Gear shift without interruption transmission

Abstract

The utility model belongs to the field of gearbox, especially involve a kind of gearbox of gear shifting power not interruption. In order to increase the number of hybrid mode, the utility model provides a kind of gearbox of gear shifting power not interruption, the gearbox includes the first input shaft connected with engine and the third input shaft for being connected with second motor, first input shaft transmission connection planetary row's first input end, the output end of the planetary row is connected for power input output shaft by first gear shifting mechanism, first gear shifting mechanism has for making planetary row's output end connect the first intermediate shaft and the second gear of connecting output shaft, third input shaft transmission connection first intermediate shaft, first intermediate shaft transmission connection second intermediate shaft further, second intermediate shaft and output shaft between being used to realize the second gear shifting mechanism of transmission and / or disconnect transmission ratio transmission. The two gears of first gear shifting mechanism can correspond to each gear of second gear shifting mechanism, to make the gear of hybrid mode double.

Description

Technical Field

[0001] This utility model belongs to the field of gearboxes, and in particular relates to a gearbox with uninterrupted power during gear shifting. Background Technology

[0002] In the commercial vehicle sector, hybrid systems are widely used. Commercial vehicles operate under complex conditions, with significant weight variations depending on whether they are carrying passengers or cargo. The vehicles must meet the demands of both high-speed driving and steep inclines. However, existing hybrid systems employ simple two- or three-speed AMT (Automated Mechanical Transmission). Their gear ratios, designed to meet daily high-speed driving conditions, often struggle to handle high torque conditions, making them unsuitable for heavy-load inclines or sustained steep climbs. In such scenarios, the motor is prone to overheating. Therefore, existing hybrid systems are ill-suited for high-speed, steep-climbing conditions, and also suffer from power interruption issues during AMT shifts.

[0003] Chinese patent application CN117584724A discloses a hybrid powertrain system and control method for a mining dump truck. In this system, the power input from the engine and the EM1 motor is coupled through a planetary gearbox. The output of the planetary gearbox is transmitted to the drive axle via a dual-gearbox structure. This system adds a direct drive gear with a 1:1 ratio from the planetary gearbox to the drive axle. The EM2 motor is directly input to the gearbox via an intermediate shaft and a set of transmission gears. The gearbox has a gear from the planetary gearbox output to the intermediate shaft, enabling the planetary gearbox output to be transmitted to the drive axle via the dual-gearbox structure. This system allows for a 1:1 direct drive from the planetary gearbox to the drive axle. Simultaneously, by coupling the EM2 motor through the gearbox, it enables more combinations of hybrid drive modes, allowing the engine and EM2 motor to achieve more efficient hybrid drive within their respective high-efficiency ranges under current operating conditions.

[0004] Meanwhile, the dual-gearbox structure ensures that one gearbox is always in gear during gear shifts, thus guaranteeing uninterrupted power during the transition from pure electric mode to hybrid mode.

[0005] However, in the technical solutions of the aforementioned patent applications, in hybrid mode, two different torque outputs with different speed ratios can only be achieved by sliding the second gearbox sleeve to the left or right, resulting in fewer drive modes. Utility Model Content

[0006] The purpose of this invention is to provide a transmission that allows for uninterrupted power shifting, thereby addressing the technical problem of limited hybrid modes in existing transmissions.

[0007] To achieve the above objectives, the technical solution of the transmission with uninterrupted shifting power provided by this utility model is as follows:

[0008] A transmission with uninterrupted power shifting includes a first input shaft for connection to an engine and a third input shaft for connection to a second motor. The first input shaft is driven to a first input end of a planetary gear set. The output end of the planetary gear set is connected to an output shaft for power input via a first shifting mechanism. The first shifting mechanism has a first gear position for connecting the output end of the planetary gear set to a first intermediate shaft and a second gear position for connecting the output end of the planetary gear set to the output shaft. The first shifting mechanism is used to switch between the first gear position and the second gear position. The third input shaft is driven to the first intermediate shaft. The first intermediate shaft is also driven to a second intermediate shaft. A second shifting mechanism is further provided between the second intermediate shaft and the output shaft for realizing gear ratio transmission and / or disconnecting transmission.

[0009] Furthermore, the first shifting mechanism also has a third gear position for disconnecting the output end of the planetary gear set from both the first intermediate shaft and the output shaft. The first shifting mechanism is used to switch between the first gear position, the second gear position, and the third gear position.

[0010] Furthermore, the transmission with uninterrupted shifting power also includes a third shifting mechanism and a second input shaft for connecting to the first motor. The second input shaft is driven to the second input end of the planetary gear set. The third shifting mechanism is used to switch between locking the second input end of the planetary gear set, connecting to the output end, or not locking or connecting to the output end.

[0011] Furthermore, the first input shaft and the output shaft are coaxially arranged, while the first input shaft and the second input shaft and / or the first input shaft and the third input shaft are arranged off-axis.

[0012] Furthermore, the first input shaft and the second input shaft are arranged on opposite axes, and the second input shaft is connected to the second input end of the planetary gear set through a transmission gear set.

[0013] Furthermore, the first input shaft and the third input shaft are arranged on opposite axes, and the third input shaft is connected to the first intermediate shaft through a gear set.

[0014] Furthermore, the first input end of the planetary gear set is the planet carrier of the planetary gear set, the second input end of the planetary gear set is the sun gear of the planetary gear set, and the output end of the planetary gear set is the gear ring of the planetary gear set.

[0015] Furthermore, the second shifting mechanism includes the following three positions: 1) engaging the second gear set, which is connected to the second intermediate shaft, with the output shaft; 2) engaging the first gear set, which is connected to the second intermediate shaft, with the output shaft; 3) disengaging the transmission connection between the second intermediate shaft and the output shaft.

[0016] Furthermore, the gear ratios of the first gear set, the second gear set, and the transmission connection between the first and second intermediate shafts are all different.

[0017] Furthermore, the gear ratio of the second-speed gear set is less than that of the first-speed gear set, but greater than that of the gear ratio of the transmission connection between the first intermediate shaft and the second intermediate shaft.

[0018] Furthermore, it also includes a fourth shifting mechanism, which is used to switch between connecting the output shaft to or not connecting the output shaft to the second intermediate shaft.

[0019] Furthermore, there are two second intermediate shafts, located on either side of the output shaft.

[0020] Furthermore, the second and third input shafts are respectively arranged on both sides of the first input shaft.

[0021] Furthermore, the first input shaft and the output shaft are coaxially arranged, and both the first input shaft and the second input shaft are arranged on the same side of the first input shaft and the output shaft, which are an integral whole.

[0022] The beneficial effects of the uninterrupted power shifting gearbox provided by this utility model are as follows: The gearbox of this utility model is an improvement on the existing technology of gearboxes that use planetary gear sets to shift gears and output power downstream through multi-speed transmissions. By adding a first shifting mechanism between the output end of the planetary gear set and the output shaft, the effect of uninterrupted power shifting is achieved.

[0023] To facilitate understanding by those skilled in the art, the beneficial effects of transmissions will be described in detail below in conjunction with the application of transmissions in hybrid power systems.

[0024] Taking the shift mechanism from the first gear to the second gear as an example, the reason why the power is not interrupted during the shift is explained in detail.

[0025] When the first shift mechanism is in the first gear, the engine and the second motor simultaneously output power to the output shaft.

[0026] During gear shifting, firstly, the engine clears the torque (i.e., the engine no longer outputs power to the output shaft), and the second motor maintains or increases the torque to drive the vehicle normally; then, the first shifting mechanism switches from the first gear to the second gear; finally, the engine restores the torque, and the engine and the second motor drive the vehicle simultaneously.

[0027] In summary, during the shifting process of the first shifting mechanism, although the engine torque goes through a process of zeroing and torque recovery, the torque of the second motor is never interrupted. The second motor maintains the power of the whole vehicle, thus achieving the function of uninterrupted power for the whole vehicle.

[0028] Meanwhile, the first shift mechanism has a first gear and a second gear. When the first shift mechanism is in the first gear, the engine power is output to the output shaft through the planetary gear set, the first intermediate shaft, the second intermediate shaft, and the second shift mechanism. When the first shift mechanism is in the second gear, the engine power is directly output to the output shaft through the planetary gear set. Therefore, the two gears of the first shift mechanism can correspond to different gears of the vehicle, thereby doubling the number of gears of the second shift mechanism.

[0029] When the first shift mechanism is in the first or second gear, the vehicle's gears can be further adjusted by changing the gear of the second shift mechanism, thus giving the vehicle more gears and adding a hybrid mode to better adapt to and meet the needs of efficient driving in more specific operating conditions. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the structural principle of Embodiment 1 of a transmission that allows for uninterrupted power shifting.

