Multi-gear transmission, hybrid powertrain system and vehicle

Abstract

The present application relates to a multi-gear transmission, a hybrid powertrain system and a vehicle. The multi-gear transmission comprises an input shaft, a compound planetary gear set, a first clutch, a second clutch, a first brake and a second brake, wherein the compound planetary gear set comprises a first sun gear, a first planetary carrier, a first planetary gear, a first ring gear, a second sun gear, a second planetary carrier, a second planetary gear and a second ring gear; one of the first brake and the second brake is disposed radially outside the compound planetary gear set, and the other is disposed radially outside the second clutch.

Description

Multi-speed transmissions, hybrid drive systems and vehicles

[0001] This application claims priority to Chinese patent applications filed on January 15, 2025, with application number 202510069706.1 entitled "Multi-speed transmission, hybrid drive system and vehicle" and application number 202520101574.1 entitled "Multi-speed transmission, hybrid drive system and vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application belongs to the field of transmission technology, and in particular relates to a multi-speed transmission, a hybrid drive system, and a vehicle. Background Technology

[0003] Existing hybrid drive systems typically include an engine, an electric motor, and a multi-speed transmission. The multi-speed transmission has a transmission gear set and multiple engagement / disengagement devices. By controlling the engagement or disengagement of these devices, multiple gears of the multi-speed transmission can be switched, thereby enabling the hybrid drive system to output multiple gears to meet the requirements of economy and power.

[0004] However, the arrangement of the transmission gear sets and multiple engagement / disengagement devices in existing multi-speed transmissions is unreasonable, resulting in a less compact structure for the multi-speed transmission, which in turn affects the layout of the hybrid drive system in the vehicle.

[0005] Application content

[0006] The technical problem to be solved by this application is to provide a multi-speed transmission, a hybrid drive system, and a vehicle, addressing the issue that existing multi-speed transmissions are not compact enough.

[0007] To address the aforementioned technical problems, this application provides a multi-speed transmission, comprising an input shaft, a compound planetary gear set, a first clutch, a second clutch, a first brake, and a second brake. The compound planetary gear set includes a first sun gear, a first planet carrier, first planet gears, a first ring gear, a second sun gear, a second planet carrier, second planet gears, and a second ring gear. The first clutch, the first sun gear, the second sun gear, and the second clutch are arranged sequentially along the axial direction of the input shaft. The first sun gear and the second sun gear are loosely fitted onto the input shaft. The first planet gear meshes between the first sun gear and the first ring gear, and the second planet gear meshes between the second sun gear and the second ring gear. The second ring gear is fixedly connected to the first planet carrier, and the second planet carrier is fixedly connected to the first ring gear. The first planet carrier is used for power output of the compound planetary gear set, and the input shaft is adapted to connect to a power source.

[0008] The first clutch is connected between the input shaft and the first sun gear, and is used to control the power connection and disconnection between the input shaft and the first sun gear; the second clutch is connected between the input shaft and the second planetary carrier or the first ring gear, and is used to control the power connection and disconnection between the input shaft and the second planetary carrier or the first ring gear; the first brake is connected between the second planetary carrier and the first stationary component, and is used to control the braking and release of the second planetary carrier; the second brake is connected between the second sun gear and the second stationary component, and is used to control the braking and release of the second sun gear.

[0009] One of the first brake and the second brake is arranged radially outside the compound planetary gear set, and the other is arranged radially outside the second clutch.

[0010] The multi-speed transmission of this application embodiment employs a compound planetary gear set. By controlling the operating states of the first clutch, the second clutch, the first brake, and the second brake, it can achieve 1-4 gears. One of the first brake and the second brake is arranged radially outside the compound planetary gear set, and the other is arranged radially outside the second clutch. One of the first brake and the second brake is arranged radially stacked with the compound planetary gear set, and the other is arranged radially stacked with the second clutch. This reduces the axial length of the multi-speed transmission, making the arrangement of the multi-speed transmission more compact and reasonable.

[0011] On the other hand, embodiments of this application provide a hybrid drive system, including a hybrid power unit, the hybrid power unit including a power source, a differential and the aforementioned multi-speed transmission;

[0012] The power source includes an engine and a first motor. The engine is connected to the input shaft, and the first motor is connected to one of the engine, the input shaft, and the first sun gear. The first planetary carrier outputs power to the differential.

[0013] In another aspect, embodiments of this application provide a vehicle that includes the aforementioned hybrid power drive system. Attached Figure Description

[0014] Figure 1 is a schematic diagram of the hybrid power drive system provided in the first embodiment of this application;

[0015] Figure 2 is a schematic diagram of the multi-speed transmission of the hybrid drive system provided in the first embodiment of this application;

[0016] Figure 3 is a schematic diagram of a hybrid power drive system provided in the second embodiment of this application;

[0017] Figure 4 is a schematic diagram of a hybrid power drive system provided in the third embodiment of this application;

[0018] Figure 5 is a schematic diagram of the hybrid power drive system provided in the fourth embodiment of this application;

[0019] Figure 6 is a schematic diagram of a hybrid power drive system provided in the fifth embodiment of this application;

[0020] Figure 7 is a schematic diagram of a hybrid power drive system provided in the sixth embodiment of this application;

[0021] Figure 8 is a schematic diagram of a hybrid power drive system provided in the seventh embodiment of this application;

[0022] Figure 9 is a schematic diagram of the hybrid power drive system provided in the eighth embodiment of this application;

[0023] Figure 10 is a schematic diagram of a hybrid power drive system provided in the ninth embodiment of this application;

[0024] Figure 11 is a schematic diagram of a hybrid power drive system provided in the tenth embodiment of this application;

[0025] Figure 12 is a schematic diagram of the hybrid power drive system provided in the eleventh embodiment of this application;

[0026] Figure 13 is a schematic diagram of a hybrid power drive system provided in the twelfth embodiment of this application;

[0027] Figure 14 is a schematic diagram of a hybrid power drive system provided in the thirteenth embodiment of this application;

[0028] Figure 15 is a schematic diagram of a hybrid power drive system provided in the fourteenth embodiment of this application;

[0029] Figure 16 is a schematic diagram of a hybrid power drive system provided in the fifteenth embodiment of this application;

[0030] Figure 17 is a schematic diagram of a hybrid power drive system provided in the sixteenth embodiment of this application;

[0031] Figure 18 is a schematic diagram of a hybrid power drive system provided in the seventeenth embodiment of this application;

[0032] Figure 19 is a schematic diagram of a hybrid power drive system provided in the eighteenth embodiment of this application;

[0033] Figure 20 is a schematic diagram of the vehicle provided in the nineteenth embodiment of this application;

[0034] Figure 21 is a schematic diagram of the vehicle provided in the twentieth embodiment of this application.

[0035] The reference numerals in the instruction manual are as follows: 100, hybrid power unit; 200, battery pack. 1. Engine; 11. Engine output shaft; 2. First motor; 3. Multi-speed transmission; 31. Input shaft; 32. Compound planetary gear set; 321. First sun gear; 322. First planetary carrier; 323. First planetary gear; 324. First ring gear; 325. Second sun gear; 326. Second planetary carrier; 327. Second planetary gear; 328. Second ring gear; 33. First clutch; 34. Second clutch; 35. First brake; 36. Second brake; 37. Planetary gear set output gear; 38. Output gear set; 381. Intermediate shaft; 382. Intermediate shaft input gear; 383. Output driving gear; 384. Output driven gear; 385. Driving bevel gear; 386. Driven bevel gear; 39. First gear set; 391. First gear; 392. Second gear; 393. Third gear; 310. Motor gear; 320. Third clutch; 4. Second motor; 5. Differential; 6. Third motor. Detailed Implementation

[0036] To make the technical problems solved, technical solutions, and beneficial effects of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0037] The multi-speed transmission provided in this application includes an input shaft, a compound planetary gear set, a first clutch, a second clutch, a first brake, and a second brake. The compound planetary gear set includes a first sun gear, a first planet carrier, first planet gears, a first ring gear, a second sun gear, a second planet carrier, second planet gears, and a second ring gear. The first clutch, first sun gear, second sun gear, and second clutch are arranged sequentially along the axial direction of the input shaft. The first sun gear and second sun gear are loosely fitted onto the input shaft. The first planet gear meshes between the first sun gear and the first ring gear, and the second planet gear meshes between the second sun gear and the second ring gear. The second ring gear is fixedly connected to the first planet carrier, and the second planet carrier is fixedly connected to the first ring gear. The first planet carrier is used for the dynamic control of the compound planetary gear set. The system outputs power, with the input shaft adapted to connect to a power source. A first clutch connects the input shaft to the first sun gear and controls the connection and disconnection of power between the input shaft and the first sun gear. A second clutch connects the input shaft to the second planetary carrier or the first ring gear and controls the connection and disconnection of power between the input shaft and the second planetary carrier or the first ring gear. A first brake connects the second planetary carrier to the first stationary component and controls the braking and release of the second planetary carrier. A second brake connects the second sun gear to the second stationary component and controls the braking and release of the second sun gear. One of the first and second brakes is arranged radially outside the compound planetary gear set, and the other is arranged radially outside the second clutch.

[0038] The multi-speed transmission of this application embodiment employs a compound planetary gear set. By controlling the operating states of the first clutch, the second clutch, the first brake, and the second brake, it can achieve 1-4 gears. One of the first brake and the second brake is arranged radially outside the compound planetary gear set, and the other is arranged radially outside the second clutch. One of the first brake and the second brake is arranged radially stacked with the compound planetary gear set, and the other is arranged radially stacked with the second clutch. This reduces the axial length of the multi-speed transmission, making the arrangement of the multi-speed transmission more compact and reasonable.

[0039] In some embodiments, the second clutch is connected between the input shaft and the second planetary carrier to control the power connection and disconnection between the input shaft and the second planetary carrier.

[0040] In other embodiments, a second clutch is connected between the input shaft and the first gear ring to control the power connection and disconnection between the input shaft and the first gear ring.

[0041] Since the second planetary carrier is fixedly connected to the first gear ring, the second clutch is connected between the input shaft and the second planetary carrier, and the second clutch is connected between the input shaft and the first gear ring; the two are equivalent.

[0042] In some embodiments, one of the first brake and the second brake is sleeved on the radial outer side of the composite planetary gear set and is coplanar with the composite planetary gear set, and the two share a common cooling and lubrication oil passage; the other is sleeved on the radial outer side of the second clutch and is coplanar with the second clutch, and the two share another cooling and lubrication oil passage.

[0043] In this paper, the coplanar arrangement can be either completely or partially overlapping radially. This makes the structure of the multi-speed transmission more compact. Furthermore, one of the first and second brakes shares a cooling and lubrication oil circuit with the compound planetary gear set, while the other shares a cooling and lubrication oil circuit with the second clutch, reducing the number of cooling and lubrication oil circuits and simplifying the cooling system.

[0044] In this paper, the common cooling and lubrication oil circuit is specifically designed as follows: the input shaft is hollow, serving as a channel for the cooling and lubrication oil. Oil holes are opened on the input shaft corresponding to the radial positions of the first clutch and / or the second clutch, as well as the compound planetary gear set. Oil holes are also opened on the outer hubs of the first clutch and / or the second clutch. This allows the oil to be gradually thrown onto the radially coplanar components under the action of centrifugal force when the input shaft rotates, thus achieving a cooling and lubrication effect. This simplifies the oil circuit, reduces the number of openings on the input shaft, and avoids the impact of too many openings on its structural strength.

[0045] In some embodiments, the second brake is sleeved radially outside the second clutch, and the second brake and the second clutch are coplanar. This makes the multi-speed transmission structure more compact, and the second brake and the second clutch can share a common cooling and lubrication oil passage, reducing the number of cooling and lubrication oil passages. Here, the radially coplanar elements are the second brake and the second clutch.

[0046] In some embodiments, along the axial direction of the input shaft, the second clutch is located on the side of the second sun gear away from the first sun gear.

[0047] In some embodiments, the first brake is mounted radially outside the compound planetary gear set, and the first brake and the compound planetary gear set are coplanar. This makes the structure of the multi-speed transmission more compact, and the first brake and the compound planetary gear set can share a common cooling and lubrication oil passage, reducing the number of cooling and lubrication oil passages. Here, the radially coplanar elements are the first brake and the compound planetary gear set.

[0048] In some embodiments, along the axial direction of the input shaft, the first clutch is located on the side of the first sun gear away from the second sun gear.

[0049] In some embodiments, the multi-speed transmission further includes a planetary gear set output gear fixed or integrally formed on the first planetary carrier, the planetary gear set output gear being used for power output of the compound planetary gear set.

[0050] In some embodiments, the multi-speed transmission further includes an output gear set, which is driven by a planetary gear set for power output. Adding an output gear set allows for further speed reduction and torque increase.

[0051] In some embodiments, the multi-speed transmission is arranged laterally. The output gear set includes an intermediate shaft, an intermediate shaft input gear, an output driving gear, and an output driven gear meshing with the output driving gear. The intermediate shaft input gear and the output driving gear are fixed on the intermediate shaft. The output driven gear is used for the power output of the multi-speed transmission. The intermediate shaft input gear meshes with the planetary gear set output gear. The lateral arrangement of the multi-speed transmission reduces the number of components in the output gear set. In this lateral arrangement, the input shaft extends along the left-right direction of the vehicle, and the corresponding engine and motors are also arranged laterally. When the multi-speed transmission is arranged laterally, the engine is also arranged laterally. The axial direction of the multi-speed transmission and the engine corresponds to the left-right direction of the vehicle. Since the engine occupies a large axial space, this application reduces the axial dimension of the multi-speed transmission, enabling a reasonable arrangement of the hybrid drive system consisting of the multi-speed transmission, engine, and motors without increasing the vehicle width.

