A multi-mode gearbox

Abstract

The utility model relates to a kind of multi-mode gearbox, hybrid power system and vehicle, belong to hybrid power system technical field.The scheme is coupled through planetary row on the basis of engine and motor and is output through multiple gear transmission downstream, increase gear shift mechanism at planetary row input end, the gear shift mechanism can realize the transmission of two input ends of planetary row connection, make entire planetary row synchronous rotation, again connect the output end of planetary row with output shaft, can realize the 1:1 direct drive of first input end to output shaft, realize a high efficiency, low transmission loss high speed gear mode;While the gear shift mechanism increased will planetary row one input end lock, planetary row with another speed ratio will the power output of first input shaft input, when planetary row has 1:1 direct output and two kinds of output speed ratio of non-1, cooperate several gear positions in downstream multiple gear transmission, the number of drive mode is doubled, can efficiently adapt more sub-conditions.

Description

Technical Field

[0001] This utility model belongs to the field of gearboxes, and in particular relates to a multi-mode gearbox. 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 sustained inclines, the motor is prone to overheating. Therefore, existing hybrid systems struggle to handle high-speed, steep-climbing conditions. Furthermore, AMT systems suffer from power interruption during gear shifts, and the clutch in AMTs is difficult to control on inclines and prone to burning out.

[0003] Chinese patent application CN117803693A discloses a gearbox and control method for engineering machinery. In this design, the power input from the engine and the M1 motor is coupled through a planetary gear set. The output of the planetary gear set is transmitted to the drive axle via a multi-speed transmission. The M2 motor receives power from the output of the planetary gear set and the input of the multi-speed transmission. This design, using a planetary gear set and a multi-speed transmission, achieves a variety of speed ratios, thus accommodating both high-speed and high-torque conditions to a certain extent. Furthermore, the use of a planetary gear set eliminates the need for a clutch at the engine output, solving the problems of difficult automatic clutch control and easy burnout during hill starts.

[0004] However, the above-mentioned scheme mainly relies on multiple gears and gear sets in a multi-speed transmission to achieve multiple speed ratios, which has the problems of low system efficiency and large drive energy loss. When braking to recover kinetic energy, the kinetic energy at the wheel end also has to pass through the gear set of the transmission to reach the motor, resulting in a large loss of kinetic energy recovery.

[0005] Chinese patent application CN117584724A discloses a hybrid powertrain system and control method for a mining dump truck. In this design, the power input from the engine and the EM1 motor is coupled through a planetary gear set. The output of the planetary gear set is also transmitted to the drive axle via a multi-speed transmission. However, this transmission includes a direct drive gear with a 1:1 ratio from the planetary gear set to the drive axle. The EM2 motor is directly input to the transmission via an intermediate shaft and a set of gears. The transmission has a gear from the planetary gear set output to this intermediate shaft, enabling the planetary gear set output to be transmitted to the drive axle via a multi-speed transmission. This design allows for a 1:1 direct drive from the planetary gear set to the drive axle. Simultaneously, by coupling the EM2 motor through the transmission, 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.

[0006] However, this scheme only locks the sun gear connected to the output shaft of the EM1 motor to control the planetary gear set, allowing the engine to drive directly. This results in a limited hybrid power mode and still cannot meet the requirements of subdividing operating conditions, so that more operating conditions have corresponding and suitable drive modes. Utility Model Content

[0007] The purpose of this invention is to provide a multi-mode transmission to solve the technical problem that the number of speed ratio drive modes provided by existing transmissions is limited and cannot meet the high-efficiency drive requirements under more working conditions.

[0008] To achieve the above objectives, the technical solution of the multi-mode transmission provided by this utility model is as follows:

[0009] A multi-mode transmission includes a first input shaft, a second input shaft, and a third input shaft for connecting to different power sources. The first and second input shafts are respectively driven to a first input end and a second input end of a planetary gear set. The output end of the planetary gear set is connected to an output shaft for power input. The third input shaft is driven to a second intermediate shaft. A second shifting mechanism for realizing gear ratio transmission and / or disconnecting transmission is further provided between the second intermediate shaft and the output shaft. The transmission also includes a third shifting mechanism for switching 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.