[0031] Figure 2 This is a schematic diagram of the structural principle of Example 1 of a transmission with uninterrupted shifting power after adding a power source and a torsional damper;

[0032] Figure 3 This is a schematic diagram of the structural principle of Example 2 of a transmission with uninterrupted shifting power, after adding a power source and a torsional damper;

[0033] Figure 4 This is a schematic diagram of the structural principle of a transmission with uninterrupted shifting power, as shown in Example 1, after adding a power source, torsional damper, and clutch.

[0034] Figure 5 This is a schematic diagram of the structural principle of a transmission with uninterrupted shifting power, as shown in Example 2, which adds a power source, a torsional damper, and a clutch.

[0035] Figure 6 This is a schematic diagram of the structural principle of a transmission with uninterrupted shifting power, embodiment 3, after adding a power source, torsional damper, and clutch;

[0036] Figure 7 This is a schematic diagram of the structural principle of Example 4 of a transmission with uninterrupted shifting power after adding a power source and a torsional damper;

[0037] Figure 8 This is a schematic diagram of the structural principle of Example 5 of a transmission with uninterrupted shifting power, after adding a power source and a torsional damper;

[0038] Figure 9 This is a schematic diagram of the structural principle of Example 4 of a transmission with uninterrupted shifting power after adding a power source and a clutch;

[0039] Figure 10 This is a schematic diagram of the structural principle of Example 5 of a transmission with uninterrupted shifting power after adding a power source and a clutch;

[0040] Figure 11 This is a schematic diagram of the structural principle of Example 6 of a transmission with uninterrupted power shifting, after adding a power source and a clutch.

[0041] Explanation of reference numerals in the attached figures:

[0042] Figures 1-6 The system includes: engine 1; torsional damper 2; transmission gear 3; first motor stator 4a; first motor rotor 4b; first input shaft 5a; second input shaft 5b; third input shaft 5c; transmission gear 6; engagement gear 7; engagement gear sleeve 8; shift hub 9; engagement gear 10; gearbox housing 11; second motor stator 12a; second motor rotor 12b; sun gear 13; planetary gears 14; planetary carrier 15; ring gear 16; transmission gear 17; and transmission gear 18. 8; 19; 20a; 20b; 21a; 21b; 21c; 21d; 22; 23; 24a; 24b; 24c; 24d; 25; 26; 27; 28; 29; 30; 30; 41; 22; 23; 24a; 24b; 24c; 24d; 25; 26; 27; 28; 29; 30; 20; 20; 20; 21; 21b; 21d; 22; 23; 24a; 24b; 24c; 24d; 24; 25; 26; 27; 28; 29; 20; 20; 20; 20; 21; 21d; 20; 20; 21d; 21c; 21d; 21d; 22; 23; 24a; 24b; 24c; 24d; 24; 24; 25; 26; 27; 28; 29; 20 ...

[0043] Figures 7-11The system includes: engine 1; torsional damper 2; transmission gear 3; first motor stator 4a; first motor rotor 4b; first input shaft 5a; second input shaft 5b; third input shaft 5c; transmission gear 6; hollow shaft 7; gearbox housing 8; engagement gear 9a; shift hub 9b; engagement sleeve 9c; engagement gear 9d; sun gear 10; planetary gear 11; planet carrier 12; ring gear 13; second motor stator 14a; second motor rotor 14b; transmission gear 15; transmission gear 16; first intermediate shaft 17; transmission gear 18; transmission gear 19a; transmission gear 19b; second intermediate shaft 20a; third intermediate shaft 16; and third intermediate shaft 17; transmission gear 18; transmission gear 19a; transmission gear 19b; second intermediate shaft 20a; and third intermediate shaft 19b. Shaft 20b; Engaging gear 21a; Shift hub 21b; Engaging sleeve 21c; Engaging gear 21d; First gear drive gear 22a; First gear drive gear 22b; First gear driven gear 23; Engaging gear 24a; Shift hub 24b; Engaging sleeve 24c; Engaging gear 24d; Second gear drive gear 25a; Second gear drive gear 25b; Second gear driven gear 26; Shift hub 27a; Engaging sleeve 27b; Engaging gear 27c; Third gear drive gear 28a; Third gear drive gear 28b; Third gear driven gear 29; Output shaft 30; Clutch 31; Idler gear 32. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be described in a clear and complete manner below with reference to the accompanying drawings and embodiments.

[0045] This invention provides a transmission that allows for uninterrupted power shifting, enabling vehicles using this transmission to be suitable for complex operating conditions and diverse power requirements.

[0046] The concept of this utility model is to use a first shifting mechanism to switch the output end of the planetary gear set between the first intermediate shaft and the output shaft. During shifting, the engine clears the torque, and the second motor maintains or increases the torque to drive the vehicle normally. The second motor maintains the power of the whole vehicle, thus achieving the function of uninterrupted power of the whole vehicle.

[0047] Furthermore, this utility model employs three input shafts and one output shaft arranged in an off-axis configuration, as well as an intermediate shaft that is paired with the output shaft to realize the variable gear ratio transmission connection from input to output.

[0048] The first input shaft is driven to the engine, the power source of the hybrid system; the second input shaft is driven to the first motor, the power source of the hybrid system; the third input shaft is driven to the second motor, the power source of the hybrid system; and the output shaft is driven to the main reducer on the drive axle.

[0049] The first input shaft is connected to one input / output terminal of the planetary gear set at one end and to the engine output terminal at the other end. The second input shaft is connected to the rotor of the first motor at one end and to the other input / output terminal of the planetary gear set at the other end. The third input shaft is connected to the rotor of the second motor at one end and to the driven gear on the intermediate shaft at the other end. The parallel arrangement of the input shafts reduces the radial dimension of the gearbox and its overall size.

[0050] More specifically, this utility model has three shifting mechanisms: the first shifting mechanism is between the planetary gear set and the output shaft, the second shifting mechanism is between the intermediate shaft and the output shaft, and the third shifting mechanism is between the first input shaft and the planetary gear set.

[0051] Furthermore, the shifting mechanism can be a gear ring and gear hub synchronizer shifting mechanism, specifically including a gear sleeve, a shifting gear hub, and left and right gears. The gear sleeve is moved left and right by a shifting fork or other gear-shifting operating mechanism to engage the left and right gears, thereby realizing the shifting operation.

[0052] Furthermore, the second input shaft is connected to the sun gear via a gear set, and the third input shaft is connected to the intermediate shaft via a drive gear meshing with the driven gear on the intermediate shaft.

[0053] The present invention will be further described in detail below with reference to the embodiments.

[0054] Example 1 of a transmission that allows for uninterrupted power shifting:

[0055] A multi-mode transmission with uninterrupted power shifting includes three input shafts as power input terminals, a second intermediate shaft 20a, and an output shaft 27. The three input shafts include a first input shaft 5a, a second input shaft 5b, and a third input shaft 5c, which are used to drive various power sources, such as drive motors or engines. The output shaft 27 is used to drive downstream of the vehicle's powertrain, such as the final drive on the drive axle.

[0056] like Figures 1-2 As shown in the figure, in this embodiment, the gearbox of the present invention is introduced with engine 1 and two motors as the power source. Engine 1 is connected to the first input shaft 5a through torsional damper 2. The two motors include a first motor and a second motor. In the figure, the first motor includes a first motor stator 4a and a first motor rotor 4b, and the second motor includes a second motor stator 12a and a second motor rotor 12b.

[0057] The first input shaft 5a, located outside the gearbox, connects to the output of the engine 1 via the torsional damper 2 at one end and to the planetary carrier 15 at the other end. The second input shaft 5b, located inside the gearbox, connects to the sun gear 13 of the planetary gear set via a gear train including gear 3 and gear 6 at one end and to the rotor 4b of the first motor at the other end. The third input shaft 5c, located inside the gearbox, connects to the first intermediate shaft 28 via a gear train including gear 17 and gear 18 at one end and to the rotor 12b of the second motor at the other end. The first intermediate shaft 28 and the second intermediate shaft 20a are connected via a gear train including gear 19 and gear 20b.

[0058] The first input shaft 5a, planetary gear set, and output shaft 27 are coaxially arranged. The connecting shaft between the transmission gear 6 and the sun gear 13 of the planetary gear set is a hollow shaft 29 that is freely rotatably sleeved on the first input shaft 5a. The transmission gear 6 and the sun gear 13 are respectively fixed at both ends of the hollow shaft 29. The first intermediate shaft 28 is freely rotatably sleeved on the extension shaft of the planetary gear set ring gear 16 facing the output shaft 27. The end of the extension shaft facing the output shaft 27 is fixed with a shift hub 21b.

