Gearbox, hybrid power system, and automobile

Abstract

A gearbox, a hybrid power system, and an automobile. The gearbox comprises: a first main shaft (11), a second main shaft (12), a first clutch assembly (21), a second clutch assembly (22), a first gear train (31), and a second gear train (32). The first main shaft (11) and the second main shaft (12) are arranged in parallel; the first main shaft (11) is configured to be transmittingly connected to an electric motor; and the second main shaft (12) is configured to be transmittingly connected to wheels. The first clutch assembly (21) connects with the first main shaft (11) and is transmittingly connected to an engine by means of the first gear train (31); the second clutch assembly (22) connects with the first main shaft (11) and is transmittingly connected to the second main shaft (12) by means of the second gear train (32).

Description

Transmissions, hybrid systems and vehicles

[0001] This disclosure claims priority to Chinese patent application No. 202410104461.7 filed on January 25, 2024, entitled “Gearbox, Hybrid System and Automobile,” the entire contents of which are incorporated herein by reference. 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] Traditional vehicles mostly use fossil fuels (such as gasoline and diesel) to power their engines, and their exhaust emissions pollute the environment. Therefore, replacing fossil fuels with pollution-free new energy sources (such as electricity) is imperative, and new energy vehicles are a growing trend. Hybrid vehicles are a major type of new energy vehicle.

[0004] In related technologies, hybrid vehicles are driven by a hybrid power system, which generally includes an engine, a motor, a first main shaft and a second main shaft. The rotating shaft of the motor is transmission-connected to the first main shaft, and the first main shaft and the second main shaft are transmission-connected through a gear system. The second main shaft is used to be transmission-connected to the wheels, and the rotating shaft of the motor is also transmission-connected to the output shaft of the engine.

[0005] When a hybrid system is operating, part of the engine's power drives the electric motor to generate electricity, while another part of the engine's power drives the wheels. This prevents the engine's power from being fully utilized for generating electricity, affecting power generation efficiency. Furthermore, in single-motor drive mode, the motor's power is transferred to the engine, dragging it along and causing energy loss.

[0006] Summary of the Invention

[0007] The disclosed embodiments provide a transmission, a hybrid power system, and a vehicle that can alleviate the energy loss problem caused by dragging transmission components in pure power generation mode and single-motor mode. The technical solution is as follows:

[0008] In a first aspect, an embodiment of the present disclosure provides a gearbox, comprising: a first main shaft, a second main shaft, a first clutch assembly, a second clutch assembly, a first gear train and a second gear train, wherein the first main shaft and the second main shaft are parallel, the first main shaft is used for transmission connection with the motor, and the second main shaft is used for transmission connection with the wheels; one end of the first gear train is transmission connected to the engine, and the other end is transmission connected to the first main shaft through the first clutch assembly; one end of the second gear train is transmission connected to the first main shaft through the second clutch assembly, and the other end is transmission connected to the second main shaft.

[0009] In a possible implementation, the first clutch assembly includes: a first annular steel plate, a first clutch plate, a first clutch hoop and a first hollow shaft, the outer peripheral wall of the first annular steel plate is connected to the inner wall of the first clutch hoop, the first clutch plate is axially movably sleeved outside the first hollow shaft, the first clutch plate and the first hollow shaft are circumferentially locked, the first hollow shaft is movably sleeved outside the first main shaft, the first clutch hoop is coaxially connected to the first main shaft, the input gear of the first gear train is used to be coaxially connected to the output shaft of the engine, and the output gear of the first gear train is fixedly sleeved on the Outside the first hollow shaft; the second clutch assembly includes: a second annular steel plate, a second clutch plate, a second clutch hoop and a second hollow shaft, the outer peripheral wall of the second annular steel plate is connected to the inner wall of the second clutch hoop, the second clutch plate is axially movably sleeved outside the second hollow shaft, the second clutch plate is circumferentially locked with the second hollow shaft, the second hollow shaft is movably sleeved outside the first main shaft, the second clutch hoop is coaxially connected to the first main shaft, the input gear of the second gear train is fixedly sleeved outside the second hollow shaft, and the output gear of the second gear train is fixedly sleeved outside the second main shaft.

[0010] In a possible implementation, the gearbox also includes a third main shaft, a third clutch assembly and a third gear train, and the third main shaft is parallel to the first main shaft; the third clutch assembly includes: a third annular steel plate, a third clutch plate, a third clutch hoop and a third hollow shaft, the outer peripheral wall of the third annular steel plate is connected to the inner wall of the third clutch hoop, the third clutch plate is axially movably sleeved outside the third hollow shaft, the third clutch plate is circumferentially locked with the third hollow shaft, the third hollow shaft is movably sleeved outside the third main shaft, the third clutch hoop is coaxially connected to the third main shaft, the input gear of the third gear train is fixedly sleeved outside the third hollow shaft, and the output gear of the third gear train is fixedly sleeved outside the second main shaft.

