Hybrid power transmission system and vehicle

Abstract

A hybrid power transmission system, comprising: a hybrid power unit, comprising a first input shaft (10), a countershaft (40) hollowly sleeved on the first input shaft, an engine (1) connected to the first input shaft by means of a clutch (4), first motors (2) transmittingly connected to the first input shaft, and second motors (3) transmittingly connected to the countershaft; a front auxiliary gearbox mechanism (200), comprising a first main shaft (60) coaxial with the first input shaft, first intermediate shafts (50) arranged in parallel to the first main shaft, and a first gear shifting mechanism (5) circumferentially fixed on the first input shaft and used for engaging or disengaging the countershaft and the first main shaft; a first gear pair fixed on the countershaft, a second gear pair and a third gear pair hollowly sleeved on the first main shaft, and a second gear shifting mechanism (6) circumferentially fixed on the first main shaft; and a main gearbox mechanism (300), comprising a main gearbox output shaft (70) coaxial with the first main shaft, a fourth gear pair, and a third gear shifting mechanism (7). Also disclosed is a vehicle. The second motors in the transmission system may provide power interruption compensation for the first motors and / or the engine during a gear shifting process of the front auxiliary gearbox mechanism.

Description

Hybrid power transmission system and vehicle TECHNICAL FIELD

[0001] The present application relates to the technical field of commercial vehicle hybrid power systems, in particular to a hybrid power transmission system and vehicle. BACKGROUND

[0002] In the related art, although the dual-motor hybrid power and plug-in hybrid power technologies applied to passenger cars have developed rapidly, the engine gear positions of the hybrid power transmission systems applied to passenger cars are few, and the load demand of the transmission assembly is low, which makes it difficult to be directly applied to commercial vehicles with heavy load demand. In particular in the field of heavy commercial vehicles, the heavy hybrid power transmission system combining single-motor P2 and multi-gear AMT in parallel has certain application, but the single-motor P2 parallel hybrid architecture is difficult to achieve high fuel saving rate, and in addition, it cannot overcome the problem of power interruption during engine gear shifting.

[0003] To overcome the shortcomings of P2 parallel hybrid, a dual-motor series-parallel hybrid architecture without power interruption has emerged, but most of them adopt a four-intermediate shaft AMT structure of dual-motor or a dual-intermediate shaft AMT structure with a hollow sleeve shaft, which has high mechanical design difficulty, high system cost, and the reliability of the transmission system is difficult to meet the full life cycle requirements of heavy commercial vehicles.

[0004] Therefore, under this background, a hybrid power transmission system suitable for medium and heavy commercial vehicles is developed, which combines a simple and reliable multi-gear single-intermediate shaft or dual-intermediate shaft structure AMT of a traditional commercial vehicle with a dual-motor, solves the power interruption of the engine during partial gear shifting, improves the driving comfort, and greatly improves the fuel economy of medium and heavy vehicles and sports machines under alternating working conditions, thereby realizing a high-performance hybrid power transmission system. SUMMARY

[0005] The embodiments of the present application provide a hybrid power transmission system and vehicle to solve the problem that the dual-motor series-parallel hybrid architecture without power interruption in the related art adopts a four-intermediate shaft AMT structure of dual-motor or a dual-intermediate shaft AMT structure with a hollow sleeve shaft, which has high mechanical design difficulty and high system cost.

[0006] The first aspect of the embodiments of the present application provides a hybrid power transmission system, comprising:

[0007] a hybrid power unit, comprising a first input shaft, a transfer shaft sleeved on the first input shaft, an engine connected to the first input shaft through a clutch, a first motor in transmission connection with the first input shaft, and a second motor in transmission connection with the transfer shaft;

[0008] The front sub-gearbox mechanism comprises a first main shaft coaxial with the first input shaft, a first intermediate shaft arranged in parallel with the first main shaft, a first shift mechanism fixed circumferentially on the first input shaft for engaging or disengaging the intermediate shaft and the first main shaft;

[0009] A first gear pair fixed on the intermediate shaft and in driving connection with the first intermediate shaft, a second gear pair loosely fitted on the first main shaft and in driving connection with the first intermediate shaft, a third gear pair loosely fitted on the first main shaft and in driving connection with the first intermediate shaft, and a second shift mechanism fixed circumferentially on the first main shaft for engaging or disengaging the second gear pair and the third gear pair;

[0010] The main gearbox mechanism comprises a main gearbox output shaft coaxial with the first main shaft, a fourth gear pair loosely fitted on the main gearbox output shaft and in driving connection with the first intermediate shaft, and a third shift mechanism fixed circumferentially on the main gearbox output shaft for engaging or disengaging the first main shaft and the fourth gear pair.

[0011] In some embodiments, the front reduction mechanism further comprises a first reduction gear pair and a second reduction gear pair, the first motor is connected with a second input shaft, and the second motor is connected with a third input shaft;

[0012] The first reduction gear pair comprises a first driving bias gear and a first driven bias gear connected with each other, the first driving bias gear is connected with the second input shaft, and the first driven bias gear is connected with the first input shaft;

[0013] The second reduction gear pair comprises a second driving bias gear and a second driven bias gear connected with each other, the second driving bias gear is connected with the third input shaft, and the second driven bias gear is connected with the intermediate shaft.

[0014] In some embodiments, the first motor and the second motor are each provided with two or more groups, the second input shaft and the third input shaft are each provided with two or more groups, and the first driving bias gear and the second driving bias gear are each provided with two or more groups;

[0015] Two or more groups of the first driving bias gears are engaged on the outer periphery of the first driven bias gear, and two or more groups of the first motors are each connected with two or more groups of the first driving bias gears through the second input shaft;

[0016] Two or more groups of the second driving bias gears are engaged on the outer periphery of the second driven bias gear, and two or more groups of the second motors are each connected with two or more groups of the second driving bias gears through the third input shaft.

[0017] In some embodiments: the rotor of the first motor is fixed on and coaxially arranged with the first input shaft, the rotor of the second motor is fixed on and coaxially arranged with the intermediate shaft, the first motor and the second motor are arranged axially along the length direction of the first input shaft.

[0018] In some embodiments: the first gear pair comprises a first input gear and a first output gear meshing with each other, the first input gear is fixed on the intermediate shaft, the first output gear is fixed on the first intermediate shaft;

[0019] the second gear pair comprises a second input gear and a second output gear meshing with each other, the second input gear is loosely sleeved on the first main shaft, the second output gear is fixed on the first intermediate shaft;

[0020] the third gear pair comprises a third input gear and a third output gear meshing with each other, the third input gear is loosely sleeved on the first main shaft, the third output gear is fixed on the first intermediate shaft.

[0021] In some embodiments: the second shift mechanism is located between the second input gear and the third input gear, and the second shift mechanism slides axially along the first main shaft to engage or disengage the second input gear and the third input gear.

[0022] In some embodiments: the first intermediate shaft is provided with two or more groups, the first output gear is provided with two or more groups, the second output gear is provided with two or more groups, and the third output gear is provided with two or more groups;

[0023] The two or more groups of first intermediate shafts are symmetrically and evenly distributed on the outer periphery of the first main shaft, and the two or more groups of first output gears are respectively fixed on each first intermediate shaft and symmetrically and evenly distributed on the outer periphery of the first input gear.

[0024] The two or more groups of second output gears are respectively fixed on each first intermediate shaft and symmetrically and evenly distributed on the outer periphery of the second input gear, and the two or more groups of third output gears are respectively fixed on each first intermediate shaft and symmetrically and evenly distributed on the outer periphery of the third input gear.

[0025] In some embodiments: the main box mechanism further comprises a fifth gear pair loosely sleeved on the main box output shaft and in transmission connection with the first intermediate shaft, and a fourth shift mechanism circumferentially fixed on the main box output shaft for engaging or disengaging the fourth gear pair and the fifth gear pair.

[0026] The fourth gear pair comprises a fourth input gear and a fourth output gear meshing with each other, the fourth output gear is loosely sleeved on the main box output shaft, and the fourth input gear is fixed on the first intermediate shaft;

[0027] The fifth gear pair comprises a fifth input gear and a fifth output gear meshing with each other, the fifth output gear is loosely sleeved on the main box output shaft, and the fifth input gear is fixed on the first intermediate shaft.