[0059] In other embodiments, the input shaft connected to the two motors can be connected to the downstream power chain without going through a gearbox, for example, the speed ratio of the two gear sets can be set to 1; or the second motor can be directly driven by the driven gear on the second intermediate shaft 20a; or the first motor and the second motor can be coaxially arranged with the first input shaft 5a and the output shaft 27, with the first motor rotor 4b being a hollow rotor directly connected to the end of the hollow shaft 29 away from the output shaft 27, and the second motor rotor 12b being a hollow rotor directly connected to the end of the first intermediate shaft 28 away from the output shaft 27 (the arrangement is not shown in the drawings, but can be found in the publication text of patent application CN117584724A); or one of the first motor and the second motor can be coaxially arranged with the first input shaft 5a and the output shaft 27. Of course, the speed ratio of the gear sets connected to the two motors can also be changed as needed.

[0060] When the first motor and the second motor are respectively connected to the sun gear 13 and the first intermediate shaft 28 through corresponding gear sets, the first input shaft 5a, the second input shaft 5b, and the third input shaft 5c are as follows: Figure 2 The off-axis arrangement shown can shorten the axial dimension of the gearbox, thus saving longitudinal space in the vehicle chassis. The first motor and / or the second motor are coaxially arranged with the first input shaft 5a and the output shaft 27, that is, at least one of the second input shaft 5b and the third input shaft 5c is off-axis arranged with the first input shaft 5a. This can shorten the radial dimension of the gearbox, thus saving lateral space in the vehicle chassis.

[0061] It also includes three sets of shifting mechanisms. In this embodiment, the shifting mechanism adopts a gear ring and gear hub synchronizer shifting mechanism.

[0062] The third shift mechanism includes: a shift hub connected to the sun gear 13 of the planetary gear set, an engagement tooth 7 connected to the ring gear 16 of the planetary gear set, a gear engagement tooth 10 connected to the gearbox housing 11, and an engagement sleeve 8 that can slide left and right.

[0063] The engagement sleeve 8 has three engagement states: (1) The engagement sleeve 8 is in the middle position, at which time the power of the first input shaft 5a can be transmitted to the first motor through the planetary gear set. (2) The engagement sleeve 8 simultaneously engages the shift hub 9 and the engagement tooth 7. At this time, the planetary gear set ring gear 16 and the sun gear 13 are locked synchronously. According to the characteristics of planetary gears, the three degrees of freedom of the planetary gear set are synchronized, and the planet carrier 15, the sun gear 13 and the ring gear 16 rotate at the same speed. At this time, the power of the first input shaft 5a enters the planetary gear set and is output from the planetary gear ring gear 16 according to the transmission ratio 1. (3) The engagement sleeve 8 simultaneously engages the shift hub 9 and the gear engagement tooth 10. At this time, the sun gear 13 is locked by the gear engagement tooth 10 connected to the gearbox housing 11, and the power of the first input shaft 5a is output from the ring gear 16. The engagement sleeve 8 is moved axially by shifting forks and other gear-shifting operating mechanisms to realize the conversion of the three engagement states.

[0064] The first shifting mechanism includes: a shifting hub 21b connected to the planetary gear ring 16, an engagement tooth 21d connected to the output shaft 27, an engagement tooth 21a connected to the gear 18 in the gear set including the gear 17 and the gear 18, and an engagement sleeve 21c that can slide left and right.

[0065] The engagement sleeve 21c has three engagement states: (1) The engagement sleeve 21c is in the middle position. At this time, the planetary gear ring 16 cannot be connected to the output shaft 27, and the power from the gear ring 16 is interrupted. At this time, the second intermediate shaft 20a can be driven to rotate by the second motor and the third input shaft 5c. (2) The engagement sleeve 21c simultaneously engages the shift hub 21b and the engagement tooth 21d. At this time, the planetary gear ring 16 is directly connected to the output shaft 27, and the power of the gear ring 16 is transmitted to the output shaft 27 according to the transmission ratio 1. (3) The engagement sleeve 21c simultaneously engages the shift hub 21b and the engagement tooth 21a. At this time, the power flow of the gear ring 16 is also connected to the transmission gear 18 and the transmission gear 19, thereby driving the second intermediate shaft 20a to rotate. The engagement sleeve 21c is moved axially by a shifting mechanism such as a shift fork, so as to realize the conversion of the three engagement states.

[0066] The second shifting mechanism includes: a second gear drive gear 22 and a first gear drive gear 25 mounted on the second intermediate shaft 20a; a second gear driven gear 23 and a first gear driven gear 26 rotatably mounted on the output shaft 27; a second gear engagement tooth 24a mounted on the second gear driven gear 23; a first gear engagement tooth 24d mounted on the first gear driven gear 26; a shifting gear hub 24c mounted on the output shaft 27; and a sliding engagement sleeve 24b.

[0067] The engagement sleeve 24b has three engagement states: (1) The engagement sleeve 24b is in the middle position. At this time, the second intermediate shaft 20a is not connected to the output shaft 27, and the power from the second intermediate shaft 20a to the output shaft 27 is interrupted. (2) The engagement sleeve 24b simultaneously engages the shift hub 24c and the engagement tooth 24d. The first gear drive gear 25 and the first gear driven gear 26 are engaged. At this time, the second intermediate shaft 20a and the output shaft 27 are connected according to the speed ratio of the first gear. The power of the second intermediate shaft 20a is transmitted to the output shaft 27 according to the first gear transmission ratio. (3) The engagement sleeve 24b simultaneously engages the shift hub 24c and the engagement tooth 24a. The second gear drive gear 22 and the second gear driven gear 23 are engaged. At this time, the second intermediate shaft 20a and the output shaft 27 are connected according to the speed ratio of the second gear. The power of the second intermediate shaft 20a is transmitted to the output shaft 27 according to the second gear transmission ratio. The three engagement states can be switched by shifting the engagement sleeve 24b through a shifting fork or other gear-shifting operating mechanism.

[0068] In the second gear shifting mechanism of the above embodiments, the speed ratio of the first gear is greater than the speed ratio of the second gear and greater than the speed ratio between the transmission gear 20b and the transmission gear 19; as other embodiments, the speed ratios of each gear and the transmission gear set can be modified as needed.

[0069] As another implementation, multiple sets of the second shifting mechanism can be provided, and more driving gears with more gear positions can be added on the second intermediate shaft 20a to achieve more gear positions. Each additional set of the second shifting mechanism can theoretically include two driven gears with two gear positions, and two driving gears on the second intermediate shaft 20a that mesh with it can be added accordingly.

[0070] Those skilled in the art should understand that the planetary gearbox connection method described in the above embodiments is a typical implementation. The planetary gearbox has three input / output terminals. Depending on the required speed ratio, this invention can select any two input / output terminals to drive and connect to two power sources, and select the remaining input / output terminal to drive and connect to the system output shaft 27. The terminal connected to the power source is the input terminal, and the terminal connected to the output shaft is the output terminal. Other input / output connection methods of the planetary gearbox still fall within the protection scope of this invention.

[0071] The first input shaft 5a of the gearbox is connected to the output end of the engine 1 via a torsional damper 2 at one end facing out of the gearbox; the second input shaft 5b is connected to the first motor rotor 4b at one end facing out of the gearbox; and the third input shaft 5c is connected to the second motor rotor 12b at one end facing out of the gearbox.

[0072] To facilitate understanding by those skilled in the art, the following detailed explanation of the beneficial effects of a transmission with uninterrupted power shifting, applied in a hybrid system, will illustrate these effects.

[0073] The hybrid system, through the coordinated control of the engine, two electric motors, planetary gear set and three shifting mechanisms, can achieve multiple gears and various driving modes, including pure electric, stationary power generation, hybrid, engine direct drive and brake energy recovery. It can adapt to different driving conditions and meet the power requirements for acceleration, climbing, high-speed cruising, etc., and realize vehicle driving in multiple modes.

[0074] The following is combined with Figure 2 The driving modes of hybrid power systems are described in detail.

[0075] As shown in Table 1, the hybrid system has a total of 13 driving modes.

[0076] Table 1 Drive Modes of Hybrid Power Systems

[0077]

[0078]

[0079] The various driving modes in Table 1 are described below.