[0011] In one possible implementation, the gearbox further includes a fourth main shaft, which is coaxially arranged with the first main shaft and spaced apart from each other, and is used for transmission connection with a motor or an engine; the third gear train further has at least one intermediate gear, and one intermediate gear of the third gear train is fixedly sleeved outside the fourth main shaft.

[0012] In one possible implementation, the gearbox also includes a telescopic shaft and a transmission cylinder, the transmission cylinder having opposite closed ends and open ends, the closed end being coaxially connected to one end of the telescopic shaft, and the other end of the telescopic shaft being coaxially connected to the fourth main shaft; the outer peripheral wall of the transmission cylinder is provided with first gear teeth arranged circumferentially spaced, and the inner wall surface of the second hollow shaft is provided with second gear teeth arranged circumferentially spaced, and the outer diameter of the transmission cylinder is smaller than the inner diameter of the second hollow shaft; the telescopic shaft is used to control the transmission cylinder to move to a first position or a second position, and when the transmission cylinder is in the first position, the transmission cylinder is inserted in the second hollow shaft, and the first gear teeth are engaged with the second gear teeth, and when the transmission cylinder is in the second position, the transmission cylinder is located outside the second hollow shaft.

[0013] In one possible implementation, the gearbox also includes a shift rod and a driving member, one end of the shift rod is connected to the driving member, and the driving member is used to drive the shift rod to move axially along the telescopic shaft; the other end of the shift rod has a limiting slider, and the closed end has an annular dovetail groove, which is coaxial with the central axis of the transmission cylinder, and the limiting slider is slidably arranged in the annular dovetail groove.

[0014] In one possible implementation, the telescopic shaft includes a first sub-shaft and a second sub-shaft that are coaxially mounted, the end face of the first end of the second sub-shaft has a concave hole, the first end of the first sub-shaft is coaxially inserted into the concave hole, and the first sub-shaft and the second sub-shaft are circumferentially locked, the second end of the first sub-shaft is connected to the closed end, and the second end of the second sub-shaft is connected to the fourth main shaft.

[0015] In a second aspect, an embodiment of the present disclosure provides a hybrid power system, which includes: an engine, a first motor and a gearbox as described above; the output shaft of the engine is transmission-connected to the second connecting part of the first clutch assembly, the rotating shaft of the first motor is coaxially connected to the first main shaft, and the first main shaft is also coaxially connected to the first connecting part of the first clutch assembly.

[0016] In a possible implementation, 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 is connected to the inverter.

[0017] In a possible implementation, the hybrid power system further includes a differential, which is drivingly connected to the second main shaft, and the differential is used to be drivingly connected to the wheels.

[0018] In a third aspect, 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.

[0019] The beneficial effects of the technical solutions provided by the embodiments of the present disclosure include at least:

[0020] The transmission provided in the disclosed embodiment utilizes a first clutch assembly to connect the first gear train to the first main shaft, thereby controlling whether the engine's power is transmitted to the motor. Simultaneously, a second clutch assembly connects the second gear train to the first main shaft, thereby controlling whether the motor's power is transmitted to the second main shaft to drive the wheels.

[0021] When pure power generation mode is required, the first clutch assembly is engaged and the second clutch assembly is disengaged. This allows the engine's power to be transferred solely to the motor, rather than to the second main shaft, which would drag other components, thus reducing energy loss. When single-motor mode is required, the first clutch assembly is disengaged while the second clutch assembly is engaged. This allows the motor's power to be transferred solely to the second main shaft to drive the wheels, rather than to the engine, which would drag the engine and thus avoid energy loss.

[0022] Additional aspects and advantages of the present disclosure will be given in part in the description below and in part will be obvious from the description below, or will be learned through practice of the present disclosure. 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 hybrid power system provided by an embodiment of the present disclosure;

[0025] FIG2 is a schematic structural diagram of a gearbox provided by an embodiment of the present disclosure;

[0026] FIG3 is a partial structural diagram of another gearbox provided in an embodiment of the present disclosure;

[0027] FIG4 is a partial structural diagram of another gearbox provided in 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] Legend: 11. First main shaft; 12. Second main shaft; 13. Third main shaft; 14. Fourth main shaft; 21. First clutch assembly; 211. First annular steel plate; 212. First clutch plate; 213. First clutch hoop; 214. First hollow shaft; 22. Second clutch assembly; 221. Second annular steel plate; 222. Second clutch plate; 223. Second clutch hoop; 224. Second hollow shaft; 225. Second gear teeth; 23. Third clutch assembly; 231. Third annular steel plate; 232. Third clutch plate; 233. Third clutch hoop; 234. Third hollow shaft; 31. First gear train; 32. Second gear train; 33. Third gear train; 41. Telescopic shaft; 411. First sub-shaft; 412. Second sub-shaft; 42. Transmission cylinder; 420. Annular dovetail groove; 421. First gear tooth; 43. Shift lever; 431. Limiting slider; 44. Driving member; 51. Engine; 52. First motor; 53. Second motor; 60. Power supply assembly; 61. Battery; 62. Inverter. DETAILED DESCRIPTION

[0035] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning understood by persons of ordinary skill in the field to which the present disclosure belongs. The terms "first", "second", "third" and similar words used in the patent disclosure specification and claims of the present disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, terms such as "one" or "a" do not indicate a quantity limitation, but rather indicate the presence of at least one. Terms such as "include" or "comprise" mean that the elements or objects appearing before "include" or "comprise" include the elements or objects listed after "include" or "comprise" and their equivalents, and do not exclude other elements or objects. Terms such as "connect" or "connected" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. Terms such as "upper", "lower", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0036] 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.

