Gearbox, hybrid power system and automobile

Abstract

Disclosed in the present invention are a gearbox, a hybrid power system and an automobile. The gearbox comprises a first clutch assembly, a second clutch assembly, a first gear train, a second gear train, a third gear train, a power input shaft and a power output shaft, wherein a first clutch is connected to a first clutch hoop and a first hollow shaft, a second clutch is connected to the first clutch hoop and the power input shaft, the power input shaft is coaxially inserted into the first clutch hoop, and the first hollow shaft is movably sleeved outside the power input shaft; a third clutch is connected to a second clutch hoop and a second hollow shaft, a fourth clutch is connected to the second clutch hoop and the power input shaft, the power input shaft is coaxially inserted into the second clutch hoop, and the second hollow shaft is movably sleeved outside the power input shaft; and the first gear train is connected to the power input shaft and the power output shaft, the second gear train is connected to the first hollow shaft and the power output shaft, and the third gear train is connected to the second hollow shaft and the power output shaft. The present disclosure can achieve a multi-gear mode.

Description

Transmissions, hybrid systems and vehicles

[0001] This disclosure claims priority to Chinese patent application number 202311643192.3, filed on November 29, 2023, with invention name “Gearbox, Hybrid System and Automobile”, the entire contents of which are incorporated by reference into this disclosure. Technical Field

[0002] The present disclosure relates to the field of automobile technology, and in particular to a gearbox, a hybrid power system and an automobile. Background Art

[0003] Most traditional cars use fossil fuels (such as gasoline, diesel, etc.) to power their engines, and the exhaust gases they emit will pollute the environment. Therefore, choosing to use pollution-free new energy (such as electricity) to replace fossil fuels to power new energy vehicles has become an important development direction at present.

[0004] In related technologies, a hybrid powertrain typically includes an engine, an electric motor, and a transmission. The transmission houses a gear train, a power input shaft, a power output shaft, and a synchronizer. The synchronizer connects the input and output gears of the various gear trains to the power input and output shafts. Both the engine and electric motor are in driving connection with the power input shaft.

[0005] Because the gear modes of a hybrid system are related to the number of gear trains within the transmission, achieving multiple gear modes requires a larger number of gear trains. However, this is detrimental to lightweight transmission design and increases costs. Furthermore, synchronized shifting is prone to jerky shifts due to power interruptions.

[0006] Summary of the Invention

[0007] The disclosed embodiments provide a transmission, a hybrid power system, and a vehicle that can achieve multiple gear modes while also making the transmission lighter. The technical solution is as follows:

[0008] The embodiment of the present disclosure provides a gearbox, which includes: a first clutch assembly, a second clutch assembly, a first gear train, a second gear train, a third gear train, a power input shaft and a power output shaft, wherein the power input shaft and the power output shaft are parallel; the first clutch assembly includes a first clutch hoop, a first hollow shaft, a first clutch and a second clutch, the first clutch and the second clutch are axially spaced apart in the first clutch hoop, the first clutch is respectively connected to the inner wall of the first clutch hoop and the first hollow shaft, the second clutch is respectively connected to the inner wall of the first clutch hoop and the first end of the power input shaft, the first end of the power input shaft is coaxially inserted in the first clutch hoop, and the first hollow shaft is movably sleeved outside the power input shaft; the second clutch The assembly includes a second clutch hoop, a second hollow shaft, a third clutch and a fourth clutch. The third clutch and the fourth clutch are axially spaced apart in the second clutch hoop. The third clutch is respectively connected to the inner wall of the second clutch hoop and the second hollow shaft. The fourth clutch is respectively connected to the inner wall of the second clutch hoop and the second end of the power input shaft. The second end of the power input shaft is coaxially inserted in the second clutch hoop, and the second hollow shaft is movably sleeved outside the power input shaft; the first gear train is connected to the power input shaft and the power output shaft, the second gear train is respectively connected to the first hollow shaft and the power output shaft, the third gear train is respectively connected to the second hollow shaft and the power output shaft, and the power output shaft is used for transmission connection with the wheels.

[0009] In one implementation of the embodiment of the present disclosure, the first clutch, the second clutch, the third clutch and the fourth clutch all include steel plates and clutch plates; the outer peripheral wall of the steel plate of the first clutch is connected to the inner wall of the first clutch hoop, the clutch plate of the first clutch is axially movably sleeved outside the first hollow shaft, and the clutch plate of the first clutch is circumferentially locked with the first hollow shaft; the outer peripheral wall of the steel plate of the second clutch is connected to the inner wall of the first clutch hoop, the clutch plate of the second clutch is axially movably sleeved on the first end of the power input shaft, and the clutch plate of the second clutch is circumferentially locked with the power input shaft; the outer peripheral wall of the steel plate of the third clutch is connected to the inner wall of the second clutch hoop, the clutch plate of the third clutch is axially movably sleeved outside the second hollow shaft, and the clutch plate of the third clutch is circumferentially locked with the second hollow shaft; the outer peripheral wall of the steel plate of the fourth clutch is connected to the inner wall of the second clutch hoop, the clutch plate of the fourth clutch is axially movably sleeved outside the second end of the power input shaft, and the clutch plate of the fourth clutch is circumferentially locked with the power input shaft.

[0010] In another implementation of the embodiment of the present disclosure, the gearbox further includes a transmission shaft and a fifth clutch, the fifth clutch is connected to the transmission shaft, and one end of the transmission shaft is coaxially connected to the first clutch hoop or the second clutch hoop.

[0011] In another implementation of the embodiment of the present disclosure, the gearbox further includes a fourth gear train, the input gear of the fourth gear train is sleeved outside the power output shaft, and the output gear of the fourth gear train is used for transmission connection with the wheels.

[0012] An embodiment of the present disclosure provides a hybrid power system, which includes: an engine, a first motor, a second motor and the gearbox as described above; the engine and the first motor are both transmission-connected to one of the first clutch hoop and the second clutch hoop, and the second motor is transmission-connected to the other of the first clutch hoop and the second clutch hoop.