[0080] In stationary power generation mode: The third shift mechanism engages the shift hub 9 and the engagement tooth 7 with the sliding engagement sleeve 8 (engagement sleeve 8 is in the right position), the first shift mechanism engages the gear sleeve 21c in the middle position, and the second shift mechanism engages the gear sleeve 24b in the middle position. At this time, the engine 1 outputs power, and the power transmission path is: engine 1, first input shaft 5a, planet carrier 15, planet gear 14, sun gear 13 (at this time, the three degrees of freedom of the planetary gear set are synchronized, that is, the planet carrier 15 and the ring gear 16 rotate at the same speed as the sun gear 13), transmission gear 6, transmission gear 3, second input shaft 5b, and first motor rotor 4b.

[0081] In pure electric drive mode 1: the third shift mechanism engagement sleeve 8 remains in the middle position, the first shift mechanism engagement sleeve 21c remains in the middle position, and the second shift mechanism engagement sleeve 24b slides into the shift hub 24c and engagement tooth 24d (engagement sleeve 24b is in the right position). At this time, engine 1 stops, and the second motor outputs power. The power transmission path is: second motor rotor 12b, third input shaft 5c, transmission gear 17, transmission gear 18, transmission gear 19, transmission gear 20b, second intermediate shaft 20a, first gear drive gear 25, first gear driven gear 26, and output shaft 27.

[0082] In pure electric drive 2-speed mode: the third shift mechanism engagement sleeve 8 remains in the middle position, the first shift mechanism engagement sleeve 21c remains in the middle position, and the second shift mechanism engagement sleeve 24b slides into the shift hub 24c and engagement tooth 24a (engagement sleeve 24b is in the left position). At this time, engine 1 stops, and the second motor outputs power. The power transmission path is: second motor rotor 12b, third input shaft 5c, transmission gear 17, transmission gear 18, transmission gear 19, transmission gear 20b, second intermediate shaft 20a, second gear drive gear 22, second gear driven gear 23, and output shaft 27.

[0083] Engine direct drive 1st gear mode: The third shift mechanism engages the shift hub 9 and engagement tooth 7 via the sliding engagement sleeve 8 (engagement sleeve 8 is in the right position). The first shift mechanism engages the shift hub 21b and engagement tooth 21a via the sliding engagement sleeve 21c (engagement sleeve 21c is in the left position). The second shift mechanism engages the shift hub 24c and engagement tooth 24d via the sliding engagement sleeve 24b (engagement sleeve 24b is in the right position). At this time, engine 1 outputs power, and the first motor rotates or generates electricity as needed. The power transmission path is engine 1, first input shaft 5a, gear ring 16 (at this time, the three degrees of freedom of the planetary gear set are synchronized, outputting at a speed ratio of 1), transmission gear 19, transmission gear 20b, second intermediate shaft 20a, first gear drive gear 25, first gear driven gear 26, and output shaft 27.

[0084] In engine direct drive 2nd gear mode: The third shift mechanism engages the shift hub 9 and engagement gear 10 via the sliding engagement sleeve 8 (engagement sleeve 8 is in the left position). The first shift mechanism engages the shift hub 21b and engagement gear 21a via the sliding engagement sleeve 21c (engagement sleeve 21c is in the left position). The second shift mechanism engages the shift hub 24c and engagement gear 24d via the sliding engagement sleeve 24b (engagement sleeve 24b is in the right position). At this time, engine 1 outputs power, and the power transmission path is engine 1, first input shaft 5a, planetary carrier 15, planetary gears 14, ring gear 16 (at this time, the sun gear of the planetary set is fixed, the planetary carrier inputs and the ring gear outputs), transmission gear 19, transmission gear 20b, second intermediate shaft 20a, first gear drive gear 25, first gear driven gear 26, and output shaft 27.

[0085] In the direct-drive 3rd gear mode of the engine: the third shift mechanism engages the shift hub 9 and engagement gear 7 via the sliding engagement sleeve 8 (engagement sleeve 8 is in the right position). The first shift mechanism engages the shift hub 21b and engagement gear 21a via the sliding engagement sleeve 21c (engagement sleeve 21c is in the left position). The second shift mechanism engages the shift hub 24c and engagement gear 24a via the sliding engagement sleeve 24b (engagement sleeve 24b is in the left position). At this time, the engine 1 outputs power, and the first motor rotates or generates electricity as needed. The power transmission path is: engine 1, first input shaft 5a, gear ring 16 (at this time, the three degrees of freedom of the planetary gear set are synchronized, outputting at a speed ratio of 1), transmission gear 19, transmission gear 20b, second intermediate shaft 20a, second gear drive gear 22, second gear driven gear 23, and output shaft 27.

[0086] In the direct-drive 4-speed mode of the engine: the third shift mechanism engages the shift hub 9 and engagement gear 10 via the sliding engagement sleeve 8 (engagement sleeve 8 is in the left position). The first shift mechanism engages the shift hub 21b and engagement gear 21a via the sliding engagement sleeve 21c (engagement sleeve 21c is in the left position). The second shift mechanism engages the shift hub 24c and engagement gear 24a via the sliding engagement sleeve 24b (engagement sleeve 24b is in the left position). At this time, the engine 1 outputs power, and the power transmission path is: engine 1, first input shaft 5a, planetary carrier 15, planetary gears 14, ring gear 16 (at this time, the sun gear of the planetary set is fixed, the planetary carrier inputs and the ring gear outputs), transmission gear 19, transmission gear 20b, second intermediate shaft 20a, second gear drive gear 22, second gear driven gear 23, and output shaft 27.

[0087] Engine direct drive 5th gear mode: The third shift mechanism engages the shift hub 9 and engagement tooth 7 via the sliding engagement sleeve 8 (engagement sleeve 8 is in the right position). The first shift mechanism engages the shift hub 21b and engagement tooth 21d via the sliding engagement sleeve 21c (engagement sleeve 21c is in the right position). The second shift mechanism engages the center engagement sleeve 24b. At this time, engine 1 outputs power, and the first motor rotates or generates electricity as needed. The power transmission path is engine 1, first input shaft 5a, ring gear 16 (at this time, the three degrees of freedom of the planetary gear set are synchronized, outputting at a speed ratio of 1), and output shaft 27.

[0088] In engine direct drive 6-speed mode: The third shift mechanism engages the shift hub 9 and engagement gear 10 via the sliding engagement sleeve 8 (engagement sleeve 8 is in the left position). The first shift mechanism engages the shift hub 21b and engagement gear 21d via the sliding engagement sleeve 21c (engagement sleeve 21c is in the right position). The second shift mechanism engages the center engagement sleeve 24b. At this time, engine 1 outputs power, and the power transmission path is engine 1, first input shaft 5a, planet carrier 15, planet gears 14, ring gear 16 (at this time, the sun gear of the planetary set is fixed, the planet carrier inputs, and the ring gear outputs), and output shaft 27.

[0089] Hybrid 1st gear mode: The third shift mechanism engagement sleeve 8 remains in the middle position. The first shift mechanism engagement sleeve 21c slides into the shift hub 21b and engagement tooth 21a (engagement sleeve 21c is in the left position). The second shift mechanism engagement sleeve 24b slides into the shift hub 24c and engagement tooth 24d (engagement sleeve 24b is in the right position). At this time, both engine 1 and the second motor output power, and the first motor is reverse-driven to generate electricity. The power transmission path of engine 1 is: engine 1, first input shaft 5a, planetary carrier 15, planetary gears 14, ring gear 16, transmission gear 19, transmission gear 20b, second intermediate shaft 20a, first gear drive gear 25, first gear driven gear 26, output shaft 27. The power transmission path of the second motor is as follows: second motor rotor 12b, speed change gear 17, speed change gear 18, speed change gear 19, speed change gear 20b, second intermediate shaft 20a, first gear drive gear 25, first gear driven gear 26, and output shaft 27.

[0090] Hybrid 2-speed mode: The third shift mechanism engagement sleeve 8 remains in the middle position. The first shift mechanism engagement sleeve 21c slides into the shift hub 21b and engagement tooth 21a (engagement sleeve 21c is in the left position). The second shift mechanism engagement sleeve 24b slides into the shift hub 24c and engagement tooth 24a (engagement sleeve 24b is in the left position). At this time, both engine 1 and the second motor output power, and the first motor is reverse-driven to generate electricity. The power transmission path of engine 1 is as follows: engine 1, first input shaft 5a, planetary carrier 15, planetary gears 14, ring gear 16, transmission gear 19, transmission gear 20b, second intermediate shaft 20a, second gear drive gear 22, second gear driven gear 23, output shaft 27. The power transmission path of the second motor is as follows: second motor rotor 12b, speed change gear 17, speed change gear 18, speed change gear 19, speed change gear 20b, second intermediate shaft 20a, second gear drive gear 22, second gear driven gear 23, and output shaft 27.