[0037] The following describes in detail embodiments of the present disclosure, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present disclosure, and should not be construed as limiting the present disclosure.

[0038] FIG1 is a schematic diagram of the structure of a transmission provided by an embodiment of the present disclosure. As shown in FIG1 and FIG2 , the transmission includes: a first main shaft 11, a second main shaft 12, a first clutch assembly 21, and a second clutch assembly 22. The first main shaft 11 and the second main shaft 12 are parallel. The first main shaft 11 is configured for transmission connection with a motor (first motor 52), and the second main shaft 12 is configured for transmission connection with a wheel. One end of a first gear train 31 is transmission connected to the engine 51, and the other end is transmission connected to the first main shaft 11 via the first clutch assembly 21. One end of a second gear train 32 is transmission connected to the first main shaft 11 via the second clutch assembly 22, and the other end is transmission connected to the second main shaft 12.

[0039] The transmission provided in the disclosed embodiment utilizes a first clutch assembly 21 to connect the first gear train 31 to the first main shaft 11, thereby controlling whether the power of the engine 51 is transmitted to the motor (first motor 52). Simultaneously, a second clutch 22 connects the second gear train 32 to the first main shaft 11, thereby controlling whether the power of the motor (first motor 52) is transmitted to the second main shaft 12 to drive the wheels.

[0040] When pure power generation mode is desired, the first clutch assembly 21 is engaged, while the second clutch assembly 22 is disengaged. This allows the power of the engine 51 to be transmitted solely to the motor (the first motor 52), rather than to the second main shaft 12, which would drag other components in rotation, thereby reducing energy loss. When single-motor mode is desired, the first clutch assembly 21 is disengaged, while the second clutch assembly 22 is engaged. This allows the power of the motor (the first motor 52) to be transmitted solely to the second main shaft 12 to drive the wheels, rather than to the engine 51, which would drag the engine 51 and thus avoid energy loss.

[0041] As shown in Figure 2, the first clutch assembly 21 includes: a first annular steel plate 211, a first clutch plate 212, a first clutch hoop 213 and a first hollow shaft 214. The outer peripheral wall of the first annular steel plate 211 is connected to the inner wall of the first clutch hoop 213. The first clutch plate 212 is axially movably sleeved outside the first hollow shaft 214. The first clutch plate 212 and the first hollow shaft 214 are circumferentially locked. The first hollow shaft 214 is movably sleeved outside the first main shaft 11. The first clutch hoop 213 is coaxially connected to the first main shaft 11. The input gear of the first gear train 31 is used to be coaxially connected to the output shaft of the engine 51. The output gear of the first gear train 31 is fixedly sleeved outside the first hollow shaft 214.

[0042] As shown in Figure 2, the second clutch assembly 22 includes: a second annular steel plate 221, a second clutch plate 222, a second clutch hoop 223 and a second hollow shaft 224. The outer peripheral wall of the second annular steel plate 221 is connected to the inner wall of the second clutch hoop 223. The second clutch plate 222 is axially movably sleeved outside the second hollow shaft 224. The second clutch plate 222 and the second hollow shaft 224 are circumferentially locked. The second hollow shaft 224 is movably sleeved outside the first main shaft 11. The second clutch hoop 223 is coaxially connected to the first main shaft 11. The input gear of the second gear train 32 is fixedly sleeved outside the second hollow shaft 224, and the output gear of the second gear train 32 is fixedly sleeved outside the second main shaft 12.

[0043] The transmission provided in the disclosed embodiment utilizes a first clutch hoop 213 of a first clutch assembly 21 to connect to the first main shaft 11. The first hollow shaft of the first clutch assembly 21 is in transmission connection with the engine via a first gear train 31. This allows the first clutch assembly 21 to control whether the power of the engine 51 is transmitted to the motor (the first motor 52). Simultaneously, a second clutch hoop of a second clutch assembly 22 is connected to the first main shaft 11. The second hollow shaft of the second clutch assembly 22 is connected to the second main shaft 12 via a second gear train 32. This allows the second clutch assembly 22 to control whether the power of the motor (the first motor 52) is transmitted to the second main shaft 12 to drive the wheels.