[0028] In some embodiments, the main box mechanism further comprises a fourth gear pair and a fifth gear pair which are loosely sleeved on the main box output shaft and are in driving connection with the first intermediate shaft, and a fourth shift mechanism which is fixed on the main box output shaft in a circumferential direction and is used for combining or separating the fourth gear pair and the fifth gear pair.

[0029] The fourth gear pair comprises a fourth input gear and a fourth output gear meshing with each other, the fourth output gear is loosely sleeved on the main box output shaft, and the fourth input gear is fixed on the first intermediate shaft;

[0030] The fifth gear pair comprises a fifth input gear and a fifth output gear meshing with each other, the fifth output gear is loosely sleeved on the main box output shaft, and the fifth input gear is fixed on the first intermediate shaft.

[0031] The sixth gear pair comprises a sixth input gear and a sixth output gear meshing with each other, the sixth output gear is loosely sleeved on the main box output shaft, and the sixth input gear is fixed on the first intermediate shaft.

[0032] In some embodiments, a reverse idler gear is meshed between the sixth input gear and the sixth output gear, and the sixth input gear and the sixth output gear are in driving connection through the reverse idler gear.

[0033] In some embodiments, the first intermediate shaft is provided with two or more groups, the fourth input gear is provided with two or more groups, the fifth input gear is provided with two or more groups, the sixth input gear is provided with two or more groups, and the reverse idler gear is provided with two or more groups.

[0034] The two or more groups of first intermediate shafts are symmetrically and evenly distributed on the outer periphery of the main box output shaft, and the two or more groups of fourth input gears are respectively fixed on the first intermediate shafts and symmetrically and evenly distributed on the outer periphery of the fourth output gear.

[0035] The two or more groups of fifth input gears are respectively fixed on the first intermediate shafts and symmetrically and evenly distributed on the outer periphery of the fifth output gear, and the two or more groups of reverse idler gears are symmetrically and evenly distributed on the outer periphery of the sixth output gear.

[0036] Two or more groups of the sixth input gears are respectively fixed on each of the first intermediate shafts and symmetrically and uniformly distributed on the outer periphery of the sixth output gear to be in meshing connection with the reverse idler gear.

[0037] In some embodiments, the rear sub-gearbox mechanism further includes a rear sub-gearbox output shaft coaxial with the main gearbox output shaft, and a second intermediate shaft arranged in parallel with the rear sub-gearbox output shaft.

[0038] A seventh gear pair is in driving connection between the main gearbox output shaft and the second intermediate shaft, an eighth gear pair is in driving connection between the second intermediate shaft and the rear sub-gearbox output shaft, and a fifth shift mechanism is fixed in the circumferential direction of the rear sub-gearbox output shaft to combine or separate the main gearbox output shaft and the eighth gear pair.

[0039] In some embodiments, the seventh gear pair includes a seventh input gear and a seventh output gear in meshing connection with each other, the seventh input gear is fixed on the main gearbox output shaft, the seventh output gear is fixed on the second intermediate shaft, and the outer diameter of the seventh input gear is smaller than that of the seventh output gear.

[0040] The eighth gear pair includes an eighth input gear and an eighth output gear in meshing connection with each other, the eighth input gear is fixed on the second intermediate shaft, the eighth output gear is in driving connection with the rear sub-gearbox output shaft, and the outer diameter of the eighth input gear is smaller than that of the eighth output gear.

[0041] In some embodiments, the second intermediate shaft is provided with two or more groups, the seventh output gear is provided with two or more groups, and the eighth input gear is provided with two or more groups.

[0042] Two or more groups of the second intermediate shafts are symmetrically and uniformly distributed on the outer periphery of the rear sub-gearbox output shaft, and two or more groups of the seventh output gears are respectively fixed on each of the second intermediate shafts and symmetrically and uniformly distributed on the outer periphery of the seventh input gear.

[0043] Two or more groups of the eighth input gears are respectively fixed on each of the second intermediate shafts and symmetrically and uniformly distributed on the outer periphery of the eighth output gear.

[0044] In some embodiments, the rear sub-gearbox mechanism further includes a planetary gear mechanism composed of a sun gear, a planet carrier and a ring gear, the sun gear is connected with the main gearbox output shaft, and the planet carrier is connected with a rear sub-gearbox output shaft coaxial with the main gearbox output shaft.

[0045] The ring gear is connected with a ring gear connecting shaft which is sleeved on the rear auxiliary gearbox output shaft, and a sixth gear shifting mechanism is fixed in the circumferential direction of the ring gear connecting shaft to connect or separate the rear auxiliary gearbox output shaft and the rear auxiliary gearbox housing.

[0046] In some embodiments: a plurality of rotating speed sensors for monitoring the engine rotating speed, the first motor rotating speed, the second motor rotating speed, the first main shaft rotating speed and the main gearbox output shaft rotating speed are further included, and the plurality of rotating speed sensors are all connected with the gearbox controller, and the first motor and the second motor are both connected with the gearbox controller;

[0047] The gearbox controller receives signals of the engine rotating speed, the first motor rotating speed, the second motor rotating speed, the first main shaft rotating speed and the main gearbox output shaft rotating speed, and controls the rotating speed of the first motor and / or the second motor according to the current gear shifting signal to control the gear shifting speed difference within a set threshold range.

[0048] The second aspect of the embodiments of the present application provides a vehicle comprising the hybrid power transmission system according to any one of the above embodiments.

[0049] The technical scheme provided by the present application has the following beneficial effects:

[0050] The hybrid power transmission system and the vehicle provided by the embodiments of the present application have the following beneficial effects:

[0051] The first gear pair is fixed on the intermediate shaft and in transmission connection with the first intermediate shaft, the second gear pair is sleeved on the first main shaft and in transmission connection with the first intermediate shaft, the third gear pair is sleeved on the first main shaft and in transmission connection with the first intermediate shaft, the second gear shifting mechanism is fixed in the circumferential direction of the first main shaft to connect or separate the second gear pair and the third gear pair, and the main gearbox mechanism comprises the main gearbox output shaft coaxial with the first main shaft, the fourth gear pair sleeved on the main gearbox output shaft and in transmission connection with the first intermediate shaft, and the third gear shifting mechanism fixed in the circumferential direction of the main gearbox output shaft to connect or separate the first main shaft and the fourth gear pair.

[0052] First, the engine and the first motor of the hybrid power transmission system of the present application are connected to the first input shaft, and the power of the engine and the first motor is selectively coupled to the first gear pair, the second gear pair and the third gear pair of the front sub-gearbox through the first shift mechanism and the second shift mechanism of the front sub-gearbox, and the second motor is selectively coupled to the first gear pair of the front sub-gearbox, so that the second motor can compensate for the power interruption in the gear shifting process between the first gear pair, the second gear pair and the third gear pair of the front sub-gearbox.

[0053] Second, if the third shift mechanism of the hybrid power transmission system of the present application selectively connects the first main shaft and the main gearbox output shaft, the first shift mechanism selectively connects the first input shaft and the first main shaft, and the second shift mechanism is in the neutral state, the first input shaft is directly connected to the main gearbox output shaft to form a direct gear with a speed ratio of 1, which can be used for the high-efficiency direct drive mode of the engine at medium and high speeds of the vehicle. In the high-efficiency direct drive mode, the first to fourth gear pairs are all in the idle state, so that the vehicle can be driven at high speed with high efficiency and energy saving.

[0054] Third, if the third shift mechanism of the hybrid power transmission system of the present application selectively connects the first main shaft and the main gearbox output shaft, the first shift mechanism selectively connects the first input shaft and the first gear pair, and the second shift mechanism selectively connects the first main shaft and the second gear pair or the third gear pair, the power of the engine and the first motor and / or the second motor is transmitted through the transmission paths of the first gear pair, the first intermediate shaft, the second gear pair or the third gear pair, the first main shaft and the main gearbox output shaft, which provides two additional transmission paths, thereby increasing two gears for the transmission system, which is beneficial to reduce the gear coupling components of the transmission and further reduce the cost and weight of the transmission system. BRIEF DESCRIPTION OF DRAWINGS

[0055] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0056] FIG. 1 is a structural schematic view of the hybrid power transmission system of the first embodiment of the present application;

[0057] Fig. 2 is a structural schematic diagram of a hybrid power transmission system according to a second embodiment of the present application;

[0058] Fig. 3 is a structural schematic diagram of a hybrid power transmission system according to a third embodiment of the present application;

[0059] Fig. 4 is a structural schematic diagram of a hybrid power transmission system according to a fourth embodiment of the present application;

[0060] Fig. 5 is a structural schematic diagram of a hybrid power transmission system according to a fifth embodiment of the present application;

[0061] Fig. 6 is a structural schematic diagram of a hybrid power transmission system according to a sixth embodiment of the present application;

[0062] Fig. 7 is a structural schematic diagram of a hybrid power transmission system according to a seventh embodiment of the present application;

[0063] Fig. 8 is a structural schematic diagram of a hybrid power transmission system according to an eighth embodiment of the present application;

[0064] Fig. 9 is a structural schematic diagram of a hybrid power transmission system according to a ninth embodiment of the present application.

