CN114211949B

CN114211949B - Hybrid transmission system and vehicle

Info

Publication number: CN114211949B
Application number: CN202210118736.3A
Authority: CN
Inventors: 勾波; 徐焕祥; 李密; 尹翔; 肖彬
Original assignee: Zhejiang Geely Holding Group Co Ltd; Zhejiang Geely New Energy Commercial Vehicle Group Co Ltd; Geely Sichuan Commercial Vehicle Co Ltd; Zhejiang Remote Commercial Vehicle R&D Co Ltd
Current assignee: Zhejiang Geely Holding Group Co Ltd; Zhejiang Geely New Energy Commercial Vehicle Group Co Ltd; Geely Sichuan Commercial Vehicle Co Ltd; Zhejiang Remote Commercial Vehicle R&D Co Ltd
Priority date: 2022-02-08
Filing date: 2022-02-08
Publication date: 2024-07-09
Anticipated expiration: 2042-02-08
Also published as: CN114211949A

Abstract

The invention discloses a hybrid power speed change system and a vehicle, wherein the hybrid power speed change system comprises an engine, a generator, a driving motor, a mandrel, a first input shaft, a second input shaft, a third input shaft, a first clutch, a second clutch, a plurality of synchronizers and a plurality of groups of gear pairs; the engine is in transmission connection with the generator, and the driving motor is in transmission connection with the second input shaft; the first input shaft and the second input shaft are sleeved outside the mandrel; the first clutch is used for controlling connection or disconnection of the first input shaft and the generator; the second clutch is used for controlling connection or disconnection of the mandrel and the generator; the power of the engine, the generator and the driving motor is transmitted to the wheels through the central spindle. According to the technical scheme, the low-temperature adaptability of the vehicle, the continuous power performance of climbing the mountain and the full-working-condition economical efficiency of the vehicle are improved on the premise of considering the cost and the arrangement space.

Description

Hybrid transmission system and vehicle

Technical Field

The invention relates to the technical field of vehicles, in particular to a hybrid power speed change system and a vehicle.

Background

With the proposal of the carbon emission target, the energy conservation and emission reduction of the vehicle industry are important working targets for years in the future. New energy vehicles are receiving increasing attention due to the large carbon emissions of conventional fuel vehicles.

The hybrid vehicle can meet the endurance requirements of the vehicle while realizing energy conservation and emission reduction, so the hybrid power system is a research and development focus in the current stage and long time in the future.

However, in order to simplify the structure and reduce the cost, the conventional hybrid power transmission system ensures that an engine cannot directly participate in driving at a low speed when the hybrid power transmission system is arranged, so that the continuous power performance of climbing a mountain area is insufficient.

Disclosure of Invention

The invention mainly aims to provide a hybrid power transmission system which aims to improve the mountain climbing continuous dynamic property of a vehicle.

In order to achieve the above purpose, the hybrid power transmission system provided by the invention comprises an engine, a generator, a driving motor, a mandrel, a first input shaft, a second input shaft, a third input shaft, a first clutch, a second clutch, a plurality of synchronizers and a plurality of groups of gear pairs;

The engine is in transmission connection with the generator, and the driving motor is in transmission connection with the second input shaft;

The first input shaft and the second input shaft are sleeved outside the mandrel;

The first clutch is used for controlling connection or disconnection of the first input shaft and the generator; the second clutch is used for controlling connection or disconnection of the mandrel and the generator;

The gear pairs are respectively arranged between the first input shaft and the third input shaft, between the mandrel and the third input shaft and between the second input shaft and the third input shaft;

the synchronizers are respectively arranged on the first input shaft and the third input shaft and are used for being combined with or separated from different gear pairs so as to realize the transmission of power in the different gear pairs;

the power of the engine, the power of the generator and the power of the driving motor are transmitted to the wheels through the mandrel.

Optionally, the multiple gear pairs include a first gear pair and a second gear pair, the synchronizer includes a first synchronizer, the first gear pair includes a first gear driving gear and a first gear driven gear meshed with each other, the first gear driving gear is sleeved on the third input shaft, and the first gear driven gear is fixedly arranged on the mandrel; the second-gear pair comprises a second-gear driving gear and a second-gear driven gear which are meshed, the second-gear driving gear is sleeved on the third input shaft, and the second-gear driven gear is fixedly arranged on the mandrel; the first synchronizer is fixedly arranged on the third input shaft and is used for being combined with or separated from the first-gear driving gear or the second-gear driving gear.

Optionally, the multiple gear pairs further comprise a reverse gear pair, the hybrid power speed change system further comprises an intermediate shaft, and the reverse gear pair comprises a first reverse gear pair, a second reverse gear pair and a third reverse gear pair; the first reverse gear pair comprises a first reverse driving gear and a first reverse driven gear which are meshed, the first reverse driving gear is sleeved on the first input shaft, and the first reverse driven gear is fixedly arranged on the intermediate shaft; the second reverse gear pair comprises a second reverse driving gear and a second reverse driven gear which are meshed, the second reverse driving gear is fixedly arranged on the intermediate shaft, and the second reverse driven gear and the first reverse driving gear are shared gears; the third reverse gear pair and the first gear pair are a common gear pair.

Optionally, the plurality of gear pairs further comprise a first reduction gear pair, the synchronizer comprises a second synchronizer, the first reduction gear pair comprises a first driving reduction gear and a first driven reduction gear which are meshed with each other, the first driving reduction gear is sleeved on the first input shaft, and the first driven reduction gear is fixedly arranged on the third input shaft; the second synchronizer is fixedly arranged on the first input shaft and is used for being combined with or separated from the first driving reduction gear or the first reverse gear driving gear.

Optionally, the multiple gear pairs include a second reduction gear pair, the second reduction gear pair includes a second driving reduction gear and a second driven reduction gear that mesh with each other, the second driving reduction gear is fixedly arranged in the second input shaft, and the second driven reduction gear is fixedly arranged in the third input shaft.

Optionally, the hybrid power transmission system further comprises a main speed reducer and a differential, and power of the hybrid power transmission system is transmitted to wheels through the central spindle, the main speed reducer and the differential in sequence.

Optionally, the hybrid power transmission system further comprises a flywheel and a starter, wherein the flywheel is arranged between the engine and the generator, and the starter is arranged between the engine and the flywheel.

Optionally, the hybrid power transmission system further comprises a dual-motor controller, a power battery, a direct-current converter and a low-voltage battery;

The dual-motor controller supplies the electric energy of the power battery to the generator and the driving motor for driving;

the double-motor controller supplies the electric energy of the generator to the power battery for charging or to the driving motor for driving;

the electric energy of the power battery is supplied to the low-voltage battery through the direct-current converter so that the low-voltage battery supplies power for the starter.