[0044] When it is necessary to implement a pure power generation mode, the first annular steel plate 211 and the first clutch plate 212 of the first clutch assembly 21 are controlled to engage, and at the same time, the second annular steel plate 211 and the second clutch plate 212 of the second clutch assembly 22 are controlled to separate, so that the power of the engine 51 can be transmitted only to the motor (first motor 52), and will not be transmitted to the second main shaft 12 to drag other components to rotate, so as to reduce energy loss; when it is necessary to implement a single-motor mode, the first annular steel plate 211 and the first clutch plate 212 of the first clutch assembly 21 are controlled to separate, and at the same time, the second annular steel plate 221 and the second clutch plate 222 of the second clutch assembly 22 are controlled to engage, so that the power of the motor (first motor 52) is only transmitted to the second main shaft 12 to drive the wheels to rotate, and will not be transmitted to the engine 51 to drag the engine 51, thereby avoiding energy loss.

[0045] Illustratively, an axially extending groove is provided on the inner wall of the first clutch hoop 213, and a protrusion is provided on the outer peripheral wall of the first annular steel plate 211. The protrusion can slide axially along the first clutch hoop 213 in the groove, so that the annular steel plate is circumferentially locked after being installed on the first clutch hoop 213.

[0046] Illustratively, an axially extending groove is provided on the outer wall of the first hollow shaft 214, and a protrusion is provided on the wall of the inner hole of the first clutch plate 212. The protrusion can slide axially along the first hollow shaft 214 in the groove, so that the first clutch plate 212 can be circumferentially locked with the first hollow shaft 214.

[0047] When the first clutch assembly 21 needs to be controlled to engage, the driving device controls the first annular steel plate 211 and the first clutch plate 212 to fit together, so that the first hollow shaft 214 and the first clutch hoop 213 are in transmission connection.

[0048] In the embodiment of the present disclosure, the first gear train 31 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.

[0049] In some examples, in the first gear train 31 , 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.

[0050] It should be noted that the specific number of gears provided in the first gear train 31 can be determined according to actual needs.

[0051] Illustratively, a protrusion is provided on the outer peripheral wall of the second annular steel plate 221, which can slide axially along the second clutch hoop in the groove on the inner wall of the second clutch hoop, so that the second annular steel plate 221 is circumferentially locked after being installed on the second clutch hoop.

[0052] Illustratively, the outer wall of the second hollow shaft 224 is provided with an axially extending groove, and the wall of the inner hole of the second clutch plate 222 is provided with a protrusion, which can slide axially along the second hollow shaft 224 in the groove, so that the second clutch plate 222 can be circumferentially locked with the second hollow shaft 224.

[0053] When the second clutch assembly needs to be controlled to engage, the driving device controls the second annular steel plate 221 and the second clutch plate 222 to fit together, so that the second hollow shaft 224 and the second clutch hoop are in driving connection.

[0054] In the embodiment of the present disclosure, the second gear train 32 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.

[0055] In some examples, in the second gear train 32 , 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 second gear train 32 can be determined according to actual needs.

[0057] In some examples, as shown in FIG. 1 and FIG. 2 , the gearbox further includes a third main shaft 13 , a third clutch assembly 23 , and a third gear train 33 . The third main shaft 13 is parallel to the first main shaft 11 .

[0058] As shown in Figure 1, the third clutch assembly 23 includes: a third annular steel plate 231, a third clutch plate 232, a third clutch hoop 233 and a third hollow shaft 234. The outer peripheral wall of the third annular steel plate 231 is connected to the inner wall of the third clutch hoop 233. The third clutch plate 232 is axially movably sleeved outside the third hollow shaft 234. The third clutch plate 232 and the third hollow shaft 234 are circumferentially locked. The third hollow shaft 234 is movably sleeved outside the third main shaft 13. The third clutch hoop 233 is coaxially connected to the third main shaft 13. The input gear of the third gear train 33 is fixedly sleeved outside the third hollow shaft 234.

[0059] Illustratively, a protrusion is provided on the outer peripheral wall of the third annular steel sheet 231, and the protrusion can slide axially along the third clutch hoop 233 in the groove on the inner wall of the third clutch hoop 233, so that the third annular steel sheet 231 is circumferentially locked after being installed on the third clutch hoop 233.

[0060] Illustratively, the outer wall of the third hollow shaft 234 is provided with an axially extending groove, and the wall of the inner hole of the third clutch plate 232 is provided with a protrusion, which can slide axially along the third hollow shaft 234 in the groove, so that the third clutch plate 232 can be circumferentially locked with the third hollow shaft 234.

[0061] When the third clutch assembly 23 needs to be controlled to engage, the driving device controls the third annular steel plate 231 and the third clutch plate 232 to fit together, so that the third hollow shaft 234 and the third clutch hoop 233 are in transmission connection.

[0062] In the above implementation, the third clutch assembly 23 connects the third mainshaft 13 and the input gear of the third gear train 33, while the third mainshaft 13 is used for transmission connection with the engine 51. In this way, the third clutch assembly 23 can be used to control whether the power of the engine 51 is transmitted to the wheels through the third mainshaft 13 and the third gear train 33.