[0065] Reference signs: 1, engine; 2, first electric motor; 3, second electric motor; 4, clutch; 5, first shift mechanism; 6, second shift mechanism; 7, third shift mechanism; 8, fourth shift mechanism; 9, planetary gear mechanism; 10, first input shaft; 11, fifth shift mechanism; 12, sixth shift mechanism; 20, second input shaft; 21, first driving bias gear; 22, first driven bias gear; 30, third input shaft; 31, second driving bias gear; 32, second driven bias gear; 40, intermediate shaft; 41, first input gear; 50, first intermediate shaft; 51, first output gear; 52, second output gear; 53, third output gear; 54, fourth input gear; 55, fifth input gear; 56, sixth input gear; 56R, reverse idler gear; 60, first main shaft; 61, second input gear; 62, third input gear; 70, main case output shaft; 71, fourth output gear; 72, fifth output gear; 73, sixth output gear; 74, seventh input gear; 80, second intermediate shaft; 81, seventh output gear; 82, eighth input gear; 90, rear sub case output shaft; 91, eighth output gear; 92, sun gear; 93, planet carrier; 94, ring gear; 95, ring gear connecting shaft; 100, front reduction mechanism; 200, front sub case mechanism; 300, main case mechanism; 400, rear sub case mechanism. DETAILED DESCRIPTION

[0066] In order to make the purposes, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative effort belong to the scope of protection of the present application.

[0067] The embodiments of the present application provide a hybrid power transmission system and a vehicle, which can solve the problems of high mechanical design difficulty and high system cost of a four-intermediate-shaft AMT structure or an AMT structure with a hollow shaft sleeve of a double-motor four-intermediate-shaft AMT structure or a double-intermediate-shaft AMT structure with a hollow shaft sleeve of a double-motor parallel-series hybrid architecture without power interruption in the related art.

[0068] Referring to FIGS. 1 to 9, the first aspect of the embodiments of the present application provides a hybrid power transmission system, comprising:

[0069] a hybrid power unit, the hybrid power unit comprising a first input shaft 10, a transfer shaft 40 sleeved on the first input shaft 10, an engine 1 connected to the first input shaft 10 through a clutch 4, a first motor 2 in transmission connection with the first input shaft 10, and a second motor 3 in transmission connection with the transfer shaft 40. The input power of the engine 1 and the first motor 2 is selectively linked on the first input shaft 10.

[0070] a front sub-gearbox mechanism 200, the front sub-gearbox mechanism 200 comprising a first main shaft 60 coaxially arranged with the first input shaft 10, a first intermediate shaft 50 arranged in parallel with the first main shaft 60, and a first gear shift mechanism 5 fixed circumferentially on the first input shaft 10 for coupling or separating the transfer shaft 40 and the first main shaft 60. The second motor 3 is loaded on the transfer shaft 40 after being reduced in speed and increased in torque, the transfer shaft 40 is directly connected to a first gear pair of the front sub-gearbox mechanism 200, and the transfer shaft 40 is arranged as a hollow shaft sleeve outside the first input shaft 10.

[0071] and a first gear pair fixed on the transfer shaft 40 and in transmission connection with the first intermediate shaft 50, a second gear pair sleeved on the first main shaft 60 and in transmission connection with the first intermediate shaft 50, a third gear pair sleeved on the first main shaft 60 and in transmission connection with the first intermediate shaft 50, and a second gear shift mechanism 6 fixed circumferentially on the first main shaft 60 for coupling or separating the second gear pair and the third gear pair.

[0072] The first gear pair, the second gear pair and the third gear pair form three gear coupling mechanisms. After the input power of the engine 1 and the first motor 2 is connected to the first input shaft 10, the input power can be selectively connected to the three gear coupling assemblies of the front sub-gearbox mechanism 200 through the first shift mechanism 5 and the second shift mechanism 6 of the front sub-gearbox mechanism 200. The second motor 3 is only connected to the first gear pair of the front sub-gearbox mechanism 200. The second motor 3 can provide power interruption compensation for the first motor 2 and / or the engine 1 during the gear shifting process between the three gears of the front sub-gearbox mechanism 200.

[0073] The second motor 3 is connected to the first gear pair of the front sub-gearbox mechanism 200. Those skilled in the art can also use the three different speed ratio matching of the first gear pair, the second gear pair and the third gear pair to realize three different transmission speed ratio settings of the hybrid power unit to adapt to the gear matching requirements of different vehicle models. The following only describes the case where the speed ratio of the first gear pair connected to the front sub-gearbox mechanism 200 by the second motor 3 is smaller than that of the second gear pair but larger than that of the third gear pair, but the application is not limited to this.

[0074] The main gearbox mechanism 300 includes a main gearbox output shaft 70 coaxial with the first main shaft 60, a fourth gear pair sleeved on the main gearbox output shaft 70 and in transmission connection with the first intermediate shaft 50, and a third shift mechanism 7 fixed circumferentially on the main gearbox output shaft 70 for connecting or disconnecting the first main shaft 60 and the fourth gear pair.

[0075] The input power of the second motor 3 and / or the engine 1 is transmitted to the fourth gear pair of the main gearbox mechanism 300 through the first intermediate shaft 50, and the power speed adjustment of the gear is realized through the third shift mechanism 7. The input power is finally output from the main gearbox output shaft 70.

[0076] After the input power of the engine 1 and the first motor 2 is connected to the first input shaft 10, the input power can be selectively connected to the first gear pair, the second gear pair and the third gear pair of the front sub-gearbox mechanism 200 through the first shift mechanism 5 and the second shift mechanism 6 of the front sub-gearbox mechanism 200.

[0077] The second motor 3 is only connected to the first gear pair of the front sub-gearbox mechanism 200. The second motor 3 can provide power interruption compensation for the first motor 2 and / or the engine 1 during the gear shifting process between the first gear pair, the second gear pair and the third gear pair of the front sub-gearbox mechanism 200, realizing gear shifting without power interruption.

[0078] If the third shift mechanism 7 selectively combines the first main shaft 60 with the main box output shaft 70, and the first shift mechanism 5 selectively connects the first input shaft 10 with the first main shaft 60, and the second shift mechanism 6 is in the neutral state, the first input shaft 10 is directly connected with the main box output shaft 70 to form a direct gear with a speed ratio of 1, which can be used for the engine high-efficiency direct drive mode of the vehicle at medium and high speeds.

[0079] When in the high-efficiency direct drive mode, the first to fourth gear pairs can all be in the idle state, achieving high-efficiency energy saving when the vehicle cruises at high speed. If the third shift mechanism 7 selectively combines the first main shaft 60 with the main box output shaft 70, and the first shift mechanism 5 selectively connects the first input shaft 10 with the first gear pair, and the second shift mechanism 6 combines the second gear pair with the first main shaft 60, the first input shaft 10 and the main box output shaft 70 form an overspeed gear with a speed ratio less than 1, which can be used for the engine high-efficiency drive mode of the vehicle at high speed.

[0080] If the third shift mechanism 7 selectively combines the first main shaft 60 with the main box output shaft 70, and the first shift mechanism 5 selectively connects the first input shaft 10 with the first gear pair, the second shift mechanism 6 selectively combines the first main shaft 60 with the second gear pair or the third gear pair.

[0081] The linkage power of the engine 1 and the first motor 2 and / or the second motor 3 is transmitted through the transmission paths of the first gear pair, the first intermediate shaft 50, the second gear pair or the third gear pair, the first main shaft 60, and the main box output shaft 70 in turn, which ingeniously provides two additional transmission paths, thereby additionally adding two gears to the transmission system, which is conducive to reducing the gear coupling components of the transmission and achieving further cost reduction and weight reduction of the transmission system.