Optionally, the hybrid transmission system has any one or more of the following modes of operation:

Engine start mode: starting the engine by the starter or the generator;

Single motor drive mode: the engine does not work, the generator does not work, and the driving motor works;

Dual motor drive mode: the engine does not work, the generator drives and drags the engine reversely, and the driving motor works;

range extending mode: the engine drives the generator to generate electricity, and the driving motor works;

engine direct drive mode: the engine works, the generator does not work, and the driving motor does not work;

engine direct drive power generation mode: the engine works, the generator generates electricity, and the driving motor does not work;

Single motor parallel drive mode: the engine works, the generator does not work, and the driving motor works;

Engine and two-motor parallel drive mode: the engine works, the generator is driven, and the driving motor works;

Series-parallel driving mode: the engine works, one part of power of the generator is used for driving the generator to generate electricity, the other part of power is used for driving, and the driving motor works;

Driving electric motor braking energy recovery mode: the engine is not operated, the generator is not operated, and the driving motor provides braking force;

And in a range-extending mode, a driving motor braking energy recovery mode is as follows: the engine does not work, the generator generates electricity, and the driving motor provides braking force;

Reverse towing mode of engine under driving motor braking energy recovery: the engine is reversed towed by the generator, and the driving motor provides braking force;

Double motor braking energy recovery mode: the engine is reversed towed by the generator, and both the generator and the drive motor provide braking force.

The invention also provides a vehicle comprising the hybrid power transmission system.

According to the technical scheme, the engine, the generator and the driving motor are arranged in the hybrid power speed change system, and the generator has the functions of generating electricity, driving and recovering braking energy. The generator is mainly used for generating electricity, but can participate in driving under the working conditions of high-voltage starting of a vehicle, acceleration overtaking, climbing of a steep slope and the like, can participate in braking during long-downhill braking energy recovery or emergency braking energy recovery, is matched with the driving motor in a cooperative manner, and can properly reduce peak torque and power of the driving motor through strategy optimization, so that the cost of the driving motor is reduced, and the dynamic property of the whole vehicle is improved. On the other hand, the hybrid power speed change system is also provided with a mandrel, a first input shaft and a second input shaft are sleeved outside the mandrel, a first clutch is arranged between the first input shaft and a rotor of the generator and can be selectively combined with or separated from the rotor of the generator, so that the transmission or interruption of the power of the engine or the generator to the first input shaft is realized, and a second clutch is arranged between the mandrel and the rotor of the generator and can be selectively combined with or separated from the rotor of the generator, so that the transmission or interruption of the power of the engine or the generator to the mandrel is realized. Meanwhile, the hybrid power speed change system is also provided with a plurality of groups of gear pairs, and the engine and the driving motor can share the plurality of groups of gear pairs, so that the overall structure of the hybrid power speed change system is simplified, and simultaneously, the engine displacement and the driving motor type are smaller than each other in a selectable mode, so that the arrangement space is saved, and the cost of parts is reduced. In addition, the arrangement of the plurality of groups of common gear pairs enables the engine to participate in driving under a low-speed working condition, especially under a low-speed overload working condition such as climbing a steep slope, the power of the engine can be directly transmitted to wheels through the first input shaft or the central spindle and the common gear pairs to drive the vehicle, so that the engine can participate in driving under the low-speed overload working condition, namely, the engine participates in climbing driving, and the continuous power performance of climbing the mountain of the vehicle is improved. In still another aspect, the hybrid power transmission system is provided with a plurality of power sources of an engine, a generator and a driving motor, and is matched with a plurality of gear pairs, so that the hybrid power transmission system has a plurality of working modes. The control strategy is optimized under any operation condition, so that the whole vehicle can be in the optimal economic mode on the premise of meeting the power requirement of the whole vehicle, and the economical efficiency of the vehicle is improved.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to the structures shown in these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of a hybrid transmission system according to an embodiment of the present invention;

FIG. 2 is a power path diagram of the hybrid transmission system of FIG. 1 in a single motor drive first gear mode;

FIG. 3 is a power path diagram of the single motor drive, two speed mode of the hybrid transmission system of FIG. 1;

FIG. 4 is a power path diagram of the hybrid transmission system of FIG. 1 in a two-motor drive first gear mode;

FIG. 5 is a power path diagram of the dual motor drive, two speed mode of the hybrid transmission system of FIG. 1;

FIG. 6 is a power path diagram of the hybrid transmission system of FIG. 1 in a dual motor drive three speed mode;

FIG. 7 is a power path diagram of the dual motor drive reverse mode of the hybrid transmission system of FIG. 1;

FIG. 8 is a power path diagram of the direct drive first gear mode of the hybrid transmission system engine of FIG. 1;

FIG. 9 is a power path diagram of the direct drive two speed mode of the hybrid transmission system engine of FIG. 1;

FIG. 10 is a power path diagram of the hybrid transmission system of FIG. 1 in a direct drive three speed mode;

FIG. 11 is a power path diagram of the direct drive reverse mode of the hybrid transmission system engine of FIG. 1;

FIG. 12 is a power path diagram of the hybrid transmission system of FIG. 1 in a single motor parallel drive first gear mode;

FIG. 13 is a power path diagram of the single motor parallel drive two speed mode of the hybrid transmission system of FIG. 1;

FIG. 14 is a power path diagram of the single motor parallel drive three speed mode of the hybrid transmission system of FIG. 1;

FIG. 15 is a power path diagram of the single motor parallel drive reverse mode of the hybrid transmission system of FIG. 1;

FIG. 16 is a power path diagram of the hybrid transmission system of FIG. 1 with the engine+dual motor parallel drive first gear mode;

FIG. 17 is a power path diagram of the hybrid transmission system of FIG. 1 with engine+dual motor parallel drive second gear mode;

FIG. 18 is a power path diagram of the hybrid transmission system of FIG. 1 with engine+dual motor parallel drive three speed mode;

FIG. 19 is a power path diagram of the hybrid transmission system of FIG. 1 with the engine+dual motor parallel drive reverse mode;

FIG. 20 is a power path diagram of the hybrid transmission system of FIG. 1 in series-parallel drive first gear mode;

FIG. 21 is a power path diagram of the hybrid transmission system of FIG. 1 in series-parallel drive second gear mode;

FIG. 22 is a power path diagram of the hybrid transmission system of FIG. 1 in series-parallel drive three gear mode;

FIG. 23 is a power path diagram of the hybrid transmission system of FIG. 1 in series-parallel drive reverse mode.

Reference numerals illustrate:

Reference numerals	Name of the name	Reference numerals	Name of the name
				11	Engine with a motor	51	Dual-motor controller
12	Electric generator	52	Power battery
				13	Driving motor	53	DC converter
14	Flywheel	54	Low-voltage battery
				15	Starter motor	110	First gear driving gear
16	Main reducer	120	First-gear driven gear
				17	Differential mechanism	210	Two-gear driving gear
21	Mandrel	220	Two-gear driven gear
				22	First input shaft	310	First reverse gear driving gear
23	Second input shaft	320	First reverse gear driven gear
				24	Third input shaft	330	Second reverse gear driving gear
25	Intermediate shaft	410	First driving reduction gear
				31	First clutch	420	First driven reduction gear
32	Second clutch	510	Second driving reduction gear
				41	First synchronizer	520	Second driven reduction gear
42	Second synchronizer

The achievement of the objects, functional features and advantages of the present invention will be further described with reference to the accompanying drawings, in conjunction with the embodiments.

Detailed Description

The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

It should be noted that all directional indicators (such as up, down, left, right, front, and rear … …) in the embodiments of the present invention are merely used to explain the relative positional relationship, movement, etc. between the components in a particular posture (as shown in the drawings), and if the particular posture is changed, the directional indicator is changed accordingly.

Furthermore, the description of "first," "second," etc. in this disclosure is for descriptive purposes only and is not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In addition, "and/or" throughout this document includes three schemes, taking a and/or B as an example, including a technical scheme, a technical scheme B, and a technical scheme that both a and B satisfy; in addition, the technical solutions of the embodiments may be combined with each other, but it is necessary to base that the technical solutions can be realized by those skilled in the art, and when the technical solutions are contradictory or cannot be realized, the combination of the technical solutions should be considered to be absent and not within the scope of protection claimed in the present invention.