[0010] Furthermore, 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 is used to switch between connecting the output end of the planetary gear set to the first intermediate shaft, connecting to the output shaft, or not connecting either; the first intermediate shaft is driven to the second intermediate shaft; the third output shaft is driven to the first intermediate shaft, so as to realize the drive connection between the third output shaft and the second intermediate shaft.

[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] The beneficial effects of the multi-mode transmission provided by this utility model are as follows: This utility model is an improved invention. This invention improves upon existing technologies where an engine and motor are power-coupled via a planetary gearbox in a transmission, with output via a multi-speed transmission downstream. A third shifting mechanism is added to the input end of the planetary gearbox. This mechanism connects the planetary gearbox to the two input ends of, for example, the engine and the motor, transforming the three degrees of freedom of the planetary gearbox into a single, synchronously rotating unit. The output end of the planetary gearbox is then connected to the output shaft, enabling the engine to output power to the rear axle at a 1:1 speed ratio from the first input end to the output shaft. This achieves a high-efficiency, low-transmission-loss, high-speed mode. Simultaneously, when the third shifting mechanism locks the input end of the planetary gearbox connected to the second input shaft, the planetary gearbox has a new, non-1:1 speed ratio for power output from the first input shaft (the speed ratio is determined by the connection of the planetary gearbox's three input / output ends). With both direct output at a 1:1 ratio and non-1:1 output modes, combined with two or more gears in the second shifting mechanism of the downstream multi-speed transmission, the number of drive modes is doubled, better adapting to and meeting the high-efficiency drive requirements of more specific operating conditions.

[0021] The multi-speed transmission is equipped with a third input shaft for inputting power. In neutral mode, which means that the second input shaft is neither locked nor the two input ends of the planetary gear set are connected, the third shift mechanism can achieve mixed drive of input power from different input shafts. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the power transmission structure of the gearbox in embodiment 1.

[0023] Figure 2 This is a schematic diagram of the power transmission structure of the hybrid power system after adding a power source to the gearbox in Example 1 of the gearbox;

[0024] Figure 3 This is a schematic diagram of the power transmission structure of the hybrid power system after adding a power source and a clutch to the gearbox in Example 1 of the gearbox;

[0025] Figure 4 This is a schematic diagram of the power transmission structure of the hybrid power system after adding a power source to the gearbox in Example 2 of the gearbox;

[0026] Figure 5 This is a schematic diagram of the power transmission structure of the hybrid power system after adding a power source to the gearbox in Example 3 of the gearbox;

[0027] Figure 6This is a schematic diagram of the power transmission structure of the hybrid power system after adding a power source and clutch to the gearbox in Example 4 of the gearbox;

[0028] Figure 7 This is a schematic diagram of the power transmission structure of the hybrid power system after adding a power source to the gearbox in Example 5 of the gearbox;

[0029] Figure 8 This is a schematic diagram of the power transmission structure of the hybrid power system after adding a power source and clutch to the gearbox in Example 5 of the gearbox;

[0030] Figure 9 This is a schematic diagram of the power transmission structure of the hybrid power system after adding a power source to the gearbox in Example 6 of the gearbox embodiment.

[0031] Explanation of reference numerals in the attached figures:

[0032] Figures 1-6 The system includes: an engine 1; a torsional damper 2; a transmission gear 3; a first motor stator 4a; a first motor rotor 4b; a first input shaft 5a; a second input shaft 5b; a third input shaft 5c; a transmission gear 6; engagement gear 7; engagement gear sleeve 8; a shift hub 9; engagement gear 10; a gearbox housing 11; a second motor stator 12a; a second motor rotor 12b; a sun gear 13; planet gears 14; a planet carrier 15; a ring gear 16; a transmission gear 17; and a transmission gear 18. 19. Shift gear; 20a. Second intermediate shaft; 20b. Shift gear; 21a. Shift hub; 21b. Shift sleeve; 21d. 22. Second gear drive gear; 23. Second gear driven gear; 24a. Shift sleeve; 24b. Shift hub; 24c. Shift gear; 24d. First gear drive gear; 25. First gear driven gear; 26. Output shaft; 27. First intermediate shaft; 28. Hollow shaft; 29. ​​Clutch; 30. Idler gear; 31.