[0082] In some optional embodiments, referring to FIGS. 1, 3-9, the application provides a hybrid power transmission system, which further comprises a front reduction mechanism 100 including a first reduction gear pair and a second reduction gear pair, the first motor 2 is connected with a second input shaft 20, and the second motor 3 is connected with a third input shaft 30; the first input shaft 10, the second input shaft 20, and the third input shaft 30 are radially spaced and parallel to each other.

[0083] The first reduction gear pair comprises a first driving offset gear 21 and a first driven offset gear 22 connected with each other in meshing connection, the first driving offset gear 21 is connected with the second input shaft 20, and the first driven offset gear 22 is connected with the first input shaft 10. The second reduction gear pair comprises a second driving offset gear 31 and a second driven offset gear 32 connected with each other in meshing connection, the second driving offset gear 31 is connected with the third input shaft 30, and the second driven offset gear 32 is connected with the intermediate shaft 40.

[0084] The first motor 2 is offset connected with the first input shaft 10 through the first reduction gear pair formed by the mutual meshing of the first driving offset gear 21 and the first driven offset gear 22. The first driving offset gear 21 and the first driven offset gear 22 can be arranged offset with the engine 1, which is convenient for system space arrangement, and the diameter of the first driving offset gear 21 is smaller than that of the first driven offset gear 22, which can reduce the torque requirement of the first motor 2, facilitate weight reduction and cost reduction, and the first motor 2 can be selected as a high-speed low-torque motor.

[0085] The second motor 3 is offset connected with the intermediate shaft 40 through the second reduction gear pair formed by the mutual meshing of the second driving offset gear 31 and the second driven offset gear 32. The second driving offset gear 31 and the second driven offset gear 32 can be arranged offset with the engine 1, which is convenient for system space arrangement, and the diameter of the second driving offset gear 31 is smaller than that of the second driven offset gear 32, which can reduce the torque requirement of the second motor 3, facilitate weight reduction and cost reduction, and the second motor 3 can be selected as a high-speed low-torque motor.

[0086] In some optional embodiments, referring to FIGS. 6 and 7, the hybrid power transmission system provided by the embodiments of the present application is provided with two or more groups of first motors 2 and second motors 3, and two or more groups of second input shafts 20 and third input shafts 30, and two or more groups of first driving offset gears 21 and second driving offset gears 31.

[0087] The two or more groups of first driving offset gears 21 are meshed on the outer periphery of the first driven offset gear 22, and the two or more groups of first motors 2 are respectively connected with the two or more groups of first driving offset gears 21 through the second input shaft 20. The two or more groups of second driving offset gears 31 are meshed on the outer periphery of the second driven offset gear 32, and the two or more groups of second motors 3 are respectively connected with the two or more groups of second driving offset gears 31 through the third input shaft 30.

[0088] In order to meet the application of some special super heavy commercial vehicles or non-road mining machinery, the maximum vehicle speed requirement of the vehicle is relatively low, but the wheel drive traction demand is very high, which leads to a substantial increase in the torque and power matching demand of the engine 1 and the double motor. In order to realize the low-cost platformization and modularization application of the hybrid power transmission system, like the embodiments of FIG. 6 and FIG. 7, on the basis of the architecture of the embodiments of FIG. 1, FIG. 3 to FIG. 5, FIG. 8 and FIG. 9, two or more than two first motors 2 and second motors 3 are symmetrically biased.

[0089] The first driven offset gear 22 is simultaneously meshed with two first driving offset gears 21, and the output shafts of the two first motors 2 are respectively connected with the two first driving offset gears 21. Similarly, the second driven offset gear 32 is simultaneously meshed with two second driving offset gears 31, and the output shafts of the two second motors 3 are respectively connected with the two second driving offset gears 31.

[0090] Therefore, the two first motors 2 are simultaneously connected with the input power of the engine 1 through the clutch 4, which can selectively link the first input shaft 10, so as to improve the engine 1 series continuous power generation capacity and parallel assist. In addition, the two second motors 3 simultaneously provide parallel assist or pure electric drive, which improves the electric drive capacity of the super heavy commercial vehicle or non-road mining truck or machinery.

[0091] In some optional embodiments: as shown in FIG. 2, the hybrid power transmission system provided by the embodiment of the application is provided, the rotor of the first motor 2 is fixed on the first input shaft 10 and coaxially arranged with the first input shaft 10, the rotor of the second motor 3 is fixed on the intermediate shaft 40 and coaxially arranged with the intermediate shaft 40, and the first motor 2 and the second motor 3 are arranged axially along the length direction of the first input shaft 10.

[0092] The embodiment of the application is further simplified on the basis of the above-mentioned embodiments. The embodiment completely cancels the front reduction mechanism 100, so as to realize the coaxial arrangement of the first motor 2 and the second motor 3 along the axis of the first input shaft 10, so as to meet the low torque load demand of the light vehicle. The embodiment and the above-mentioned embodiment realize the same driving function. Compared with the above-mentioned embodiment, the rotational speed of the first motor 2 and the second motor 3 of the embodiment is lower, and the torque demand is greater.

[0093] In some optional embodiments: as shown in FIG. 1 to FIG. 9, the hybrid power transmission system provided by the embodiment of the application is provided, the first gear pair includes a first input gear 41 and a first output gear 51 which are meshed with each other, the first input gear 41 is fixed on the intermediate shaft 40, the first output gear 51 is fixed on the first intermediate shaft 50, and the outer diameter of the first input gear 41 is smaller than the outer diameter of the first output gear 51.

[0094] The second gear pair includes a second input gear 61 and a second output gear 52 which are engaged with each other, the second input gear 61 is sleeved on the first main shaft 60, the second output gear 52 is fixed on the first intermediate shaft 50, and the outer diameter of the second input gear 61 is smaller than that of the second output gear 52. The third gear pair includes a third input gear 62 and a third output gear 53 which are engaged with each other, the third input gear 62 is sleeved on the first main shaft 60, the third output gear 53 is fixed on the first intermediate shaft 50, and the outer diameter of the third input gear 62 is greater than that of the third output gear 53.

[0095] The second shift mechanism 6 is located between the second input gear 61 and the third input gear 62, and the second shift mechanism 6 slides along the axial direction of the first main shaft 60 to combine or separate the second input gear 61 and the third input gear 62. The outer diameter of the second input gear 61 is smaller than that of the third input gear 62, and the outer diameter of the second output gear 52 is greater than that of the third output gear 53.

[0096] If the first input gear 41, the second input gear 61 and the third input gear 62 are regarded as driving gears, and the first output gear 51, the second output gear 52 and the third output gear 53 are regarded as driven gears, then the speed ratio of the third gear pair is smaller than that of the first gear pair, and the speed ratio of the first gear pair is smaller than that of the second gear pair. Conversely, the speed ratio of the third gear pair is greater than that of the first gear pair, and the speed ratio of the first gear pair is greater than that of the second gear pair.

[0097] The hybrid power transmission system based on the embodiment shown in FIG. 1 can provide a driving output of six forward gears of the engine 1, the first motor 2 can generate electricity in series with the engine 1 in a disengaged state, or the first motor 2 and the engine 1 can provide parallel power assistance or feedback braking or pure electric driving in the same gear position, in addition, the second motor 3 only provides parallel power assistance or feedback braking or pure electric driving in three forward gears.

[0098] The power routes of the six forward gears of the engine 1 in the embodiment are as follows:

[0099] 1st gear engine path: engine 1→clutch 4→first input shaft 10→first main shaft 60→second input gear 61→second output gear 52→first intermediate shaft 50→fourth input gear 54→fourth output gear 71→main box output shaft 70.

[0100] 2nd gear engine path: engine 1→clutch 4→first input shaft 10→first input gear 41→first output gear 51→first intermediate shaft 50→fourth input gear 54→fourth output gear 71→main box output shaft 70.

[0101] 3-gear engine path: engine 1→clutch 4→first input shaft 10→first main shaft 60→third input gear 62→third output gear 53→first intermediate shaft 50→fourth input gear 54→fourth output gear 71→maincase output shaft 70.

[0102] 4-gear engine path: engine 1→clutch 4→first input shaft 10→first input gear 41→first output gear 51→first intermediate shaft 50→third output gear 53→third input gear 62→first main shaft 60→maincase output shaft 70.

[0103] 5-gear engine path: engine 1→clutch 4→first input shaft 10→first main shaft 60→maincase output shaft 70 (speed ratio = 1).