[0063] When it is necessary to drive the engine 51, the first annular steel plate 211 and the first clutch plate 212 of the first clutch assembly 21 are controlled to separate, and at the same time, the third annular steel plate 231 and the third clutch plate 232 of the third clutch assembly 23 are controlled to engage, so that the power of the engine 51 can be transmitted to the second main shaft 12 only through the third gear train 33, thereby realizing the first gear mode of the engine 51; the first annular steel plate and the first clutch plate of the first clutch assembly 21 can also be controlled to engage, and at the same time, the second annular steel plate and the second clutch plate of the second clutch assembly 22 are controlled to engage, so that the power of the engine 51 is transmitted to the second main shaft 12 through the second gear train 32, thereby realizing the second gear mode of the engine 51.

[0064] In the embodiment of the present disclosure, the third gear train 33 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.

[0065] In some examples, the input gear and the output gear of the third gear train 33 may be directly meshed with each other. Alternatively, at least one connecting gear may be provided between the input gear and the output gear.

[0066] It should be noted that the specific number of gears provided in the third gear train 33 can be determined according to actual needs.

[0067] In some examples, as shown in FIG. 1 and FIG. 2 , the gearbox further includes a fourth main shaft 14 , which is coaxially spaced apart from the first main shaft 11 , and is configured to be in transmission connection with the motor (second motor 53 ) or the engine 51 .

[0068] As shown in FIG. 1 and FIG. 2 , the third gear train 33 further includes at least one intermediate gear. One intermediate gear of the third gear train 33 is fixedly sleeved outside the fourth main shaft 14 .

[0069] A fourth main shaft 14 is provided on the intermediate gear of the third gear train 33, so that the power source is connected to the fourth main shaft 14 in a transmission manner, so that the power of the power source can be transmitted to the second main shaft 12 through the fourth main shaft 14 and the third gear train 33, thereby enhancing the power performance of the hybrid system.

[0070] Exemplarily, the power source of the fourth main shaft 14 is a motor (second motor 53 ) or an engine 51 , which is not limited in the embodiment of the present disclosure.

[0071] Figure 3 is a partial structural diagram of another transmission provided by an embodiment of the present disclosure. As shown in Figure 3, the transmission further includes a telescopic shaft 41 and a transmission cylinder 42. The transmission cylinder 42 has a closed end and an open end opposite to each other. The closed end is coaxially connected to one end of the telescopic shaft 41, and the other end of the telescopic shaft 41 is coaxially connected to the fourth main shaft 14.

[0072] As shown in FIG3 , the outer wall of the transmission cylinder 42 is provided with circumferentially spaced first gear teeth 421 , the inner wall of the second hollow shaft 224 is provided with circumferentially spaced second gear teeth 225 , and the outer diameter of the transmission cylinder 42 is smaller than the inner diameter of the second hollow shaft 224 .

[0073] As shown in FIG3 and FIG4 , the telescopic shaft 41 is used to control the transmission cylinder 42 to move to the first position or the second position. When the transmission cylinder 42 is at the first position, the transmission cylinder 42 is inserted into the second hollow shaft 224 , and the first gear teeth 421 are engaged with the second gear teeth 225 .

[0074] In the disclosed embodiment, as shown in FIG3 , when the transmission cylinder 42 is in the second position, the transmission cylinder 42 is located outside the second hollow shaft 224. When the first motor 52 rotates, the power of the first motor 52 can be sequentially transmitted to the second main shaft 12 via the first main shaft 11 and the second gear train 32. When the second motor 53 rotates, the power of the second motor 53 can be sequentially transmitted to the second main shaft 12 via the fourth main shaft 14 and the third gear train 33.

[0075] In the disclosed embodiment, as shown in FIG4 , when the transmission cylinder 42 is switched to the first position, the transmission cylinder 42 is inserted into the second hollow shaft 224. The first gear teeth 421 on the outer wall of the transmission cylinder 42 engage with the second gear teeth 225 within the second hollow shaft 224, thereby circumferentially locking the transmission cylinder 42 and the second hollow shaft 224. The transmission cylinder 42 and the second hollow shaft 224 can rotate together. When the first motor 52 rotates, if the second clutch assembly 22 is engaged, the power of the first motor 52 is transmitted to the second main shaft 11, the second clutch assembly 22, the second hollow shaft 224, the fourth main shaft 14, and the third gear train 33. When the second motor 53 rotates, if the second clutch assembly 22 is not engaged, the power of the second motor 53 can be transmitted to the second main shaft 12 via the fourth main shaft 14, the second hollow shaft 224, and the second gear train 32.

[0076] In this way, the power of the motor can be transmitted to the second main shaft 12 through the second gear train 32 and can also be transmitted to the second main shaft 12 through the third gear train 33, allowing the motor to achieve a multi-gear mode.

[0077] In some examples, as shown in FIG3 , the gearbox further includes a shifting rod 43 and a driving member 44 . One end of the shifting rod 43 is connected to the driving member 44 . The driving member 44 is used to drive the shifting rod 43 to move axially along the telescopic shaft 41 .

[0078] As shown in FIG3 , the other end of the shift rod 43 has a limiting slider 431 , and the closed end has an annular dovetail groove 420 , which is coaxial with the central axis of the transmission cylinder 42 , and the limiting slider 431 is slidably set in the annular dovetail groove 420 .