[0033] Figures 7-9The 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 20b; engagement gear 21a; shift hub 21b; engagement sleeve 21c; engagement gear 21d; first gear drive gear 22a; first gear drive gear 22b; first gear driven gear 23; engagement gear 24a; shift hub 24b; engagement sleeve 24c; engagement gear 24d; second gear drive gear 25a; second gear drive gear 25b; second gear driven gear 26; shift hub 27a; engagement sleeve 27b; engagement gear 27c; third gear drive gear 28a; third gear drive gear 28b; third gear driven gear 29; output shaft 30; clutch 31. Detailed Implementation

[0034] 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.

[0035] The concept of this utility model is to use three input shafts and one output shaft arranged in opposite directions, as well as an intermediate shaft that is used to realize the variable gear ratio transmission connection from input to output.

[0036] 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.

[0037] 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.

[0038] A locking mechanism is provided between the first input shaft and the corresponding input / output end of the planetary gear set, which can connect the input / output end of the planetary gear set to the gearbox housing and lock the input / output end and the corresponding input shaft.

[0039] A shifting mechanism is installed between the input / output end of the planetary gear set and the output shaft to control the flow of power from the input / output end of the planetary gear set to the driven gear on the intermediate shaft or directly to the output shaft.

[0040] 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. The second and third shifting mechanisms are essential.

[0041] 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.

[0042] 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.

[0043] Multi-mode transmission example 1:

[0044] like Figure 1 The multi-mode transmission shown 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.

[0045] like Figure 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. 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.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] It also includes three sets of shifting mechanisms. In this embodiment, the shifting mechanism adopts a gear ring and gear hub synchronizer shifting mechanism.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] The following section explains the various gears of a multi-mode transmission in the context of its application in a hybrid system.

[0061] like Figure 1 and 2 As shown, the hybrid power system includes an engine 1, a first electric motor, a second electric motor, and the gearbox described above. The first input shaft 5a of the gearbox, facing outwards, is connected to the output end of the engine 1 via a torsional damper 2; the second input shaft 5b, facing outwards, is connected to the rotor 4b of the first electric motor; and the third input shaft 5c, facing outwards, is connected to the rotor 12b of the second electric motor.

[0062] 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.

[0063] The following is combined Figure 2 A detailed introduction to the drive modes of hybrid power systems:

[0064] As shown in Table 1, the hybrid system has a total of 13 driving modes.

[0065] Table 1 Drive Modes of Hybrid Power Systems

[0066]

[0067]

[0068] The various driving modes in Table 1 are described below.

[0069] 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.

[0070] 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.

[0071] 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.

[0072] 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.

[0073] 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.

[0074] 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.

[0075] 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.

[0076] 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.

[0077] 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.

[0078] 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.

[0079] 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.

[0080] 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.

[0081] 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.

[0082] At this time, the multi-mode transmission has a stationary power generation mode, a pure electric drive mode, an engine direct drive mode, and a hybrid mode.

[0083] like Figure 3 As shown, the multi-mode transmission in this embodiment can also be applied to a hybrid system that includes a clutch, so that the multi-mode transmission has more gears.

[0084] like Figure 3 As shown, a clutch 30 is connected between the engine 1 and the first input shaft 5a. When a torsional damper 2 is also connected between the engine 1 and the first input shaft 5a, the clutch 30 is located between the torsional damper 2 and the first input shaft 5a.

[0085] When clutch 30 is engaged, the hybrid system has 13 drive modes as shown in Table 1.