[0013] In another implementation of the embodiment of the present disclosure, the output shaft of the engine is coaxially connected to the first clutch hoop, the first clutch hoop is located in the inner hole of the rotor of the first motor, and the outer peripheral wall of the first clutch hoop is connected to the inner wall of the rotor of the first motor, and the second clutch hoop is located in the inner hole of the rotor of the second motor, and the outer peripheral wall of the second clutch hoop is connected to the inner wall of the rotor of the second motor.

[0014] In another implementation of the embodiment of the present disclosure, the output shaft of the engine is coaxially connected to the first clutch hoop, the output shaft of the first motor is transmission-connected to the output shaft of the engine through a gear train, the second clutch hoop is located in the inner hole of the rotor of the second motor, and the outer peripheral wall of the second clutch hoop is connected to the inner wall of the rotor of the second motor.

[0015] In another implementation of the embodiment of the present disclosure, the hybrid power system further includes a differential, which is drivingly connected to the power output shaft.

[0016] In another implementation of the embodiment of the present disclosure, the hybrid power system further includes a power supply component, which includes: a battery and an inverter, the inverters are respectively connected to the batteries, and the first motor and the second motor are both connected to the inverter.

[0017] An embodiment of the present disclosure provides a car, comprising a body and a hybrid power system as described above, wherein the hybrid power system is located inside the body.

[0018] The beneficial effects of the technical solutions provided by the embodiments of the present disclosure include at least:

[0019] In the gearbox provided by the embodiment of the present disclosure, the first clutch of the first clutch assembly is connected to the first clutch hoop and the first hollow shaft, and the second gear train is connected to the first hollow shaft and the power output shaft, that is, the first gear mode can be achieved through the first clutch; the second clutch is connected to the first clutch hoop and the power input shaft, and the first gear train is connected to the power input shaft and the power output shaft, that is, the second gear mode can be achieved through the second clutch.

[0020] The third clutch of the second clutch assembly is connected to the second clutch hoop and the second hollow shaft, and the third gear train is connected to the second hollow shaft and the power output shaft, that is, the third gear mode can be achieved through the third clutch; the fourth clutch is connected to the second clutch hoop and the power input shaft, and the first gear train is connected to the power input shaft and the power output shaft, that is, the second gear mode can also be achieved through the fourth clutch.

[0021] At the same time, the first clutch assembly and the second clutch assembly can be combined to form more gear modes. When the first clutch and the third clutch are closed, the second gear train and the third gear train are combined to form the fourth gear mode; when the first clutch and the fourth clutch are closed, the first gear train and the second gear train are combined to form the fifth gear mode; when the second clutch and the third clutch are closed, the first gear train and the third gear train are combined to form the sixth gear mode.

[0022] The transmission provided by the disclosed embodiments utilizes three gear trains to achieve six gear modes, achieving a wider range of gear modes with fewer gear trains. This not only allows for multiple gear modes, but also reduces the number of transmission components within the transmission, making it even lighter. Furthermore, by controlling two clutch assemblies to shift gears, the shifting process is smooth and impact-free, ensuring a quick response when the accelerator is pressed again to trigger a drive request. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0024] FIG1 is a schematic structural diagram of a gearbox provided by an embodiment of the present disclosure;

[0025] FIG2 is a shift torque coordination diagram of a clutch assembly provided by an embodiment of the present disclosure;

[0026] FIG3 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure;

[0027] FIG4 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure;

[0028] FIG5 is a schematic diagram of energy transmission of a hybrid power system provided by an embodiment of the present disclosure;

[0029] FIG6 is a schematic diagram of energy transmission of a hybrid power system provided by an embodiment of the present disclosure;

[0030] FIG7 is a schematic diagram of energy transmission of a hybrid power system provided by an embodiment of the present disclosure;

[0031] FIG8 is a schematic diagram of energy transmission of a hybrid power system provided by an embodiment of the present disclosure;

[0032] FIG9 is a schematic diagram of energy transmission of a hybrid power system provided by an embodiment of the present disclosure;

[0033] FIG10 is a schematic diagram of energy transmission of a hybrid power system provided by an embodiment of the present disclosure;

[0034] FIG11 is a schematic diagram of energy transmission of a hybrid power system provided by an embodiment of the present disclosure;

[0035] FIG12 is a schematic diagram of energy transmission of a hybrid power system provided by an embodiment of the present disclosure;

[0036] FIG13 is a schematic diagram of energy transmission of a hybrid power system provided by an embodiment of the present disclosure;

[0037] FIG14 is a schematic diagram of energy transmission of a hybrid power system provided by an embodiment of the present disclosure;

[0038] FIG15 is a schematic diagram of energy transmission of a hybrid power system provided by an embodiment of the present disclosure;

[0039] FIG16 is a schematic diagram of energy transmission of a hybrid power system provided by an embodiment of the present disclosure;

[0040] FIG17 is a schematic diagram of energy transmission of a hybrid power system provided by an embodiment of the present disclosure;

[0041] FIG18 is a schematic diagram of energy transmission of a hybrid power system provided by an embodiment of the present disclosure;

[0042] FIG19 is a schematic diagram of energy transmission of a hybrid power system provided by an embodiment of the present disclosure;

[0043] FIG20 is a schematic diagram of energy transmission of a hybrid power system provided by an embodiment of the present disclosure.

[0044] The symbols in the figure are explained as follows: 10. Engine; 11. First motor; 12. Second motor; 21. First clutch assembly; 211. First clutch hoop; 212. First hollow shaft; 213. First clutch; 214. Second clutch; 22. Second clutch assembly; 221. Second clutch hoop; 222. Second hollow shaft; 223. Third clutch; 224. Fourth clutch; 201. Steel plate; 202. Clutch plate; 31. First gear train; 32. Second gear train; 33. Third gear train; 34. Fourth gear train; 41. Power input shaft; 42. Power output shaft; 61. Drive shaft; 62. Fifth clutch; 70. Differential. DETAILED DESCRIPTION

[0045] In order to make the objectives, technical solutions and advantages of the present disclosure more clear, the embodiments of the present disclosure will be further described in detail below with reference to the accompanying drawings.