[0052] In other embodiments, the multi-speed transmission is arranged longitudinally. The output gear set includes an intermediate shaft, an intermediate shaft input gear, an output driving gear, an output driven gear, a driving bevel gear, and a driven bevel gear. The output driving gear meshes with the output driven gear, and the driving bevel gear meshes orthogonally with the driven bevel gear. The intermediate shaft input gear and the output driving gear are fixed on the intermediate shaft. The intermediate shaft input gear meshes with the planetary gear set output gear. The driving bevel gear and the output driven gear are coaxially connected. The driven bevel gear is used for the power output of the multi-speed transmission. The longitudinal arrangement of the multi-speed transmission means that the input shaft extends along the longitudinal direction of the vehicle, and the corresponding engine and each motor are also arranged longitudinally. When the multi-speed transmission is arranged longitudinally, the engine is also arranged longitudinally. The axial direction of the multi-speed transmission and the engine corresponds to the longitudinal direction of the vehicle. Since the engine occupies a large axial space, it will encroach on the battery pack installation space. Therefore, this application reduces the axial dimension of the multi-speed transmission to allow for a reasonable arrangement of the hybrid drive system consisting of the multi-speed transmission, engine, and motors without encroaching on the battery pack installation space.

[0053] In some embodiments, the multi-speed transmission further includes a transmission housing, in which an input shaft, a compound planetary gear set, a first clutch, a second clutch, a first brake, and a second brake are disposed; the first stationary component and the second stationary component are both located within the transmission housing.

[0054] In some embodiments, the engine's output shaft is fixedly connected to or integrally formed with the input shaft. For example, the engine's output shaft is welded to the input shaft, splined, or integrally formed with the input shaft.

[0055] In other embodiments, the multi-speed transmission further includes a third clutch connected between the input shaft and the output shaft of the power source, used to control the power connection and disconnection between the input shaft and the output shaft of the power source.

[0056] In some embodiments incorporating a third clutch, the third clutch is embedded within the first clutch, and the first and third clutches are coplanar. This makes the multi-speed transmission more compact, and the first and third clutches can share a common cooling and lubrication oil passage, reducing the number of cooling and lubrication oil passages. Here, the radially coplanar components are the first and third clutches.

[0057] The hybrid drive system of this application embodiment includes a hybrid power unit, which includes a power source, a differential, and a multi-speed transmission as described in the above embodiment; the power source is connected to the input shaft; by controlling the engagement or disengagement of the first clutch, the second clutch, the first brake, and the second brake respectively, the four-speed ratio of the multi-speed transmission can be realized.

[0058] In some embodiments, the power source includes an engine and a first motor; the engine is connected to an input shaft, and the first motor is connected to one of the engine, the input shaft, and a first sun gear.

[0059] In other embodiments, the power source includes an engine.

[0060] In other embodiments, the power source includes a first motor.

[0061] In some embodiments, the first clutch engages, the second clutch disengages, the first brake engages, and the second brake disengages to achieve the first gear ratio of the multi-speed transmission; the first clutch engages, the second clutch disengages, the first brake disengages, and the second brake engages to achieve the second gear ratio of the multi-speed transmission; the first clutch engages, the second clutch engages, the first brake disengages, and the second brake disengages to achieve the third gear ratio of the multi-speed transmission; and the first clutch disengages, the second clutch engages, the first brake disengages, and the second brake engages to achieve the fourth gear ratio of the multi-speed transmission. The fourth gear ratio of the multi-speed transmission enables the engine to drive in four gears. It employs a compound planetary gear set, two clutches, and two brakes to achieve this fourth gear drive, resulting in a simple structure and fewer components.

[0062] In some embodiments, the engine's output shaft is fixedly connected to the input shaft.

[0063] In other embodiments, the engine's output shaft is integrally formed with the input shaft.

[0064] In some embodiments, the rotor of the first motor is connected to the output shaft of the engine.

[0065] In some embodiments, the first clutch is embedded within the first motor, and the first motor and the first clutch are arranged coplanarly. This makes the structure of the multi-speed transmission more compact, and the first motor and the first clutch can share a common cooling and lubrication oil circuit, reducing the number of cooling and lubrication oil circuits.

[0066] In other embodiments, the multi-speed transmission further includes a third clutch connected between the input shaft and the engine output shaft for controlling the power connection and disconnection between the input shaft and the engine output shaft; the rotor of the first motor is fixedly connected to the input shaft, and the third clutch is also connected between the rotor of the first motor and the engine output shaft.

[0067] In some embodiments with a third clutch, the first clutch is embedded within the first motor, and the third clutch is embedded within the first clutch, with the first motor, first clutch, and third clutch arranged coplanarly. This makes the multi-speed transmission structure more compact, and the first motor, first clutch, and third clutch can share a common cooling and lubrication oil circuit, reducing the number of cooling and lubrication oil circuits.

[0068] In other embodiments, the multi-speed transmission further includes a third clutch connected between the input shaft and the engine output shaft, used to control the power connection and disconnection between the input shaft and the engine output shaft; the rotor of the first motor is fixedly connected to the first sun gear, and the first clutch is connected between the rotor of the first motor and the input shaft.

[0069] In other embodiments, the hybrid power unit further includes a second motor that is driven through a differential.

[0070] In other embodiments, the hybrid power unit further includes a second motor, and the multi-speed transmission further includes a third clutch connected between the input shaft and the output shaft of the engine for controlling the power connection and disconnection between the input shaft and the output shaft of the engine; the rotor of the first motor is connected to the output shaft of the engine, the rotor of the second motor is fixedly connected to the input shaft, and the third clutch is also connected between the rotor of the second motor and the output shaft of the engine.

[0071] In some embodiments, the hybrid power unit is located on the front axle of the vehicle to drive the front wheels. The rear wheels are not driven, thus achieving front-wheel drive (two-wheel drive).

[0072] In other embodiments, the hybrid power unit is located on the rear axle of the vehicle to drive the rear wheels. The front wheels are not driven, thus achieving rear-wheel drive (two-wheel drive).

[0073] In other embodiments, the hybrid drive system further includes a third motor, with the hybrid unit positioned on the front axle of the vehicle to drive the front wheels. The third motor is positioned on the rear axle of the vehicle to drive the rear wheels, thus enabling four-wheel drive.

[0074] In another embodiment, the hybrid drive system further includes a third motor, with the hybrid unit positioned on the rear axle of the vehicle to drive the rear wheels. The third motor is also positioned on the front axle of the vehicle to drive the front wheels, thus enabling four-wheel drive.

[0075] In some embodiments, the hybrid drive system further includes a damping element connected between the engine and the power input, which may be a single-mass flywheel, a dual-mass flywheel, a torsional damper, or a torque converter. The damping element can absorb engine vibrations and improve the driving experience.

[0076] In some embodiments, the first clutch, the second clutch, and the third clutch are plate friction clutches.

[0077] The hybrid drive system provided in the embodiments of this application is described in detail below with reference to Figures 1 to 19.

[0078] First Embodiment

[0079] As shown in Figures 1 and 2, the hybrid drive system provided in the first embodiment of this application includes a hybrid power unit 100. The hybrid power unit 100 includes an engine 1, a first motor 2, a multi-speed transmission 3, a second motor 4, and a differential 5. The engine 1 and the first motor 2 constitute a power source. The multi-speed transmission 3 includes an input shaft 31, a compound planetary gear set 32, a first clutch 33, a second clutch 34, a first brake 35, and a second brake 36. The compound planetary gear set 32 ​​includes a first sun gear 321, a first planet carrier 322, first planet gears 323, a first ring gear 324, a second sun gear 325, a second planet carrier 326, second planet gears 327, and a second ring gear 328. The first clutch 33, the first sun gear 321, the second sun gear 325, and the second clutch 34 are arranged sequentially along the axial direction of the input shaft 31. The first sun gear 321 and the second sun gear 325 are loosely fitted onto the input shaft 31 via bearings or bushings. The first planetary gear 323 meshes between the first sun gear 321 and the first ring gear 324. The first ring gear 324 is an internal ring gear. Multiple first planetary gears 323 can be provided. The second planetary gear 327 meshes between the second sun gear 325 and the second ring gear 328. The second ring gear 328 is an internal ring gear. Multiple second planetary gears 327 can be provided. The second ring gear 328 is fixedly connected to the first planetary carrier 322 by welding, bolting, or integral molding. The second planetary carrier 326 is fixedly connected to the first ring gear 324 by welding, bolting, or integral molding. The first planetary carrier 322 is used to output the power of the compound planetary gear set to the differential 5.

[0080] Each first planetary gear 323 is rotatably connected to the first planetary carrier 322 via a pin, and each second planetary gear 327 is rotatably connected to the second planetary carrier 326 via a pin.

[0081] Engine 1 is connected to input shaft 31, and the rotor of the first motor 2 is connected to output shaft 11 of engine 1. Output shaft 11 of engine 1 is fixedly connected to input shaft 31 or is integrally formed therefrom.

[0082] The first clutch 33 is connected between the input shaft 31 and the first sun gear 321, and is used to control the power connection and disconnection between the input shaft 31 and the first sun gear 321; the second clutch 34 is connected between the input shaft 31 and the second planetary carrier 326 or the first ring gear 324, and is used to control the power connection and disconnection between the input shaft 31 and the second planetary carrier 326 or the first ring gear 324; the first brake 35 is connected between the second planetary carrier 326 and the first stationary component, and is used to control the braking and release of the second planetary carrier 326; the second brake 36 is connected between the second sun gear 325 and the second stationary component, and is used to control the braking and release of the second sun gear 325.

[0083] In some embodiments, the second clutch 34 is connected between the input shaft 31 and the second planetary carrier 326 to control the power connection and disconnection between the input shaft 31 and the second planetary carrier 326.

[0084] In other embodiments, a second clutch 34 is connected between the input shaft 31 and the first gear ring 324 to control the power connection and disconnection between the input shaft 31 and the first gear ring 324.

[0085] Since the second planetary carrier 326 is fixedly connected to the first gear ring 324, the second clutch 34 is connected between the input shaft 31 and the second planetary carrier 326, and the second clutch 34 is connected between the input shaft 31 and the first gear ring 324, which are equivalent.

[0086] When the second planetary carrier 326 is braked, it remains fixed relative to the first stationary component and cannot rotate; when the brake on the second planetary carrier 326 is released, it can rotate relative to the first stationary component. When the second sun gear 325 is braked, it remains fixed relative to the second stationary component and cannot rotate; when the brake on the second sun gear 325 is released, it can rotate relative to the second stationary component.

[0087] The first stationary component and the second stationary component are components that remain stationary relative to the vehicle body. The first stationary component and the second stationary component can be the same component or different components.

[0088] Preferably, the first stationary component and the second stationary component are the same component to reduce the number of parts.

[0089] Preferably, the multi-speed transmission 3 further includes a transmission housing, in which the input shaft 31, compound planetary gear set 32, first clutch 33, second clutch 34, first brake 35 and second brake 36 are disposed; the first stationary component and the second stationary component are both transmission housings.

[0090] The first brake 35 is arranged radially outside the compound planetary gear set 32, and the second brake 36 is arranged radially outside the second clutch 34. In this way, the first brake 35 and the compound planetary gear set 32 ​​are arranged radially stacked, and the second brake 36 and the second clutch 34 are arranged radially stacked, which can reduce the axial length of the multi-speed transmission 3, and make the arrangement of the multi-speed transmission 3 more compact and reasonable.

[0091] Of course, in some alternatives to the first embodiment, the second brake 36 may be arranged radially outside the compound planetary gear 32, and the first brake 35 may be arranged radially outside the second clutch 34.

[0092] By controlling the engagement or disengagement of the first clutch 33, the second clutch 34, the first brake 35, and the second brake 36 respectively, the four-speed ratio of the multi-speed transmission 3 can be realized, that is, the four-speed drive can be realized when the engine 1 is involved in driving.

[0093] Specifically, the first clutch 33 engages, the second clutch 34 disengages, the first brake 35 engages, and the second brake 36 disengages to achieve the first gear ratio of the multi-speed transmission 3; the first clutch 33 engages, the second clutch 34 disengages, the first brake 35 disengages, and the second brake 36 engages to achieve the second gear ratio of the multi-speed transmission 3; the first clutch 33 engages, the second clutch 34 engages, the first brake 35 disengages, and the second brake 36 disengages to achieve the third gear ratio of the multi-speed transmission 3; and the first clutch 33 disengages, the second clutch 34 engages, the first brake 35 disengages, and the second brake 36 engages to achieve the fourth gear ratio of the multi-speed transmission 3.

[0094] The second brake 36 is mounted radially outside the second clutch 34, and the second brake 36 and the second clutch 34 are coplanar. This makes the structure of the multi-speed transmission 3 more compact, and the second brake 36 and the second clutch 34 can share a cooling and lubrication oil passage, reducing the number of cooling and lubrication oil passages.