[0091] Hybrid 3-speed mode: The third shift mechanism engagement sleeve 8 remains in the middle position. The first shift mechanism engagement sleeve 21c slides into the shift hub 21b and engagement tooth 21d (engagement sleeve 21c is in the right position). The second shift mechanism engagement sleeve 24b slides into the shift hub 24c and engagement tooth 24d (engagement sleeve 24b is in the right position). At this time, both engine 1 and the second motor output power, and the first motor is reverse-driven to generate electricity. The power transmission path of engine 1 is engine 1, first input shaft 5a, planetary carrier 15, planetary gears 14, ring gear 16, and output shaft 27. The power transmission path of the second motor is second motor rotor 12b, transmission gear 17, transmission gear 18, transmission gear 19, transmission gear 20b, second intermediate shaft 20a, first gear drive gear 25, first gear driven gear 26, and output shaft 27.

[0092] Hybrid 4-speed mode: The third shift mechanism engagement sleeve 8 remains in the middle position. The first shift mechanism engagement sleeve 21c slides into the shift hub 21b and engagement tooth 21d (engagement sleeve 21c is in the right position). The second shift mechanism engagement sleeve 24b slides into the shift hub 24c and engagement tooth 24a (engagement sleeve 24b is in the left position). At this time, both engine 1 and the second motor output power, and the first motor is reverse-driven to generate electricity. The power transmission path of engine 1 is engine 1, first input shaft 5a, planetary carrier 15, planetary gears 14, ring gear 16, and output shaft 27. The power transmission path of the second motor is second motor rotor 12b, transmission gear 17, transmission gear 18, transmission gear 19, transmission gear 20b, second intermediate shaft 20a, second gear drive gear 22, second gear driven gear 23, and output shaft 27.

[0093] like Figure 4As shown, when a clutch 30 is connected between the engine 1 and the first input shaft 5a, the driving mode of the hybrid power system is as follows.

[0094] When clutch 30 is engaged, the hybrid system has 13 drive modes as shown in Table 1.

[0095] When clutch 30 is disengaged, the hybrid system also has the four drive modes shown in Table 2.

[0096] Table 2 Drive Modes of Hybrid System When Clutch is Not Engaged

[0097]

[0098] The various driving modes in Table 2 are described below.

[0099] Dual-motor drive, 1st gear mode: Clutch 30 is not engaged. The third shifting mechanism engages the shifting hub 9 and engagement tooth 7 via the sliding engagement sleeve 8 (engagement sleeve 8 is in the right position). The first shifting mechanism engages the shifting hub 21b and engagement tooth 21a via the sliding engagement sleeve 21c (engagement sleeve 21c is in the left position). The second shifting mechanism engages the shifting hub 24c and engagement tooth 24d via the sliding engagement sleeve 24b (engagement sleeve 24b is in the right position). At this time, both the first and second motors output power, and the engine stops. The power transmission path of the first motor is: first motor rotor 4b, second input shaft 5b, transmission gear 3, transmission gear 6, hollow shaft 29, sun gear 13, planetary gear 14, ring gear 16, transmission gear 19, transmission gear 20b, second intermediate shaft 20a, first gear drive gear 25, first gear driven gear 26, and output shaft 27. The power transmission path of the second motor is as follows: second motor rotor 12b, third input shaft 5c, speed change gear 17, speed change gear 18, first intermediate shaft 28, speed change gear 19, speed change gear 20b, second intermediate shaft 20a, first gear drive gear 25, first gear driven gear 26, and output shaft 27.

[0100] Dual-motor drive, 2-speed mode: Clutch 30 is not engaged. The third shifting mechanism engages gear sleeve 8, which slides into shifting hub 9 and engagement tooth 7 (engagement gear sleeve 8 is in the right position). The first shifting mechanism engages gear sleeve 21c, which slides into shifting hub 21b and engagement tooth 21a (engagement gear sleeve 21c is in the left position). The second shifting mechanism engages gear sleeve 24b, which slides into shifting hub 24c and engagement tooth 24a (engagement gear sleeve 24b is in the left position). At this time, both the first and second motors output power, and the engine stops. The power transmission path of the first motor is: first motor rotor 4b, second input shaft 5b, transmission gear 3, transmission gear 6, hollow shaft 29, sun gear 13, planetary gear 14, ring gear 16, transmission gear 19, transmission gear 20b, second intermediate shaft 20a, second gear drive gear 22, second gear driven gear 23, and output shaft 27. The power transmission path of the second motor is as follows: second motor rotor 12b, third input shaft 5c, speed change gear 17, speed change gear 18, first intermediate shaft 28, speed change gear 19, speed change gear 20b, second intermediate shaft 20a, second gear drive gear 22, second gear driven gear 23, and output shaft 27.

[0101] Dual-motor drive 3-speed mode: Clutch 30 is not engaged, and the third shift mechanism engages the shift hub 9 and engagement tooth 7 via the sliding engagement sleeve 8 (engagement sleeve 8 is in the right position). The first shift mechanism engages the shift hub 21b and engagement tooth 21d via the sliding engagement sleeve 21c (engagement sleeve 21c is in the right position). The second shift mechanism engages the shift hub 24c and engagement tooth 24d via the sliding engagement sleeve 24b (engagement sleeve 24b is in the right position). At this time, both the first and second motors output power, and the engine stops. The power transmission path of the first motor is: first motor rotor 4b, second input shaft 5b, shift gear 3, shift gear 6, hollow shaft 29, sun gear 13, planetary gear 14, ring gear 16, and output shaft 27. The power transmission path of the second motor is as follows: second motor rotor 12b, third input shaft 5c, speed change gear 17, speed change gear 18, first intermediate shaft 28, speed change gear 19, speed change gear 20b, second intermediate shaft 20a, first gear drive gear 25, first gear driven gear 26, and output shaft 27.

[0102] Dual-motor drive 4-speed mode: Clutch 30 is not engaged, and the third shift mechanism engages the shift hub 9 and engagement tooth 7 via the sliding engagement sleeve 8 (engagement sleeve 8 is in the right position). The first shift mechanism engages the shift hub 21b and engagement tooth 21d via the sliding engagement sleeve 21c (engagement sleeve 21c is in the right position). The second shift mechanism engages the shift hub 24c and engagement tooth 24a via the sliding engagement sleeve 24b (engagement sleeve 24b is in the left position). At this time, both the first and second motors output power, and the engine stops. The power transmission path of the first motor is: first motor rotor 4b, second input shaft 5b, shift gear 3, shift gear 6, hollow shaft 29, sun gear 13, planetary gear 14, ring gear 16, and output shaft 27. The power transmission path of the second motor is as follows: second motor rotor 12b, third input shaft 5c, speed change gear 17, speed change gear 18, first intermediate shaft 28, speed change gear 19, speed change gear 20b, second intermediate shaft 20a, second gear drive gear 22, second gear driven gear 23, and output shaft 27.

[0103] As can be seen from the above, in pure electric drive mode, only a single motor (the second motor) participates in driving; when the hybrid system includes clutch 30, the hybrid system adds a dual-motor drive mode, in which both motors (the first motor and the second motor) participate in driving, which is beneficial for the vehicle to start on the spot and get out of trouble.

[0104] In the above embodiments, the first shifting mechanism has a first gear for connecting the output end of the planetary gear set to the first intermediate shaft, a second gear for connecting the output end of the planetary gear set to the output shaft, and a third gear for not connecting the output end of the planetary gear set to either the first intermediate shaft or the output shaft.

[0105] When the first shift mechanism is in the first gear (i.e., the engagement sleeve 21c is in the left position), the engine 1 and the second motor simultaneously output power to the output shaft 27.

[0106] During gear shifting, firstly, engine 1 clears torque (i.e., engine 1 no longer outputs power to output shaft 27), and second motor maintains or increases torque to drive the vehicle normally; then, the first shifting mechanism switches from the first gear to the second gear (i.e., engagement sleeve 21c is in the right position); finally, engine 1 restores torque, and engine 1 and second motor drive the vehicle simultaneously.

[0107] In summary, during the shifting process of the first shifting mechanism, although the torque of engine 1 goes through the process of zeroing and restoring torque, the torque of the second motor is never interrupted. The second motor maintains the power of the whole vehicle, thus achieving the function of uninterrupted power of the whole vehicle.

[0108] Therefore, when the hybrid system switches from hybrid mode 1 (2) to hybrid mode 3 (4), the torque of engine 1 will go through the process of zeroing and restoring torque, and the torque of the second motor will never be interrupted, thus achieving uninterrupted power for the whole vehicle.