[0046] Figure 1 is a schematic diagram of the structure of a transmission provided by an embodiment of the present disclosure. As shown in Figure 1, the transmission includes: a first clutch assembly 21, a second clutch assembly 22, a first gear train 31, a second gear train 32, a third gear train 33, a power input shaft 41, and a power output shaft 42. The power input shaft 41 and the power output shaft 42 are parallel.

[0047] As shown in Figure 1, the first clutch assembly 21 includes a first clutch hoop 211, a first hollow shaft 212, a first clutch 213 and a second clutch 214. The first clutch 213 and the second clutch 214 are axially spaced apart in the first clutch hoop 211. The first clutch 213 is respectively connected to the inner wall of the first clutch hoop 211 and the first hollow shaft 212. The second clutch 214 is respectively connected to the inner wall of the first clutch hoop 211 and the first end of the power input shaft 41. The first end of the power input shaft 41 is coaxially inserted in the first clutch hoop 211, and the first hollow shaft 212 is movably sleeved outside the power input shaft 41.

[0048] As shown in Figure 1, the second clutch assembly 22 includes a second clutch hoop 221, a second hollow shaft 222, a third clutch 223 and a fourth clutch 224. The third clutch 223 and the fourth clutch 224 are axially spaced apart in the second clutch hoop 221. The third clutch 223 is respectively connected to the inner wall of the second clutch hoop 221 and the second hollow shaft 222. The fourth clutch 224 is respectively connected to the inner wall of the second clutch hoop 221 and the second end of the power input shaft 41. The second end of the power input shaft 41 is coaxially inserted in the second clutch hoop 221, and the second hollow shaft 222 is movably sleeved outside the power input shaft 41.

[0049] As shown in Figure 1, the first gear train 31 is connected to the power input shaft 41 and the power output shaft 42, the second gear train 32 is connected to the first hollow shaft 212 and the power output shaft 42 respectively, and the third gear train 33 is connected to the second hollow shaft 222 and the power output shaft 42 respectively. The power output shaft 42 is used to connect to the wheel transmission.

[0050] In the gearbox provided by the embodiment of the present disclosure, the first clutch 213 of the first clutch assembly 21 connects the first clutch hoop 211 and the first hollow shaft 212, and the second gear train 32 connects the first hollow shaft 212 and the power output shaft 42, that is, the first gear mode can be achieved through the first clutch 213; the second clutch 214 connects the first clutch hoop 211 and the power input shaft 41, and the first gear train 31 connects the power input shaft 41 and the power output shaft 42, that is, the second gear mode can be achieved through the second clutch 214.

[0051] The third clutch 223 of the second clutch assembly 22 is connected to the second clutch hoop 221 and the second hollow shaft 222, and the third gear train 33 is connected to the second hollow shaft 222 and the power output shaft 42, that is, the third gear mode can be achieved through the third clutch 223; the fourth clutch 224 is connected to the second clutch hoop 221 and the power input shaft 41, and the first gear train 31 is connected to the power input shaft 41 and the power output shaft 42, that is, the second gear mode can also be achieved through the fourth clutch 224.

[0052] At the same time, the first clutch assembly 21 and the second clutch assembly 22 can be combined to form more gear modes. When the first clutch 213 and the third clutch 223 are closed, the second gear train 32 and the third gear train 33 are combined to form a fourth gear mode; when the first clutch 213 and the fourth clutch 224 are closed, the first gear train 31 and the second gear train 32 are combined to form a fifth gear mode; when the second clutch 214 and the third clutch 223 are closed, the first gear train 31 and the third gear train 33 are combined to form a sixth gear mode.

[0053] The transmission provided by the disclosed embodiments utilizes three gear trains to achieve six gear modes, achieving a wider range of gear modes with fewer gear trains. This not only allows for multiple gear modes, but also reduces the number of transmission components within the transmission, making it even lighter. Furthermore, by controlling two clutch assemblies to shift gears, the shifting process is smooth and impact-free, ensuring a quick response when the accelerator is pressed again to trigger a drive request.

[0054] In the disclosed embodiment, the first gear train 31 , the second gear train 32 and the third gear train 33 each include at least an input gear and an output gear, and the input gear and the output gear are transmission-connected so that power can be transmitted to the output gear through the input gear.

[0055] Optionally, in the first gear train 31 , the second gear train 32 and the third gear train 33 , the input gear and the output gear may be directly meshed; or, at least one connecting gear may be provided between the input gear and the output gear.

[0056] It should be noted that the specific number of gears provided in the first gear train 31 , the second gear train 32 and the third gear train 33 can be determined according to actual needs.

[0057] Optionally, as shown in FIG1 , the first clutch 213 , the second clutch 214 , the third clutch 223 and the fourth clutch 224 all include a steel plate 201 and a clutch plate 202 .

[0058] As shown in Figure 1, the outer peripheral wall of the steel plate 201 of the first clutch 213 is connected to the inner wall of the first clutch hoop 211, and the clutch plate 202 of the first clutch 213 is axially movably sleeved outside the first hollow shaft 212, and the clutch plate 202 of the first clutch 213 is circumferentially locked with the first hollow shaft 212.

[0059] For example, an axially extending groove is provided on the inner wall of the first clutch hoop 211, and a protrusion is provided on the outer peripheral wall of the steel plate 201 of the first clutch 213. The protrusion can slide axially along the first clutch hoop 211 in the groove, so that the steel plate 201 is circumferentially locked after being installed on the first clutch hoop 211.

[0060] Illustratively, an axially extending groove is provided on the outer wall of the first hollow shaft 212, and a protrusion is provided on the wall of the inner hole of the clutch plate 202 of the first clutch 213. The protrusion can slide axially along the first hollow shaft 212 in the groove, so that the clutch plate 202 can be circumferentially locked with the first hollow shaft 212.

