with the engine drive drive gear (5) on the planetary gear ring (4), and the electric drive driven gear (19) meshes with the electric drive drive gear (15) on the drive motor rotor shaft (14); the third clutch (C3) is composed of a third clutch outer hub (20), a third clutch inner hub (21), and a third clutch friction unit (22), the third clutch outer hub (20) is connected to the intermediate shaft (16), and the third clutch inner hub (21) is connected to the electric drive driven gear (19).

6. A single motor hybrid transmission of single planet row multi- gear drive according to claim 5, characterized in that, The differential assembly (600) consists of a differential (23) and a main reducer driven gear (24), which meshes with a main reducer drive gear (18) on an intermediate shaft (16).

7. The single motor hybrid transmission of claim 6, wherein: The hydraulic control unit includes a high-pressure oil pump, valve body, solenoid valve, and high-pressure oil circuit. The solenoid valve controls the high or low pressure of the hydraulic oil circuit to control the opening and closing of the outer clutch (C1), inner clutch (C2), and third clutch (C3). It is closed under high pressure and open under low pressure. Through the opening and closing control of the clutch, two parking power generation modes, pure electric drive mode, power split drive mode, and three-speed engine drive mode are realized. Except for the parking power generation and power split modes, the drive motor (200) has a braking energy recovery function in other working modes.

8. The single motor hybrid transmission of claim 7, wherein: The two parking power generation modes include parking power generation mode one and parking power generation mode two. When the vehicle is parked and the battery pack is low, the engine (100) drives the drive motor (200) to generate electricity to charge the vehicle battery pack. The control method of the parking power generation mode 1 is that when the outer clutch (C1) is closed and the inner clutch (C2) and the third clutch (C3) are open, the power of the engine (100) drives the drive motor (200) to generate electricity through the shock absorber (1), input shaft (2), planetary gear carrier (3), outer clutch outer hub (9), outer clutch friction unit (10), dual clutch intermediate hub (13), and drive motor rotor shaft (14). The control method of the parking power generation mode 2 is as follows: when the inner clutch (C2) is closed and the outer clutch (C1) and the third clutch (C3) are open, the power of the engine (100) is transmitted through the shock absorber (1), input shaft (2), planetary gear carrier (3), planetary gear (7), and a portion of the torque is transmitted through the planetary gear sun gear (8), inner clutch inner hub (12), inner clutch friction unit (11), dual clutch intermediate hub (13), and drive motor rotor shaft (14) to drive the drive motor (200) to generate electricity and output all the power of the engine (100); another portion of the torque is transmitted through the outer gear ring inner gear (6), planetary gear ring outer gear (4), engine drive driving gear (5), and engine drive driven gear (17) to the intermediate shaft (16) and the subsequent transmission parts, with no power output. When the parking and braking torque is released, this driving torque can drive the vehicle to start and drive.

9. The single motor hybrid transmission of claim 7, wherein: The clutch control method of the power split drive mode is the same as the control method of the parking power generation mode 2. That is, when the inner clutch (C2) is closed and the outer clutch (C1) and the third clutch (C3) are open, the power of the engine (100) passes through the shock absorber (1), input shaft (2), planetary gear carrier (3), planetary gear (7), and then a part of the power drives the drive motor (200) to generate electricity through the planetary gear sun gear (8), inner clutch inner hub (12), inner clutch friction unit (11), dual clutch intermediate hub (13), and drive motor rotor shaft (14). At the same time, another part of the power drives the vehicle through the outer gear ring inner gear (6), planetary gear ring outer gear (4), engine drive drive gear (5), engine drive driven gear (17), intermediate shaft (16), main reduction drive gear (18), main reduction driven gear (24), and differential (23). The drive motor (200) provides torque support to the drive torque of the engine (100) by relying on the generated torque.