[0109] In other embodiments, the first shift mechanism may also have only a first gear and a second gear. In this case, the hybrid system does not include all drive modes (stationary power generation mode and pure electric drive mode) in which the first shift mechanism is in the third gear (i.e., the engagement sleeve 21c is in the middle position).

[0110] Example 2 of a transmission that allows for uninterrupted power shifting:

[0111] The difference between this embodiment and Embodiment 1 is that, referring to... Figure 3 and Figure 5 As shown, the third shifting mechanism uses clutch A with two engaged states and a fully disengaged state, the first shifting mechanism uses clutch B with two engaged states and a fully disengaged state, and the second shifting mechanism uses clutch C with two engaged states and a disengaged state. The multi-plate clutch replaces the gear ring and gear hub synchronizer shifting mechanism to perform engagement or disengagement operations in the left and right positions.

[0112] In this embodiment, after the gearbox is applied to the hybrid power system, the other structures and working principles of the hybrid power system are the same as those in the gearbox embodiment 1 when applied to the hybrid power system, and will not be described again in this embodiment.

[0113] In other embodiments, the first shift mechanism may also employ a clutch B with only two engagement states. In this case, the hybrid power system using this gearbox does not include all drive modes (stationary power generation mode and pure electric drive mode) in which the first shift mechanism is in the third gear (i.e., the engagement sleeve 21c is in the neutral position).

[0114] Example 3 of a transmission that allows for uninterrupted power shifting:

[0115] The difference between this embodiment and Embodiment 1 is that, referring to... Figure 6 As shown, the third shifting mechanism is used to switch between connecting the output terminal to the second input terminal of the planetary gear set or not connecting the output terminal.

[0116] In this embodiment, after the gearbox is applied to the hybrid system, the hybrid system does not include the drive mode when the engagement sleeve 8 is in the left position (engine direct drive 2nd, 4th, and 6th gear modes).

[0117] In the above embodiments, the hybrid power system includes two motors, that is, the hybrid power system is a dual-motor hybrid power system. However, in other embodiments, the planetary gear set may only be connected to the engine 1. In this case, the hybrid power system is a single-motor hybrid power system, and the hybrid power system only includes the second motor.

[0118] Those skilled in the art should understand that the planetary gearbox connection method described in the above embodiments is a typical implementation. The planetary gearbox has three input / output terminals. Depending on the required speed ratio, this invention can select any one or two input / output terminals to drive and connect to one or two power sources, and select another input / output terminal to drive and connect to the system output shaft 27. The terminal connected to the power source is the input terminal, and the terminal connected to the output shaft is the output terminal. Other input / output connection methods of the planetary gearbox still fall within the protection scope of this invention.

[0119] Example 4 of a transmission that allows for uninterrupted power shifting:

[0120] The difference between this embodiment and Embodiment 1 is that, referring to... Figure 7 As shown, the gearbox in this embodiment adds a fourth shift mechanism to the gearbox in embodiment 1. The fourth shift mechanism is used to switch between connecting the output shaft and not connecting the output shaft to the second intermediate shaft.

[0121] The fourth gear shift mechanism will be described in detail below.

[0122] The fourth shifting mechanism includes: a third gear drive gear 28a mounted on the second intermediate shaft 20a; a third gear driven gear 29 rotatably mounted on the output shaft 30; a third gear engagement gear 27c mounted on the third gear driven gear 29; a shifting gear hub 27a mounted on the output shaft 30; and an engagement gear sleeve 27b that can slide left and right.

[0123] The engagement sleeve 27b has two engagement states: (1) The engagement sleeve 27b simultaneously engages the shift hub 27a and the engagement tooth 27c (the engagement sleeve 27b is in the right position), and the power of the second intermediate shaft 20a is transmitted to the output shaft 30 in 3rd gear; (2) The engagement sleeve 27b is in the left position, at which time the engagement sleeve 27b does not engage with the engagement tooth 27c. The two engagement states are switched by moving the engagement sleeve 27b axially through a shifting mechanism such as a shift fork.

[0124] Based on the above, this embodiment adds the following additional features: a third intermediate shaft 20b and a transmission gear 19b, a first gear drive gear 22b, a second gear drive gear 25b, and a third gear drive gear 28b are added. A third gear driven gear 29 is added and sleeved on the output shaft 30. At this point, the transmission changes from a single intermediate shaft (second intermediate shaft 20a) to a double intermediate shaft (second intermediate shaft 20a and third intermediate shaft 20b) transmission, which is beneficial for power transmission. The output shaft 30 is subjected to forces on both sides, avoiding the output shaft 30 from being deflected by a large unilateral force.

[0125] Of course, in other embodiments, the above additional content may not be added.

[0126] Specifically, Figure 7 The system includes the following components: engine 1; torsional damper 2; transmission gear 3; first motor stator 4a; first motor rotor 4b; first input shaft 5a; second input shaft 5b; third input shaft 5c; transmission gear 6; hollow shaft 7; gearbox housing 8; engagement gear 9a; shift hub 9b; engagement sleeve 9c; engagement gear 9d; sun gear 10; planetary gears 11; planet carrier 12; ring gear 13; second motor stator 14a; second motor rotor 14b; transmission gear 15; transmission gear 16; first intermediate shaft 17; transmission gear 18; transmission gear 19a; transmission gear 19b; second intermediate shaft 2. 0a; Third intermediate shaft 20b; Engaging gear 21a; Shift hub 21b; Engaging sleeve 21c; Engaging gear 21d; First gear drive gear 22a; First gear drive gear 22b; First gear driven gear 23; Engaging gear 24a; Shift hub 24b; Engaging sleeve 24c; Engaging gear 24d; Second gear drive gear 25a; Second gear drive gear 25b; Second gear driven gear 26; Shift hub 27a; Engaging sleeve 27b; Engaging gear 27c; Third gear drive gear 28a; Third gear drive gear 28b; Third gear driven gear 29; Output shaft 30.

[0127] The structures of the first shifting mechanism, the second shifting mechanism, and the third shifting mechanism are exactly the same as the corresponding shifting mechanisms in Embodiment 1, except that the labels have been changed, and will not be described again here.

[0128] To facilitate understanding by those skilled in the art, the following detailed explanation of the beneficial effects of a transmission with uninterrupted power shifting, applied in a hybrid system, will illustrate these effects.

[0129] When the fourth shift mechanism is not engaged, the hybrid system has 13 driving modes as shown in Table 1.

[0130] When the fourth shift mechanism is engaged, the hybrid system also features the five driving modes listed in Table 3.

[0131] Table 3 Drive modes when the fourth shift mechanism is engaged

[0132]

[0133] The various driving modes in Table 3 are described below.

[0134] In the pure electric drive 3-speed mode: the third shift mechanism engagement sleeve 9c remains in the middle position, the first shift mechanism engagement sleeve 21c remains in the middle position, the second shift mechanism engagement sleeve 24c remains in the middle position, and the fourth shift mechanism engagement sleeve 27b slides into the shift hub 27a and engagement tooth 27c (engagement sleeve 27b is in the right position). At this time, engine 1 stops, and the second motor outputs power. The power transmission path is as follows: second motor rotor 14b, third input shaft 5c, gear 15, gear 16, first intermediate shaft 17, gear 18, gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), third gear drive gear 28a (28b), third gear driven gear 29, and output shaft 30.

[0135] Engine direct drive 7-speed mode: The third shift mechanism engages the shift hub 9b and engagement tooth 9d with the gear sleeve 9c (engagement sleeve 9c is in the right position). The first shift mechanism engages the shift hub 21b and engagement tooth 21a with the gear sleeve 21c (engagement sleeve 21c is in the left position). The second shift mechanism engages the gear sleeve 24c in the middle position. The fourth shift mechanism engages the shift hub 27a and engagement tooth 27c with the gear sleeve 27b (engagement sleeve 27b is in the right position). At this time, engine 1 outputs power, and the first motor rotates or generates electricity as needed. The power transmission path is engine 1, first input shaft 5a, gear ring 13 (at this time, the three degrees of freedom of the planetary gear set are synchronized, outputting at a speed ratio of 1), transmission gear 18, transmission gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), third gear drive gear 28a (28b), third gear driven gear 29, and output shaft 30.

[0136] Engine direct drive 8-speed mode: The third shift mechanism engages the shift hub 9b and engagement tooth 9a with the third shift mechanism engagement sleeve 9c (engagement sleeve 9c is in the left position). The first shift mechanism engages the shift hub 21b and engagement tooth 21a with the first shift mechanism engagement sleeve 21c (engagement sleeve 21c is in the left position). The second shift mechanism engagement sleeve 24c remains in the middle position. The fourth shift mechanism engages the shift hub 27a and engagement tooth 27c with the fourth shift mechanism engagement sleeve 27b (engagement sleeve 27b is in the right position). At this time, engine 1 outputs power, and the power transmission path is engine 1, first input shaft 5a, planetary carrier 12, planetary gears 11, ring gear 13 (at this time, the sun gear of the planetary gear set is fixed, the planetary carrier inputs and the ring gear outputs), transmission gear 18, transmission gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), third gear drive gear 28a (28b), third gear driven gear 29, and output shaft 30.