[0061] When the first clutch 213 needs to be controlled to engage, the driving device controls the steel plate 201 and the clutch plate 202 to fit together, so that the first hollow shaft 212 and the first clutch hoop 211 are in transmission connection.

[0062] As shown in Figure 1, the outer peripheral wall of the steel plate 201 of the second clutch 214 is connected to the inner wall of the first clutch hoop 211, and the clutch plate 202 of the second clutch 214 is axially movably sleeved on the first end of the power input shaft 41. The clutch plate 202 of the second clutch 214 is circumferentially locked with the power input shaft 41.

[0063] Illustratively, a protrusion is provided on the outer peripheral wall of the steel plate 201 of the second clutch 214, which can slide axially along the first clutch hoop 211 in the groove on the inner wall of the first clutch hoop 211, so that the steel plate 201 is circumferentially locked after being installed on the first clutch hoop 211.

[0064] Exemplarily, an axially extending slot is provided at the first end of the power input shaft 41, and a protrusion is provided on the wall of the inner hole of the clutch plate 202 of the second clutch 214. The protrusion can slide axially along the power input shaft 41 in the slot so that the clutch plate 202 can be circumferentially locked with the power input shaft 41.

[0065] When the second clutch 214 needs to be controlled to engage, the driving device controls the steel plate 201 and the clutch plate 202 to fit together, so that the power input shaft 41 and the first clutch hoop 211 are in transmission connection.

[0066] As shown in Figure 1, the outer peripheral wall of the steel plate 201 of the third clutch 223 is connected to the inner wall of the second clutch hoop 221, and the clutch plate 202 of the third clutch 223 is axially movably sleeved outside the second hollow shaft 222, and the clutch plate 202 of the third clutch 223 is circumferentially locked with the second hollow shaft 222.

[0067] For example, an axially extending groove is provided on the inner wall of the second clutch hoop 221, and a protrusion is provided on the outer peripheral wall of the steel plate 201 of the third clutch 223. The protrusion can slide axially along the second clutch hoop 221 in the groove, so that the steel plate 201 is circumferentially locked after being installed on the second clutch hoop 221.

[0068] For example, an axially extending slot is provided on the second hollow shaft 222, and a protrusion is provided on the wall of the inner hole of the clutch plate 202 of the third clutch 223. The protrusion can slide axially along the second hollow shaft 222 in the slot, so that the clutch plate 202 can be circumferentially locked with the second hollow shaft 222.

[0069] When the third clutch 223 needs to be controlled to engage, the driving device controls the steel plate 201 and the clutch plate 202 to fit together, so that the second hollow shaft 222 and the first clutch hoop 211 are in transmission connection.

[0070] As shown in Figure 1, the outer peripheral wall of the steel plate 201 of the fourth clutch 224 is connected to the inner wall of the second clutch hoop 221, and the clutch plate 202 of the fourth clutch 224 is axially movably sleeved on the outside of the second end of the power input shaft 41. The clutch plate 202 of the fourth clutch 224 is circumferentially locked with the power input shaft 41.

[0071] Illustratively, a protrusion is provided on the outer peripheral wall of the steel plate 201 of the fourth clutch 224, which can slide axially along the second clutch hoop 221 in the groove on the inner wall of the fourth clutch hoop, so that the steel plate 201 is circumferentially locked after being installed on the second clutch hoop 221.

[0072] Illustratively, an axially extending slot is provided at the second end of the power input shaft 41, and a protrusion is provided on the wall of the inner hole of the clutch plate 202 of the fourth clutch 224. The protrusion can slide axially along the power input shaft 41 in the slot so that the clutch plate 202 can be circumferentially locked with the power input shaft 41.

[0073] When the fourth clutch 224 needs to be controlled to engage, the driving device controls the steel plate 201 and the clutch plate 202 to fit together, so that the power input shaft 41 and the second clutch hoop 221 are in transmission connection.

[0074] FIG2 is a shift torque coordination diagram of a clutch assembly provided by an embodiment of the present disclosure. As shown in FIG2 , when the torque input from the input end of the clutch assembly is constant, the speed of the output end of the clutch assembly decreases as the gear position increases.

[0075] The input end of the clutch assembly may be a clutch hoop, and the output end of the clutch assembly may be a power shaft or a hollow shaft.

[0076] As shown in Figure 2, the torque at the input of the engaging clutch changes in three stages. In the first stage, the disengaging and engaging clutches exchange torque, transferring the input torque from the disengaging clutch to the engaging clutch. In the second stage, the engaging clutch controls the torque transfer by controlling clutch pressure, smoothly synchronizing the input speed with the target speed. This ensures that the speeds at both ends are synchronized when the clutch engages, preventing any shock. In the third stage, after speed synchronization, the engaging clutch rapidly increases pressure, locking the clutch and preventing slippage.

[0077] Optionally, as shown in FIG1 , the gearbox further includes a transmission shaft 61 and a fifth clutch 62 , the fifth clutch 62 is connected to the transmission shaft 61 , and one end of the transmission shaft 61 is coaxially connected to the first clutch hoop 211 or the second clutch hoop 221 .

[0078] 1 , one end of a transmission shaft 61 is coaxially connected to the closed end of the first clutch hoop 211. The transmission shaft 61 is configured to be in transmission connection with the output shaft of the power source, thereby enabling the power of the power source to be connected to the clutch assembly.

[0079] Among them, a fifth clutch 62 is also provided on the transmission shaft 61. The steel plate of the fifth clutch can be connected to one end of the transmission shaft, and the clutch plate of the fifth clutch can be connected to the output shaft of the power source. In this way, the fifth clutch can be used to interrupt the power transmission between the power source and the clutch assembly, so that the power of the power source can be transmitted to the clutch assembly when it needs to be transmitted.