However, in order to simplify the structure and reduce the cost, the conventional hybrid power transmission system ensures that an engine cannot directly participate in driving at a low speed when the hybrid power transmission system is arranged, so that the continuous power performance of climbing a mountain area is insufficient. The functional requirements of commercial vehicles, especially medium-long distance logistics transportation vehicles, cannot be well met.

In view of this, the present invention proposes a hybrid transmission system.

Referring to fig. 1, in the embodiment of the present invention, the hybrid transmission system includes an engine 11, a generator 12, a driving motor 13, a spindle 21, a first input shaft 22, a second input shaft 23, a third input shaft 24, a first clutch 31, a second clutch 32, a plurality of synchronizers and a plurality of gear pairs.

Wherein the engine 11 is in drive connection with the generator 12 and the drive motor 13 is in drive connection with the second input shaft 23. Specifically, the engine 11 is in driving connection with the generator 12, which may be that a crankshaft of the engine 11 is in spline connection with a rotor shaft of the generator 12, or that the engine 11 and the generator 12 are in spline connection or assembly connection through a transmission shaft, so that the driving connection of the engine 11 and the generator 12 is realized, and power of the engine 11 can be transmitted through the rotor shaft of the generator 12. The generator 12 has the functions of generating power, driving and recovering braking energy, is mainly used for generating power, but can participate in driving in the working conditions of starting a vehicle at high pressure, accelerating overtaking, climbing a steep slope and the like, can participate in braking in the long downhill braking energy recovery or emergency braking energy recovery, is matched with the driving motor 13 in a cooperative manner, and can properly reduce the peak torque and power of the driving motor 13 through strategy optimization, so that the cost of the driving motor 13 is reduced, and the dynamic property of the whole vehicle is improved. The driving motor 13 is in transmission connection with the second input shaft 23, or the rotor shaft of the driving motor 13 is in spline connection with the second input shaft 23, or the rotor shaft of the driving motor 13 and the second input shaft 23 are integrated into a whole structure, so that the power of the driving motor 13 is transmitted through the second input shaft 23. The integration of the rotor shaft of the drive motor 13 with the second input shaft 23 makes the overall structure of the hybrid transmission more compact, reduces the occupation space of the hybrid transmission, and facilitates the arrangement of the hybrid transmission. Meanwhile, due to the arrangement of multiple power sources of the engine 11, the generator 12 and the driving motor 13, the problem of power interruption of the vehicle in the gear shifting process is avoided, and the power persistence in the gear shifting process is ensured.

The first input shaft 22 and the second input shaft 23 are sleeved outside the mandrel 21; the first clutch 31 is used to control the connection or disconnection of the first input shaft 22 to the generator 12; the second clutch 32 is used to control the connection or disconnection of the spindle 21 to the generator 12. Specifically, the mandrel 21 is a solid shaft, the mandrel 21 may be a shaft, or may be a multi-stage structure according to the installation requirement or the manufacturing requirement of the hybrid power transmission system, and the multi-stage structures are connected by adopting an internal spline and an external spline. The first input shaft 22 and the second input shaft 23 are hollow shafts, the first input shaft 22 and the second input shaft 23 are sleeved outside the mandrel 21, and the first input shaft 22 and the second input shaft 23 are arranged at intervals along the length direction of the mandrel 21.

The first clutch 31 and the second clutch 32 are both built in a central housing of the rotor of the generator 12, and the first clutch 31 can be selectively combined with or separated from the rotor of the generator 12 so as to control the connection or disconnection of the first input shaft 22 and the generator 12, thereby realizing the transmission or disconnection of the power from the generator 12 to the first input shaft 22. The second clutch 32 is selectively engageable with and disengageable from the rotor of the generator 12 to control the connection or disconnection of the spindle 21 from the generator 12 to effect the transfer or disconnection of power from the generator 12 to the spindle 21. That is, when the first clutch 31 is engaged, the power of the engine 11 or the generator 12 can be transmitted from the generator 12 to the first input shaft 22, thereby achieving the transmission of the power; when the second clutch 32 is engaged, the power of the engine 11 or the generator 12 can be transmitted from the generator 12 to the spindle 21, thereby achieving transmission of the power. The first clutch 31 and the second clutch 32 are both built in the central housing of the rotor of the generator 12, i.e. the rotor of the generator 12 is integrated with the first clutch housing and the second clutch housing, so that space is saved and the overall structure of the hybrid transmission system is more compact.

A plurality of gear pairs are provided between the first input shaft 22 and the third input shaft 24, between the spindle 21 and the third input shaft 24, and between the second input shaft 23 and the third input shaft 24, respectively. Specifically, the third input shaft 24 is a solid shaft and is arranged parallel to the mandrel 21, and the parallel arrangement of the third input shaft 24 and the mandrel 21 is beneficial to the structural arrangement of the hybrid transmission system and the structural compactness of the hybrid transmission system. The arrangement of the gear pairs can realize the driving of different gears of the hybrid power speed change system so as to meet the requirements of various different working conditions. The gear pairs with different gears are common gear pairs of the engine 11 and the driving motor 13, and the common gear pairs simplify the structure of the hybrid power speed change system, and simultaneously, the displacement of the engine 11 and the driving motor 13 are smaller in the mode selection, so that the arrangement space of the hybrid power speed change system is saved. On the other hand, the arrangement of the plurality of groups of common gear pairs enables the engine 11 to participate in driving under the low-speed working condition, especially under the low-speed overload working condition such as climbing a steep slope, the power of the engine 11 can be directly transmitted to wheels through the first input shaft 22 or the mandrel 21 and the common gear pairs to drive the vehicle, so that the engine 11 can participate in driving under the low-speed overload working condition, namely, the engine 11 participates in climbing the slope driving is realized, and the climbing continuous power performance of the vehicle mountain is improved.

A plurality of synchronizers are provided on the first input shaft 22 and the third input shaft 24, respectively, for coupling with or decoupling from different gear pairs to effect transmission of power between the different gear pairs. Specifically, a plurality of synchronizers are respectively in spline connection with the first input shaft 22 and the third input shaft 24 and are combined with or separated from gear pairs, so as to control the power transmission of the engine 11, the generator 12 and the driving motor 13 among different gear pairs, thereby realizing different modes of the vehicle and different gear working modes. Of course, when two or more sets of gear pairs are provided between the second input shaft 23 and the third input shaft 24, a synchronizer may be provided to the second input shaft 23.

The power of the engine 11, the generator 12, and the drive motor 13 is transmitted to the wheels through the spindle 21. That is, in the present embodiment, the spindle 21 is both an input shaft and an output shaft, and the power of the engine 11 and the generator 12 can be input and transmitted through the spindle 21, and the power of the engine 11, the generator 12, and the driving motor 13 can be transmitted to the wheels through the spindle 21, thereby realizing the driving of the vehicle. Therefore, the whole arrangement of the hybrid power speed change system is more compact, and the occupied space of the hybrid power speed change system is saved.