[0137] Hybrid 5-speed mode: The third shift mechanism engagement sleeve 9c remains in the middle position. The first shift mechanism engagement sleeve 21c slides into the shift hub 21b and engagement tooth 21a (engagement sleeve 21c is in the left position). The second shift mechanism engagement sleeve 24c remains in the middle position. The fourth shift mechanism engagement sleeve 27b slides into the shift hub 27a and engagement tooth 27c (engagement sleeve 27b is in the right position). At this time, both engine 1 and the second motor output power, and the first motor is reverse-driven to generate electricity. The power transmission path of engine 1 is engine 1, first input shaft 5a, planetary carrier 12, planetary gear 11, ring gear 13, transmission gear 18, transmission gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), third gear drive gear 28a (28b), third gear driven gear 29, and output shaft 30. The power transmission path of the second motor is as follows: second motor rotor 14b, speed change gear 15, speed change gear 16, first intermediate shaft 17, speed change gear 18, speed change gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), third gear drive gear 28a (28b), third gear driven gear 29, and output shaft 30.

[0138] Hybrid 6-speed mode: The third shift mechanism engagement sleeve 9c remains in the middle position. The first shift mechanism engagement sleeve 21c slides into the shift hub 21b and engagement tooth 21d (engagement sleeve 21c is in the right position). The second shift mechanism engagement sleeve 24c remains in the middle position. The fourth shift mechanism engagement sleeve 27b slides into the shift hub 27a and engagement tooth 27c (engagement sleeve 27b is in the right position). At this time, both engine 1 and the second motor output power, and the first motor is reverse-driven to generate electricity. The power transmission path of engine 1 is engine 1, first input shaft 5a, planetary carrier 12, planetary gear 11, ring gear 13, and output shaft 30. The power transmission path of the second motor is as follows: second motor rotor 14b, speed change gear 15, speed change gear 16, first intermediate shaft 17, speed change gear 18, speed change gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), third gear drive gear 28a (28b), third gear driven gear 29, and output shaft 30.

[0139] like Figure 9 As shown, in the hybrid power system, the engine 1 can also be connected to the first input shaft 5a via a clutch 31.

[0140] At this time, the hybrid system includes the drive modes listed in Tables 1, 2, and 3. Specifically, in the pure electric drive 3rd gear mode, clutch 31 may or may not be engaged; in the engine direct drive 7th gear mode, engine direct drive 8th gear mode, hybrid 5th gear mode, and hybrid 6th gear mode, clutch 31 is engaged; in the dual-motor drive mode, clutch 31 is not engaged.

[0141] In addition to the above modes, the hybrid system also adds two dual-motor drive modes, and the six dual-motor drive modes are shown in Table 4.

[0142] Table 4 Dual-motor drive modes of hybrid power systems

[0143]

[0144] The various driving modes in Table 4 are described below.

[0145] Dual-motor drive, 1st gear mode: Clutch 2 is not engaged. The third shift mechanism engages gear sleeve 9c, which slides into shift hub 9b and engagement tooth 9d (engagement sleeve 9c is in the right position). The first shift mechanism engages gear sleeve 21c, which slides into shift hub 21b and engagement tooth 21a (engagement sleeve 21c is in the left position). The second shift mechanism engages gear sleeve 24c, which slides into shift hub 24b and engagement tooth 24a (engagement sleeve 24c is in the left position). The fourth shift mechanism engages gear sleeve 27b, which remains in the left position. At this time, both the first and second motors output power, and the engine stops. The power transmission path of the first motor is as follows: first motor rotor 4b, second input shaft 5b, gear 3, gear 6, hollow shaft 7, sun gear 10, planet gear 11, ring gear 13, gear 18, gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), first gear drive gear 22a (22b), first gear driven gear 23, output shaft 30. The power transmission path of the second motor is as follows: second motor rotor 14b, third input shaft 5c, gear 15, gear 16, first intermediate shaft 17, gear 18, gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), first gear drive gear 22a (22b), first gear driven gear 23, output shaft 30.

[0146] Dual-motor drive, 2nd gear mode: Clutch 2 is not engaged. The third shifting mechanism engages the shifting hub 9b and engagement tooth 9d with sliding engagement of the gear sleeve 9c (engagement sleeve 9c is in the right position). The first shifting mechanism engages the shifting hub 21b and engagement tooth 21a with sliding engagement of the gear sleeve 21c (engagement sleeve 21c is in the left position). The second shifting mechanism engages the shifting hub 24b and engagement tooth 24d with sliding engagement of the gear sleeve 24c (engagement sleeve 24c is in the right position). The fourth shifting mechanism engages the gear sleeve 27b, which remains in the left position. At this time, both the first and second motors output power, and the engine stops. The power transmission path of the first motor is as follows: first motor rotor 4b, second input shaft 5b, gear 3, gear 6, hollow shaft 7, sun gear 10, planet gear 11, ring gear 13, gear 18, gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), second gear drive gear 25a (25b), second gear driven gear 26, output shaft 30. The power transmission path of the second motor is as follows: second motor rotor 14b, third input shaft 5c, gear 15, gear 16, first intermediate shaft 17, gear 18, gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), second gear drive gear 25a (25b), second gear driven gear 26, output shaft 30.

[0147] Dual-motor drive 3-speed mode: Clutch 2 is not engaged. The third shift mechanism engages gear sleeve 9c, which slides into shift hub 9b and engagement tooth 9d (engagement gear sleeve 9c is in the right position). The first shift mechanism engages gear sleeve 21c, which slides into shift hub 21b and engagement tooth 21a (engagement gear sleeve 21c is in the left position). The second shift mechanism engages gear sleeve 24c in the middle position. The fourth shift mechanism engages gear sleeve 27b, which slides into shift hub 27a and engagement tooth 27c (engagement gear sleeve 27b is in the right position). At this time, both the first and second motors output power, and the engine stops. The power transmission path of the first motor is as follows: first motor rotor 4b, second input shaft 5b, gear 3, gear 6, hollow shaft 7, sun gear 10, planet gear 11, ring gear 13, gear 18, gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), third gear drive gear 28a (28b), third gear driven gear 29, output shaft 30. The power transmission path of the second motor is as follows: second motor rotor 14b, third input shaft 5c, gear 15, gear 16, first intermediate shaft 17, gear 18, gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), third gear drive gear 28a (28b), third gear driven gear 29, output shaft 30.

[0148] Dual-motor drive 4-speed mode: Clutch 2 is not engaged. The third shift mechanism engages gear sleeve 9c, which slides into shift hub 9b and engagement tooth 9d (engagement gear sleeve 9c is in the right position). The first shift mechanism engages gear sleeve 21c, which slides into shift hub 21b and engagement tooth 21d (engagement gear sleeve 21c is in the right position). The second shift mechanism engages gear sleeve 24c, which slides into shift hub 24b and engagement tooth 24a (engagement gear sleeve 24c is in the left position). The fourth shift mechanism engages gear sleeve 27b, which remains in the left position. At this time, both the first and second motors output power, and the engine stops. The power transmission path of the first motor is: first motor rotor 4b, second input shaft 5b, transmission gear 3, transmission gear 6, hollow shaft 7, sun gear 10, planetary gear 11, ring gear 13, and output shaft 30. The power transmission path of the second motor is as follows: second motor rotor 14b, third input shaft 5c, speed change gear 15, speed change gear 16, first intermediate shaft 17, speed change gear 18, speed change gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), first gear drive gear 22a (22b), first gear driven gear 23, and output shaft 30.

[0149] Dual-motor drive 5-speed mode: Clutch 2 is not engaged. The third shift mechanism engages the shift hub 9b and engagement tooth 9d with the sliding engagement sleeve 9c (engagement sleeve 9c is in the right position). The first shift mechanism engages the shift hub 21b and engagement tooth 21d with the sliding engagement sleeve 21c (engagement sleeve 21c is in the right position). The second shift mechanism engages the shift hub 24b and engagement tooth 24d with the sliding engagement sleeve 24c (engagement sleeve 24c is in the right position). The fourth shift mechanism engages the sleeve 27b, which remains in the left position. At this time, both the first and second motors output power, and the engine stops. The power transmission path of the first motor is: first motor rotor 4b, second input shaft 5b, shift gear 3, shift gear 6, hollow shaft 7, sun gear 10, planetary gear 11, ring gear 13, and output shaft 30. The power transmission path of the second motor is as follows: second motor rotor 14b, third input shaft 5c, speed change gear 15, speed change gear 16, first intermediate shaft 17, speed change gear 18, speed change gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), second gear drive gear 25a (25b), second gear driven gear 26, and output shaft 30.