10. The single motor hybrid transmission of claim 7, wherein: The control method of the pure electric drive mode is as follows: when the third clutch (C3) is closed and both the outer clutch (C1) and the inner clutch (C2) of the dual clutch assembly (400) are open, the power of the drive motor (200) is transmitted to the intermediate shaft (16) through the drive motor rotor shaft (14), the electric drive drive gear (15), the electric drive driven gear (19), the inner hub of the third clutch (21), the friction unit of the third clutch (22), and the outer hub of the third clutch (20), and then the vehicle is driven through the main reduction drive gear (18), the main reduction driven gear (24), and the differential (23); in this mode, the reversing of the vehicle is implemented by the reverse drive of the drive motor (200).

11. A single-planetary gearbox multi-speed drive single-motor hybrid transmission according to claim 7, characterized in that: The three-speed engine drive modes include engine 1st gear drive, engine 2nd gear drive, and engine 3rd gear drive; The control method of the engine's first gear drive mode is as follows: when the outer clutch (C1) and the third clutch (C3) are both closed and the inner clutch (C2) is open, the power of the engine (100) drives the vehicle through the shock absorber (1), input shaft (2), planetary gear carrier (3), outer clutch outer hub (9), outer clutch friction unit (10), dual clutch intermediate hub (13), drive motor rotor shaft (14), electric drive drive gear (15), electric drive driven gear (19), third clutch inner hub (21), third clutch friction unit (22), third clutch outer hub (20), intermediate shaft (16), main reduction drive gear (18), main reduction driven gear (24), and differential (23). The control method of the engine's second-gear drive mode is as follows: when the inner clutch (C2) and the third clutch (C3) are both closed and the outer clutch (C1) is open, the power of the engine (100) is output through the shock absorber (1), input shaft (2), planetary carrier (3), and planetary gear (7) of the planetary gear set, and then through two power transmission paths. Part of the power is output through the planetary sun gear (8), inner hub of the inner clutch (12), friction unit of the inner clutch (11), intermediate hub of the dual clutch (13), rotor shaft of the drive motor (14), and electric drive drive gear. The power is transmitted to the intermediate shaft (16) via the wheel (15), the electric drive driven gear (19), the inner hub of the third clutch (21), the friction unit of the third clutch (22), and the outer hub of the third clutch (20). Another part of the power is transmitted to the intermediate shaft (16) via the inner gear of the outer gear ring (6), the outer gear ring of the planetary gear set (4), the engine drive drive gear (5), and the engine drive driven gear (17). The two parts of the power converge on the intermediate shaft (16) and then drive the vehicle through the main reduction drive gear (18), the main reduction driven gear (24), and the differential (23). The control method of the engine's 3-speed drive mode is as follows: when the outer clutch (C1) and inner clutch (C2) are both closed and the third clutch (C3) is open; the inner and outer clutches of the dual clutch assembly (400) are closed, the planetary gear assembly (300) becomes a whole, and the speeds of the planetary gear carrier (3), the planetary gear sun gear (8), the planetary gear external ring gear (4), the input shaft (2), and the engine (100) are equal; the power of the engine (100) drives the vehicle through the shock absorber (1), the input shaft (2), the planetary gear carrier (3), the planetary gear (7), the external ring gear internal gear (6), the planetary gear external ring gear (4), the engine drive drive gear (5), the engine drive driven gear (17), the intermediate shaft (16), the main reducer drive gear (18), the main reducer driven gear (24), and the differential (23).

12. The single motor hybrid transmission of claim 11, wherein: When the engine is driven in 1st, 2nd, or 3rd gear, the drive motor (200) is always in operation: either idling or assisting in driving, so that the engine (100) always operates in the high fuel efficiency range, while also having a braking energy recovery function.