In one technical scheme of the invention, a hybrid power transmission system is provided with a plurality of power sources of an engine 11, a generator 12 and a driving motor 13, wherein the generator 12 has the functions of generating electricity, driving and recovering braking energy. The generator 12 is mainly used for generating electricity, but can participate in driving under the working conditions of high-voltage starting of a vehicle, acceleration overtaking, climbing a steep slope and the like, can participate in braking during long downhill braking energy recovery or emergency braking energy recovery, is matched with the driving motor 13 in a cooperative manner, and can properly reduce peak torque and power of the driving motor 13 through strategy optimization, so that the cost of the driving motor 13 is reduced, and the dynamic property of the whole vehicle is improved. On the other hand, the hybrid power transmission system is further provided with a spindle 21, a first input shaft 22 and a second input shaft 23 are sleeved outside the spindle 21, a first clutch 31 is arranged between the first input shaft 22 and the rotor of the generator 12 and can be selectively combined with or separated from the generator 12, so that the transmission or interruption of the power of the engine 11 or the generator 12 to the first input shaft 22 is realized, and a second clutch 32 is arranged between the spindle 21 and the rotor of the generator 12 and can be selectively combined with or separated from the generator 12, so that the transmission or interruption of the power of the engine 11 or the generator 12 to the spindle 21 is realized. Meanwhile, the hybrid power speed change system is further provided with a plurality of groups of gear pairs, and the engine 11 and the driving motor 13 can share the plurality of groups of gear pairs, so that the overall structure of the hybrid power speed change system is simplified, and meanwhile, the displacement of the engine 11 and the model of the driving motor 13 are smaller than each other in a selectable mode, so that the arrangement space is saved, and the cost of parts is reduced. In addition, the arrangement of the multiple groups of common gear pairs enables the engine 11 to participate in driving under low-speed working conditions, especially under low-speed overload working conditions such as climbing steep slopes, the power of the engine 11 can be directly transmitted to wheels through the first input shaft 22 or the mandrel 21 and the common gear pairs to drive the vehicle, so that the engine 11 can participate in driving under the low-speed overload working conditions, namely, the engine 11 participates in climbing the slopes, and the climbing continuous power performance of the mountain areas of the vehicle is improved. On the other hand, the hybrid power transmission system is provided with a plurality of power sources of the engine 11, the generator 12 and the driving motor 13, and is matched with a plurality of gear pairs, so that the hybrid power transmission system can have a plurality of working modes. The control strategy is optimized under any operation condition, so that the whole vehicle can be in the optimal economic mode on the premise of meeting the power requirement of the whole vehicle, and the economical efficiency of the vehicle is improved.

Further, the gear pairs comprise a first gear pair and a second gear pair, the synchronizer comprises a first synchronizer 41, the first gear pair comprises a first gear driving gear 110 and a first gear driven gear 120 which are meshed with each other, the first gear driving gear 110 is sleeved on the third input shaft 24, and the first gear driven gear 120 is fixedly arranged on the mandrel 21; the second gear pair comprises a second gear driving gear 210 and a second gear driven gear 220 which are meshed, the second gear driving gear 210 is sleeved on the third input shaft 24, and the second gear driven gear 220 is fixedly arranged on the mandrel 21; the first synchronizer 41 is fixedly arranged on the third input shaft 24 and is used for being combined with or separated from the first gear driving gear 110 or the second gear driving gear 210.

Specifically, the first gear driving gear 110 and the second gear driving gear 210 are empty-sleeved on the third input shaft 24 through needle bearings, and can circumferentially rotate on the third input shaft 24; the first-gear driven gear 120 and the second-gear driven gear 220 are fixed to the spindle 21 by a spline or a hot-set manner, and the first synchronizer 41 is fixed to the third input shaft 24 by a spline. When the first synchronizer 41 is combined with the first-gear driving gear 110, the power of the engine 11, the generator 12 or the driving motor 13 can be transmitted to the spindle 21 through the first-gear driving gear 110 and the first-gear driven gear 120, and then transmitted to wheels, so that the power of the hybrid power transmission system is transmitted to a first-gear pair. When the first synchronizer 41 is combined with the second-gear driving gear 210, the power of the engine 11, the generator 12 or the driving motor 13 can be transmitted to the spindle 21 through the second-gear driving gear 210 and the second-gear driven gear 220, and then transmitted to wheels, so that the power of the hybrid power transmission system is transmitted to the second-gear pair. In this way, the first synchronizer 41 is combined with or disconnected from the first-gear pair or the second-gear pair, so that the power of the hybrid transmission system is transmitted between the first-gear pair or the second-gear pair, and the hybrid transmission system is driven in different gears. More specifically, in the present embodiment, the hybrid transmission system provides three different speed ratios when the engine 11 participates in driving, although there are only two gear pairs. When the first clutch 31 is engaged, the engine 11 can transmit torque to the spindle 21 through a first gear pair or a second gear pair, thereby providing two different speed ratios; when the second clutch 32 is engaged, the engine 11 may directly transfer torque to the spindle 21 directly through the second clutch 32, thereby providing a speed ratio. In this way, by combining the first clutch 31 or the second clutch 32, the driving torque transmission of the engine 11 has three speed ratios, which corresponds to three gears in the direct drive mode of the engine 11, so as to realize the direct drive starting of the engine 11.

Of course, in the present embodiment, the plurality of gear pairs includes two gear pairs, which are a first gear pair and a second gear pair, respectively. In another embodiment, the plurality of sets of gear pairs may further include three or more gear pairs, without limitation. In the present invention, a case where a plurality of gear pairs including a first-gear pair and a second-gear pair is described below.

Further, the multiple gear pairs further comprise reverse gear pairs, the hybrid power transmission system further comprises an intermediate shaft 25, and the reverse gear pairs comprise a first reverse gear pair, a second reverse gear pair and a third reverse gear pair; the first reverse gear pair comprises a first reverse driving gear 310 and a first reverse driven gear 320 which are meshed, the first reverse driving gear 310 is sleeved on the first input shaft 22, and the first reverse driven gear 320 is fixedly arranged on the intermediate shaft 25; the second reverse gear pair comprises a second reverse driving gear 330 and a second reverse driven gear which are meshed, the second reverse driving gear 330 is fixedly arranged on the intermediate shaft 25, and the second reverse driven gear and the first reverse driving gear 110 are shared gears; the third reverse gear pair and the first gear pair are a common gear pair.

Specifically, the first reverse gear pair is in transmission connection with the second reverse gear pair, the second reverse gear pair is in transmission connection with the third reverse gear pair, and therefore power of the hybrid power speed change system can be sequentially transmitted through the first reverse gear pair, the second reverse gear pair and the third reverse gear pair, and the reverse gear working mode of the vehicle is achieved. The first reverse driving gear 310 is installed on the first input shaft 22 through a needle bearing sleeve, the first reverse driven gear 320 is fixed on the intermediate shaft 25 through a spline or a hot-set mode, and the first reverse driven gear 320 is meshed with the first reverse driving gear 310. The second reverse gear driving gear 330 is fixed on the intermediate shaft 25 by a spline or a hot-set manner, and the second reverse driven gear and the first gear driving gear 110 are common gears, that is, the second reverse gear driving gear 330 is meshed with the first gear driving gear 110. The first reverse gear pair is in transmission connection with the second reverse gear pair through an intermediate shaft 25. The third reverse gear pair and the first gear pair are common gears, that is, the third reverse gear pair comprises a third reverse gear driving gear and a third reverse gear driven gear which are meshed with each other, the third reverse gear driving gear and the first gear driving gear 110 are common gears, and the third reverse gear driven gear and the first gear driven gear 120 are common gears. That is, the second reverse driven gear, the third reverse driving gear, and the first drive gear 110 are common gears. When the power of the hybrid power transmission system is transmitted to the reverse gear pair, the specific transmission path is that the power is sequentially transmitted to the first reverse driving gear 310, the first reverse driven gear 320, the second reverse driving gear 330, the first reverse driving gear 110 and the first reverse driven gear 120, so that the reverse mode is realized. Thus, the reverse gear pair comprises the first reverse gear pair, the second reverse gear pair and the third reverse gear pair, wherein the second reverse driven gear, the third reverse driving gear and the first driving gear 110 are shared gears, so that the overall structure of the hybrid power transmission system is more compact, and the space occupied by the hybrid power transmission system is further reduced. The intermediate shaft 25 is disposed in parallel with the third input shaft 24, which is advantageous in terms of compactness of the overall structure of the hybrid transmission system and in terms of the overall installation arrangement of the hybrid transmission system.