[0095] The second brake 36 and the second clutch 34 are coplanar, meaning they may be completely or partially overlapped radially. Specifically, the second brake 36 and the second clutch 34 share a common cooling and lubrication oil path. The input shaft 31 is hollow, serving as a channel for the cooling and lubricating oil. Oil holes are provided on the input shaft 31 corresponding to the radial positions of the second clutch 34 and the compound planetary gear set. Oil holes are also provided on the outer hub of the second clutch 34. This allows the input shaft 31 to gradually throw the oil onto the radially coplanar components under centrifugal force during rotation, achieving cooling and lubrication. This simplifies the oil path, reduces the number of openings on the input shaft, and avoids excessive openings that could affect its structural strength.

[0096] Along the axial direction of the input shaft 31, the second clutch 34 is located on the side of the second sun gear 325 away from the first sun gear 321, and the first clutch 33 is located on the side of the first sun gear 321 away from the second sun gear 325. That is, along the axial direction of the input shaft 31, the compound planetary gear set 32 ​​is entirely located between the first clutch 33 and the second clutch 34, resulting in a more compact structure and easier arrangement of the first clutch 33 and the second clutch 34.

[0097] The first brake 35 is mounted radially outside the compound planetary gear set 32, and the first brake 35 and the compound planetary gear set 32 ​​are coplanar. This makes the structure of the multi-speed transmission 3 more compact, and the first brake 35 and the compound planetary gear set 32 ​​can share a cooling and lubrication oil circuit, reducing the number of cooling and lubrication oil circuits.

[0098] The first brake 35 and the compound planetary gear set 32 ​​are coplanar, meaning they may be completely or partially overlapped radially. Specifically, the first brake 35 and the compound planetary gear set 32 ​​share a common cooling and lubrication oil path. The input shaft 31 is hollow, serving as a channel for the cooling and lubricating oil. Oil holes are opened on the input shaft 31 at radial positions corresponding to the compound planetary gear set. This allows the oil to be gradually thrown onto the radially coplanar components under centrifugal force when the input shaft 31 rotates, achieving cooling and lubrication. This simplifies the oil path, reduces the number of openings on the input shaft, and avoids excessive openings that could affect its structural strength.

[0099] The first clutch 33 is embedded in the first motor 2, and the first motor 2 and the first clutch 33 are arranged on the same plane. In this way, the structure of the multi-speed transmission 3 is more compact, and the first motor 2 and the first clutch 33 can share a cooling and lubrication oil circuit, reducing the number of cooling and lubrication oil circuits.

[0100] The first motor 2 and the first clutch 33 are arranged coplanarly, meaning they may be completely or partially overlapped radially. Specifically, the first motor 2 and the first clutch 33 share a common cooling and lubrication oil path. The input shaft 31 is hollow, serving as a channel for the cooling and lubricating oil. Oil holes are opened on the input shaft 31 at radial positions corresponding to the first clutch 33. This allows the input shaft 31 to gradually throw the oil onto the radially coplanar components under centrifugal force during rotation, achieving cooling and lubrication. This simplifies the oil path, reduces the number of openings on the input shaft, and avoids excessive openings that could affect its structural strength.

[0101] Thus, in this embodiment, the cooling system of the multi-speed transmission 3 can be implemented using three cooling and lubrication oil circuits. These three circuits are independent of each other, uncoupled, and independently controllable, with staggered flow rates. This simplifies the design and control of the cooling system for the multi-speed transmission 3.

[0102] The multi-speed transmission 3 also includes a planetary gear set output gear 37 fixed or integrally formed on the first planetary carrier 322. The planetary gear set output gear 37 is used for the power output of the compound planetary gear set and is connected to the differential 5. Along the axial direction of the input shaft 31, the planetary gear set output gear 37 is located between the first clutch 33 and the first sun gear 321. In this way, the planetary gear set output gear 37 does not occupy additional space in the axial direction, making the structure of the multi-speed transmission 3 more compact.

[0103] The multi-speed transmission 3 also includes an output gear set 38, which is driven by the planetary gear set output gear 37 and is used for the power output of the multi-speed transmission. Specifically, the output gear set 38 is driven between the planetary gear set output gear 37 and the input end of the differential 5.

[0104] The multi-speed transmission 3 is arranged laterally. The output gear set 38 includes an intermediate shaft 381, an intermediate shaft input gear 382, ​​an output drive gear 383, and an output driven gear 384 meshing with the output drive gear 383. The intermediate shaft input gear 382 and the output drive gear 383 are fixed on the intermediate shaft 381, and the output driven gear 384 is fixed to the input end of the differential 5. The output driven gear 384 is used for the power output of the multi-speed transmission. The intermediate shaft input gear 382 meshes with the planetary gear set output gear 37. In this way, the rotation of the planetary gear set output gear 37 is transmitted to the input end of the differential 5 through the intermediate shaft input gear 382, ​​the intermediate shaft 381, the output drive gear 383, and the output driven gear 384. Then, it is transmitted from the two output ends of the differential 5 to the left and right half-shafts to drive the corresponding wheels to rotate (the left half-shaft connects to the left wheel, and the right half-shaft connects to the right wheel), thereby driving the vehicle.

[0105] Here, the multi-speed transmission 3 is arranged laterally (the input shaft 31 extends along the left-right direction of the vehicle), and correspondingly, the engine 1, the first motor 2, and the second motor 4 are arranged laterally. That is, the output shaft 11 of the engine 1, the axes of the first motor 2, and the second motor 4 all extend along the left-right direction.

[0106] The differential 5 typically includes a differential housing, planetary bevel gears, planetary gear shafts, a first output bevel gear, and a second output bevel gear. The planetary bevel gears are mounted on the planetary gear shafts, which are installed inside the differential housing. The first and second output bevel gears mesh orthogonally with the planetary bevel gears. The input end of the differential 5 is the differential housing, and the two output ends are the first and second output bevel gears, respectively. The driven output gear 384 drives the differential housing to rotate, which in turn drives the planetary bevel gears to rotate. The planetary bevel gears then drive the first and second output bevel gears to rotate, thereby achieving the rotation of the left and right half-shafts, and ultimately driving the left and right wheels.

[0107] The multi-speed transmission 3 also includes a first gear set 39, which is connected between the second motor 4 and the output driven gear 384, so that the power of the second motor 4 can be transmitted to the input end of the differential 5 through the first gear set 39 and the output driven gear 384. By setting the first gear set 39, the second motor 4 can achieve the function of speed reduction and torque increase.

[0108] Specifically, referring to Figure 1, the first gear set includes a first gear 391, a second gear 392 and a third gear 393. The first gear 391 is connected to the output shaft of the second motor 4, the second gear 392 and the third gear 393 are coaxially connected, the first gear 391 meshes with the second gear 392, and the third gear 393 meshes with the output driven gear 384.

[0109] However, in some other embodiments, the output shaft of the second motor 4 may be directly connected to one of the output drive gear 383 and the output driven gear 384.

[0110] The hybrid power unit 100 is disposed on one of the front axle or the rear axle of the vehicle for driving the front wheels or the rear wheels of the vehicle.

[0111] The hybrid drive system of the first embodiment of this application is applicable to transverse front-wheel drive or transverse rear-wheel drive vehicles. By controlling the operating states of the engine 1, the first motor 2, and the second motor 4, and controlling the states of the first clutch 33, the second clutch 34, the first brake 35, and the second brake 36, multiple drive modes can be realized, including parking power generation mode, pure electric drive mode, range extender mode, engine direct drive first gear mode, parallel drive first gear mode, engine direct drive second gear mode, parallel drive second gear mode, engine direct drive third gear mode, parallel drive third gear mode, engine direct drive fourth gear mode, parallel drive fourth gear mode, and brake energy recovery mode. The control of each drive mode is shown in Table 1 below:

[0112] Table 1

[0113] The power transmission in each driving mode is as follows:

[0114] (1) Parking power generation mode

[0115] When the vehicle is parked, the first clutch 33 and the second clutch 34 are disengaged, the first brake 35 is disengaged, the second brake 36 is disengaged, the second motor 4 is not working, and the engine 1 drives the first motor 2 to generate electricity, thus achieving parking-based power generation. At this time, the power transmission route is: engine 1 – first motor 2. This mode is mainly used in parking power-off conditions such as traffic lights.

[0116] (2) Pure electric drive mode

[0117] The first clutch 33 and the second clutch 34 are disengaged, the first brake 35 is disengaged, and the second brake 36 is disengaged. Engine 1 and the first motor 2 are not operating; the second motor 4 is driven. At this time, the power transmission route is: second motor 4 – first gear set 39 – output driven gear 384 – differential 5. This mode is mainly used for low-to-medium speed operation when the battery has sufficient charge.

[0118] (3) Range Extender Mode

[0119] The first clutch 33 and the second clutch 34 are disengaged, the first brake 35 is disengaged, and the second brake 36 is disengaged. At this time, the first power transmission route is: second motor 4 – first gear set 39 – output driven gear 384 – differential 5. The second power transmission route is: engine 1 – first motor 2. That is, engine 1 drives first motor 2 to generate electricity, and the electricity generated by first motor 2 is then supplied to second motor 4 for driving. Excess electricity can be stored in the battery pack. This mode is mainly used for low-speed, low-battery driving conditions.

[0120] (4) Engine direct drive first gear mode

[0121] The first clutch 33 is engaged, the second clutch 34 is disengaged, the first brake 35 is engaged, and the second brake 36 is disengaged. Engine 1 is driven, while the first motor 2 and the second motor 4 are not operating. At this time, the power transmission route is: Engine 1 – First clutch 33 – First sun gear 321 – First planetary gear 323 – First planetary carrier 322 – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5.

[0122] (5) Parallel drive first gear mode

[0123] The first clutch 33 is engaged, the second clutch 34 is disengaged, the first brake 35 is engaged, and the second brake 36 is disengaged. Engine 1 drives the engine, and the first motor 2 and the second motor 4 drive simultaneously; or, the first motor 2 drives the engine and the second motor 4 does not operate; or, the first motor 2 generates electricity and the second motor 4 drives the engine. This can be categorized into three cases:

[0124] 1) The first motor 2 and the second motor 4 are driven simultaneously.

[0125] At this point, the first power transmission route is: Engine 1 – First Clutch 33 – First Sun Gear 321 – First Planetary Gear 323 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The second power transmission route is: First Motor 2 – First Sun Gear 321 – First Planetary Gear 323 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The third power transmission route is: Second Motor 4 – First Gear Set 39 – Output Driven Gear 384 – Differential 5.

[0126] 2) The first motor 2 is driving, while the second motor 4 is not working.

[0127] At this point, the first power transmission route is: Engine 1 – First Clutch 33 – First Sun Gear 321 – First Planetary Gear 323 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The second power transmission route is: First Motor 2 – First Sun Gear 321 – First Planetary Gear 323 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5.

[0128] 3) The first motor 2 generates electricity, and the second motor 4 drives the generator.

[0129] At this point, the first power transmission route is: Engine 1 – First Clutch 33 – First Sun Gear 321 – First Planetary Gear 323 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The second power transmission route is: Engine 1 – First Motor 2. The third power transmission route is: Second Motor 4 – First Gear Set 39 – Output Driven Gear 384 – Differential 5.

[0130] (6) Engine direct drive second gear mode

[0131] The first clutch 33 is engaged, the second clutch 34 is disengaged, the first brake 35 is disengaged, and the second brake 36 is engaged. Engine 1 is driven, while the first motor 2 and the second motor 4 are not operating. At this time, the first power transmission route is: Engine 1 – First clutch 33 – First sun gear 321 – First planetary carrier 322 – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5. The second power transmission route is: Engine 1 – First clutch 33 – First sun gear 321 – First ring gear 324 – Second sun gear 325 – Second ring gear 328 – First planetary carrier 322 – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5.

[0132] (7) Parallel drive second gear mode

[0133] The first clutch 33 is engaged, the second clutch 34 is disengaged, the first brake 35 is disengaged, and the second brake 36 is engaged. Engine 1 drives the engine, and the first motor 2 and the second motor 4 drive simultaneously; or, the first motor drives engine 2 and the second motor 4 is not operating; or, the first motor 2 generates electricity and the second motor 4 drives the engine. There are three possible scenarios:

[0134] 1) The first motor 2 and the second motor 4 are driven simultaneously.

[0135] At this point, the first power transmission route is: Engine 1 – First Clutch 33 – First Sun Gear 321 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The second power transmission route is: Engine 1 – First Clutch 33 – First Sun Gear 321 – First Ring Gear 324 – Second Sun Gear 325 – Second Ring Gear 328 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The third power transmission route is: First Motor 2 – First Sun Gear 321 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. Power transmission route four is as follows: First motor 2 – First sun gear 321 – First ring gear 324 – Second sun gear 325 – Second ring gear 328 – First planetary carrier 322 – Planetary set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output driving gear 383 – Output driven gear 384 – Differential 5. Power transmission route five is as follows: Second motor 4 – First gear set 39 – Output driven gear 384 – Differential 5.

[0136] 2) The first motor 2 is driving, while the second motor 4 is not working.