[0079] By setting a dovetail-shaped limit slider 431 at one end of the shift rod 43 and setting an annular dovetail groove 420 at the closed end, after the limit slider 430 is installed in the annular dovetail groove 420, the limit slider 431 can slide in the annular dovetail groove 420 when the transmission cylinder 42 rotates, allowing the transmission cylinder 42 to transmit power to the second hollow shaft 224.

[0080] In the disclosed embodiment, the lever 43 is connected to the drive member. For example, the drive member 44 comprises an electrically operated telescopic rod, one end of which is connected to one end of the lever. This electrically operated telescopic rod controls the extension and retraction of the transmission cylinder, allowing the transmission cylinder 42 to switch between the first and second positions.

[0081] In some examples, as shown in Figure 3, the telescopic shaft 41 includes a first sub-shaft 411 and a second sub-shaft 412 that are coaxially mounted, the end face of the first end of the second sub-shaft 412 has a concave hole, the first end of the first sub-shaft 411 is coaxially inserted in the concave hole, and the first sub-shaft 411 and the second sub-shaft 412 are circumferentially locked, the second end of the first sub-shaft 411 is connected to the closed end, and the second end of the second sub-shaft 412 is connected to the fourth main shaft 14.

[0082] In the above implementation, the telescopic shaft 41 is telescopically extendable by providing two sub-shafts that are sheathed together, thereby enabling the transmission cylinder to be inserted and matched with the second hollow shaft.

[0083] For example, an inner flange may be provided at the opening of the concave hole, so as to prevent the first sub-shaft from slipping out of the concave hole of the second sub-shaft, thereby improving the reliability of the telescopic shaft.

[0084] Figure 1 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure. As shown in Figure 1 , the hybrid power system includes: an engine 51, a first motor 52, and the gearbox as described above.

[0085] The output shaft of the engine 51 is in transmission connection with the second connection part of the first clutch assembly 21 , the rotating shaft of the first motor 52 is coaxially connected with the first main shaft 11 , and the first main shaft 11 is also coaxially connected with the first connection part of the first clutch assembly 21 .

[0086] Exemplarily, as shown in Figure 1, the output shaft of the engine 51 is coaxially connected to the third main shaft 13, and the third main shaft 13 is transmission-connected to the first hollow shaft 214 of the first clutch assembly 21 through the first gear train 31, so that the power of the engine 51 can be transmitted to the first clutch assembly 21.

[0087] In the above implementation, the power of the engine 51 can be transmitted to the first main shaft 11 through the first clutch assembly 21, so that the power of the engine 51 can be used to drive the first motor 52 to generate electricity, or the power of the engine 51 can be transmitted to the second main shaft 12 to drive the wheels to rotate.

[0088] When the first motor 52 is needed to generate electricity, the first connection part and the second connection part of the first clutch assembly 21 are controlled to be connected, and at the same time, the first connection part and the second connection part of the second clutch assembly 22 are controlled to be separated, so that the power of the engine 51 can be transmitted only to the motor, and will not be transmitted to the second main shaft 12 to drag other components to rotate, so as to reduce energy loss; when only the first motor 52 needs to be controlled to work, the first connection part and the second connection part of the first clutch assembly 21 are controlled to be separated, and at the same time, the first connection part and the second connection part of the second clutch assembly 22 are controlled to be connected, so that the power of the motor is only transmitted to the second main shaft 12 to drive the wheels to rotate, and will not be transmitted to the engine 51 to drag the engine 51, thereby avoiding energy loss.

[0089] In some examples, as shown in FIG1 , the hybrid system further includes a second motor 53 , the rotating shaft of the second motor 53 being coaxially connected to the fourth main shaft 14 , so that the power of the second motor 53 can be transmitted to the second main shaft 12 through the fourth main shaft 14 and the third gear train 33 to drive the wheels to rotate.

[0090] The second motor 53 is used as a driving motor to output power to drive the vehicle and improve the power performance of the hybrid power system.

[0091] In some examples, as shown in FIG. 1 , the hybrid powertrain system further includes a differential, which is drivingly connected to the second main shaft 12 .

[0092] The differential enables the wheels connected to its output shaft to rotate at different speeds. When a car turns, the turning radius of the inside and outside wheels differs. The outside wheel's turning radius is larger than the inside wheel's. This requires the outside wheel to rotate faster than the inside wheel during the turn. The differential allows the two wheels to roll at different speeds, thus achieving a speed difference.

[0093] In some examples, the hybrid system further includes a power supply component 60 , which includes: a battery 61 and an inverter 62 , the inverter 62 is respectively connected to the battery 61 , and the first motor 52 and the second motor 53 are both connected to the inverter 62 .

[0094] Exemplarily, the power supply assembly 60 includes two inverters 62 , the two inverters 62 are respectively connected to the battery 61 , the first motor 52 is connected to one of the two inverters 62 , and the second motor 53 is connected to the other of the two inverters 62 .