[0104] 6-gear engine path: engine 1→clutch 4→first input shaft 10→first input gear 41→first output gear 51→first intermediate shaft 50→second output gear 52→second input gear 61→first main shaft 60→maincase output shaft 70 (speed ratio < 1).

[0105] In some alternative embodiments, referring to Figs. 1-9, the present application provides a hybrid power transmission system, which is provided with two or more sets of first intermediate shafts 50, two or more sets of first output gears 51, two or more sets of second output gears 52, and two or more sets of third output gears 53.

[0106] The two or more sets of first intermediate shafts 50 are symmetrically and evenly distributed on the outer periphery of the first main shaft 60, and the two or more sets of first output gears 51 are respectively fixed on the first intermediate shafts 50 and symmetrically and evenly distributed on the outer periphery of the first input gear 41.

[0107] The two or more sets of second output gears 52 are respectively fixed on the first intermediate shafts 50 and symmetrically and evenly distributed on the outer periphery of the second input gear 61, and the two or more sets of third output gears 53 are respectively fixed on the first intermediate shafts 50 and symmetrically and evenly distributed on the outer periphery of the third input gear 62.

[0108] The front auxiliary gearbox mechanism 200 of the present application is configured as a set of double first intermediate shafts 50 structure to improve the load capacity and the application range, so that the hybrid power transmission system of the present application can be applied to heavy-duty vehicles. The front auxiliary gearbox mechanism 200 includes one first input gear 41 and two first output gears 51, one second input gear 61 and two second output gears 52, one third input gear 62 and two third output gears 53, a first gear shifting mechanism 5, and a second gear shifting mechanism 6.

[0109] The first input gear 41 is engaged with two first output gears 51 at the same radial extension area of the first input gear 41, and the second input gear 61 is engaged with two second output gears 52 at the same radial extension area of the second input gear 61, and the third input gear 62 is engaged with two third output gears 53 at the same radial extension area of the third input gear 62. The two sets of first output gears 51, the two sets of second output gears 52 and the two sets of third output gears 53 are fixedly arranged on the two symmetrical and uniformly distributed first intermediate shafts 50.

[0110] The first shift mechanism 5 is arranged on the first input shaft 10, and the intermediate shaft 40 is sleeved on the first input shaft 10, so that the first shift mechanism 5 can selectively engage the first input shaft 10 with the first input gear 41 or the first main shaft 60, thereby selectively realizing the linkage of the power of the second motor 3 with the first motor 2 and / or the engine 1 at the first input gear 41.

[0111] The second input gear 61 and the third input gear 62 are sleeved on the first main shaft 60, and the second shift mechanism 6 can selectively engage the first main shaft 60 with the second input gear 61 or the third input gear 62; the first shift mechanism 5 and the second shift mechanism 6 can selectively realize the linkage of the power of the first motor 2 and / or the engine 1 at the front auxiliary gearbox mechanism 200 according to three gear ratios, and the second motor 3 is only transmitted according to one gear ratio.

[0112] In some optional embodiments, referring to FIG. 3 and FIG. 7, the embodiment of the application provides a hybrid power transmission system, and the main gearbox mechanism 300 of the hybrid power transmission system further comprises a fifth gear pair sleeved on the main gearbox output shaft 70 and in transmission connection with the first intermediate shaft 50. The fourth shift mechanism 8 fixedly arranged in the circumferential direction on the main gearbox output shaft 70 is used for combining or separating the fourth gear pair and the fifth gear pair, and the speed ratio of the fifth gear pair is greater than that of the fourth gear pair.

[0113] The fourth gear pair comprises a fourth input gear 54 and a fourth output gear 71 engaged with each other, the fourth output gear 71 is sleeved on the main gearbox output shaft 70, and the fourth input gear 54 is fixed on the first intermediate shaft 50. The fifth gear pair comprises a fifth input gear 55 and a fifth output gear 72 engaged with each other, the fifth output gear 72 is sleeved on the main gearbox output shaft 70, and the fifth input gear 55 is fixed on the first intermediate shaft 50, and the outer diameter of the fifth input gear 55 is smaller than that of the fifth output gear 72.

[0114] The third shift mechanism 7 and the fourth shift mechanism 8 of the embodiment of the application are arranged on the main box output shaft 70. If the third shift mechanism 7 selectively engages the first main shaft 60 with the main box output shaft 70, the first shift mechanism 5 selectively connects the first input shaft 10 with the first main shaft 60, and the second shift mechanism 6 is in the neutral state, the first input shaft 10 is directly connected with the main box output shaft 70, which can be used for the high-efficiency direct drive mode of the engine 1 at medium and high speeds of the vehicle.

[0115] If the third shift mechanism 7 selectively engages the first main shaft 60 with the main box output shaft 70, the first shift mechanism 5 selectively connects the first input shaft 10 with the first input gear 41, and the fourth shift mechanism 8 is in the neutral state, the second shift mechanism 6 selectively engages the first main shaft 60 with the second input gear 61 or the third input gear 62.

[0116] The linkage power of the engine 1 and the first motor 2 and / or the second motor 3 is transmitted through the path of the first input gear 41→the first output gear 51→the first intermediate shaft 50→the second output gear 52 or the third output gear 53→the second input gear 61 or the third input gear 62→the first main shaft 60→the main box output shaft 70. The transmission path skillfully provides two transmission paths by using the three-gear intermediate transmission path of the front auxiliary box mechanism 200, thereby additionally adding two gears to the transmission system, which is beneficial to reducing the gear coupling components of the transmission and achieving further cost reduction and weight reduction of the transmission system.

[0117] In addition, the fourth shift mechanism 8 selectively engages the fourth output gear 71 or the fifth output gear 72 with the main box output shaft 70, thereby realizing the two forward gears of the engine 1 of the main box mechanism 300. In combination with the three-gear amplification function provided by the front auxiliary box mechanism 200, plus the engine high-speed direct drive gear and the two additional gears provided by the front auxiliary box mechanism 200, the hybrid power transmission system of the embodiment can provide nine forward gears of the engine 1 for driving output, while the first motor 2 can be parallelly connected with the engine 1 at the same gear to provide power assistance or feedback braking or pure electric driving, and the second motor 3 only provides parallel power assistance or feedback braking or pure electric driving at four forward gears.

[0118] When the first shift mechanism 5 is in the neutral state, the engine 1 and the first motor 2 can be disconnected in series for power generation or shutdown, and the second motor 3 can independently provide pure electric driving at four gears. Through the combination of the speed adjustment of the front auxiliary box mechanism 200 and the main box mechanism 300, the linkage power of the first motor 2 and / or the engine 1 can be transmitted to the main box output shaft 70 according to nine forward gears; while the second motor 3 is only output to the main box output shaft 70 according to four gears. The second motor 3 and the first motor 2 and / or the engine 1 compensate for each other during the gear shifting process, thereby realizing the power interruption-free gear shifting process of the transmission assembly and improving the driving comfort of the vehicle.

[0119] Referring to FIGS. 3 and 7, the power paths of the nine forward gears of the engine 1 according to the embodiment of the present application are as follows:

[0120] 1-3 gears, during the engine 1 driving gear shift, the second motor 3 provides gear shift power compensation, no power interruption.

[0121] 1st gear engine path: engine 1→clutch 4→first input shaft 10→first main shaft 60→second input gear 61→second output gear 52→first intermediate shaft 50→fifth input gear 55→fifth output gear 72→maincase output shaft 70.

[0122] 2nd gear engine path: engine 1→clutch 4→first input shaft 10→first input gear 41→first output gear 51→first intermediate shaft 50→fifth input gear 55→fifth output gear 72→maincase output shaft 70.

[0123] 3rd gear engine path: engine 1→clutch 4→first input shaft 10→first main shaft 60→third input gear 62→third output gear 53→first intermediate shaft 50→fifth input gear 55→fifth output gear 72→maincase output shaft 70.

[0124] 4-6 gears, during the engine 1 driving gear shift, the second motor 3 provides gear shift power compensation, no power interruption.

[0125] 4th gear engine path: engine 1→clutch 4→first input shaft 10→first main shaft 60→second input gear 61→second output gear 52→first intermediate shaft 50→fourth input gear 54→fourth output gear 71→maincase output shaft 70.

[0126] 5th gear engine path: engine 1→clutch 4→first input shaft 10→first input gear 41→first output gear 51→first intermediate shaft 50→fourth input gear 54→fourth output gear 71→maincase output shaft 70.