[0137] At this point, the first power transmission route is: Engine 1 – First Clutch 33 – First Sun Gear 321 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The second power transmission route is: Engine 1 – First Clutch 33 – First Sun Gear 321 – First Ring Gear 324 – Second Sun Gear 325 – Second Ring Gear 328 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The third power transmission route is: First Motor 2 – First Sun Gear 321 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The fourth power transmission route is as follows: First motor 2 - First sun gear 321 - First ring gear 324 - Second sun gear 325 - Second ring gear 328 - First planetary carrier 322 - Planetary gear output gear 37 - Intermediate shaft input gear 382 - Intermediate shaft 381 - Output driving gear 383 - Output driven gear 384 - Differential 5.

[0138] 3) The first motor 2 generates electricity, and the second motor 4 drives the generator.

[0139] At this point, the first power transmission route is: Engine 1 – First Clutch 33 – First Sun Gear 321 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The second power transmission route is: Engine 1 – First Clutch 33 – First Sun Gear 321 – First Ring Gear 324 – Second Sun Gear 325 – Second Ring Gear 328 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The third power transmission route is: Engine 1 – First Motor 2. The fourth power transmission route is: Second Motor 4 – First Gear Set 39 – Output Driven Gear 384 – Differential 5.

[0140] (8) Engine direct drive three-speed mode

[0141] The first clutch 33 is engaged, the second clutch 34 is engaged, the first brake 35 is disengaged, and the second brake 36 is disengaged. Engine 1 is driven, while the first motor 2 and the second motor 4 are not operating. At this time, the power transmission route is as follows: Engine 1 – First clutch 33 – Compound planetary gear set (rotating as a whole) – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5.

[0142] (9) Parallel drive three-speed mode

[0143] The first clutch 33 is engaged, the second clutch 34 is engaged, the first brake 35 is disengaged, and the second brake 36 is disengaged. Engine 1 drives the engine, and the first motor 2 and the second motor 4 drive simultaneously; or, the first motor drives engine 2 and the second motor 4 is not operating; or, the first motor 2 generates electricity and the second motor 4 drives the engine. This can be categorized into three cases:

[0144] 1) The first motor 2 and the second motor 4 are driven simultaneously.

[0145] At this point, the first power transmission route is: Engine 1 – First clutch 33 – Compound planetary gear set (rotating as a whole) – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5. The second power transmission route is: First motor 2 – First clutch 33 – Compound planetary gear set (rotating as a whole) – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5. The third power transmission route is: Second motor 4 – First gear set 39 – Output driven gear 384 – Differential 5.

[0146] 2) The first motor 2 is driving, while the second motor 4 is not working.

[0147] At this time, the first power transmission route is: Engine 1 – First clutch 33 – Compound planetary gear set (rotating as a whole) – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5. The second power transmission route is: First motor 2 – First clutch 33 – Compound planetary gear set (rotating as a whole) – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5.

[0148] 3) The first motor 2 generates electricity, and the second motor 4 drives the generator.

[0149] At this point, the first power transmission route is: Engine 1 – First clutch 33 – Compound planetary gear set (rotating as a whole) – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5. The second power transmission route is: Engine 1 – First motor 2. The third power transmission route is: Second motor 4 – First gear set 39 – Output driven gear 384 – Differential 5.

[0150] (10) Engine direct drive four-speed mode

[0151] The first clutch 33 is disengaged, the second clutch 34 is engaged, the first brake 35 is disengaged, and the second brake 36 is engaged. Engine 1 is driven, while the first motor 2 and the second motor 4 are not operating. At this time, the first power transmission route is: Engine 1 – Input shaft 31 – Second clutch 34 – Second planetary carrier 326 – Second planetary gear 327 – Second ring gear 328 – First planetary carrier 322 – Planetary set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5. The second power transmission route is: Engine 1 – Input shaft 31 – Second clutch 34 – First ring gear 324 – First planetary gear 323 – First planetary carrier 322 – Planetary set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5.

[0152] (11) Parallel drive four-speed mode

[0153] The first clutch 33 is disengaged, the second clutch 34 is engaged, the first brake 35 is disengaged, and the second brake 36 is engaged. Engine 1 drives the engine, and the first motor 2 and the second motor 4 drive simultaneously; or, the first motor drives engine 2 and the second motor 4 is not operating; or, the first motor 2 generates electricity and the second motor 4 drives the engine. There are three possible scenarios:

[0154] 1) The first motor 2 and the second motor 4 are driven simultaneously.

[0155] At this time, the first power transmission route is: Engine 1 - Input shaft 31 - Second clutch 34 - Second planetary carrier 326 - Second planetary gear 327 - Second ring gear 328 - First planetary carrier 322 - Planetary set output gear 37 - Intermediate shaft input gear 382 - Intermediate shaft 381 - Output drive gear 383 - Output driven gear 384 - Differential 5; The second power transmission route is: Engine 1 - Input shaft 31 - Second clutch 34 - First ring gear 324 - First planetary gear 323 - First planetary carrier 322 - Planetary set output gear 37 - Intermediate shaft input gear 382 - Intermediate shaft 381 - Output drive gear 383 - Output driven gear 384 - Differential 5. Power transmission route three is as follows: First motor 2 – Input shaft 31 – Second clutch 34 – Second planetary carrier 326 – Second planetary gear 327 – Second ring gear 328 – First planetary carrier 322 – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5. Power transmission route four is as follows: Second motor 4 – First gear set 39 – Output driven gear 384 – Differential 5.

[0156] 2) The first motor 2 is driving, while the second motor 4 is not working.

[0157] At this time, the first power transmission route is: Engine 1 - Input shaft 31 - Second clutch 34 - Second planetary carrier 326 - Second planetary gear 327 - Second ring gear 328 - First planetary carrier 322 - Planetary set output gear 37 - Intermediate shaft input gear 382 - Intermediate shaft 381 - Output drive gear 383 - Output driven gear 384 - Differential 5; The second power transmission route is: Engine 1 - Input shaft 31 - Second clutch 34 - First ring gear 324 - First planetary gear 323 - First planetary carrier 322 - Planetary set output gear 37 - Intermediate shaft input gear 382 - Intermediate shaft 381 - Output drive gear 383 - Output driven gear 384 - Differential 5. The third power transmission route is as follows: First motor 2 - Input shaft 31 - Second clutch 34 - Second planetary carrier 326 - Second planetary gear 327 - Second ring gear 328 - First planetary carrier 322 - Planetary gear output gear 37 - Intermediate shaft input gear 382 - Intermediate shaft 381 - Output drive gear 383 - Output driven gear 384 - Differential 5.

[0158] 3) The first motor 2 generates electricity, and the second motor 4 drives the generator.

[0159] At this point, the power transmission route is as follows: Engine 1 – Input Shaft 31 – Second Clutch 34 – Second Planetary Carrier 326 – Second Planetary Gear 327 – Second Ring Gear 328 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5; Power transmission route two is: Engine 1 – Input Shaft 31 – Second Clutch 34 – First Ring Gear 324 – First Planetary Gear 323 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. Power transmission route three is: Engine 1 – First Motor 2. Power transmission route four is: Second Motor 4 – First Gear Set 39 – Output Driven Gear 384 – Differential 5.

[0160] (12) Braking energy recovery mode

[0161] During braking, the second motor 4 generates electricity via reverse drag. In any mode other than the parking power generation mode, the vehicle can enter the brake energy recovery mode when braking.

[0162] The aforementioned engine direct drive first gear mode, engine direct drive second gear mode, engine direct drive third gear mode, and engine direct drive fourth gear mode are collectively referred to as engine direct drive mode. The aforementioned parallel drive first gear mode, parallel drive second gear mode, parallel drive third gear mode, and parallel drive fourth gear mode are collectively referred to as parallel drive mode. Engine direct drive mode and parallel drive mode are mainly suitable for medium and high speed driving conditions. The first motor 2 performs peak shaving and valley filling according to the high-efficiency operating range of engine 1 and the power demand of the vehicle, while the second motor 4 is mainly used to ensure instantaneous power demand, such as acceleration and overtaking conditions.

[0163] Second Embodiment

[0164] Figure 3 shows a hybrid drive system provided in the second embodiment of this application. The difference from the first embodiment is that the engine 1, the first motor 2 and the second motor 4 are arranged longitudinally, that is, the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front-rear direction of the vehicle.

[0165] At this time, the multi-speed transmission 3 is arranged longitudinally (i.e., the input shaft 31 extends along the front-rear direction of the vehicle). The output gear set 38 includes an intermediate shaft 381, an intermediate shaft input gear 382, ​​an output drive gear 383, an output driven gear 384, a drive bevel gear 385, and a driven bevel gear 386. The output drive gear 383 meshes with the output driven gear 384, and the drive bevel gear 385 meshes orthogonally with the driven bevel gear 386. The intermediate shaft input gear 382 and the output drive gear 383 are fixed on the intermediate shaft 381. The intermediate shaft input gear 382 meshes with the planetary gear set output gear 37. The drive bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0166] In this embodiment, a motor gear 310 replaces the first gear set 39 in the first embodiment. The motor gear 310 is coaxially connected to the output shaft of the second motor 4 and meshes with the output driven gear 384.

[0167] The hybrid drive system of the second embodiment of this application is applicable to longitudinally mounted front-wheel drive or longitudinally mounted rear-wheel drive vehicles.

[0168] Third Embodiment

[0169] Figure 4 shows a hybrid drive system provided in the third embodiment of this application. The difference from the first embodiment is that the engine 1, the first motor 2 and the second motor 4 are arranged longitudinally, that is, the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front and rear direction of the vehicle.

[0170] At this time, the multi-speed transmission 3 is arranged longitudinally (i.e., the input shaft 31 extends along the front-rear direction of the vehicle). The output gear set 38 includes an intermediate shaft 381, an intermediate shaft input gear 382, ​​an output drive gear 383, an output driven gear 384, a drive bevel gear 385, and a driven bevel gear 386. The output drive gear 383 meshes with the output driven gear 384, and the drive bevel gear 385 meshes orthogonally with the driven bevel gear 386. The intermediate shaft input gear 382 and the output drive gear 383 are fixed on the intermediate shaft 381. The intermediate shaft input gear 382 meshes with the planetary gear set output gear 37. The drive bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0171] In this embodiment, the first gear set 39 is arranged longitudinally.

[0172] The hybrid drive system of the third embodiment of this application is applicable to longitudinally mounted front-wheel drive or longitudinally mounted rear-wheel drive vehicles.

[0173] Fourth embodiment

[0174] Figure 5 shows a hybrid power drive system provided in the fourth embodiment of this application. One difference from the first embodiment is that the multi-speed transmission 3 further includes a third clutch 320. The third clutch 320 is connected between the input shaft 31 and the output shaft 11 of the engine 1, and is used to control the power connection and disconnection between the input shaft 31 and the output shaft 11 of the engine 1. The rotor of the first motor 2 is fixedly connected to the input shaft 31, and the third clutch 320 is also connected between the rotor of the first motor 2 and the output shaft 11 of the engine 1.

[0175] The third clutch 320 is embedded within the first clutch 33, and the first clutch 33 and the third clutch 320 are arranged on the same plane. This makes the structure of the multi-speed transmission 3 more compact, and the third clutch 320 and the first clutch 33 can share a cooling and lubrication oil passage, reducing the number of cooling and lubrication oil passages.

[0176] More preferably, the first clutch 33 is embedded in the first motor 2, and the first motor 2, the first clutch 33, and the third clutch 320 are arranged on the same plane. In this way, the structure of the multi-speed transmission 3 is more compact, and the first motor 2, the first clutch 33, and the third clutch 320 can share a common cooling and lubrication oil circuit, reducing the number of cooling and lubrication oil circuits.

[0177] The hybrid drive system of the fourth embodiment of this application is applicable to transverse front-wheel drive or transverse rear-wheel drive vehicles. By controlling the operating states of the engine 1, the first motor 2, and the second motor 4, and controlling the states of the first clutch 33, the second clutch 34, the third clutch 320, the first brake 35, and the second brake 36, multiple drive modes can be realized, including parking power generation mode, pure electric drive mode (pure electric first gear drive mode, pure electric second gear drive mode, pure electric third gear drive mode, pure electric fourth gear drive mode), range extender mode, engine direct drive first gear mode, parallel drive first gear mode, engine direct drive second gear mode, parallel drive second gear mode, engine direct drive third gear mode, parallel drive third gear mode, engine direct drive fourth gear mode, parallel drive fourth gear mode, and brake energy recovery mode. The control of each drive mode is shown in Table 2 below:

[0178] Table 2

[0179] The power transmission in each driving mode is as follows:

[0180] (1) Parking power generation mode

[0181] When the vehicle is parked, the first clutch 33 and the second clutch 34 are disengaged, the third clutch 320 is engaged, the first brake 35 is disengaged, the second brake 36 is disengaged, the second motor 4 is not working, and the engine 1 drives the first motor 2 to generate electricity, thus achieving parking-based power generation. At this time, the power transmission route is: engine 1 – third clutch 320 – first motor 2. This mode is mainly used in parking power depletion situations such as traffic lights.