Further, the plurality of gear pairs further comprise a first reduction gear pair, the synchronizer comprises a second synchronizer 42, the first reduction gear pair comprises a first driving reduction gear 410 and a first driven reduction gear 420 which are meshed with each other, the first driving reduction gear 410 is sleeved on the first input shaft 22, and the first driven reduction gear 420 is fixedly arranged on the third input shaft 24; the second synchronizer 42 is fixedly arranged on the first input shaft 22 and is used for being combined with or separated from the first driving reduction gear 410 or the first reverse gear driving gear 310. Specifically, the first driving reduction gear 410 is mounted on the first input shaft 22 through a ball bearing sleeve, the first driven reduction gear 420 is fixed on the third input shaft 24 through a spline or a hot-set manner, the second synchronizer 42 is fixed on the first input shaft 22 through a spline, and the left side and the right side of the second synchronizer 42 are respectively provided with the first driving reduction gear 410 and the first reverse gear driving gear 310. When the first clutch 31 is engaged and the second synchronizer 42 is engaged with the first drive reduction gear 410, the power of the engine 11 or the generator 12 can be transmitted through the first input shaft 22 and the first reduction gear pair; when the second synchronizer 42 is engaged with the first reverse drive gear 310, the power of the engine 11 or the generator 12 can be transmitted through the reverse gear pair. In this way, the power of the engine 11 or the generator 12 is transmitted between different gears, so that the hybrid transmission system is driven in different operating modes.

Further, the plurality of gear pairs include a second reduction gear pair, the second reduction gear pair includes a second driving reduction gear 510 and a second driven reduction gear 520 that are meshed, the second driving reduction gear 510 is fixedly disposed on the second input shaft 23, and the second driven reduction gear 520 is fixedly disposed on the third input shaft 24. Specifically, the second driving reduction gear 510 is splined or thermally fixed to the second input shaft 23, and the second driven reduction gear 520 is splined or thermally fixed to the third input shaft 24. The power of the driving motor 13 is sequentially transmitted through the third input shaft 24, the second reduction gear pair and the third input shaft 24, so that the driving motor 13 drives the vehicle.

Further, the hybrid transmission system further includes a final drive 16 and a differential 17, and power of the hybrid transmission system is transmitted to wheels through the spindle 21, the final drive 16, and the differential 17 in this order. Specifically, final drive 16 is disposed on spindle 21, and final drive 16 is configured to provide a common gear ratio for each gear. The hybrid transmission further includes a rear axle, on which a differential 17 is provided, the differential 17 being adapted to eliminate the rotational speed difference between the different wheels during cornering. The power of the hybrid transmission system, that is, the power of the engine 11, the generator 12 or the driving motor 13 is sequentially transmitted to the wheels through the spindle 21, the final drive 16 and the differential 17, thereby realizing the driving of the vehicle by the power of the hybrid transmission system.

Further, the hybrid transmission system further includes a flywheel 14 and a starter 15, the flywheel 14 is disposed between the engine 11 and the generator 12, and the starter 15 is disposed between the engine 11 and the flywheel 14. Specifically, when the vehicle is in a low-temperature environment, the power battery 52 is discharged with very little or no power due to a low ambient temperature, and at this time, starting of the vehicle cannot be achieved by means of the power battery 52. The starter 15 is arranged, so that the low-voltage starter 15 of the vehicle can be started in a low-temperature environment. More specifically, the low-voltage starter 15 is supplied with power from the low-voltage battery 54, and the engine 11 is started by dragging the flywheel 14 with the low-voltage starter 15, thereby achieving the start of the vehicle. Compared with the high-voltage starting mode of the new energy vehicle in the prior art, namely, the starting mode of the power battery 52 is adopted, the arrangement of the starter 15 is more beneficial to low-temperature starting of the vehicle, and the low-temperature adaptability of the vehicle is improved. In addition, when the driving motor 13 fails, the starter 15 is arranged to realize direct-drive starting of the engine 11, so that normal use of the vehicle is ensured.

Further, the hybrid transmission system further includes a dual motor controller 51, a power battery 52, a dc converter 53, and a low voltage battery 54; the dual motor controller 51 supplies electric power of the power battery 52 to the generator 12 and the driving motor 13 for driving; the dual-motor controller 51 supplies the electric power of the generator 12 to the power battery 52 for charging or to the driving motor 13 for driving; the electric power of the power battery 52 is supplied to the battery 54 through the dc converter 53, so that the battery 54 supplies the starter 15 with electric power. Specifically, the two-motor controller 51 is used to control the operations of the generator 12 and the drive motor 13, and on the one hand, the electric power of the power battery 52 can be supplied to the generator 12 and the drive motor 13 through the two-motor controller 51 to cause the generator 12 and the drive motor 13 to participate in the driving of the vehicle; on the other hand, the electric energy generated by the generator 12 can be supplied to the driving motor 13 through the double-motor controller 51 for driving use or supplied to the power battery 52 through the double-motor controller 51 for charging. In addition, the electric energy of the power battery 52 can be supplied to the low-voltage battery 54 through the direct-current converter 53, so that the low-voltage battery 54 supplies power for the starter 15, and the starter 15 drags the flywheel 14 to start the engine 11, thereby realizing low-temperature starting of the engine 11 and direct-drive starting of the engine 11, and avoiding the abnormal use of the vehicle in a low-temperature environment or when the driving motor 13 fails.

Further, the hybrid transmission system has any one or more of the following modes of operation:

engine start mode: starting the engine 11 by the starter 15 or the generator 12;

single motor drive mode: the engine 11 does not work, the generator 12 does not work, and the driving motor 13 works;

Dual motor drive mode: the engine 11 does not work, the generator 12 drives and drags the engine 11 backward, and the driving motor 13 works;

Range extending mode: the engine 11 drives the generator 12 to generate electricity, and the driving motor 13 works;

engine direct drive mode: the engine 11 is operated, the generator 12 is not operated, and the driving motor 13 is not operated;

Engine direct drive power generation mode: the engine 11 works, the generator 12 generates electricity, and the driving motor 13 does not work;

single motor parallel drive mode: the engine 11 works, the generator 12 does not work, and the driving motor 13 works;

Engine and two-motor parallel drive mode: the engine 11 works, the generator 12 drives, and the driving motor 13 works;

Series-parallel driving mode: the engine 11 works, one part of power of the engine 11 is used for driving the generator 12 to generate electricity, the other part of power is used for driving, and the driving motor 13 works;

Driving electric motor braking energy recovery mode: the engine 11 is not operated, the generator 12 is not operated, and the driving motor 13 provides braking force;

and in a range-extending mode, a driving motor braking energy recovery mode is as follows: the engine 11 does not work, the generator 12 generates electricity, and the driving motor 13 provides braking force;

Reverse towing mode of engine under driving motor braking energy recovery: the engine 11 is reversed towed by the generator 12, and the driving motor 13 provides braking force;

double motor braking energy recovery mode: the engine 11 is reversed by the generator 12, and the generator 12 and the drive motor 13 each provide braking force.