[0086] When clutch 30 is disengaged, the hybrid system also has the four drive modes shown in Table 2.

[0087] Table 2 Drive Modes of Hybrid System When Clutch is Not Engaged

[0088]

[0089] The various driving modes in Table 2 are described below.

[0090] Dual-motor drive, 1st gear 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 24d (engagement gear 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.

[0091] 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.

[0092] 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.

[0093] Dual-motor drive 4-speed 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 21d via the sliding engagement sleeve 21c (engagement sleeve 21c is in the right position). The second shifting mechanism engages the shifting 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.

[0094] As mentioned above, in pure electric drive mode, only a single motor (the second motor) participates in driving; when the hybrid system includes clutch 30, the multi-mode transmission has a dual-motor drive gear, and 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.

[0095] Multi-mode transmission example 2:

[0096] The main difference between this embodiment and Embodiment 1 is that: (Refer to...) Figure 4 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.

[0097] The other structures and working principles of the gearbox in this embodiment are the same as those in gearbox embodiment 1, and will not be repeated here.

[0098] Multi-mode transmission example 3:

[0099] The main difference between this embodiment and Embodiment 1 is that in Embodiment 1, the gearbox includes a first shifting mechanism, a second shifting mechanism, and a third shifting mechanism; while in this embodiment, as shown in the figure... Figure 5 As shown, the gearbox only includes a second shift mechanism and a third shift mechanism, and the output end of the planetary gear set is directly connected to the output shaft 27.

[0100] In this embodiment, the gearbox is equivalent to the gear sleeve 21c in gearbox embodiment 1, which is always in the right position. Therefore, the hybrid power system using the gearbox in this embodiment will lose the drive mode where the gear sleeve 21c is in the left and middle positions.

[0101] Multi-mode transmission example 4:

[0102] The main difference between this embodiment and Embodiment 1 is that in Embodiment 1, the first motor and the second motor are respectively arranged on both sides of the first input shaft; while in this embodiment, as shown in the figure... Figure 6 As shown, the first input shaft and the output shaft are coaxially arranged, and the first motor and the second motor are both arranged on the same side of the first input shaft and the output shaft as a whole. The idler wheel 31 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.

[0103] The arrangement of internal components of the gearbox is adjusted by the idler wheel 31, and the arrangement of the second motor is also adjusted to adapt to different vehicles.

[0104] Multi-mode transmission example 5:

[0105] The core difference between the gearbox in this embodiment and that in embodiment 1 is: (Refer to...) Figure 7 As shown, this embodiment adds a fourth shifting mechanism to the gearbox of embodiment 1. The fourth shifting mechanism includes: a third gear drive gear 28a disposed on the second intermediate shaft 20a; a third gear driven gear 29 freely rotatably sleeved on the output shaft 30; a third gear engagement tooth 27c disposed on the third gear driven gear 29; a shifting gear hub 27a disposed on the output shaft 30; and an engagement tooth sleeve 27b that can slide left and right.

[0106] 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.

[0107] 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 fitted onto the output shaft 30. At this point, the transmission changes from a single intermediate shaft (second intermediate shaft 20a) to a dual intermediate shaft transmission (the second intermediate shaft 20a and the third intermediate shaft 20b located on both sides of the output shaft 30), which is beneficial for power transmission, prevents the output shaft 30 from tilting due to excessive force on one side, and ensures the output shaft 30 is under balanced force.

[0108] Of course, in other embodiments, the above additional content may not be added.

[0109] 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.

[0110] 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.

[0111] In this embodiment, when the gearbox is applied to the hybrid system, the hybrid system has 13 driving modes as shown in Table 1 when the fourth shift mechanism is not engaged; when the fourth shift mechanism is engaged, the hybrid system also has 5 driving modes as shown in Table 3.

[0112] Table 3 Drive modes when the fourth shift mechanism is engaged

[0113]

[0114] The various driving modes in Table 3 are described below.

[0115] 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.

[0116] 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.