[0080] Optionally, as shown in FIG1 , the gearbox further includes a fourth gear train 34 , the input gear of the fourth gear train 34 is sleeved outside the power output shaft 42 , and the output gear of the fourth gear train 34 is used for transmission connection with the wheels.

[0081] By providing the fourth gear train 34 , the power of the power output shaft 42 can be transmitted to the output gear through the input gear of the fourth gear train 34 , and then transmitted to the wheels by the output gear of the fourth gear train 34 to drive the wheels to rotate.

[0082] In the embodiment of the present disclosure, the fourth gear train 34 includes at least an input gear and an output gear, and the input gear and the output gear are transmission-connected so that power can be transmitted to the output gear through the input gear.

[0083] Optionally, in the fourth gear train 34 , the input gear and the output gear may be directly meshed; or, at least one connecting gear may be provided between the input gear and the output gear.

[0084] It should be noted that the specific number of gears provided in the fourth gear train 34 can be determined according to actual needs.

[0085] Figure 3 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure. As shown in Figure 3, the hybrid power system includes: an engine 10, a first motor 11, a second motor 12, and the gearbox as described above.

[0086] The engine 10 and the first motor 11 are both transmission-connected to one of the first clutch hoop 211 and the second clutch hoop 221 , and the second motor 12 is transmission-connected to the other of the first clutch hoop 211 and the second clutch hoop 221 .

[0087] In one implementation, as shown in Figure 2, the output shaft of the engine 10 is coaxially connected to the first clutch hoop 211, the first clutch hoop 211 is located in the inner hole of the rotor of the first motor 11, and the outer peripheral wall of the first clutch hoop 211 is connected to the inner wall of the rotor of the first motor 11, and the second clutch hoop 221 is located in the inner hole of the rotor of the second motor 12, and the outer peripheral wall of the second clutch hoop 221 is connected to the inner wall of the rotor of the second motor 12.

[0088] In the above implementation, the gearbox of the hybrid system may further include a transmission shaft 61 and a fifth clutch 62 , wherein one end of the transmission shaft 61 is coaxially connected to the first clutch hoop 211 , and the fifth clutch 62 is connected between the output shaft of the engine 10 and the other end of the transmission shaft 61 .

[0089] The first clutch assembly 21 is disposed within the rotor of the first motor 11, and the second clutch assembly 22 is disposed within the rotor of the second motor 12. Placing the clutch assembly within the motor rotors allows the clutch assembly and motor to form an integrated drive structure, effectively reducing the size of the hybrid system and achieving a lightweight design.

[0090] In the disclosed embodiment, the first motor 11 connected to the same clutch assembly as the engine 10 generally functions as a generator. When the engine 10 outputs power, part of the power is transmitted to the rotor of the first motor 11 via the first clutch hoop 211 to drive the first motor 11 to generate electricity.

[0091] The second motor 12 is used as a driving motor to output power to drive the vehicle.

[0092] In another implementation, FIG4 is a schematic diagram of the structure of a hybrid power system provided by an embodiment of the present disclosure. As shown in FIG4 , the output shaft of the engine 10 is coaxially connected to the first clutch hoop 211 . The output shaft of the first motor 11 is drivingly connected to the output shaft of the engine 10 via a gear train. The second clutch hoop 221 is located within the inner bore of the rotor of the second motor 12 , and the outer peripheral wall of the second clutch hoop 221 is connected to the inner wall of the rotor of the second motor 12 .

[0093] In the above implementation, the rotor of the first motor 11 is not directly mounted outside the clutch hoop of the first clutch assembly 21. Instead, it is connected to the output shaft of the engine 10 via a gear train. Since the rotor size of the first motor 11 does not need to be resized to fit outside the first clutch hoop 211, a conventional motor can be directly connected to the output shaft of the engine 10 via a gear train, simplifying the assembly of the gearbox.

[0094] Optionally, as shown in FIG. 3 and FIG. 4 , the hybrid power system further includes a differential 70 , which is in driving connection with the power output shaft 42 .

[0095] In the disclosed embodiment, the input gear of the differential 70 is engaged with the output gear of the fourth gear train 34 , thereby receiving the power transmitted from the power output shaft 42 to achieve the purpose of driving the wheels to rotate.

[0096] The differential 70 enables the wheels connected to the output shaft of the differential 70 to rotate at different speeds. When a car turns, the turning radius of the inner and outer wheels differs. The outer wheel's turning radius is larger than that of the inner wheel. This requires that the outer wheel's speed be higher than that of the inner wheel during the turn. The differential 70 enables the two wheels to roll at different speeds, thereby achieving a difference in wheel speed.

[0097] Optionally, the hybrid system further includes a power supply component, which includes: a battery and an inverter, the inverters are respectively connected to the batteries, and the first motor 11 and the second motor 12 are both connected to the inverter.

[0098] Exemplarily, the power supply assembly includes two inverters, the two inverters are respectively connected to the battery, the first motor 11 is connected to one of the two inverters, and the second motor 12 is connected to the other of the two inverters.

[0099] Two inverters are provided, one for connecting the battery and the first motor 11, and the other for connecting the battery and the second motor 12. The battery is a rechargeable battery, and the inverter is provided on the battery output circuit to convert the DC power output by the battery into three-phase AC power to drive the first motor 11 or the second motor 12.

[0100] Taking the hybrid power system shown in Figure 3 as an example, the various power modes of the hybrid power system are described:

[0101] When the hybrid system is in pure electric mode, the hybrid system includes eight power transmission modes:

[0102] The first one, as shown in Figure 5, is that the first clutch 213 and the second clutch 214 of the first clutch assembly 21 are both disengaged; the third clutch 223 of the second clutch assembly 22 is engaged and the fourth clutch 224 is disengaged, so that the power of the second motor 12 can be transmitted to the power output shaft 42 in sequence through the third clutch 223, the second hollow shaft 222 and the third gear train 33 to drive the wheels.