13. A single motor hybrid transmission with single planetary row multi-gear drive, characterized in that, include: Two power sources: including a drive motor (200) coaxially mounted and an engine (100) with a shock absorber (1); Gear clutch transmission system: Transmits power from two power sources, consisting of a four-shaft structure. One shaft: It consists of an input shaft (2) set between the two power sources and coaxial with the two power sources, a single planetary gear assembly (300), a dual clutch assembly (400) and a drive motor rotor shaft (14); Second shaft: This is the intermediate shaft assembly (500), which contains the third clutch (C3); Three shafts: for the front drive output shaft assembly (700); Four-axle: longitudinally mounted front-wheel drive differential assembly (800); The hydraulic control module consists of an oil pump, valve body, solenoid valve, and high and low pressure oil circuits that control the opening and closing of the clutch and the cooling and lubrication of the system. The single planetary gear assembly (300) consists of a planetary gear external ring gear (4), a planetary gear carrier (3), and a planetary gear sun gear (8). The planetary gear carrier (3) is fixedly connected or welded to the input shaft (2), and the input shaft (2) is splinedly connected to the shock absorber (1) on the engine (100). The planetary gear carrier (3) is provided with planetary gears (7). The planetary gear external ring gear (4) is provided with an external ring gear internal gear (6) and an engine drive drive gear (5). The dual-clutch assembly (400) is located on the drive motor (200) side of the single planetary gear assembly (300), and consists of an outer clutch (C1) and an inner clutch (C2). The outer clutch (C1) consists of an outer clutch outer hub (9), an outer clutch friction unit (10), and a dual-clutch intermediate hub (13). The inner clutch (C2) consists of an inner clutch inner hub (12), an inner clutch friction unit (11), and a dual-clutch intermediate hub (13). The dual-clutch intermediate hub (13) serves as both the inner hub of the outer clutch (C1) and the outer hub of the inner clutch (C2). The outer clutch outer hub (9) is connected to the planetary gear carrier (3), and the inner clutch inner hub (12) is connected to the planetary gear sun gear (8). The dual-clutch intermediate hub (13) is connected to the drive motor rotor shaft (14). The rotor shaft (14) of the drive motor serves as the power output and input component of the drive motor (200), and an electric drive gear (15) is provided on it. The intermediate shaft assembly (500) includes an intermediate shaft (16) and an engine drive driven gear (17), an intermediate transmission drive gear (25), a third clutch (C3), and an electric drive driven gear (19) arranged sequentially thereon from the engine (100) end to the drive motor (200) end; the engine drive driven gear (17) meshes with the engine drive drive gear (5) on the planetary gear ring (4), and the electric drive driven gear (19) meshes with the electric drive drive gear (15) on the drive motor rotor shaft (14); the third clutch (C3) is composed of a third clutch outer hub (20), a third clutch inner hub (21), and a third clutch friction unit (22), the third clutch outer hub (20) is connected to the intermediate shaft (16), and the third clutch inner hub (21) is connected to the electric drive driven gear (19); The front drive output shaft assembly (700) comprises a front drive output shaft (26) and an intermediate drive driven gear (27) and a spiral bevel gear main reduction drive gear (28) disposed thereon; the intermediate drive driven gear (27) meshes with the intermediate drive drive gear (25) on the intermediate shaft (16); The longitudinal front-drive differential assembly (800) is located at the lower part of the engine (100), and its axis is perpendicular to the axis of the engine (100); the longitudinal front-drive differential assembly (800) includes a differential (23) and a spiral bevel gear main reducer driven gear (29) mounted on it, the spiral bevel gear main reducer driven gear (29) meshing with the spiral bevel gear main reducer drive gear (28) on the front-drive output shaft (26); The hydraulic control unit controls the opening and closing of the outer clutch (C1), inner clutch (C2), and third clutch (C3) to achieve two parking power generation modes, pure electric drive mode, power split drive mode, and engine 1st, 2nd, and 3rd gear drive modes. In the pure electric drive mode and engine 1st, 2nd, and 3rd gear drive modes, the drive motor (200) has a braking energy recovery function to enable front-wheel drive for vehicles with longitudinally mounted engines.

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