Specifically, the operating states of the hybrid transmission are shown in table 1.

Table 1 working state table of hybrid power transmission system

In table 1, "v" indicates that the element is engaged, "right" indicates that the element is coupled to the gear on the right side thereof, "left" indicates that the element is coupled to the gear on the left side thereof, and "medium" indicates that the element is located in the neutral position without being coupled to the gear.

Fig. 2 to 15 correspond to power paths of the hybrid transmission system in each operation mode in order, and the bold lines in each drawing are power paths.

Low voltage start mode: in this embodiment, the low-voltage starter 15 is powered by the low-voltage battery 54, and the engine 11 is started by dragging the flywheel 14 with the low-voltage starter 15. This mode is suitable for very low temperature power cells 52 that cannot be discharged normally.

High voltage start mode: in this embodiment, the power battery 52 provides high voltage to the generator 12, and the generator 12 drags the flywheel 14 to start the engine 11. This mode is applicable to normal conditions.

Referring to fig. 2, the single motor driving one-gear mode: in this embodiment, the engine 11 is not operated, the generator 12 is not operated, the driving motor 13 is operated, the first clutch 31 is not engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the first gear driving gear 110 on the left side thereof, and the second synchronizer 42 is located at the neutral position. The power battery 52 supplies power to the driving motor 13 through the dual-motor controller 51, and the power transmission path of the driving motor 13 is: the drive motor 13-the second input shaft 23-the second driving reduction gear 510-the second driven reduction gear 520-the third input shaft 24-the first synchronizer 41-the first gear driving gear 110-the first gear driven gear 120-the spindle 21-the final drive 16-the differential 17-the wheels.

Referring to fig. 3, the single motor driving two-gear mode: in this embodiment, the engine 11 is not operated, the generator 12 is not operated, the driving motor 13 is operated, the first clutch 31 is not engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the second gear drive gear 210 on the right side thereof, and the second synchronizer 42 is located at the neutral position. The power battery 52 supplies power to the driving motor 13 through the dual-motor controller 51, and the power transmission path of the driving motor 13 is: the drive motor 13-the second input shaft 23-the second driving reduction gear 510-the second driven reduction gear 520-the third input shaft 24-the first synchronizer 41-the second gear drive gear 210-the second gear driven gear 220-the spindle 21-the final drive 16-the differential 17-the wheels.

Single motor drive reverse mode: in this embodiment, the engine 11 is not operated, the generator 12 is not operated, the driving motor 13 is operated and the driving motor 13 is reversed, the first clutch 31 is not engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the first gear driving gear 110 on the left side thereof, and the second synchronizer 42 is in the neutral position. The power battery 52 supplies power to the driving motor 13 through the dual motor controller 51, and the power transmission path of the driving motor 13 is the same as that of the single motor driving one-gear mode, and referring to fig. 2, the reverse gear operation of the vehicle is realized by reversing the driving motor 13 in the present embodiment.

Referring to fig. 4, the two-motor drive one-gear mode: in this embodiment, the engine 11 is not operated, the generator 12 drives and drags the engine 11 backward, the driving motor 13 is operated, the first clutch 31 is engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the first gear driving gear 110 on the left side thereof, and the second synchronizer 42 is engaged with the first driving reduction gear 410 on the left side thereof. The power battery 52 supplies power to the driving motor 13 and the generator 12 simultaneously through the dual-motor controller 51, and the power transmission path of the driving motor 13 is as follows: the drive motor 13-the second input shaft 23-the second driving reduction gear 510-the second driven reduction gear 520-the third input shaft 24-the first synchronizer 41-the first gear driving gear 110-the first gear driven gear 120-the spindle 21-the final drive 16-the differential 17-the wheels. The power transmission path of the generator 12 is: generator 12-first clutch 31-first input shaft 22-second synchronizer 42-first driving reduction gear 410-first driven reduction gear 420-third input shaft 24-first gear driving gear 110-first gear driven gear 120-spindle 21-final drive 16-differential 17-wheels.

Referring to fig. 5, the two-motor drive two-gear mode: in this embodiment, the engine 11 is not operated, the generator 12 drives and drags the engine 11 backward, the driving motor 13 is operated, the first clutch 31 is engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the second gear driving gear 210 on the right side thereof, and the second synchronizer 42 is engaged with the first driving reduction gear 410 on the left side thereof. The power battery 52 supplies power to the driving motor 13 and the generator 12 simultaneously through the dual-motor controller 51, and the power transmission path of the driving motor 13 is as follows: the drive motor 13-the second input shaft 23-the second driving reduction gear 510-the second driven reduction gear 520-the third input shaft 24-the first synchronizer 41-the second gear drive gear 210-the second gear driven gear 220-the spindle 21-the final drive 16-the differential 17-the wheels. The power transmission path of the generator 12 is: the electric generator 12-the first clutch 31-the first input shaft 22-the second synchronizer 42-the first driving reduction gear 410-the first driven reduction gear 420-the third input shaft 24-the first synchronizer 41-the second gear driving gear 210-the second gear driven gear 220-the spindle 21-the final drive 16-the differential 17-the wheels.

Referring to fig. 6, the dual motor drive three speed mode: in this embodiment, the engine 11 is not operated, the generator 12 drives and drags the engine 11 backward, the driving motor 13 is operated, the first clutch 31 is not engaged, the second clutch 32 is engaged, the first synchronizer 41 is engaged with the second gear driving gear 210 on the right side thereof, and the second synchronizer 42 is located at the middle position. The power battery 52 supplies power to the driving motor 13 and the generator 12 simultaneously through the dual-motor controller 51, and the power transmission path of the driving motor 13 is as follows: the drive motor 13-the second input shaft 23-the second driving reduction gear 510-the second driven reduction gear 520-the third input shaft 24-the first synchronizer 41-the second gear drive gear 210-the second gear driven gear 220-the spindle 21-the final drive 16-the differential 17-the wheels. The power transmission path of the generator 12 is: generator 12-second clutch 32-spindle 21-final drive 16-differential 17-wheels.

Referring to fig. 7, the dual motor drive reverse mode: in this embodiment, the engine 11 is not operated, the generator 12 drives and drags the engine 11 backward, the driving motor 13 is operated, the first clutch 31 is engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the first reverse driving gear 110 on the left side thereof, and the second synchronizer 42 is engaged with the first reverse driving gear 310 on the right side thereof. The power battery 52 supplies power to the driving motor 13 and the generator 12 simultaneously through the dual-motor controller 51, and the power transmission path of the driving motor 13 is as follows: the drive motor 13-the second input shaft 23-the second driving reduction gear 510-the second driven reduction gear 520-the third input shaft 24-the first synchronizer 41-the first gear driving gear 110-the first gear driven gear 120-the spindle 21-the final drive 16-the differential 17-the wheels. The power transmission path of the generator 12 is: the electric generator 12-the first clutch 31-the first input shaft 22-the second synchronizer 42-the first reverse drive gear 310-the first reverse driven gear 320-the intermediate shaft 25-the second reverse drive gear 330-the first drive gear 110-the first driven gear 120-the spindle 21-the final drive 16-the differential 17-the wheels.