[0103] The second type, as shown in Figure 6, is that the first clutch 213 and the second clutch 214 of the first clutch assembly 21 are both disengaged; the third clutch 223 of the second clutch assembly 22 is disengaged and the fourth clutch 224 is engaged, so that the power of the second motor 12 can be transmitted to the power output shaft 42 in sequence through the fourth clutch 224, the power input shaft 41 and the first gear train 31 to drive the wheels.

[0104] In the third method, as shown in Figure 7, the first clutch 213 of the first clutch assembly 21 is engaged and the second clutch 214 is disengaged, so that the power of the first motor 11 can be transmitted to the power output shaft 42 in sequence through the first clutch 213, the first hollow shaft 212, and the second gear train 32. The third clutch 223 of the second clutch assembly 22 is engaged and the fourth clutch 224 is disengaged, so that the power of the second motor 12 can be transmitted to the power output shaft 42 in sequence through the third clutch 223, the second hollow shaft 222, and the third gear train 33. In this way, the power of the first motor 11 and the power of the second motor 12 are coupled at the power output shaft 42 and transmitted to the wheels to drive the wheels.

[0105] In the fourth embodiment, as shown in FIG8 , the first clutch 213 of the first clutch assembly 21 is engaged and the second clutch 214 is disengaged, so that the power of the first motor 11 is sequentially transmitted to the power output shaft 42 via the first clutch 213, the first hollow shaft 212, and the second gear train 32. The third clutch 223 of the second clutch assembly 22 is disengaged and the fourth clutch 224 is engaged, so that the power of the second motor 12 is sequentially transmitted to the power output shaft 42 via the fourth clutch 224, the power input shaft 41, and the first gear train 31. In this way, the power of the first motor 11 and the power of the second motor 12 are coupled at the power output shaft 42 and transmitted to the wheels to drive the wheels.

[0106] Fifth, as shown in Figure 9, the first clutch 213 of the first clutch assembly 21 is disengaged and the second clutch 214 is engaged, so that the power of the first motor 11 can be transmitted to the power output shaft 42 in sequence through the second clutch 214, the power input shaft 41, and the first gear train 31. The third clutch 223 of the second clutch assembly 22 is engaged and the fourth clutch 224 is disengaged, so that the power of the second motor 12 can be transmitted to the power output shaft 42 in sequence through the third clutch 223, the second hollow shaft 222, and the third gear train 33. In this way, the power of the first motor 11 and the power of the second motor 12 are coupled at the power output shaft 42 and transmitted to the wheels to drive the wheels.

[0107] Sixth, as shown in Figure 10, the first clutch 213 of the first clutch assembly 21 is disengaged and the second clutch 214 is engaged, so that the power of the first motor 11 can be transmitted to the power output shaft 42 in sequence through the second clutch 214, the power input shaft 41, and the first gear train 31. The third clutch 223 of the second clutch assembly 22 is disengaged and the fourth clutch 224 is engaged, so that the power of the second motor 12 can be transmitted to the power output shaft 42 in sequence through the fourth clutch 224, the power input shaft 41, and the first gear train 31. In this way, the power of the first motor 11 and the power of the second motor 12 are coupled at the power output shaft 42 and transmitted to the wheels to drive the wheels.

[0108] In the seventh embodiment, as shown in FIG11 , the first clutch 213 of the first clutch assembly 21 is engaged and the second clutch 214 is disengaged, allowing the power of the first motor 11 to be transmitted sequentially through the first clutch 213, the first hollow shaft 212, and the second gear train 32 to the power output shaft 42. The third clutch 223 and the fourth clutch 224 of the second clutch assembly 22 are both disengaged. In this manner, only the first motor 11 drives the wheels.

[0109] In the eighth embodiment, as shown in FIG12 , the first clutch 213 of the first clutch assembly 21 is disengaged and the second clutch 214 is engaged, so that the power of the first motor 11 is transmitted sequentially through the second clutch 214, the power input shaft 41, and the first gear train 31 to the power output shaft 42. The third clutch 223 and the fourth clutch 224 of the second clutch assembly 22 are both disengaged. In this manner, only the first motor 11 drives the wheels.

[0110] When the hybrid system is in series mode in hybrid mode, the hybrid system includes two power transmission modes:

[0111] In the first method, as shown in Figure 13, the first clutch 213 and the second clutch 214 are disengaged, and the power of the engine 10 is transmitted to the first clutch hoop 211 to drive the first motor 11 to generate electricity. The third clutch 223 is engaged and the fourth clutch 224 is disengaged, so that the power energy of the second motor 12 is transmitted to the power output shaft 42 in sequence through the third clutch 223, the second hollow shaft 222, and the third gear train 33. In this way, the engine 10 drives the first motor 11 to generate electricity that is stored in the power supply assembly, which then outputs electricity to power the second motor 12, which drives the wheels.

[0112] In the second method, as shown in Figure 14, the first clutch 213 and the second clutch 214 are disengaged, and the power of the engine 10 is transmitted to the first clutch hoop 211 to drive the first motor 11 to generate electricity. The third clutch 223 is disengaged and the fourth clutch 224 is engaged, so that the power energy of the second motor 12 is transmitted to the power output shaft 42 through the fourth clutch 224, the power input shaft 41, and the first gear train 31. In this way, the engine 10 drives the first motor 11 to generate electricity, which is stored in the power supply assembly. The power supply assembly then outputs the electricity to operate the second motor 12, which drives the wheels.

[0113] When the remaining power of the power supply component is low or the driver steps on the accelerator and needs stronger power, the hybrid system can be put into parallel mode within the hybrid mode. The parallel mode can include the following power transmission methods:

[0114] In the first method, as shown in FIG15 , the first clutch 213 is engaged and the second clutch 214 is disengaged, so that the power of the engine 10 and the first motor 11 is sequentially transmitted to the power output shaft 42 via the first clutch 213, the first hollow shaft 212, and the second gear train 32. Alternatively, the power of the engine 10 is sequentially transmitted to the power output shaft 42 via the first clutch 213, the first hollow shaft 212, and the second gear train 32.