[0150] Dual-motor drive 6-speed mode: Clutch 2 is not engaged. The third shift mechanism engages gear sleeve 9c, which slides into shift hub 9b and engagement tooth 9d (engagement gear sleeve 9c is in the right position). The first shift mechanism engages gear sleeve 21c, which slides into shift hub 21b and engagement tooth 21d (engagement gear sleeve 21c is in the right position). The second shift mechanism engages gear sleeve 24c in the middle position. The fourth shift mechanism engages gear sleeve 27b, which slides into shift hub 27a and engagement tooth 27c (engagement gear sleeve 27b is in the right position). At this time, both the first and second motors output power, and the engine stops. The power transmission path of the first motor is: first motor rotor 4b, second input shaft 5b, shift gear 3, shift gear 6, hollow shaft 7, sun gear 10, planetary gear 11, ring gear 13, and output shaft 30. The power transmission path of the second motor is as follows: second motor rotor 14b, third input shaft 5c, speed change gear 15, speed change gear 16, first intermediate shaft 17, speed change gear 18, speed change gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), third gear drive gear 28a (28b), third gear driven gear 29, and output shaft 30.

[0151] In this embodiment, when the hybrid system switches from hybrid mode 1 (2, 5) to hybrid mode 3 (4, 6), the torque of engine 1 will go through a process of zeroing and restoring torque, while the torque of the second motor will never be interrupted, thus achieving uninterrupted power for the entire vehicle.

[0152] In this embodiment, the transmission, when applied to a vehicle, allows for coordinated control of the engine, two drive motors, planetary gear set, and uninterrupted power transmission, enabling multiple gears and operating modes. This provides a wider range of power combinations to meet various operating conditions, while ensuring uninterrupted torque at the wheel ends during gear shifts. The solution simplifies the control of the shifting mechanism or clutch, resolving issues such as difficult shifting mechanism control and clutch burnout. It offers a sufficient number of gear ratios and power combinations to meet the needs of highway buses for high-speed cruising, heavy loads, and steep inclines. It also addresses the problem of insufficient power due to motor overheating during continuous uphill driving and power depletion, making it suitable for a wide range of applications.

[0153] Example 5 of a transmission that allows for uninterrupted power shifting:

[0154] The difference between this embodiment and embodiment 4 is that, referring to... Figure 8 and Figure 10 As shown, the third shifting mechanism uses a clutch A with two engaged states and a fully disengaged state, the first shifting mechanism uses a clutch B with two engaged states and a fully disengaged state, the second shifting mechanism uses a clutch C with two engaged states and a disengaged state, and the fourth shifting mechanism uses a clutch D with one engaged state and an unengaged state (or a fully disengaged state). The clutches replace the gear ring and gear hub synchronizer shifting mechanism to perform engagement or disengagement operations.

[0155] In this embodiment, after the gearbox is applied to the hybrid power system, the other structures and working principles of the hybrid power system are the same as those in embodiment 4 when the gearbox is applied to the hybrid power system, and will not be described again in this embodiment.

[0156] Example 6 of a transmission that allows for uninterrupted power shifting:

[0157] Reference Figure 11 As shown, the difference between this embodiment and embodiment 1 is only that: in embodiment 1, the second input shaft and the third input shaft are respectively arranged on both sides of the first input shaft, so the first motor and the second motor connected to each output shaft are respectively arranged on both sides of the first input shaft; while in this embodiment, the first input shaft and the output shaft are coaxially arranged, and the first input shaft and the second input shaft are both arranged on the same side of the first input shaft and the output shaft as a whole, so the first motor and the second motor connected to each input shaft are both arranged on the same side of the first input shaft and the output shaft as a whole, and the idler wheel 32 is used to ensure that the arrangement direction of the first motor and the second motor is the same as the extension direction of the first input shaft.

[0158] The arrangement of internal components of the gearbox is adjusted by the idler wheel 32, and the arrangement of the second motor is also adjusted to adapt to different vehicles.

[0159] Finally, it should be noted that the above description is only a preferred embodiment of this utility model and is not intended to limit this utility model. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments without creative effort, or make equivalent substitutions for some of the technical features, or organically combine different specific implementation methods to create the specific implementation methods shown in the accompanying drawings. Of course, those skilled in the art can also create other specific implementation methods not shown in the accompanying drawings. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A transmission with uninterrupted power shifting, comprising a first input shaft for connection to an engine and a third input shaft for connection to a second motor, the first input shaft being drively connected to a first input end of a planetary gear set, characterized in that, The output end of the planetary gear set is connected to the output shaft for power input via a first shifting mechanism. The first shifting mechanism has a first gear for connecting the output end of the planetary gear set to the first intermediate shaft and a second gear for connecting the output end of the planetary gear set to the output shaft. The first shifting mechanism is used to switch between the first gear and the second gear. The third input shaft is driven to the first intermediate shaft, and the first intermediate shaft is also driven to the second intermediate shaft. A second shifting mechanism is also provided between the second intermediate shaft and the output shaft for realizing gear ratio transmission and / or disconnecting transmission.

2. The transmission with uninterrupted power shifting as described in claim 1, characterized in that, The first shifting mechanism also has a third gear position for disconnecting the output end of the planetary gear set from both the first intermediate shaft and the output shaft. The first shifting mechanism is used to switch between the first gear position, the second gear position, and the third gear position.

3. The transmission with uninterrupted power shifting as described in claim 1, characterized in that, The transmission with uninterrupted power shifting also includes a third shifting mechanism and a second input shaft for connecting to the first motor. The second input shaft is driven to the second input end of the planetary gear set. The third shifting mechanism is used to switch between locking the second input end of the planetary gear set, connecting to the output end, or not locking or connecting to the output end.

4. The transmission with uninterrupted power shifting as described in claim 3, characterized in that, The first input shaft and the output shaft are coaxially arranged, and the first input shaft and the second input shaft and / or the first input shaft and the third input shaft are arranged off-axis.

5. The transmission with uninterrupted power shifting as described in claim 4, characterized in that, The first input shaft and the second input shaft are arranged on opposite axes, and the second input shaft is connected to the second input end of the planetary gear set through a transmission gear set.

6. The transmission with uninterrupted power shifting as described in claim 4, characterized in that, The first input shaft and the third input shaft are arranged opposite to each other, and the third input shaft is connected to the first intermediate shaft through a gear set.

7. The transmission with uninterrupted shifting power as described in any one of claims 3 to 6, characterized in that, The first input of the planetary gear set is the planet carrier, the second input is the sun gear, and the output is the gear ring.

8. The transmission with uninterrupted shifting power as described in any one of claims 1 to 6, characterized in that, The second shifting mechanism includes the following three positions: 1) engaging the second gear set, which is connected to the second intermediate shaft, with the output shaft; 2) engaging the first gear set, which is connected to the second intermediate shaft, with the output shaft; 3) disconnecting the transmission connection between the second intermediate shaft and the output shaft.

9. The transmission with uninterrupted power shifting as described in claim 8, characterized in that, The gear ratios of the first gear set, the second gear set, and the transmission connection between the first and second intermediate shafts are all different.

10. The transmission with uninterrupted power shifting as described in claim 9, characterized in that, The gear ratio of the second gear set is less than that of the first gear set, but greater than that of the gear ratio of the transmission connection between the first intermediate shaft and the second intermediate shaft.

11. The transmission with uninterrupted shifting power as described in any one of claims 1 to 6, characterized in that, It also includes a fourth shifting mechanism, which is used to switch between connecting the output shaft to or not connecting the output shaft to the second intermediate shaft.

12. The transmission with uninterrupted shifting power as described in any one of claims 1 to 6, characterized in that, The second intermediate shaft consists of two shafts, located on either side of the output shaft.

13. The transmission with uninterrupted shifting power as described in any one of claims 3 to 6, characterized in that, The second input shaft and the third input shaft are respectively arranged on both sides of the first input shaft.

14. The transmission with uninterrupted shifting power as described in any one of claims 3 to 6, characterized in that, The first input shaft and the output shaft are coaxially arranged, and the first input shaft and the second input shaft are both arranged on the same side of the first input shaft and the output shaft as a whole.

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