Range extending mode: comprises a range-increasing first gear mode, a range-increasing second gear mode and a range-increasing Cheng Daodang mode. In the range-extending mode, the engine 11 is started, the generator 12 is driven to generate electricity through the flywheel 14, part of alternating current generated by the generator 12 is converted into direct current by the double-motor controller 51 to charge the power battery 52, and the other part of alternating current directly supplies power to the driving motor 13 through the double-motor controller 51 so that the driving motor 13 drives the vehicle to run. In the range-increasing first gear mode, the range-increasing second gear mode, and the range-increasing Cheng Daodang mode, the power transmission path of the driving motor 13 is the same as that of the single motor-driven first gear mode, the single motor-driven second gear mode, and the single motor-driven reverse gear mode, respectively, and reference is made to fig. 2 to 3.

Referring to fig. 8, the engine 11 is in the direct-drive first-gear mode: in this embodiment, the engine 11 is operated, the generator 12 is not operated, the driving motor 13 is not operated, the first clutch 31 is engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the first gear driving gear 110 on the left side thereof, and the second synchronizer 42 is engaged with the first driving reduction gear 410 on the left side thereof. The power transmission path of the engine 11 is: the engine 11-flywheel 14-generator 12-first clutch 31-first input shaft 22-second synchronizer 42-first driving reduction gear 410-first driven reduction gear 420-third input shaft 24-first synchronizer 41-first gear driving gear 110-first gear driven gear 120-spindle 21-final drive 16-differential 17-wheels.

Referring to fig. 9, the engine 11 is in the direct-drive two-gear mode: in this embodiment, the engine 11 is operated, the generator 12 is not operated, the driving motor 13 is not operated, the first clutch 31 is engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the second gear driving gear 210 on the right side thereof, and the second synchronizer 42 is engaged with the first driving reduction gear 410 on the left side thereof. The power transmission path of the engine 11 is: the engine 11-the flywheel 14-the generator 12-the first clutch 31-the first input shaft 22-the second synchronizer 42-the first driving reduction gear 410-the first driven reduction gear 420-the third input shaft 24-the first synchronizer 41-the second gear driving gear 210-the second gear driven gear 220-the spindle 21-the final drive 16-the differential 17-the wheels.

Referring to fig. 10, the engine 11 is in the direct-drive three-gear mode: in the present embodiment, the engine 11 is operated, the generator 12 is not operated, the driving motor 13 is not operated, the first clutch 31 is not engaged, the second clutch 32 is engaged, the first synchronizer 41 is in the neutral position, and the second synchronizer 42 is in the neutral position. The power transmission path of the engine 11 is: the engine 11-flywheel 14-generator 12-second clutch 32-spindle 21-final drive 16-differential 17-wheels.

Referring to fig. 11, the engine 11 is in the direct-drive reverse mode: in this embodiment, the engine 11 is operated, the generator 12 is not operated, the driving motor 13 is not operated, the first clutch 31 is engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the first reverse gear driving gear 110 on the left side thereof, and the second synchronizer 42 is engaged with the first reverse gear driving gear 310 on the right side thereof. The power transmission path of the engine 11 is: the engine 11-the flywheel 14-the generator 12-the first clutch 31-the first input shaft 22-the second synchronizer 42-the first reverse driving gear 310-the first reverse driven gear 320-the intermediate shaft 25-the second reverse driving gear 330-the first gear driving gear 110-the first gear driven gear 120-the spindle 21-the final drive 16-the differential 17-the wheels.

Engine 11 direct-drive power generation mode: the device comprises a first gear mode of direct drive power generation of the engine 11, a second gear mode of direct drive power generation of the engine 11, a third gear mode of direct drive power generation of the engine 11 and a reverse gear mode of direct drive power generation of the engine 11. The direct-drive power generation mode of the engine 11 is suitable for the working condition that the SOC value of the power battery 52 is low, the generator 12 is driven to generate power when the whole vehicle is in direct drive of the engine 11, and the engine 11 can be operated in a high-efficiency area by adjusting the power generation power under the working condition. In the first gear mode of direct drive power generation of the engine 11, the second gear mode of direct drive power generation of the engine 11, the third gear mode of direct drive power generation of the engine 11, and the reverse gear mode of direct drive power generation of the engine 11, the power transmission path of the engine 11 is the same as the first gear mode of direct drive of the engine 11, the second gear mode of direct drive of the engine 11, the third gear mode of direct drive of the engine 11, and the reverse gear mode of direct drive of the engine 11, respectively, see fig. 8 to 11.

Referring to fig. 12, the single motor parallel drive one-gear mode: in this embodiment, the engine 11 is operated, the generator 12 is not operated, the driving motor 13 is operated, the first clutch 31 is engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the first gear driving gear 110 on the left side thereof, and the second synchronizer 42 is engaged with the first driving reduction gear 410 on the left side thereof. The power battery 52 supplies power to the driving motor 13 through the dual-motor controller 51, and the power transmission path of the driving motor 13 is: the drive motor 13-the second input shaft 23-the second driving reduction gear 510-the second driven reduction gear 520-the third input shaft 24-the first synchronizer 41-the first gear driving gear 110-the first gear driven gear 120-the spindle 21-the final drive 16-the differential 17-the wheels. The engine 11 transmits torque to the rotor of the generator 12 via the flywheel 14, and the power transmission path of the engine 11 is: the engine 11-the flywheel 14-the generator 12-the first clutch 31-the first input shaft 22-the second synchronizer 42-the first driving reduction gear 410-the first driven reduction gear 420-the third input shaft 24-the first gear driving gear 110-the first gear driven gear 120-the spindle 21-the final drive 16-the differential 17-the wheels.

Referring to fig. 13, the single motor parallel drive two-gear mode: in this embodiment, the engine 11 is operated, the generator 12 is not operated, the driving motor 13 is operated, the first clutch 31 is engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the second gear driving gear 210 on the right side thereof, and the second synchronizer 42 is engaged with the first driving reduction gear 410 on the left side thereof. The power battery 52 supplies power to the driving motor 13 through the dual-motor controller 51, and the power transmission path of the driving motor 13 is: the drive motor 13-the second input shaft 23-the second driving reduction gear 510-the second driven reduction gear 520-the third input shaft 24-the first synchronizer 41-the second gear drive gear 210-the second gear driven gear 220-the spindle 21-the final drive 16-the differential 17-the wheels. The engine 11 transmits torque to the rotor of the generator 12 via the flywheel 14, and the power transmission path of the engine 11 is: the engine 11-the flywheel 14-the generator 12-the first clutch 31-the first input shaft 22-the second synchronizer 42-the first driving reduction gear 410-the first driven reduction gear 420-the third input shaft 24-the second gear driving gear 210-the second gear driven gear 220-the spindle 21-the final drive 16-the differential 17-the wheels.