[0127] 6th gear engine path: engine 1→clutch 4→first input shaft 10→first main shaft 60→third input gear 62→third output gear 53→first intermediate shaft 50→fourth input gear 54→fourth output gear 71→maincase output shaft 70.

[0128] 7-9 gears, during the engine 1 driving gear shift, the second motor 3 provides gear shift power compensation, no power interruption.

[0129] 7th engine path: engine 1→clutch 4→first input shaft 10→first input gear 41→first output gear 51→first intermediate shaft 50→third output gear 53→third input gear 62→first main shaft 60→maincase output shaft 70.

[0130] 8th engine path: engine 1→clutch 4→first input shaft 10→first main shaft 60→maincase output shaft 70 (speed ratio = 1).

[0131] 9th engine path: engine 1→clutch 4→first input shaft 10→first input gear 41→first output gear 51→first intermediate shaft 50→second output gear 52→second input gear 61→first main shaft 60→maincase output shaft 70 (speed ratio < 1).

[0132] In some alternative embodiments, referring to Fig. 4, the hybrid power transmission system provided by the embodiments of the application further comprises a fifth gear pair and a sixth gear pair which are sleeved on the maincase output shaft 70 and in transmission connection with the first intermediate shaft 50. A fourth shift mechanism 8 is fixed circumferentially on the maincase output shaft 70 for engaging or disengaging the fifth gear pair and the sixth gear pair, the speed ratio of the fifth gear pair is greater than that of the fourth gear pair, and the speed ratio of the sixth gear pair is greater than that of the fifth gear pair.

[0133] Specifically, the fourth gear pair comprises a fourth input gear 54 and a fourth output gear 71 which are in mesh with each other, the fourth output gear 71 is sleeved on the maincase output shaft 70, and the fourth input gear 54 is fixed on the first intermediate shaft 50.

[0134] The fifth gear pair comprises a fifth input gear 55 and a fifth output gear 72 which are in mesh with each other, the fifth output gear 72 is sleeved on the maincase output shaft 70, and the fifth input gear 55 is fixed on the first intermediate shaft 50, and the outer diameter of the fifth input gear 55 is smaller than that of the fifth output gear 72.

[0135] The sixth gear pair comprises a sixth input gear 56 and a sixth output gear 73 which are in mesh with each other, the sixth output gear 73 is sleeved on the maincase output shaft 70, and the sixth input gear 56 is fixed on the first intermediate shaft 50, and the outer diameter of the sixth input gear 56 is smaller than that of the sixth output gear 73.

[0136] The front reduction mechanism 100 and the front subcase mechanism 200 of the embodiments of the application are completely the same as those of the embodiment shown in Fig. 3, and the maincase mechanism 300 of the embodiment is different from that of the embodiment shown in Fig. 3 in that the maincase mechanism 300 of the embodiment is additionally provided with the sixth gear pair, and the hybrid power transmission system of the embodiment can provide the driving output of twelve forward gears of the engine 1.

[0137] The first motor 2 and the engine 1 can be connected in series to generate electricity in the off-gear mode, or the first motor 2 and the engine 1 can be connected in parallel to provide power assistance or feedback braking or pure electric driving in the same gear mode. In addition, the second motor 3 can provide power assistance or feedback braking or pure electric driving in only five forward gears.

[0138] In some optional embodiments, referring to FIG. 5, the hybrid power transmission system provided by the embodiments of the present application is provided with two or more groups of first intermediate shafts 50, two or more groups of fourth input gears 54, two or more groups of fifth input gears 55, two or more groups of sixth input gears 56, and two or more groups of reverse idlers 56R, so as to improve the load capacity of the main box mechanism 300.

[0139] The main box mechanism 300 of the embodiments of the present application is provided with a reverse idler 56R based on the embodiment shown in FIG. 4, and the sixth input gear 56, the sixth output gear 73 and the reverse idler 56R together form a reverse gear meshing assembly, which is used to realize the reverse output function of the engine 1 power.

[0140] The hybrid power transmission system of the embodiments of the present application can provide driving output in nine forward gears and three reverse gears of the engine 1; the first motor 2 and the engine 1 can be connected in series to generate electricity in the off-gear mode, or the first motor 2 and the engine 1 can be connected in parallel to provide power assistance or feedback braking or pure electric driving in the same gear mode. In addition, the second motor 3 can provide power assistance or feedback braking or pure electric driving in only four forward gears.

[0141] In some optional embodiments, referring to FIG. 5, the hybrid power transmission system provided by the embodiments of the present application is provided with two or more groups of first intermediate shafts 50, two or more groups of fourth input gears 54, two or more groups of fifth input gears 55, two or more groups of sixth input gears 56, and two or more groups of reverse idlers 56R, so as to improve the load capacity of the main box mechanism 300.

[0142] The two or more groups of first intermediate shafts 50 are symmetrically and evenly distributed on the outer periphery of the main box output shaft 70, and the two or more groups of fourth input gears 54 are respectively fixed on each first intermediate shaft 50 and symmetrically and evenly distributed on the outer periphery of the fourth output gear 71.

[0143] The two or more groups of fifth input gears 55 are respectively fixed on each first intermediate shaft 50 and symmetrically and evenly distributed on the outer periphery of the fifth output gear 72, and the two or more groups of reverse idlers 56R are symmetrically and evenly distributed on the outer periphery of the sixth output gear 73. The two or more groups of sixth input gears 56 are respectively fixed on each first intermediate shaft 50 and symmetrically and evenly distributed on the outer periphery of the sixth output gear 73 and are respectively meshed and connected with the reverse idlers 56R.

[0144] In some optional embodiments, referring to FIG. 8, the embodiment of the present application provides a hybrid power transmission system, which further comprises a rear sub-gearbox mechanism 400 in transmission connection with the main gearbox output shaft 70, the rear sub-gearbox mechanism 400 comprising a rear sub-gearbox output shaft 90 coaxial with the main gearbox output shaft 70, and a second intermediate shaft 80 arranged in parallel with the rear sub-gearbox output shaft 90.

[0145] A seventh gear pair in transmission connection between the main gearbox output shaft 70 and the second intermediate shaft 80, an eighth gear pair in transmission connection between the second intermediate shaft 80 and the rear sub-gearbox output shaft 90, and a fifth shift mechanism 11 fixed in the circumferential direction of the rear sub-gearbox output shaft 90 for engaging or disengaging the main gearbox output shaft 70 and the eighth gear pair.

[0146] Specifically, the seventh gear pair comprises a seventh input gear 74 and a seventh output gear 81 in meshing connection with each other, the seventh input gear 74 being fixed on the main gearbox output shaft 70, and the seventh output gear 81 being fixed on the second intermediate shaft 80, the outer diameter of the seventh input gear 74 being smaller than that of the seventh output gear 81.

[0147] The eighth gear pair comprises an eighth input gear 82 and an eighth output gear 91 in meshing connection with each other, the eighth input gear 82 being fixed on the second intermediate shaft 80, and the eighth output gear 91 being in loose fit on the rear sub-gearbox output shaft 90, the outer diameter of the eighth input gear 82 being smaller than that of the eighth output gear 91.

[0148] The second intermediate shaft 80 is provided with two or more groups, the seventh output gear 81 is provided with two or more groups, and the eighth input gear 82 is provided with two or more groups. The two or more groups of the second intermediate shaft 80 are symmetrically and evenly distributed in the outer periphery of the rear sub-gearbox output shaft 90, the two or more groups of the seventh output gear 81 are respectively fixed on the second intermediate shaft 80 and symmetrically and evenly distributed in the outer periphery of the seventh input gear 74. The two or more groups of the eighth input gear 82 are respectively fixed on the second intermediate shaft 80 and symmetrically and evenly distributed in the outer periphery of the eighth output gear 91.

[0149] The embodiment of the present application adds a set of rear sub-gearbox mechanism 400 behind the main gearbox output shaft 70, and the rear sub-gearbox mechanism 400 has the structural feature of two groups of second intermediate shaft 80 or three groups of second intermediate shaft 80 to improve the load capacity of the rear sub-gearbox mechanism 400. The fifth shift mechanism 11 is arranged on the rear sub-gearbox output shaft 90, and the fifth shift mechanism 11 can selectively engage the rear sub-gearbox output shaft 90 with the eighth output gear 91 or directly engage the main gearbox output shaft 70.