[0117] 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.

[0118] 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.

[0119] 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.

[0120] like Figure 8 As shown, when the hybrid system also includes a clutch 31, the hybrid system simultaneously includes the drive modes listed in Tables 1, 2, and 3. Specifically, in the pure electric drive 3rd gear mode, the clutch 31 may or may not engage; in the engine direct drive 7th gear mode, engine direct drive 8th gear mode, hybrid 5th gear mode, and hybrid 6th gear mode, the clutch 31 engages; and in the dual-motor drive mode, the clutch 31 does not engage.

[0121] 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.

[0122] Table 4 Dual-motor drive modes of hybrid power systems

[0123]

[0124]

[0125] The various driving modes in Table 4 are described below.

[0126] 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.

[0127] 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.

[0128] 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.

[0129] 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.

[0130] 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.

[0131] 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.

[0132] At this time, the multi-mode transmission also includes dual-motor drive gears.

[0133] Multi-mode transmission example 6:

[0134] Reference Figure 9 As shown, the only difference between this embodiment and embodiment 5 is that each shifting mechanism is a clutch. The first shifting mechanism, the second shifting mechanism, and the third shifting mechanism are the same as clutch A, clutch B, and clutch C in embodiment 2. The fourth shifting mechanism uses clutch D, which has an engaged state and an unengaged state (or a fully disengaged state), and performs engagement or disengagement operations by replacing the gear ring and gear hub synchronizer shifting mechanism with a clutch.

[0135] When the multi-mode transmission of this invention is applied to a vehicle, the vehicle achieves multiple gears and multiple operating modes through coordinated control of the engine, two drive motors, planetary gear set, and uninterrupted power transmission. This provides a variety of power combinations to meet more specific operating conditions, while ensuring uninterrupted torque at the wheel ends during gear shifts. The solution simplifies the control of the shifting mechanism or clutch, solving the problems of difficult shifting mechanism control and easy clutch burnout. It provides a sufficient number of gear ratios and power combinations to meet the needs of highway buses for high-speed cruising and heavy-load or steep-gradient conditions. It also solves the problem of insufficient power due to motor overheating during continuous uphill driving and power depletion. Its application scenarios are wide-ranging.

Claims

1. A multi-mode transmission, comprising a first input shaft, a second input shaft, and a third input shaft for connection to different power sources, wherein the first and second input shafts are respectively driven to a first input end and a second input end of a planetary gear set, and the output end of the planetary gear set is connected to an output shaft for power input; the third input shaft is driven to a second intermediate shaft, and a second shifting mechanism for realizing gear ratio transmission and / or disengaging transmission is further provided between the second intermediate shaft and the output shaft; characterized in that, It also includes a third shifting mechanism, which is used to switch between locking the second input terminal of the planetary gear set, connecting the output terminal, or neither locking nor connecting the output terminal.

2. The multi-mode transmission as described in claim 1, characterized in that, The output end of the planetary gear set is connected to the output shaft for power input through a first shifting mechanism; the first shifting mechanism is used to switch between connecting the output end of the planetary gear set to the first intermediate shaft, connecting to the output shaft, or not connecting either; the first intermediate shaft is driven to the second intermediate shaft; the third output shaft is driven to the first intermediate shaft, so as to realize the drive connection between the third output shaft and the second intermediate shaft.

3. The multi-mode transmission as described in claim 2, 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.

4. The multi-mode transmission as described in claim 3, 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.

5. The multi-mode transmission as described in claim 3, 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.

6. The multi-mode transmission as described in any one of claims 1 to 5, 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.

7. The multi-mode transmission as described in any one of claims 2 to 5, 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.

8. The multi-mode transmission as described in claim 7, 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.

9. The multi-mode transmission as described in claim 8, 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.

10. The multi-mode transmission as described in any one of claims 1 to 5, 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.

11. The multi-mode transmission as described in claim 10, characterized in that, The second intermediate shaft consists of two shafts, located on either side of the output shaft.

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