[0115] The third clutch 223 is engaged and the fourth clutch 224 is disengaged, so that the power of the second motor 12 can be transmitted to the power output shaft 42 through the third clutch 223, the second hollow shaft 222 and the third gear train 33 in sequence to drive the wheels.

[0116] The second type, as shown in Figure 16, is that the first clutch 213 is engaged and the second clutch 214 is disengaged, so that the power of the engine 10 and the first motor 11 is transmitted to the power output shaft 42 through the first clutch 213, the first hollow shaft 212 and the second gear train 32 in sequence; or, the power of the engine 10 is transmitted to the power output shaft 42 through the first clutch 213, the first hollow shaft 212 and the second gear train 32 in sequence.

[0117] The third clutch 223 is disengaged and the fourth clutch 224 is engaged, so that the power of the second motor 12 can be transmitted to the power output shaft 42 through the fourth clutch 224, the power input shaft 41 and the first gear train 31 in sequence to drive the wheels.

[0118] In the third method, as shown in FIG17 , the first clutch 213 is disengaged and the second clutch 214 is engaged, so that the power of the engine 10 and the first motor 11 is sequentially transmitted to the power output shaft 42 via the second clutch 214, the power input shaft 41, and the first gear train 31. Alternatively, the power of the engine 10 is sequentially transmitted to the power output shaft 42 via the second clutch 214, the power input shaft 41, and the first gear train 31.

[0119] The third clutch 223 is engaged and the fourth clutch 224 is disengaged, so that the power of the second motor 12 can be transmitted to the power output shaft 42 through the third clutch 223, the second hollow shaft 222 and the third gear train 33 in sequence to drive the wheels.

[0120] In a fourth embodiment, as shown in FIG18 , the first clutch 213 is disengaged and the second clutch 214 is engaged, so that the power of the engine 10 and the first motor 11 is sequentially transmitted to the power output shaft 42 via the second clutch 214, the power input shaft 41, and the first gear train 31. Alternatively, the power of the engine 10 is sequentially transmitted to the power output shaft 42 via the second clutch 214, the power input shaft 41, and the first gear train 31.

[0121] The third clutch 223 is disengaged and the fourth clutch 224 is engaged, so that the power of the second motor 12 can be transmitted to the power output shaft 42 through the fourth clutch 224, the power input shaft 41 and the first gear train 31 in sequence to drive the wheels.

[0122] In the fifth embodiment, as shown in FIG19 , the first clutch 213 is engaged and the second clutch 214 is disengaged, so that the power of the engine 10 and the first motor 11 is transmitted to the power output shaft 42 in sequence through the first clutch 213, the first hollow shaft 212, and the second gear train 32. At this time, the third clutch 223 and the fourth clutch 224 are both engaged, and only the engine 10 and the first motor 11 drive the wheels.

[0123] In the sixth embodiment, as shown in FIG20 , the first clutch 213 is disengaged and the second clutch 214 is engaged, so that the power of the engine 10 and the first motor 11 is transmitted sequentially through the second clutch 214, the power input shaft 41, and the first gear train 31 to the power output shaft 42. At this time, the third clutch 223 and the fourth clutch 224 are both engaged, and the wheels are driven only by the engine 10 and the first motor 11.

[0124] In the disclosed embodiment, when both the first and third clutches are engaged, the vehicle is suitable for low or medium speeds. When both the second and third clutches are engaged, the vehicle is suitable for medium or high speeds. If a sudden acceleration is required during high-speed driving, the first and third clutches can be engaged to achieve greater power output.

[0125] The hybrid power system disclosed herein is a simple and compact variable speed drive system specifically designed for hybrid vehicles. It enables multiple operating modes and automatic switching between two speed ratios, thereby improving the vehicle's energy efficiency, power, and economy. The front-end and rear-end powertrains disclosed herein each have two speed ratios, enabling multiple gear combinations. Gear shifting is achieved by alternately controlling the slippage of the front-end and rear-end dual-clutch assemblies, ensuring smooth, impact-free shifting without power interruption, and enabling rapid response when the accelerator is pressed again to generate a driving demand.

[0126] The hybrid system provided by the present disclosure has few components, a compact structure, and is easy to arrange in the vehicle. It can also realize multiple modes of operation: including dual-motor pure electric drive, series drive, parallel drive, and engine drive alone. It can also be charged while driving, generate electricity while parked, and perform regenerative braking, and there is no power interruption during gear shifting. In particular, when overtaking at high speeds, it can realize the power downshift function, utilizing the characteristics of high speed and high torque of the engine to meet the power requirements. Unlike other hybrid solutions, the motor also has two speed ratios, breaking through the motor speed limitation at high speeds. Moreover, the lower motor speed after gear shifting has better NVH performance.

[0127] The disclosed technology incorporates dual-clutch assemblies for both the front-end power source (engine and motor) and the rear-end power source (motor). At higher vehicle speeds, the front-end power source can shift from 1st to 2nd gear to achieve a more optimal speed ratio, improving engine-driven efficiency. During rapid acceleration, the front-end power source can also downshift to meet overtaking needs. Both upshifts and downshifts are performed through the dual clutches, without power interruption.

[0128] Motor shifting also uses a dual-clutch system, offering the advantage of continuous power during the shift process, ensuring smooth shifting, regardless of positive torque from driving or negative torque from recuperation. If synchronized shifting is used, the vehicle must pass through neutral, temporarily preventing the motor from providing positive or negative torque to the wheels. Without alternate torque compensation, the vehicle can experience drag or lurch during the shift.

[0129] An embodiment of the present disclosure provides a car, which includes a body and a hybrid power system as described above, wherein the hybrid power system is located inside the body.

[0130] The above does not limit the present disclosure in any form. Although the present disclosure has been disclosed as above through the embodiments, it is not intended to limit the present disclosure. Any technician familiar with the profession can make slight changes or modifications to equivalent embodiments with equivalent changes using the technical content disclosed above without departing from the scope of the technical solution of the present disclosure. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present disclosure without departing from the content of the technical solution of the present disclosure are still within the scope of the technical solution of the present disclosure.