[0182] (2) Pure electric first gear drive mode

[0183] The first clutch 33 is engaged, the second clutch 34 is disengaged, the third clutch 320 is disengaged, the first brake 35 is engaged, and the second brake 36 is disengaged. Engine 1 is not operating; the first motor 2 and the second motor 4 are driven. At this time, the first power transmission route is: second motor 4 – first gear set 39 – output driven gear 384 – differential 5. The second power transmission route is: first motor 2 – first sun gear 321 – first planetary gear 323 – first planetary carrier 322 – planetary gear set output gear 37 – intermediate shaft input gear 382 – intermediate shaft 381 – output driving gear 383 – output driven gear 384 – differential 5. This mode achieves dual-motor drive, providing strong power, and is mainly used for low-to-medium speed conditions with sufficient battery charge.

[0184] (3) Pure electric two-speed drive mode

[0185] The first clutch 33 is engaged, the second clutch 34 is disengaged, the third clutch 320 is disengaged, the first brake 35 is disengaged, and the second brake 36 is engaged. Engine 1 is not operating; the first motor 2 and the second motor 4 are driven. At this time, the first power transmission route is: First motor 2 – First sun gear 321 – First planetary carrier 322 – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5. The second power transmission route is: First motor 2 – First sun gear 321 – First ring gear 324 – Second sun gear 325 – Second ring gear 328 – First planetary carrier 322 – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5. The third power transmission route is: Second motor 4 – First gear set 39 – Output driven gear 384 – Differential 5.

[0186] (4) Pure electric three-speed drive mode

[0187] The first clutch 33 is engaged, the second clutch 34 is engaged, the third clutch 320 is disengaged, the first brake 35 is disengaged, and the second brake 36 is disengaged. Engine 1 is not operating, and the first motor 2 and the second motor 4 are driven simultaneously. At this time, the first power transmission route is: First motor 2 – First clutch 33 – Compound planetary gear set (rotating as a whole) – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output driving gear 383 – Output driven gear 384 – Differential 5. The second power transmission route is: Second motor 4 – First gear set 39 – Output driven gear 384 – Differential 5.

[0188] (5) Pure electric four-speed drive mode

[0189] The first clutch 33 is disengaged, the second clutch 34 is engaged, the third clutch 320 is disengaged, the first brake 35 is disengaged, and the second brake 36 is engaged. Engine 1 is not operating, and the first motor 2 and the second motor 4 are driven simultaneously. At this time, the first power transmission route is: First motor 2 – Input shaft 31 – Second clutch 34 – Second planetary carrier 326 – Second planetary gear 327 – Second ring gear 328 – First planetary carrier 322 – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5. The second power transmission route is: Second motor 4 – First gear set 39 – Output driven gear 384 – Differential 5.

[0190] (6) Range Extender Mode

[0191] The first clutch 33 and the second clutch 34 are disengaged, the third clutch 320 is engaged, the first brake 35 is disengaged, and the second brake 36 is disengaged. At this time, the first power transmission route is: second motor 4 – first gear set 39 – output driven gear 384 – differential 5. The second power transmission route is: engine 1 – third clutch 320 – first motor 2. That is, engine 1 drives the first motor 2 to generate electricity, and the electricity generated by the first motor 2 is then supplied to drive the second motor 4. Excess electricity can be stored in the battery pack. This mode is mainly used for low-speed, low-battery driving conditions.

[0192] (7) Engine direct drive first gear mode

[0193] The first clutch 33 is engaged, the second clutch 34 is disengaged, the third clutch 320 is engaged, the first brake 35 is engaged, and the second brake 36 is disengaged. Engine 1 is driven, while the first motor 2 and the second motor 4 are not operating. The power transmission route is as follows: Engine 1 – Third clutch 320 – First clutch 33 – First sun gear 321 – First planetary gear 323 – First planetary carrier 322 – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5.

[0194] (8) Parallel drive first gear mode

[0195] The first clutch 33 is engaged, the second clutch 34 is disengaged, the third clutch 320 is engaged, the first brake 35 is engaged, and the second brake 36 is disengaged. Engine 1 drives the engine, and the first motor 2 and the second motor 4 drive simultaneously; or, the first motor 2 drives the engine and the second motor 4 does not operate; or, the first motor 2 generates electricity and the second motor 4 drives the engine. This can be categorized into three cases:

[0196] 1) The first motor 2 and the second motor 4 are driven simultaneously.

[0197] At this point, the first power transmission route is: Engine 1 – Third Clutch 320 – First Clutch 33 – First Sun Gear 321 – First Planetary Gear 323 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The second power transmission route is: First Motor 2 – First Clutch 33 – First Sun Gear 321 – First Planetary Gear 323 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The third power transmission route is: Second Motor 4 – First Gear Set 39 – Output Driven Gear 384 – Differential 5.

[0198] 2) The first motor 2 is driving, while the second motor 4 is not working.

[0199] At this point, the first power transmission route is: Engine 1 – Third Clutch 320 – First Clutch 33 – First Sun Gear 321 – First Planetary Gear 323 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The second power transmission route is: First Motor 2 – First Clutch 33 – First Sun Gear 321 – First Planetary Gear 323 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5.

[0200] 3) The first motor 2 generates electricity, and the second motor 4 drives the generator.

[0201] At this point, the first power transmission route is: Engine 1 – Third Clutch 320 – First Clutch 33 – First Sun Gear 321 – First Planetary Gear 323 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The second power transmission route is: Engine 1 – Third Clutch 320 – First Motor 2. The third power transmission route is: Second Motor 4 – First Gear Set 39 – Output Driven Gear 384 – Differential 5.

[0202] (9) Engine direct drive second gear mode

[0203] The first clutch 33 is engaged, the second clutch 34 is disengaged, the third clutch 320 is engaged, the first brake 35 is disengaged, and the second brake 36 is engaged. Engine 1 is driven, while the first motor 2 and the second motor 4 are not operating. At this time, the first power transmission route is: Engine 1 – Third clutch 320 – First clutch 33 – First sun gear 321 – First planetary carrier 322 – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5. The second power transmission route is: Engine 1 – Third clutch 320 – First clutch 33 – First sun gear 321 – First ring gear 324 – Second sun gear 325 – Second ring gear 328 – First planetary carrier 322 – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5.

[0204] (10) Parallel drive second gear mode

[0205] The first clutch 33 is engaged, the second clutch 34 is disengaged, the third clutch 320 is engaged, the first brake 35 is disengaged, and the second brake 36 is engaged. Engine 1 drives the engine, and the first motor 2 and the second motor 4 drive simultaneously; or, the first motor drives motor 2 and the second motor 4 is not working; or, the first motor 2 generates electricity and the second motor 4 drives the engine. There are three possible scenarios:

[0206] 1) The first motor 2 and the second motor 4 are driven simultaneously.

[0207] At this point, the first power transmission route is: Engine 1 – Third Clutch 320 – First Clutch 33 – First Sun Gear 321 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The second power transmission route is: Engine 1 – Third Clutch 320 – First Clutch 33 – First Sun Gear 321 – First Ring Gear 324 – Second Sun Gear 325 – Second Ring Gear 328 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The third power transmission route is: First Motor 2 – First Clutch 33 – First Sun Gear 321 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. Power transmission route four is as follows: First motor 2 – First clutch 33 – First sun gear 321 – First ring gear 324 – Second sun gear 325 – Second ring gear 328 – First planetary carrier 322 – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5. Power transmission route five is as follows: Second motor 4 – First gear set 39 – Output driven gear 384 – Differential 5.

[0208] 2) The first motor 2 is driving, while the second motor 4 is not working.

[0209] At this point, the first power transmission route is: Engine 1 – Third Clutch 320 – First Clutch 33 – First Sun Gear 321 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The second power transmission route is: Engine 1 – Third Clutch 320 – First Clutch 33 – First Sun Gear 321 – First Ring Gear 324 – Second Sun Gear 325 – Second Ring Gear 328 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The third power transmission route is: First Motor 2 – First Clutch 33 – First Sun Gear 321 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The fourth power transmission route is as follows: First motor 2 - First clutch 33 - First sun gear 321 - First ring gear 324 - Second sun gear 325 - Second ring gear 328 - First planetary carrier 322 - Planetary gear output gear 37 - Intermediate shaft input gear 382 - Intermediate shaft 381 - Output drive gear 383 - Output driven gear 384 - Differential 5.

[0210] 3) The first motor 2 generates electricity, and the second motor 4 drives the generator.

[0211] At this point, the first power transmission route is: Engine 1 – Third Clutch 320 – First Clutch 33 – First Sun Gear 321 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The second power transmission route is: Engine 1 – Third Clutch 320 – First Clutch 33 – First Sun Gear 321 – First Ring Gear 324 – Second Sun Gear 325 – Second Ring Gear 328 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. The third power transmission route is: Engine 1 – Third Clutch 320 – First Motor 2. The fourth power transmission route is: Second Motor 4 – First Gear Set 39 – Output Driven Gear 384 – Differential 5.

[0212] (11) Engine direct drive three-speed mode

[0213] The first clutch 33 is engaged, the second clutch 34 is engaged, and the third clutch 320 is engaged. The first brake 35 is disengaged, and the second brake 36 is disengaged. Engine 1 is driven, while the first motor 2 and the second motor 4 are not working. At this time, the power transmission route is as follows: Engine 1 – Third clutch 320 – First clutch 33 – Compound planetary gear set (rotating as a whole) – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output driving gear 383 – Output driven gear 384 – Differential 5.

[0214] (12) Parallel drive three-speed mode

[0215] The first clutch 33 engages, the second clutch 34 engages, and the third clutch 320 engages; the first brake 35 disengages, and the second brake 36 disengages. Engine 1 drives the engine, and the first motor 2 and the second motor 4 drive simultaneously; or, the first motor drives engine 2 and the second motor 4 does not operate; or, the first motor 2 generates electricity and the second motor 4 drives the engine. This can be categorized into three cases:

[0216] 1) The first motor 2 and the second motor 4 are driven simultaneously.

[0217] At this point, the first power transmission route is: Engine 1 – Third clutch 320 – First clutch 33 – Compound planetary gear set (rotating as a whole) – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5. The second power transmission route is: First motor 2 – First clutch 33 – Compound planetary gear set (rotating as a whole) – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5. The third power transmission route is: Second motor 4 – First gear set 39 – Output driven gear 384 – Differential 5.

[0218] 2) The first motor 2 is driving, while the second motor 4 is not working.

[0219] At this point, the first power transmission route is: Engine 1 – Third clutch 320 – First clutch 33 – Compound planetary gear set (rotating as a whole) – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5. The second power transmission route is: First motor 2 – First clutch 33 – Compound planetary gear set (rotating as a whole) – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5.

[0220] 3) The first motor 2 generates electricity, and the second motor 4 drives the generator.

[0221] At this point, the first power transmission route is: Engine 1 – Third clutch 320 – First clutch 33 – Compound planetary gear set (rotating as a whole) – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5. The second power transmission route is: Engine 1 – Third clutch 320 – First motor 2. The third power transmission route is: Second motor 4 – First gear set 39 – Output driven gear 384 – Differential 5.

[0222] (13) Engine direct drive four-speed mode

[0223] The first clutch 33 is disengaged, the second clutch 34 is engaged, and the third clutch 320 is engaged. The first brake 35 is disengaged, and the second brake 36 is engaged. Engine 1 is driven, while the first motor 2 and the second motor 4 are not operating. At this time, the first power transmission route is: Engine 1 – Third clutch 320 – Input shaft 31 – Second clutch 34 – Second planetary carrier 326 – Second planetary gear 327 – Second ring gear 328 – First planetary carrier 322 – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5. The second power transmission route is: Engine 1 – Third clutch 320 – Input shaft 31 – Second clutch 34 – First ring gear 324 – First planetary gear 323 – First planetary carrier 322 – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5.

[0224] (14) Parallel drive four-speed mode

[0225] The first clutch 33 is disengaged, the second clutch 34 is engaged, the third clutch 320 is engaged, the first brake 35 is disengaged, and the second brake 36 is engaged. Engine 1 drives the engine, and the first motor 2 and the second motor 4 drive simultaneously; or, the first motor drives motor 2 and the second motor 4 is not working; or, the first motor 2 generates electricity and the second motor 4 drives the engine. This can be categorized into three cases:

[0226] 1) The first motor 2 and the second motor 4 are driven simultaneously.

[0227] At this time, the first power transmission route is: Engine 1 - Third clutch 320 - Input shaft 31 - Second clutch 34 - Second planetary carrier 326 - Second planetary gear 327 - Second ring gear 328 - First planetary carrier 322 - Planetary gear set output gear 37 - Intermediate shaft input gear 382 - Intermediate shaft 381 - Output drive gear 383 - Output driven gear 384 - Differential 5; The second power transmission route is: Engine 1 - Third clutch 320 - Input shaft 31 - Second clutch 34 - First ring gear 324 - First planetary gear 323 - First planetary carrier 322 - Planetary gear set output gear 37 - Intermediate shaft input gear 382 - Intermediate shaft 381 - Output drive gear 383 - Output driven gear 384 - Differential 5. Power transmission route three is as follows: First motor 2 – Input shaft 31 – Second clutch 34 – Second planetary carrier 326 – Second planetary gear 327 – Second ring gear 328 – First planetary carrier 322 – Planetary gear set output gear 37 – Intermediate shaft input gear 382 – Intermediate shaft 381 – Output drive gear 383 – Output driven gear 384 – Differential 5. Power transmission route four is as follows: Second motor 4 – First gear set 39 – Output driven gear 384 – Differential 5.