[0095] Two inverters 62 are provided, one for connecting the battery 61 and the first motor 52, and the other for connecting the battery 61 and the second motor 53. The battery 61 is a rechargeable battery 61, and the inverter 62 is provided on the output circuit of the battery 61 to convert the DC power output by the battery 61 into three-phase AC power to drive the first motor 52 or the second motor 53.

[0096] Taking the hybrid power system shown in Figure 1 as an example, the various power modes of the hybrid power system are explained:

[0097] When the hybrid system is in pure electric mode, the following situations are included:

[0098] In the first scenario, as shown in Figure 5 , the engine 51 and first motor 52 are not operating, the first clutch assembly 21, the second clutch assembly 22, and the third clutch assembly 23 are all disengaged, and the vehicle is driven by the second motor 53. The second motor 53 converts electrical energy into mechanical energy, which is transmitted to the fourth main shaft 14, the third gear train 33, and the second main shaft 12. The energy is then transmitted to the wheels via the differential, enabling the second motor 53 to drive the vehicle.

[0099] The second type, as shown in FIG6 , is that the engine 51 is not working, the first clutch assembly 21 and the third clutch assembly 23 are separated, the second clutch assembly 22 is engaged, and the vehicle is driven by the first motor 52 and the second motor 53 together, thereby realizing dual-motor driven vehicle driving.

[0100] When the hybrid system is in series hybrid drive mode, as shown in Figure 7, the engine 51, first motor 52, and second motor 53 work in coordination to jointly drive the vehicle. In this mode, the first clutch assembly 21 is engaged, while the second and third clutch assemblies 22 and 23 are not engaged. The engine 51 operates in its high-efficiency range, driving the first motor 52 to generate electricity. This generated electricity is then supplied to the second motor 53 to propel the vehicle. Excess electricity is stored in the power supply assembly 60, which supplements it when power generation is insufficient.

[0101] When the hybrid system is in parallel hybrid drive mode, as shown in Figure 8, the vehicle operates in parallel first-gear hybrid drive mode. This means that the engine 51, first motor 52, and second motor 53 operate together to drive the vehicle, delivering high power output and improving overall vehicle performance. In this mode, the first and second clutch assemblies 21 and 22 are engaged, while the third clutch assembly 23 is disengaged. The engine 51 and first motor 52 drive the second main shaft 12 via the first main shaft 11, while the second motor 53 drives the second main shaft 12 via the fourth main shaft 14.

[0102] When the hybrid system is in direct-drive mode with the engine 51, as shown in Figure 9, the vehicle operates in first-gear direct-drive mode. Different combinations of the three clutch assemblies enable different operating modes. In one mode, the first and second clutch assemblies 21 and 22 are engaged, while the third clutch assembly 23 is disengaged. Part of the power from the engine 51 drives the first motor 52 to generate electricity, while the remaining power from the engine 51 is transmitted via the second gear train 32 to the second main shaft 12, driving the wheels.

[0103] When the hybrid system is in energy recovery mode, as shown in FIG10 , the vehicle is coasting or braking, and the hybrid system provides a reverse torque to the vehicle, converting part of the vehicle's kinetic energy into electrical energy via the first motor 52 or the second motor 53 and storing it in the power supply assembly 60 for standby use.

[0104] 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.

[0105] The above descriptions are merely optional embodiments of the present disclosure and are not intended to limit the present disclosure. Any modifications, equivalent replacements, improvements, etc. made within the principles of the present disclosure shall be included in the scope of protection of the present disclosure.

Claims

1. A gearbox, characterized in that, The transmission includes: a first main shaft (11), a second main shaft (12), a first clutch assembly (21), a second clutch assembly (22), a first gear train (31), and a second gear train (32); The first main shaft (11) and the second main shaft (12) are parallel. The first main shaft (11) is used for driving connection with the motor, and the second main shaft (12) is used for driving connection with the wheel; One end of the first gear train (31) is in driving connection with the engine, and the other end is in driving connection with the first main shaft (11) through the first clutch assembly (21); One end of the second gear train (32) is in driving connection with the first main shaft (11) through the second clutch assembly (22), and the other end is in driving connection with the second main shaft (12).

2. The gearbox according to claim 1, characterized in that, The first clutch assembly (21) includes: a first annular steel sheet (211), a first clutch disc (212), a first clutch hoop (213), and a first hollow shaft (214). The outer peripheral wall of the first annular steel sheet (211) is connected to the inner wall of the first clutch hoop (213). The first clutch disc (212) is axially movably sleeved outside the first hollow shaft (214). The first clutch disc (212) is circumferentially locked with the first hollow shaft (214). The first hollow shaft (214) is movably sleeved outside the first main shaft (11). The first clutch hoop (213) is coaxially connected to the first main shaft (11). The input gear of the first gear train (31) is used for coaxial connection with the output shaft of the engine (51). The output gear of the first gear train (31) is fixedly sleeved outside the first hollow shaft (214); The second clutch assembly (22) includes: a second annular steel sheet (221), a second clutch disc (222), a second clutch hoop (223), and a second hollow shaft (224). The outer peripheral wall of the second annular steel sheet (221) is connected to the inner wall of the second clutch hoop (223). The second clutch disc (222) is axially movably sleeved outside the second hollow shaft (224). The second clutch disc (222) is circumferentially locked with the second hollow shaft (224). The second hollow shaft (224) is movably sleeved outside the first main shaft (11). The second clutch hoop (223) is coaxially connected to the first main shaft (11). The input gear of the second gear train (32) is fixedly sleeved outside the second hollow shaft (224). The output gear of the second gear train (32) is fixedly sleeved outside the second main shaft (12).