[0150] If the fifth shift mechanism 11 connects the rear sub-gearbox output shaft 90 with the eighth output gear 91, the engine 1 of the vehicle will be in low-speed six forward gear transmission, which is suitable for the heavy load low-speed running condition of the vehicle. If the fifth shift mechanism 11 connects the rear sub-gearbox output shaft 90 with the main gearbox output shaft 70, the engine 1 of the vehicle will be in medium-speed six-gear transmission, which is suitable for the medium-speed running condition of the vehicle; if the fifth shift mechanism 11 is in the neutral state, the hybrid power transmission system will have no power output.

[0151] In some optional embodiments, referring to FIG. 9, the embodiment of the present application provides a hybrid power transmission system, which further comprises a rear sub-gearbox mechanism 400 in transmission connection with the main gearbox output shaft 70, the rear sub-gearbox mechanism 400 comprising a planetary gear mechanism 9 composed of a sun gear 92, a planet carrier 93 and a ring gear 94. The sun gear 92 is connected with the main gearbox output shaft 70, and the planet carrier 93 is connected with a rear sub-gearbox output shaft 90 coaxial with the main gearbox output shaft 70.

[0152] The ring gear 94 is connected with a ring gear connecting shaft 95 sleeved on the rear sub-gearbox output shaft 90, and the ring gear connecting shaft 95 is fixed with a sixth shift mechanism 12 in the circumferential direction, which connects or disconnects the rear sub-gearbox output shaft 90 and the rear sub-gearbox housing.

[0153] The rear sub-gearbox mechanism 400 of the embodiment of the present application adopts the planetary gear mechanism 9, and the sixth shift mechanism 12 can selectively connect the ring gear 94 with the rear sub-gearbox housing or the rear sub-gearbox output shaft 90. If the sixth shift mechanism 12 connects the ring gear 94 with the rear sub-gearbox housing, the engine 1 of the vehicle will be in low-speed six forward gear transmission, which is suitable for the heavy load low-speed running condition of the vehicle; if the sixth shift mechanism 12 connects the ring gear 94 with the rear sub-gearbox output shaft 90, the engine 1 of the vehicle will be in medium-speed six-gear transmission, which is suitable for the medium-speed running condition of the vehicle; if the sixth shift mechanism 12 is in the neutral state, the hybrid power transmission system will have no power output.

[0154] In some optional embodiments, referring to FIGS. 1 to 9, the embodiment of the present application provides a hybrid power transmission system, which further comprises a plurality of rotational speed sensors for monitoring the rotational speed of the engine, the rotational speed of the first motor, the rotational speed of the second motor, the rotational speed of the first main shaft and the rotational speed of the main gearbox output shaft, the plurality of rotational speed sensors being connected with a gearbox controller, and the first motor 2 and the second motor 3 being connected with the gearbox controller.

[0155] The gearbox controller receives signals of the engine speed, the first motor speed, the second motor speed, the first main shaft speed and the main gearbox output shaft speed, and controls the speeds of the first motor 2 and / or the second motor 3 according to the current shift signal, so as to control the shift speed difference within a set threshold range. When the current auxiliary gearbox mechanism 200, the main gearbox mechanism 300 and the rear auxiliary gearbox mechanism 400 need to shift, the gearbox controller can obtain the engine speed, the first motor speed, the second motor speed, the first intermediate shaft speed, the first main shaft speed and the main gearbox output shaft speed.

[0156] The gearbox controller can realize shift speed closed-loop control by controlling the speed changes of the first motor 2 and the second motor 3, so as to control the speed difference between the driving end and the driven end of the shift gear within a set speed difference threshold, thereby simplifying the first shift mechanism 5 to the sixth shift mechanism 12, and replacing the synchronizer shift mechanism with a meshing sleeve shift mechanism or a dog clutch shift mechanism with a simpler structure, and canceling the shift clutch.

[0157] The second aspect of the embodiments of the present application provides a vehicle comprising the hybrid power transmission system described in any of the above embodiments. The vehicle is preferably but not limited to a tractor or a mining truck.

[0158] In the description of the present application, it should be noted that the terms "upper", "lower", and the like indicate the orientation or positional relationship shown in the drawings, and are only used to facilitate the description of the present application and simplify the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise specified and limited, the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication between two elements inside. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0159] It should be noted that, in the present application, the relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another, without necessarily requiring or implying any actual relationship or order between such entities or actions. Moreover, the terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises... a" does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0160] The foregoing is merely illustrative of the principles of the application and various modifications can be made by those skilled in the art without departing from the spirit and scope of the application. The above embodiments are illustrative, and not restrictive, of the scope of the application.

Claims

1. A hybrid drive system characterized by, Comprising: a hybrid unit comprising a first input shaft (10), a transfer shaft (40) which is loosely fitted on the first input shaft (10), an engine (1) which is connected with the first input shaft (10) through a clutch (4), a first motor (2) which is drivingly connected with the first input shaft (10), a second motor (3) which is drivingly connected with the transfer shaft (40); a front sub-gearbox mechanism (200) comprising a first main shaft (60) which is coaxial with the first input shaft (10), a first intermediate shaft (50) which is arranged in parallel with the first main shaft (60), a first shift mechanism (5) which is circumferentially fixed on the first input shaft (10) for engaging or disengaging the transfer shaft (40) and the first main shaft (60); a first gear pair which is fixed on the transfer shaft (40) and drivingly connected with the first intermediate shaft (50), a second gear pair which is loosely fitted on the first main shaft (60) and drivingly connected with the first intermediate shaft (50), a third gear pair which is loosely fitted on the first main shaft (60) and drivingly connected with the first intermediate shaft (50), a second shift mechanism (6) which is circumferentially fixed on the first main shaft (60) for engaging or disengaging the second gear pair and the third gear pair; a main gearbox mechanism (300) comprising a main gearbox output shaft (70) which is coaxial with the first main shaft (60), a fourth gear pair which is loosely fitted on the main gearbox output shaft (70) and drivingly connected with the first intermediate shaft (50), a third shift mechanism (7) which is circumferentially fixed on the main gearbox output shaft (70) for engaging or disengaging the first main shaft (60) and the fourth gear pair.

2. The hybrid power transmission system according to claim 1, further comprising a front reduction mechanism (100) comprising a first reduction gear pair and a second reduction gear pair, the first motor (2) being connected with a second input shaft (20), the second motor (3) being connected with a third input shaft (30); the first reduction gear pair comprising a first driving offset gear (21) and a first driven offset gear (22) which are connected with each other in meshing engagement, the first driving offset gear (21) being connected with the second input shaft (20), the first driven offset gear (22) being connected with the first input shaft (10); the second reduction gear pair comprising a second driving offset gear (31) and a second driven offset gear (32) which are connected with each other in meshing engagement, the second driving offset gear (31) being connected with the third input shaft (30), the second driven offset gear (32) being connected with the transfer shaft (40).

3. The hybrid power transmission system according to claim 2, wherein: the first motor (2) and the second motor (3) are each provided with two or more sets, the second input shaft (20) and the third input shaft (30) are each provided with two or more sets, the first driving offset gear (21) and the second driving offset gear (31) are each provided with two or more sets. ​ Two or more groups of the first driving bias gears (21) are engaged on the outer periphery of the first driven bias gears (22), and two or more groups of the first motors (2) are connected to the two or more groups of the first driving bias gears (21) through the second input shaft (20) respectively; Two or more groups of the second driving bias gears (31) are engaged on the outer periphery of the second driven bias gears (32), and two or more groups of the second motors (3) are connected to the two or more groups of the second driving bias gears (31) through the third input shaft (30) respectively.

4. The hybrid power transmission system according to claim 1, wherein: the rotor of the first motor (2) is fixed on and coaxial with the first input shaft (10), and the rotor of the second motor (3) is fixed on and coaxial with the middle shaft (40), and the first motor (2) and the second motor (3) are arranged axially along the length direction of the first input shaft (10).

5. The hybrid power transmission system according to claim 1, wherein: the first gear pair includes a first input gear (41) and a first output gear (51) engaged with each other, the first input gear (41) is fixed on the middle shaft (40), and the first output gear (51) is fixed on the first intermediate shaft (50); the second gear pair includes a second input gear (61) and a second output gear (52) engaged with each other, the second input gear (61) is sleeved on the first main shaft (60), and the second output gear (52) is fixed on the first intermediate shaft (50); the third gear pair includes a third input gear (62) and a third output gear (53) engaged with each other, the third input gear (62) is sleeved on the first main shaft (60), and the third output gear (53) is fixed on the first intermediate shaft (50).