[0228] 2) The first motor 2 is driving, while the second motor 4 is not working.

[0229] At this time, the first power transmission route is: Engine 1 - Third clutch 320 - Input shaft 31 - Second clutch 34 - Second planetary carrier 326 - Second planetary gear 327 - Second ring gear 328 - First planetary carrier 322 - Planetary gear set output gear 37 - Intermediate shaft input gear 382 - Intermediate shaft 381 - Output drive gear 383 - Output driven gear 384 - Differential 5; The second power transmission route is: Engine 1 - Third clutch 320 - Input shaft 31 - Second clutch 34 - First ring gear 324 - First planetary gear 323 - First planetary carrier 322 - Planetary gear set output gear 37 - Intermediate shaft input gear 382 - Intermediate shaft 381 - Output drive gear 383 - Output driven gear 384 - Differential 5. The third power transmission route is as follows: First motor 2 - Input shaft 31 - Second clutch 34 - Second planetary carrier 326 - Second planetary gear 327 - Second ring gear 328 - First planetary carrier 322 - Planetary gear output gear 37 - Intermediate shaft input gear 382 - Intermediate shaft 381 - Output drive gear 383 - Output driven gear 384 - Differential 5.

[0230] 3) The first motor 2 generates electricity, and the second motor 4 drives the generator.

[0231] At this point, the power transmission route is as follows: Engine 1 – Third Clutch 320 – Input Shaft 31 – Second Clutch 34 – Second Planetary Carrier 326 – Second Planetary Gear 327 – Second Ring Gear 328 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5; Power transmission route two is: Engine 1 – Third Clutch 320 – Input Shaft 31 – Second Clutch 34 – First Ring Gear 324 – First Planetary Gear 323 – First Planetary Carrier 322 – Planetary Set Output Gear 37 – Intermediate Shaft Input Gear 382 – Intermediate Shaft 381 – Output Driven Gear 383 – Output Driven Gear 384 – Differential 5. Power transmission route three is: Engine 1 – Third Clutch 320 – First Motor 2. Power transmission route four is: Second Motor 4 – First Gear Set 39 – Output Driven Gear 384 – Differential 5.

[0232] (15) Braking energy recovery mode

[0233] During braking, the second motor 4 generates electricity via reverse drag. In any mode other than the parking power generation mode, the vehicle can enter the brake energy recovery mode when braking.

[0234] The aforementioned engine direct drive first gear mode, engine direct drive second gear mode, engine direct drive third gear mode, and engine direct drive fourth gear mode are collectively referred to as engine direct drive mode. The aforementioned parallel drive first gear mode, parallel drive second gear mode, parallel drive third gear mode, and parallel drive fourth gear mode are collectively referred to as parallel drive mode. Engine direct drive mode and parallel drive mode are mainly suitable for medium and high speed driving conditions. The first motor 2 performs peak shaving and valley filling according to the high-efficiency operating range of engine 1 and the power demand of the vehicle, while the second motor 4 is mainly used to ensure instantaneous power demand, such as acceleration and overtaking conditions.

[0235] The aforementioned pure electric drive mode 1, pure electric drive mode 2, pure electric drive mode 3, and pure electric drive mode 4 are collectively referred to as pure electric drive mode. Pure electric drive mode realizes dual motor drive, strong power, and is mainly used for medium and low speed working conditions with sufficient battery power.

[0236] In the fourth embodiment, the added third clutch 320 enables the dual-motor drive function in pure electric drive mode, and the first motor 2 has four gears when driving, which significantly improves the power and economy of pure electric drive (the first motor 2 is always in the high-efficiency zone when driving), which is especially important for vehicles equipped with large-capacity battery packs that emphasize pure electric performance.

[0237] Because of the additional engagement option of the third clutch 320, the third clutch 320 must be engaged in all operating modes in which engine 1 is involved. In addition, because the third clutch 320 can disconnect engine 1, the third clutch 320 can be selectively disconnected in engine direct drive mode, parallel drive mode or pure electric drive mode, depending on the braking power and braking efficiency, to realize dual-motor braking energy recovery and make full use of braking energy, which is very meaningful for vehicle braking on long downhill slopes.

[0238] In the fourth embodiment, all clutches are friction clutches, with wet friction clutches being preferred. These clutches have slippage capability, allowing for power shifting through clutch slippage, including starting and shifting between almost all gears. This means shifting without power interruption, theoretically achieving no torque drop and strong linear acceleration, which is especially important for performance cars.

[0239] Fifth Embodiment

[0240] Figure 6 shows a hybrid drive system provided in the fifth embodiment of this application. The difference from the fourth embodiment is that the engine 1, the first motor 2 and the second motor 4 are arranged longitudinally, that is, the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front-rear direction of the vehicle.

[0241] At this time, the multi-speed transmission 3 is arranged longitudinally (i.e., the input shaft 31 extends along the front-rear direction of the vehicle). The output gear set 38 includes an intermediate shaft 381, an intermediate shaft input gear 382, ​​an output drive gear 383, an output driven gear 384, a drive bevel gear 385, and a driven bevel gear 386. The output drive gear 383 meshes with the output driven gear 384, and the drive bevel gear 385 meshes orthogonally with the driven bevel gear 386. The intermediate shaft input gear 382 and the output drive gear 383 are fixed on the intermediate shaft 381. The intermediate shaft input gear 382 meshes with the planetary gear set output gear 37. The drive bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0242] In this embodiment, a motor gear 310 replaces the first gear set 39 in the first embodiment. The motor gear 310 is coaxially connected to the output shaft of the second motor 4 and meshes with the output driven gear 384.

[0243] The hybrid drive system of the fifth embodiment of this application is applicable to longitudinally mounted front-wheel drive or longitudinally mounted rear-wheel drive vehicles.

[0244] Sixth Embodiment

[0245] Figure 7 shows a hybrid drive system provided in the sixth embodiment of this application. The difference from the fourth embodiment is that the engine 1, the first motor 2 and the second motor 4 are arranged longitudinally, that is, the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front-rear direction of the vehicle.

[0246] At this time, the multi-speed transmission 3 is arranged longitudinally (i.e., the input shaft 31 extends along the front-rear direction of the vehicle). The output gear set 38 includes an intermediate shaft 381, an intermediate shaft input gear 382, ​​an output drive gear 383, an output driven gear 384, a drive bevel gear 385, and a driven bevel gear 386. The output drive gear 383 meshes with the output driven gear 384, and the drive bevel gear 385 meshes orthogonally with the driven bevel gear 386. The intermediate shaft input gear 382 and the output drive gear 383 are fixed on the intermediate shaft 381. The intermediate shaft input gear 382 meshes with the planetary gear set output gear 37. The drive bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0247] In this embodiment, the first gear set 39 is arranged longitudinally.

[0248] The hybrid drive system of the sixth embodiment of this application is applicable to longitudinally mounted front-wheel drive or longitudinally mounted rear-wheel drive vehicles.

[0249] Seventh Embodiment

[0250] Figure 8 shows a hybrid drive system provided in the seventh embodiment of this application. The difference from the fourth embodiment is that the second motor 4 and the first gear set 39 are omitted, and a third motor 6 is added (see Figure 21). One of the hybrid power unit 100 and the third motor 6 is arranged on the front axle of the vehicle to drive the front wheels of the vehicle, and the other is arranged on the rear axle of the vehicle to drive the rear wheels of the vehicle.

[0251] The third motor 6 can drive the front or rear wheels via a reducer.

[0252] The hybrid drive system of the seventh embodiment of this application is applicable to transverse four-wheel drive vehicles.

[0253] The hybrid drive system of the seventh embodiment of this application, by controlling the working states of the engine 1, the first motor 2 and the third motor 6, and controlling the states of the first clutch 33, the second clutch 34, the third clutch 320, the first brake 35 and the second brake 36, can realize multiple drive modes such as parking power generation mode, pure electric drive mode (pure electric first gear drive mode, pure electric second gear drive mode, pure electric third gear drive mode, pure electric fourth gear drive mode), range extender mode, engine direct drive first gear mode, parallel drive first gear mode, engine direct drive second gear mode, parallel drive second gear mode, engine direct drive third gear mode, parallel drive third gear mode, engine direct drive fourth gear mode, parallel drive fourth gear mode, and brake energy recovery mode.

[0254] The control parameters for each drive mode are shown in Table 3 below:

[0255] Table 3

[0256] As can be seen from Tables 2 and 3, the seventh embodiment operates in a basically the same mode as the fourth embodiment. The integration of the hybrid drive system is slightly reduced, but the performance is fundamentally improved, mainly in the following aspects:

[0257] (1) Because of the axle load transfer, the power of rear-wheel drive vehicles is always stronger than that of front-wheel drive vehicles. In the context of electrification, the layout of electric drive system is much simpler than that of traditional vehicle engine assembly. More and more OEMs are promoting the vehicle platform with rear-wheel drive as the main drive, and there are more and more models on the market with rear-wheel drive as the main drive. Therefore, it is of great significance to replace the second motor 4 in the fourth embodiment with the third motor 6.

[0258] (2) In this embodiment, four-wheel drive function can be realized, especially pure electric four-wheel drive. Whether it is hybrid four-wheel drive or pure electric four-wheel drive, the power and off-road passability are greatly improved, and the price of two-wheel drive vehicle and the performance of four-wheel drive vehicle can be achieved.

[0259] (3) The presence of the third motor 6 makes the front and rear axle load distribution of the vehicle more balanced, the performance of the front and rear motors can be fully utilized, and the economy will be improved accordingly.

[0260] (4) For off-road vehicles, which require a larger suspension travel, the front-wheel drive is generally arranged longitudinally. In this embodiment, the presence of the rear wheel electric drive of the third motor 6 reduces the difficulty of arranging the rear-wheel drive system of traditional vehicles, saving costs and space.

[0261] Eighth embodiment

[0262] Figure 9 shows a hybrid drive system provided in the eighth embodiment of this application. The difference from the seventh embodiment is that the engine 1 and the first motor 2 are arranged longitudinally, that is, the output shafts of the engine 1 and the first motor 2 extend along the front-rear direction of the vehicle.

[0263] At this time, the multi-speed transmission 3 is arranged longitudinally (i.e., the input shaft 31 extends along the front-rear direction of the vehicle). The output gear set 38 includes an intermediate shaft 381, an intermediate shaft input gear 382, ​​an output drive gear 383, an output driven gear 384, a drive bevel gear 385, and a driven bevel gear 386. The output drive gear 383 meshes with the output driven gear 384, and the drive bevel gear 385 meshes orthogonally with the driven bevel gear 386. The intermediate shaft input gear 382 and the output drive gear 383 are fixed on the intermediate shaft 381. The intermediate shaft input gear 382 meshes with the planetary gear set output gear 37. The drive bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0264] The hybrid drive system of the eighth embodiment of this application is applicable to longitudinally mounted four-wheel drive vehicles.

[0265] Ninth Embodiment

[0266] Figure 10 shows a hybrid power drive system provided in the ninth embodiment of this application, which differs from the first embodiment in that:

[0267] (1) The position of the first motor 2 is different. The first motor 2 is connected to the first sun gear 321. Specifically, the output shaft 11 of the engine 1 is fixedly connected to the input shaft 31 or formed integrally, and the rotor of the first motor 2 is fixedly connected to the first sun gear 321.

[0268] (2) The second motor 4 and the first gear set 39 were removed, and a third motor 6 was added (see Figure 21). One of the hybrid power unit 100 and the third motor 6 is located on the front axle of the vehicle to drive the front wheels of the vehicle, and the other is located on the rear axle of the vehicle to drive the rear wheels of the vehicle.

[0269] The hybrid drive system of the ninth embodiment of this application is applicable to transverse four-wheel drive vehicles.

[0270] In this embodiment, the first motor 2 has a first gear and a second gear when driven.

[0271] The hybrid drive system of the ninth embodiment of this application can realize multiple drive modes, such as parking power generation mode, pure electric drive mode (pure electric first gear drive mode, pure electric second gear drive mode), range extender mode, engine direct drive first gear mode, parallel drive first gear mode, engine direct drive second gear mode, parallel drive second gear mode, engine direct drive third gear mode, parallel drive third gear mode, engine direct drive fourth gear mode, parallel drive fourth gear mode, brake energy recovery mode, and EVT mode (power split continuously variable speed mode), by controlling the working state of engine 1, first motor 2 and third motor 6, and controlling the state of first clutch 33, second clutch 34, first brake 35 and second brake 36.

[0272] The control parameters for each drive mode are shown in Table 4 below:

[0273] Table 4

[0274] Compared to the first embodiment, the ninth embodiment has two gears for pure electric drive.

[0275] Its driving mode is largely the same as that of the first embodiment, with the main difference being the EVT mode (power split stepless speed regulation mode).