3. The gearbox according to claim 2, characterized in that, The transmission further includes a third main shaft (13), a third clutch assembly (23), and a third gear train (33). The third main shaft (13) is parallel to the first main shaft (11); The third clutch assembly (23) includes: a third annular steel sheet (231), a third clutch disc (232), a third clutch hoop (233), and a third hollow shaft (234). The outer peripheral wall of the third annular steel sheet (231) is connected to the inner wall of the third clutch hoop (233). The third clutch disc (232) is axially movably sleeved outside the third hollow shaft (234), and the third clutch disc (232) is circumferentially locked with the third hollow shaft (234). The third hollow shaft (234) is movably sleeved outside the third main shaft (13), and the third clutch hoop (233) is coaxially connected to the third main shaft (13). The input gear of the third gear train (33) is fixedly sleeved outside the third hollow shaft (234), and the output gear of the third gear train (33) is fixedly sleeved outside the second main shaft (12).

4. The gearbox according to claim 3, characterized in that, The transmission further includes a fourth main shaft (14). The fourth main shaft (14) is arranged coaxially and at intervals with the first main shaft (11), and the fourth main shaft (14) is used for driving connection with a motor or an engine; The third gear train (33) further has at least one intermediate gear, and one intermediate gear of the third gear train (33) is fixedly sleeved outside the fourth main shaft (14).

5. The transmission according to claim 4, characterized in that, The transmission further includes a telescopic shaft (41) and a transmission cylinder (42). The transmission cylinder (42) has opposite closed ends and an open end. The closed end is coaxially connected to one end of the telescopic shaft (41), and the other end of the telescopic shaft (41) is coaxially connected to the fourth main shaft (14); The outer peripheral wall of the transmission cylinder (42) is provided with first teeth (421) arranged at circumferential intervals, and the inner wall surface of the second hollow shaft (224) is provided with second teeth (225) arranged at circumferential intervals. The outer diameter of the transmission cylinder (42) is smaller than the inner diameter of the second hollow shaft (224); The telescopic shaft (41) is used to control the transmission cylinder (42) to move to a first position or a second position. When the transmission cylinder (42) is in the first position, the transmission cylinder (42) is inserted into the second hollow shaft (224), and the first teeth (421) are engaged with the second teeth (225). When the transmission cylinder (42) is in the second position, the transmission cylinder (42) is located outside the second hollow shaft (224).

6. The transmission according to claim 5, characterized in that, The transmission further includes a shift lever (43) and a driving member (44). One end of the shift lever (43) is connected to the driving member (44), and the driving member (44) is used to drive the shift lever (43) to move axially along the telescopic shaft (41); The other end of the shift lever (43) has a limit slider (431), and the closed end has an annular dovetail groove (420). The annular dovetail groove (420) is coaxial with the central axis of the transmission cylinder (42), and the limit slider (431) is slidably arranged in the annular dovetail groove (420).

7. The transmission according to claim 5, characterized in that, The telescopic shaft (41) includes a first sub-shaft (411) and a second sub-shaft (412) sleeved coaxially. The end face of the first end of the second sub-shaft (412) has a concave hole. The first end of the first sub-shaft (411) is coaxially inserted into the concave hole, and the first sub-shaft (411) is circumferentially locked with the second sub-shaft (412). The second end of the first sub-shaft (411) is connected to the closed end, and the second end of the second sub-shaft (412) is connected to the fourth main shaft (14).

8. A hybrid power system, characterized in that, The hybrid power system includes: an engine (51), a first motor (52), and a transmission as described in any one of claims 1 to 6; The output shaft of the engine (51) is in transmission connection with the second connection part of the first clutch assembly (21). The rotating shaft of the first motor (52) is coaxially connected to the first main shaft (11), and the first main shaft (11) is coaxially connected to the first connection part of the first clutch assembly (21).

9. The hybrid power system according to claim 8, characterized in that The hybrid power system further includes a power supply assembly (60). The power supply assembly (60) includes: a battery (61) and an inverter (62). The inverter (62) is respectively connected to the battery (61), and the first motor (52) is connected to the inverter (62).

10. The hybrid power system according to claim 8 or 9, characterized in that, The hybrid power system further includes a differential. The differential is in transmission connection with the second main shaft (12), and the differential is used for being in transmission connection with a vehicle wheel.

11. A vehicle, characterized in that, The vehicle includes a vehicle body and a hybrid power system as described in any one of claims 7 to 9. The hybrid power system is located inside the vehicle body.

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