6. The hybrid power transmission system according to claim 5, wherein: the second shift mechanism (6) is located between the second input gear (61) and the third input gear (62), and the second shift mechanism (6) slides along the axial direction of the first main shaft (60) to combine or separate the second input gear (61) and the third input gear (62).

7. The hybrid power transmission system according to claim 5, wherein: the first intermediate shaft (50) is provided with two or more groups, the first output gear (51) is provided with two or more groups, the second output gear (52) is provided with two or more groups, and the third output gear (53) is provided with two or more groups; two or more groups of the first intermediate shaft (50) are symmetrically and evenly distributed on the outer periphery of the first main shaft (60), and two or more groups of the first output gear (51) are fixed on each of the first intermediate shaft (50) and symmetrically and evenly distributed on the outer periphery of the first input gear (41). Two or more sets of the second output gears (52) are fixed on the first intermediate shafts (50) respectively and are symmetrically and uniformly distributed on the outer periphery of the second input gears (61), and two or more sets of the third output gears (53) are fixed on the first intermediate shafts (50) respectively and are symmetrically and uniformly distributed on the outer periphery of the third input gears (62).

8. The hybrid power transmission system of claim 1, wherein: The main gearbox mechanism (300) further comprises a fifth gear pair which is hollowed on the main gearbox output shaft (70) and is in driving connection with the first intermediate shaft (50), and a fourth shift mechanism (8) which is fixed in the circumferential direction on the main gearbox output shaft (70) and is used to combine or separate the fourth gear pair and the fifth gear pair. The fourth gear pair comprises a fourth input gear (54) and a fourth output gear (71) which are in mesh with each other, the fourth output gear (71) is hollowed on the main gearbox output shaft (70), and the fourth input gear (54) is fixed on the first intermediate shaft (50). The fifth gear pair comprises a fifth input gear (55) and a fifth output gear (72) which are in mesh with each other, the fifth output gear (72) is hollowed on the main gearbox output shaft (70), and the fifth input gear (55) is fixed on the first intermediate shaft (50).

9. The hybrid power transmission system of claim 1, wherein: The main gearbox mechanism (300) further comprises a fifth gear pair and a sixth gear pair which are hollowed on the main gearbox output shaft (70) and are in driving connection with the first intermediate shaft (50), and a fourth shift mechanism (8) which is fixed in the circumferential direction on the main gearbox output shaft (70) and is used to combine or separate the fifth gear pair and the sixth gear pair.

10. The hybrid power transmission system of claim 9, wherein: The fourth gear pair comprises a fourth input gear (54) and a fourth output gear (71) which are in mesh with each other, the fourth output gear (71) is hollowed on the main gearbox output shaft (70), and the fourth input gear (54) is fixed on the first intermediate shaft (50). The fifth gear pair comprises a fifth input gear (55) and a fifth output gear (72) which are in mesh with each other, the fifth output gear (72) is hollowed on the main gearbox output shaft (70), and the fifth input gear (55) is fixed on the first intermediate shaft (50). The sixth gear pair comprises a sixth input gear (56) and a sixth output gear (73) which are in mesh with each other, the sixth output gear (73) is hollowed on the main gearbox output shaft (70), and the sixth input gear (56) is fixed on the first intermediate shaft (50).

11. The hybrid power transmission system of claim 10, wherein: The sixth input gear (56) and the sixth output gear (73) are in mesh with a reverse idler gear (56R) therebetween, and the sixth input gear (56) and the sixth output gear (73) are in driving connection through the reverse idler gear (56R) therebetween.

12. The hybrid power transmission system according to claim 11, wherein: the first intermediate shaft (50) is provided with two or more sets, the fourth input gear (54) is provided with two or more sets, the fifth input gear (55) is provided with two or more sets, the sixth input gear (56) is provided with two or more sets, and the reverse idler gear is provided with two or more sets; two or more sets of the first intermediate shaft (50) are symmetrically and evenly distributed on the outer periphery of the main case output shaft (70), and two or more sets of the fourth input gear (54) are respectively fixed on each of the first intermediate shaft (50) and symmetrically and evenly distributed on the outer periphery of the fourth output gear (71); two or more sets of the fifth input gear (55) are respectively fixed on each of the first intermediate shaft (50) and symmetrically and evenly distributed on the outer periphery of the fifth output gear (72), and two or more sets of the reverse idler gear are symmetrically and evenly distributed on the outer periphery of the sixth output gear (73); two or more sets of the sixth input gear (56) are respectively fixed on each of the first intermediate shaft (50) and symmetrically and evenly distributed on the outer periphery of the sixth output gear (73) and are meshingly connected with the reverse idler gear.

13. The hybrid power transmission system according to any one of claims 1 to 12, further comprising a rear sub-gear mechanism (400) in driving connection with the main case output shaft (70), wherein the rear sub-gear mechanism (400) comprises a rear sub-gear output shaft (90) coaxial with the main case output shaft (70) and a second intermediate shaft (80) parallel to the rear sub-gear output shaft (90); a seventh gear pair in driving connection between the main case output shaft (70) and the second intermediate shaft (80), an eighth gear pair in driving connection between the second intermediate shaft (80) and the rear sub-gear output shaft (90) and circumferentially fixed on the rear sub-gear output shaft (90) for engaging or disengaging the fifth shift mechanism (11) of the main case output shaft (70) and the eighth gear pair.

14. The hybrid power transmission system according to claim 13, wherein: the seventh gear pair comprises a seventh input gear (74) and a seventh output gear (81) in meshing connection with each other, the seventh input gear (74) is fixed on the main case output shaft (70), and the seventh output gear (81) is fixed on the second intermediate shaft (80), the outer diameter of the seventh input gear (74) is smaller than the outer diameter of the seventh output gear (81); the eighth gear pair comprises an eighth input gear (82) and an eighth output gear (91) in meshing connection with each other, the eighth input gear (82) is fixed on the second intermediate shaft (80), and the eighth output gear (91) is in meshing connection with the eighth input gear (82) and is in meshing connection with the rear sub-gear output shaft (90), the outer diameter of the eighth input gear (82) is smaller than the outer diameter of the eighth output gear (91).

15. The hybrid power transmission system according to claim 14, wherein: ​ The second intermediate shaft (80) is provided with two or more groups, the seventh output gear (81) is provided with two or more groups, and the eighth input gear (82) is provided with two or more groups; Two or more groups of the second intermediate shaft (80) are symmetrically and evenly distributed on the outer periphery of the rear sub-gearbox output shaft (90), and two or more groups of the seventh output gear (81) are respectively fixed on each second intermediate shaft (80) and symmetrically and evenly distributed on the outer periphery of the seventh input gear (74); Two or more groups of the eighth input gear (82) are respectively fixed on each second intermediate shaft (80) and symmetrically and evenly distributed on the outer periphery of the eighth output gear (91).

16. The hybrid power transmission system according to any one of claims 1 to 12, further comprising a rear sub-gearbox mechanism (400) connected to the main gearbox output shaft (70), wherein the rear sub-gearbox mechanism (400) comprises a planetary gear mechanism (9) comprising a sun gear (92), a planet carrier (93), and a ring gear (94), the sun gear (92) is connected to the main gearbox output shaft (70), the planet carrier (93) is connected to a rear sub-gearbox output shaft (90) coaxial with the main gearbox output shaft (70); The ring gear (94) is connected to a ring gear connecting shaft (95) that is sleeved on the rear sub-gearbox output shaft (90), and the ring gear connecting shaft (95) is circumferentially fixed with a sixth shift mechanism (12) that engages or disengages the rear sub-gearbox output shaft (90) and the rear sub-gearbox housing.

17. The hybrid power transmission system according to any one of claims 1 to 12, further comprising a plurality of speed sensors for monitoring the engine speed, the first motor speed, the second motor speed, the first main shaft speed, and the main gearbox output shaft speed, wherein each of the plurality of speed sensors is connected to a transmission controller, and the first motor (2) and the second motor (3) are connected to the transmission controller; The transmission controller receives signals of the engine speed, the first motor speed, the second motor speed, the first main shaft speed, and the main gearbox output shaft speed, and controls the speed of the first motor (2) and / or the second motor (3) according to the current shift signal, so that the shift speed difference is controlled within a set threshold range. The hybrid power transmission system according to any one of claims 1 to 17. ​ 18. A vehicle characterized by comprising: ​

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