[0276] In EVT mode, the first clutch 33 is disengaged, the second clutch 34 is engaged, the first brake 35 is disengaged, the second brake 36 is disengaged, the engine 2 operates, the first motor 2 drives or generates electricity, and the third motor 6 selectively drives the engine. This can be done in two ways:

[0277] (1) When the vehicle is in drive mode and the speed is less than the first threshold (e.g., 50 km / h), the first motor 2 is in a positive speed, negative torque state, i.e., generating electricity. At this time, the power of the engine 1 is divided into two paths. The first power transmission route is: engine 1 - input shaft 31 - second clutch 34 - first ring gear 324 - first planetary gear 322 - first planetary carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output driving gear 383 - output driven gear 384 - differential 5. The second power transmission route is: engine 1 - input shaft - second clutch 34 - first ring gear 324 - first planetary gear 322 - first sun gear 321 - first motor 2. If the power demand of the whole vehicle is greater than the power of the first power transmission route, the generated power of the first motor 2 is directly supplied to the third motor 6 for the third motor 6 to drive the rear wheels. Conversely, if the power demand of the whole vehicle is less than or equal to the power of the first power transmission route, the excess electricity is stored in the battery pack.

[0278] (2) When the vehicle is in drive mode and the speed is greater than the first threshold, the first motor 2 is in a negative speed, positive torque state, i.e., drive state. At this time, all the power of the engine 1 is output to the wheel end. The first power transmission route is: engine 1 - input shaft 31 - second clutch 34 - first ring gear 324 - first planetary gear 322 - first planetary carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output driving gear 383 - output driven gear 384 - differential 5. In addition, the power of the battery pack is output to the first motor 2, which drives the vehicle and finally outputs the power to the wheel end. The second power transmission route is: first motor 2 - first sun gear 321 - first planetary gear 323 - first planetary carrier 322 - planetary gear set output gear 37 - intermediate shaft input gear 382 - intermediate shaft 381 - output driving gear 383 - output driven gear 384 - differential 5. This is very meaningful for PHEV models equipped with large batteries.

[0279] It should be noted that in EVT mode, braking will cause engine 1 to be dragged backwards. In this case, it is necessary to switch to other modes such as parallel drive mode.

[0280] Tenth Embodiment

[0281] Figure 11 shows a hybrid drive system provided in the tenth embodiment of this application. The difference from the ninth embodiment is that the engine 1 and the first motor 2 are arranged longitudinally, that is, the output shafts of the engine 1 and the first motor 2 extend along the front-rear direction of the vehicle.

[0282] At this time, the multi-speed transmission 3 is arranged longitudinally (i.e., the input shaft 31 extends along the front-rear direction of the vehicle). The output gear set 38 includes an intermediate shaft 381, an intermediate shaft input gear 382, ​​an output drive gear 383, an output driven gear 384, a drive bevel gear 385, and a driven bevel gear 386. The output drive gear 383 meshes with the output driven gear 384, and the drive bevel gear 385 meshes orthogonally with the driven bevel gear 386. The intermediate shaft input gear 382 and the output drive gear 383 are fixed on the intermediate shaft 381. The intermediate shaft input gear 382 meshes with the planetary gear set output gear 37. The drive bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0283] The hybrid drive system of the tenth embodiment of this application is applicable to longitudinally mounted four-wheel drive vehicles.

[0284] Eleventh Embodiment

[0285] Figure 12 shows a hybrid power drive system provided in the eleventh embodiment of this application. The difference from the ninth embodiment is that the multi-speed transmission 3 further includes a third clutch 320, which is connected between the input shaft 31 and the output shaft 11 of the engine 1, and is used to control the power connection and disconnection between the input shaft 31 and the output shaft 11 of the engine 1. The rotor of the first motor 2 is fixedly connected to the first sun gear 321, and the first clutch 33 is connected between the rotor of the first motor 2 and the input shaft 31.

[0286] The hybrid drive system of the eleventh embodiment of this application is applicable to transverse four-wheel drive vehicles.

[0287] In this embodiment, the first motor 2 has three speeds when driven.

[0288] The hybrid drive system of the eleventh embodiment of this application, by controlling the working states of the engine 1, the first motor 2 and the third motor 6, and controlling the states of the first clutch 33, the second clutch 34, the third clutch 320, the first brake 35 and the second brake 36, can realize multiple drive modes such as parking power generation mode, pure electric drive mode (pure electric first gear drive mode, pure electric second gear drive mode, pure electric third gear drive mode), range extender mode, engine direct drive first gear mode, parallel drive first gear mode, engine direct drive second gear mode, parallel drive second gear mode, engine direct drive third gear mode, parallel drive third gear mode, engine direct drive fourth gear mode, parallel drive fourth gear mode, brake energy recovery mode and EVT mode (power split continuously variable speed mode).

[0289] The control parameters for each drive mode are shown in Table 5 below:

[0290] Table 5

[0291] Compared to the ninth embodiment, the third clutch 320 in this embodiment can disconnect the engine 1, enabling the front axle to achieve pure electric three-speed drive, with the gear ratios corresponding to the first three gears of the engine's direct drive / parallel drive. Because the front axle has three pure electric speeds, the pure electric four-wheel drive mode can cover all speed ranges, meeting the needs of vehicles that emphasize pure electric four-wheel drive performance.

[0292] Twelfth Embodiment

[0293] Figure 13 shows a hybrid drive system provided in the twelfth embodiment of this application. The difference from the eleventh embodiment is that the engine 1 and the first motor 2 are arranged longitudinally, that is, the output shafts of the engine 1 and the first motor 2 extend along the front-rear direction of the vehicle.

[0294] At this time, the multi-speed transmission 3 is arranged longitudinally (i.e., the input shaft 31 extends along the front-rear direction of the vehicle). The output gear set 38 includes an intermediate shaft 381, an intermediate shaft input gear 382, ​​an output drive gear 383, an output driven gear 384, a drive bevel gear 385, and a driven bevel gear 386. The output drive gear 383 meshes with the output driven gear 384, and the drive bevel gear 385 meshes orthogonally with the driven bevel gear 386. The intermediate shaft input gear 382 and the output drive gear 383 are fixed on the intermediate shaft 381. The intermediate shaft input gear 382 meshes with the planetary gear set output gear 37. The drive bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0295] The hybrid drive system of the twelfth embodiment of this application is applicable to longitudinally mounted four-wheel drive vehicles.

[0296] Thirteenth Embodiment

[0297] Figure 14 shows a hybrid power drive system provided in the thirteenth embodiment of this application. The difference between this system and the first embodiment is that the position of the second motor 4 is different, and the first motor 2 is connected to the first sun gear 321. Specifically, the output shaft 11 of the engine 1 is fixedly connected to or integrally formed with the input shaft 31, and the rotor of the first motor 2 is fixedly connected to the first sun gear 321.

[0298] The hybrid drive system of this embodiment is applicable to transverse front-wheel drive or transverse rear-wheel drive vehicles.

[0299] Fourteenth Embodiment

[0300] Figure 15 shows a hybrid drive system provided in the fourteenth embodiment of this application. The difference between the fourteenth embodiment and the system is that the engine 1, the first motor 2 and the second motor 4 are arranged longitudinally, that is, the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front-rear direction of the vehicle.

[0301] At this time, the multi-speed transmission 3 is arranged longitudinally (i.e., the input shaft 31 extends along the front-rear direction of the vehicle). The output gear set 38 includes an intermediate shaft 381, an intermediate shaft input gear 382, ​​an output drive gear 383, an output driven gear 384, a drive bevel gear 385, and a driven bevel gear 386. The output drive gear 383 meshes with the output driven gear 384, and the drive bevel gear 385 meshes orthogonally with the driven bevel gear 386. The intermediate shaft input gear 382 and the output drive gear 383 are fixed on the intermediate shaft 381. The intermediate shaft input gear 382 meshes with the planetary gear set output gear 37. The drive bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0302] In this embodiment, a motor gear 310 replaces the first gear set 39 in the thirteenth embodiment. The motor gear 310 is coaxially connected to the output shaft of the second motor 4 and meshes with the output driven gear 384.

[0303] The hybrid drive system of this embodiment is applicable to longitudinally mounted front-wheel drive or longitudinally mounted rear-wheel drive vehicles.

[0304] Fifteenth Embodiment

[0305] Figure 16 shows a hybrid drive system provided in the fifteenth embodiment of this application. The difference from the thirteenth embodiment is that the engine 1, the first motor 2 and the second motor 4 are arranged longitudinally, that is, the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front-rear direction of the vehicle.

[0306] At this time, the multi-speed transmission 3 is arranged longitudinally (i.e., the input shaft 31 extends along the front-rear direction of the vehicle). The output gear set 38 includes an intermediate shaft 381, an intermediate shaft input gear 382, ​​an output drive gear 383, an output driven gear 384, a drive bevel gear 385, and a driven bevel gear 386. The output drive gear 383 meshes with the output driven gear 384, and the drive bevel gear 385 meshes orthogonally with the driven bevel gear 386. The intermediate shaft input gear 382 and the output drive gear 383 are fixed on the intermediate shaft 381. The intermediate shaft input gear 382 meshes with the planetary gear set output gear 37. The drive bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0307] In this embodiment, the first gear set 39 is arranged longitudinally.

[0308] The hybrid drive system of this embodiment is applicable to longitudinally mounted front-wheel drive or longitudinally mounted rear-wheel drive vehicles.

[0309] Sixteenth Embodiment

[0310] Figure 17 shows a hybrid power drive system provided in the sixteenth embodiment of this application. The difference from the thirteenth embodiment is that the multi-speed transmission 3 further includes a third clutch 320. The third clutch 320 is connected between the input shaft 31 and the output shaft 11 of the engine 1, and is used for power connection and disconnection between the input shaft 31 and the output shaft 11 of the engine 1. The rotor of the first motor 2 is fixedly connected to the first sun gear 321, and the third clutch 320 is also connected between the rotor of the first motor 2 and the output shaft 11 of the engine 1.

[0311] The hybrid drive system of this embodiment is applicable to transverse front-wheel drive or transverse rear-wheel drive vehicles.

[0312] Seventeenth Embodiment

[0313] Figure 18 shows a hybrid drive system provided in the seventeenth embodiment of this application. The difference from the sixteenth embodiment is that the engine 1, the first motor 2 and the second motor 4 are arranged longitudinally, that is, the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front-rear direction of the vehicle.

[0314] At this time, the multi-speed transmission 3 is arranged longitudinally (i.e., the input shaft 31 extends along the front-rear direction of the vehicle). The output gear set 38 includes an intermediate shaft 381, an intermediate shaft input gear 382, ​​an output drive gear 383, an output driven gear 384, a drive bevel gear 385, and a driven bevel gear 386. The output drive gear 383 meshes with the output driven gear 384, and the drive bevel gear 385 meshes orthogonally with the driven bevel gear 386. The intermediate shaft input gear 382 and the output drive gear 383 are fixed on the intermediate shaft 381. The intermediate shaft input gear 382 meshes with the planetary gear set output gear 37. The drive bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0315] In this embodiment, a motor gear 310 replaces the first gear set 39 in the sixteenth embodiment. The motor gear 310 is coaxially connected to the output shaft of the second motor 4 and meshes with the output driven gear 384.

[0316] The hybrid drive system of this embodiment is applicable to longitudinally mounted front-wheel drive or longitudinally mounted rear-wheel drive vehicles.

[0317] Eighteenth Embodiment

[0318] Figure 19 shows a hybrid drive system provided in the eighteenth embodiment of this application. The difference from the sixteenth embodiment is that the engine 1, the first motor 2 and the second motor 4 are arranged longitudinally, that is, the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front-rear direction of the vehicle.

[0319] At this time, the multi-speed transmission 3 is arranged longitudinally (i.e., the input shaft 31 extends along the front-rear direction of the vehicle). The output gear set 38 includes an intermediate shaft 381, an intermediate shaft input gear 382, ​​an output drive gear 383, an output driven gear 384, a drive bevel gear 385, and a driven bevel gear 386. The output drive gear 383 meshes with the output driven gear 384, and the drive bevel gear 385 meshes orthogonally with the driven bevel gear 386. The intermediate shaft input gear 382 and the output drive gear 383 are fixed on the intermediate shaft 381. The intermediate shaft input gear 382 meshes with the planetary gear set output gear 37. The drive bevel gear 385 is coaxially connected with the output driven gear 384, and the driven bevel gear 386 is fixed to the input end (differential housing) of the differential 5.

[0320] In this embodiment, the first gear set 39 is arranged longitudinally.

[0321] The hybrid drive system of this embodiment is applicable to longitudinally mounted front-wheel drive or longitudinally mounted rear-wheel drive vehicles.

[0322] Nineteenth Embodiment

[0323] Figure 20 shows a vehicle provided in the nineteenth embodiment of this application, including the hybrid drive system without the third motor 6 described above.

[0324] The vehicle can be front-wheel drive or rear-wheel drive, and can be either transversely or longitudinally mounted.

[0325] The vehicle also includes a battery pack 200.

[0326] Battery pack 200 is used to power the first motor 2 and the second motor 4. The electricity generated by the first motor 2 and the second motor 4 can also charge battery pack 200.

[0327] Twentieth Embodiment

[0328] Figure 21 shows a vehicle provided in the twentieth embodiment of this application, including the hybrid drive system with the third motor 6 described above. One of the hybrid power unit 100 and the third motor 6 is located on the front axle, and the other is located on the rear axle.

[0329] The vehicle is a four-wheel drive model, and can be either transversely or longitudinally mounted.

[0330] In the embodiment having a first motor 2 and a third motor 6, the battery pack 200 is used to supply power to the first motor 2 and the third motor 6. The power generated by the first motor 2 and the third motor 6 can also charge the battery pack 200.