Claims

1. A gearbox, characterized in that: The gearbox comprises: a first clutch assembly (21), a second clutch assembly (22), a first gear train (31), a second gear train (32), a third gear train (33), a power input shaft (41) and a power output shaft (42), wherein the power input shaft (41) and the power output shaft (42) are parallel; The first clutch assembly (21) comprises a first clutch hoop (211), a first hollow shaft (212), a first clutch (213) and a second clutch (214); the first clutch (213) and the second clutch (214) are axially spaced apart in the first clutch hoop (211); the first clutch (213) is respectively connected to the inner wall of the first clutch hoop (211) and the first hollow shaft (212); the second clutch (214) is respectively connected to the inner wall of the first clutch hoop (211) and the first end of the power input shaft (41); the first end of the power input shaft (41) is coaxially inserted in the first clutch hoop (211), and the first hollow shaft (212) is movably sleeved outside the power input shaft (41); The second clutch assembly (22) comprises a second clutch hoop (221), a second hollow shaft (222), a third clutch (223) and a fourth clutch (224); the third clutch (223) and the fourth clutch (224) are axially spaced apart in the second clutch hoop (221); the third clutch (223) is respectively connected to the inner wall of the second clutch hoop (221) and the second hollow shaft (222); the fourth clutch (224) is respectively connected to the inner wall of the second clutch hoop (221) and the second end of the power input shaft (41); the second end of the power input shaft (41) is coaxially inserted in the second clutch hoop (221), and the second hollow shaft (222) is movably sleeved outside the power input shaft (41); The first gear train (31) is connected to the power input shaft (41) and the power output shaft (42); the second gear train (32) is respectively connected to the first hollow shaft (212) and the power output shaft (42); the third gear train (33) is respectively connected to the second hollow shaft (222) and the power output shaft (42); and the power output shaft (42) is used for transmission connection with wheels.

2. The gearbox according to claim 1, characterized in that: The first clutch (213), the second clutch (214), the third clutch (223) and the fourth clutch (224) all include a steel plate (201) and a clutch plate (202); The outer peripheral wall of the steel plate (201) of the first clutch (213) is connected to the inner wall of the first clutch hoop (211); the clutch plate (202) of the first clutch (213) is axially movably sleeved outside the first hollow shaft (212); the clutch plate (202) of the first clutch (213) and the first hollow shaft (212) are circumferentially locked; The outer peripheral wall of the steel plate (201) of the second clutch (214) is connected to the inner wall of the first clutch hoop (211), the clutch plate (202) of the second clutch (214) is axially movably sleeved on the first end of the power input shaft (41), and the clutch plate (202) of the second clutch (214) is circumferentially locked with the power input shaft (41); The outer peripheral wall of the steel plate (201) of the third clutch (223) is connected to the inner wall of the second clutch hoop (221), the clutch plate (202) of the third clutch (223) is axially movably sleeved outside the second hollow shaft (222), and the clutch plate (202) of the third clutch (223) is circumferentially locked with the second hollow shaft (222); The outer peripheral wall of the steel plate (201) of the fourth clutch (224) is connected to the inner wall of the second clutch hoop (221); the clutch plate (202) of the fourth clutch (224) is axially movably sleeved outside the second end of the power input shaft (41); the clutch plate (202) of the fourth clutch (224) is circumferentially locked with the power input shaft (41).

3. The gearbox according to claim 1 or 2, characterized in that: The gearbox further comprises a transmission shaft (61) and a fifth clutch (62), wherein the fifth clutch (62) is connected to the transmission shaft (61), and one end of the transmission shaft (61) is coaxially connected to the first clutch hoop (211) or the second clutch hoop (221).

4. The gearbox according to claim 1 or 2, characterized in that: The gearbox further comprises a fourth gear train (34), the input gear of the fourth gear train (34) is sleeved outside the power output shaft (42), and the output gear of the fourth gear train (34) is used for transmission connection with the wheels.

5. A hybrid power system, characterized in that: The hybrid power system comprises: an engine (10), a first motor (11), a second motor (12), and a gearbox as claimed in any one of claims 1 to 4; The engine (10) and the first motor (11) are both drivingly connected to one of the first clutch hoop (211) and the second clutch hoop (221), and the second motor (12) is drivingly connected to the other of the first clutch hoop (211) and the second clutch hoop (221).

6. The hybrid power system according to claim 5, characterized in that: The output shaft of the engine (10) is coaxially connected to the first clutch hoop (211); the first clutch hoop (211) is located in the inner hole of the rotor of the first motor (11), and the outer peripheral wall of the first clutch hoop (211) is connected to the inner wall of the rotor of the first motor (11); the second clutch hoop (221) is located in the inner hole of the rotor of the second motor (12), and the outer peripheral wall of the second clutch hoop (221) is connected to the inner wall of the rotor of the second motor (12).

7. The hybrid power system according to claim 5, characterized in that: The output shaft of the engine (10) is coaxially connected to the first clutch hoop (211); the output shaft of the first motor (11) is transmission-connected to the output shaft of the engine (10) via a gear train; the second clutch hoop (221) is located in the inner hole of the rotor of the second motor (12); and the outer peripheral wall of the second clutch hoop (221) is connected to the inner wall of the rotor of the second motor (12).

8. The hybrid power system according to any one of claims 5 to 7, characterized in that: The hybrid power system further comprises a differential (70), wherein the differential (70) is drivingly connected to the power output shaft (42).

9. The hybrid power system according to any one of claims 5 to 7, characterized in that: The hybrid power system further comprises a power supply component, which comprises: a battery and an inverter, wherein the inverters are respectively connected to the batteries, and the first motor (11) and the second motor (12) are both connected to the inverters.

10. An automobile, characterized in that: The automobile comprises a vehicle body and a hybrid power system as claimed in any one of claims 5 to 9, wherein the hybrid power system is located in the vehicle body.

Images