[0331] In the embodiment having a first motor 2, a second motor 4, and a third motor 6, the battery pack 200 is used to supply power to the first motor 2, the second motor 4, and the third motor 6. The electricity generated by the first motor 2, the second motor 4, and the third motor 6 can also charge the battery pack 200.

[0332] Example 21

[0333] The twenty-first embodiment of this application provides a hybrid power drive system suitable for front-wheel drive or rear-wheel drive vehicles. The difference from the first embodiment lies in the position of the second motor 4. Specifically, the multi-speed transmission 3 further includes a third clutch 320, which is connected between the input shaft 31 and the output shaft 11 of the engine 1, and is used to control the power connection and disconnection between the input shaft 31 and the output shaft 11 of the engine 1. The rotor of the first motor 2 is connected to the output shaft 11 of the engine 1, the rotor of the second motor 4 is fixedly connected to the input shaft 31, and the third clutch 320 is also connected between the rotor of the second motor 4 and the output shaft 11 of the engine 1.

[0334] Example 22

[0335] The twenty-second embodiment of this application provides a hybrid power drive system suitable for front-wheel drive or rear-wheel drive vehicles. The difference from the first embodiment is that the first motor 2 is connected to the output shaft 11 of the engine 1 via a second gear set, with the output shaft of the first motor 2 parallel and spaced apart from the output shaft 11 of the engine 1. For example, the second gear set may include a fourth gear and a fifth gear that mesh with each other. The fourth gear is fixedly connected to the output shaft of the first motor 2, and the fifth gear is fixedly connected to the output shaft 11 of the engine 1. By setting the second gear set, the first motor 2 can achieve a speed reduction and torque increase effect.

[0336] 23rd Embodiment

[0337] The twenty-third embodiment of this application provides a hybrid drive system suitable for four-wheel drive vehicles. The difference from the first embodiment is that the second motor 4 is omitted, and a third motor 6 is added. One of the hybrid drive unit 100 and the third motor 6 is disposed on the front axle of the vehicle to drive the front wheels, and the other is disposed on the rear axle of the vehicle to drive the rear wheels.

[0338] The third motor 6 can drive the front or rear wheels of the vehicle via a reducer.

[0339] 24th Embodiment

[0340] The twenty-fourth embodiment of this application provides a hybrid drive system suitable for four-wheel drive vehicles. The difference from the first embodiment is the addition of a third motor 6. One of the hybrid power unit 100 and the third motor 6 is disposed on the front axle of the vehicle to drive the front wheels, and the other is disposed on the rear axle of the vehicle to drive the rear wheels.

[0341] The third motor 6 can drive the front or rear wheels of the vehicle via a reducer.

[0342] Example 25

[0343] The twenty-fifth embodiment of this application provides a hybrid drive system suitable for four-wheel drive vehicles. The difference from the fourth embodiment is the addition of a third motor 6. One of the hybrid power unit 100 and the third motor 6 is disposed on the front axle of the vehicle to drive the front wheels, and the other is disposed on the rear axle of the vehicle to drive the rear wheels.

[0344] The third motor 6 can drive the front or rear wheels of the vehicle via a reducer.

[0345] 26th Embodiment

[0346] The twenty-sixth embodiment of this application provides a hybrid drive system suitable for four-wheel drive vehicles. The difference between this system and the thirteenth embodiment is the addition of a third motor 6. One of the hybrid power unit 100 and the third motor 6 is disposed on the front axle of the vehicle to drive the front wheels, and the other is disposed on the rear axle of the vehicle to drive the rear wheels.

[0347] The third motor 6 can drive the front or rear wheels of the vehicle via a reducer.

[0348] 27th Embodiment

[0349] The twenty-seventh embodiment of this application provides a hybrid drive system suitable for four-wheel drive vehicles, which differs from the sixteenth embodiment in that a third motor 6 is added. One of the hybrid power unit 100 and the third motor 6 is arranged on the front axle of the vehicle to drive the front wheels of the vehicle, and the other is arranged on the rear axle of the vehicle to drive the rear wheels of the vehicle.

[0350] The third motor 6 can drive the front or rear wheels of the vehicle via a reducer.

[0351] The aforementioned front or rear axle of this application has a hybrid drive system with dual motors (a first motor and a second motor), which can make full use of the engine's performance and has power comparable to a hybrid drive system with three or more motors. In addition, it can achieve direct drive coverage of the engine across the entire vehicle speed range. Even in extreme conditions such as extreme battery depletion or extreme environments (such as low temperatures where the battery cannot discharge normally), the vehicle still has good power and economy.

[0352] Furthermore, the hybrid drive systems in the above embodiments of this application all have a range-extending mode, which enables the vehicle to have excellent power retention performance.

[0353] In addition, in the hybrid drive system of the above embodiments of this application, each clutch is a friction clutch, preferably a wet friction clutch, which has slippage capability. This means that power shifting can be achieved through clutch slippage, including starting and shifting between almost all gears, i.e., shifting without power interruption. Theoretically, it can achieve no torque drop and strong linear acceleration, which is especially important for performance cars.

[0354] In addition, in the hybrid drive system of the above embodiments of this application, when a third motor is provided on one of the front axle and the rear axle, only one motor (the first motor) can be used on the other of the front axle and the rear axle, so as to achieve the performance of four-wheel drive at the cost of two-wheel drive.

[0355] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A multi-speed transmission, characterized in that, The system includes an input shaft, a compound planetary gear set, a first clutch, a second clutch, a first brake, and a second brake. The compound planetary gear set includes a first sun gear, a first planet carrier, first planet gears, a first ring gear, a second sun gear, a second planet carrier, second planet gears, and a second ring gear. The first clutch, the first sun gear, the second sun gear, and the second clutch are arranged sequentially along the axial direction of the input shaft. The first sun gear and the second sun gear are loosely fitted onto the input shaft. The first planet gear meshes between the first sun gear and the first ring gear, and the second planet gear meshes between the second sun gear and the second ring gear. The second ring gear is fixedly connected to the first planet carrier, and the second planet carrier is fixedly connected to the first ring gear. The first planet carrier is used for the power output of the compound planetary gear set, and the input shaft is adapted to connect to a power source. The first clutch is connected between the input shaft and the first sun gear, and is used to control the power connection and disconnection between the input shaft and the first sun gear; the second clutch is connected between the input shaft and the second planetary carrier or the first ring gear, and is used to control the power connection and disconnection between the input shaft and the second planetary carrier or the first ring gear; the first brake is connected between the second planetary carrier and the first stationary component, and is used to control the braking and release of the second planetary carrier; the second brake is connected between the second sun gear and the second stationary component, and is used to control the braking and release of the second sun gear. One of the first brake and the second brake is arranged radially outside the compound planetary gear set, and the other is arranged radially outside the second clutch.

2. The multi-speed transmission according to claim 1, characterized in that, One of the first brake and the second brake is sleeved on the radial outer side of the composite planetary gear set and is coplanar with the composite planetary gear set, and the two share a cooling and lubrication oil passage; the other is sleeved on the radial outer side of the second clutch and is coplanar with the second clutch, and the two share another cooling and lubrication oil passage.

3. The multi-speed transmission according to claim 1, characterized in that, The multi-speed transmission also includes a planetary gear set output gear and an output gear set. The planetary gear set output gear is fixed or integrally formed on the first planet carrier, and the output gear set is drivenly connected to the planetary gear set output gear. The output gear set is used for the power output of the multi-speed transmission.

4. The multi-speed transmission according to claim 3, characterized in that, The multi-speed transmission is arranged laterally. The output gear set includes an intermediate shaft, an intermediate shaft input gear, an output driving gear, and an output driven gear meshing with the output driving gear. The intermediate shaft input gear and the output driving gear are fixed on the intermediate shaft. The output driven gear is used for the power output of the multi-speed transmission. The intermediate shaft input gear meshes with the planetary gear set output gear. or, The multi-speed transmission is arranged longitudinally. The output gear set includes an intermediate shaft, an intermediate shaft input gear, an output driving gear, an output driven gear, a driving bevel gear, and a driven bevel gear. The output driving gear meshes with the output driven gear, and the driving bevel gear meshes orthogonally with the driven bevel gear. The intermediate shaft input gear and the output driving gear are fixed on the intermediate shaft. The intermediate shaft input gear meshes with the planetary gear set output gear. The driving bevel gear and the output driven gear are coaxially connected. The driven bevel gear is used for the power output of the multi-speed transmission.

5. The multi-speed transmission according to claim 1, characterized in that, The multi-speed transmission also includes a transmission housing, in which the input shaft, the compound planetary gear set, the first clutch, the second clutch, the first brake, and the second brake are disposed; Both the first stationary component and the second stationary component are the transmission housing.

6. The multi-speed transmission according to any one of claims 1-5, characterized in that, The multi-speed transmission also includes a third clutch, which is connected between the input shaft and the output shaft of the power source, and is used to control the power connection and disconnection between the input shaft and the output shaft of the power source.

7. The multi-speed transmission according to claim 6, characterized in that, The third clutch is fitted inside the first clutch, and the first clutch and the third clutch are arranged on the same plane. The first clutch and the third clutch share a common cooling and lubrication oil circuit.

8. A hybrid power drive system, characterized in that, The hybrid power unit includes a power source, a differential, and a multi-speed transmission as described in any one of claims 1-5; The power source includes an engine and a first motor. The engine is connected to the input shaft, and the first motor is connected to one of the engine, the input shaft, and the first sun gear. The first planetary carrier outputs power to the differential.

9. The hybrid drive system according to claim 8, characterized in that, The first clutch engages, the second clutch disengages, the first brake engages, and the second brake disengages, to achieve the first gear ratio of the multi-speed transmission; The first clutch engages, the second clutch disengages, the first brake disengages, and the second brake engages to achieve the second gear ratio of the multi-speed transmission; The first clutch engages, the second clutch engages, the first brake disengages, and the second brake disengages to achieve the three-speed ratio of the multi-speed transmission; The first clutch is disengaged, the second clutch is engaged, the first brake is disengaged, and the second brake is engaged to achieve the four-speed ratio of the multi-speed transmission.

10. The hybrid drive system according to claim 8, characterized in that, The rotor of the first motor is connected to the output shaft of the engine; The first clutch is embedded in the first motor, and the first motor and the first clutch are arranged on the same plane. The first motor and the first clutch share a common cooling and lubrication oil circuit.

11. The hybrid drive system according to claim 8, characterized in that, The multi-speed transmission also includes a third clutch, which is connected between the input shaft and the output shaft of the engine and is used to control the power connection and disconnection between the input shaft and the output shaft of the engine. The rotor of the first motor is fixedly connected to the input shaft, and the third clutch is also connected between the rotor of the first motor and the output shaft of the engine; The first clutch is installed inside the first motor, and the third clutch is installed inside the first clutch. The first motor, the first clutch, and the third clutch are arranged on the same plane, and the first motor, the first clutch, and the third clutch share a common cooling and lubrication oil circuit.

12. The hybrid drive system according to claim 8, characterized in that, The output shaft of the engine is fixedly connected to or integrally formed with the input shaft, and the rotor of the first motor is fixedly connected to the first sun gear; The first clutch is embedded in the first motor, and the first motor and the first clutch are arranged on the same plane. The first motor and the first clutch share a common cooling and lubrication oil circuit.

13. The hybrid drive system according to claim 8, characterized in that, The multi-speed transmission also includes a third clutch, which is connected between the input shaft and the output shaft of the engine and is used to control the power connection and disconnection between the input shaft and the output shaft of the engine. The rotor of the first motor is fixedly connected to the first sun gear, and the first clutch is connected between the rotor of the first motor and the input shaft; The first clutch is installed inside the first motor, and the third clutch is installed inside the first clutch. The first motor, the first clutch, and the third clutch are arranged on the same plane, and the first motor, the first clutch, and the third clutch share a common cooling and lubrication oil circuit.

14. The hybrid drive system according to any one of claims 10-13, characterized in that, The hybrid power unit also includes a second motor, which is driven through the differential.

15. The hybrid drive system according to claim 8, characterized in that, The hybrid power unit also includes a second motor, and the multi-speed transmission also includes a third clutch, which is connected between the input shaft and the output shaft of the engine and is used to control the power connection and disconnection between the input shaft and the output shaft of the engine. The rotor of the first motor is connected to the output shaft of the engine, the rotor of the second motor is fixedly connected to the input shaft, and the third clutch is also connected between the rotor of the second motor and the output shaft of the engine.

16. The hybrid drive system according to any one of claims 10-13, characterized in that, It also includes a third motor, one of which is located on the front axle of the vehicle to drive the front wheels of the vehicle, and the other is located on the rear axle of the vehicle to drive the rear wheels of the vehicle.

17. The hybrid drive system according to claim 14, characterized in that, It also includes a third motor, one of which is located on the front axle of the vehicle to drive the front wheels of the vehicle, and the other is located on the rear axle of the vehicle to drive the rear wheels of the vehicle.

18. The hybrid drive system according to claim 15, characterized in that, It also includes a third motor, one of which is located on the front axle of the vehicle to drive the front wheels of the vehicle, and the other is located on the rear axle of the vehicle to drive the rear wheels of the vehicle.

19. A vehicle, characterized in that, Includes the hybrid drive system as described in any one of claims 8-18.

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