Referring to fig. 14, the single motor parallel drive three-gear mode: in this embodiment, the engine 11 is operated, the generator 12 is not operated, the driving motor 13 is operated, the first clutch 31 is not engaged, the second clutch 32 is engaged, the first synchronizer 41 is engaged with the second gear driving gear 210 on the right side thereof, and the second synchronizer 42 is located at the neutral position. The power battery 52 supplies power to the driving motor 13 through the dual-motor controller 51, and the power transmission path of the driving motor 13 is: the drive motor 13-the second input shaft 23-the second driving reduction gear 510-the second driven reduction gear 520-the third input shaft 24-the first synchronizer 41-the second gear drive gear 210-the second gear driven gear 220-the spindle 21-the final drive 16-the differential 17-the wheels. The engine 11 transmits torque to the rotor of the generator 12 via the flywheel 14, and the power transmission path of the engine 11 is: the engine 11-flywheel 14-generator 12-second clutch 32-spindle 21-final drive 16-differential 17-wheels.

Referring to fig. 15, the single motor parallel drive reverse mode: in this embodiment, the engine 11 is operated, the generator 12 is not operated, the driving motor 13 is operated, the first clutch 31 is engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the first reverse gear driving gear 110 on the left side thereof, and the second synchronizer 42 is engaged with the first reverse gear driving gear 310 on the right side thereof. The power battery 52 supplies power to the driving motor 13 through the dual-motor controller 51, and the power transmission path of the driving motor 13 is: the drive motor 13-the second input shaft 23-the second driving reduction gear 510-the second driven reduction gear 520-the third input shaft 24-the first synchronizer 41-the first gear driving gear 110-the first gear driven gear 120-the spindle 21-the final drive 16-the differential 17-the wheels. The engine 11 transmits torque to the rotor of the generator 12 via the flywheel 14, and the power transmission path of the engine 11 is: the engine 11-the flywheel 14-the generator 12-the first clutch 31-the first input shaft 22-the second synchronizer 42-the first reverse driving gear 310-the first reverse driven gear 320-the intermediate shaft 25-the second reverse driving gear 330-the first gear driving gear 110-the first gear driven gear 120-the spindle 21-the final drive 16-the differential 17-the wheels.

Referring to fig. 16, the engine and the two-motor parallel drive one-gear mode: in this embodiment, the engine 11 is operated, the generator 12 is driven, the driving motor 13 is operated, the first clutch 31 is engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the first gear driving gear 110 on the left side thereof, and the second synchronizer 42 is engaged with the first driving reduction gear 410 on the left side thereof. The parallel driving mode of the engine and the double motors is suitable for emergency working conditions such as ultra-rapid acceleration, large-gradient climbing and the like. The power transmission paths of the engine 11 and the driving motor 13 are the same as those of the single motor parallel driving one-gear mode. Wherein the power transmission path of the generator 12 is: generator 12-first clutch 31-first input shaft 22-second synchronizer 42-first driving reduction gear 410-first driven reduction gear 420-third input shaft 24-first gear driving gear 110-first gear driven gear 120-spindle 21-final drive 16-differential 17-wheels.

Referring to fig. 17, the engine and two-motor parallel drive two-gear mode: in this embodiment, the engine 11 is operated, the generator 12 is driven, the driving motor 13 is operated, the first clutch 31 is engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the second gear driving gear 210 on the right side thereof, and the second synchronizer 42 is engaged with the first driving reduction gear 410 on the left side thereof. The parallel driving mode of the engine and the double motors is suitable for emergency working conditions such as ultra-rapid acceleration, large-gradient climbing and the like. The power transmission paths of the engine 11 and the driving motor 13 are the same as those of the single motor parallel driving two-gear mode. Wherein the power transmission path of the generator 12 is: the electric generator 12-the first clutch 31-the first input shaft 22-the second synchronizer 42-the first driving reduction gear 410-the first driven reduction gear 420-the third input shaft 24-the second gear driving gear 210-the second gear driven gear 220-the spindle 21-the final drive 16-the differential 17-the wheels.

Referring to fig. 18, the engine and two-motor parallel drive three-gear mode: in this embodiment, the engine 11 is operated, the generator 12 is driven, the driving motor 13 is operated, the first clutch 31 is not engaged, the second clutch 32 is engaged, the first synchronizer 41 is engaged with the second gear driving gear 210 on the right side thereof, and the second synchronizer 42 is located at the neutral position. The parallel driving mode of the engine and the double motors is suitable for emergency working conditions such as ultra-rapid acceleration, large-gradient climbing and the like. The power transmission paths of the engine 11 and the drive motor 13 are the same as those of the single motor parallel drive three-gear mode. Wherein the power transmission path of the generator 12 is: generator 12-second clutch 32-spindle 21-final drive 16-differential 17-wheels.

Referring to fig. 19, the engine and two-motor parallel drive reverse mode: in this embodiment, the engine 11 is operated, the generator 12 is driven, the driving motor 13 is operated, the first clutch 31 is engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the first reverse gear driving gear 110 on the left side thereof, and the second synchronizer 42 is engaged with the first reverse gear driving gear 310 on the right side thereof. The parallel driving mode of the engine and the double motors is suitable for emergency working conditions such as ultra-rapid acceleration, large-gradient climbing and the like. The power transmission paths of the engine 11 and the driving motor 13 are the same as those of the single motor parallel driving reverse gear mode. Wherein the power transmission path of the generator 12 is: the electric generator 12-the first clutch 31-the first input shaft 22-the second synchronizer 42-the first reverse drive gear 310-the first reverse driven gear 320-the intermediate shaft 25-the second reverse drive gear 330-the first drive gear 110-the first driven gear 120-the spindle 21-the final drive 16-the differential 17-the wheels.

Series-parallel driving mode: the device comprises a first gear mode of series-parallel driving, a second gear mode of series-parallel driving, a third gear mode of series-parallel driving and a reverse gear mode of series-parallel driving. In this mode, the engine 11 is operated, a part of the power of the engine 11 is used to drive the generator 12 to generate electricity, and another part of the power of the engine 11 is used to drive the motor 13 to operate. In the series-parallel driving mode, the generator 12 is not idle any more, but is used for generating power, so that the system is suitable for the condition that the SOC value of the power battery 52 is low and the requirement meets the larger working condition.

Referring to fig. 20, the series-parallel driving one-shift mode: in this embodiment, the engine 11 is operated, the generator 12 is generating electricity, the driving motor 13 is operated, the first clutch 31 is engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the first gear driving gear 110 on the left side thereof, and the second synchronizer 42 is engaged with the first driving reduction gear 410 on the left side thereof. The power transmission path of the drive motor 13 is: the drive motor 13-the second input shaft 23-the second driving reduction gear 510-the second driven reduction gear 520-the third input shaft 24-the first synchronizer 41-the first gear driving gear 110-the first gear driven gear 120-the spindle 21-the final drive 16-the differential 17-the wheels. The power transmission path of the engine 11 is: the engine 11-the flywheel 14-the generator 12-the first clutch 31-the first input shaft 22-the second synchronizer 42-the first driving reduction gear 410-the first driven reduction gear 420-the third input shaft 24-the first gear driving gear 110-the first gear driven gear 120-the spindle 21-the final drive 16-the differential 17-the wheels.

Referring to fig. 21, the series-parallel driving two-shift mode: in this embodiment, the engine 11 is operated, the generator 12 is generating electricity, the driving motor 13 is operated, the first clutch 31 is engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the second gear driving gear 210 on the right side thereof, and the second synchronizer 42 is engaged with the first driving reduction gear 410 on the left side thereof. The power transmission path of the drive motor 13 is: the drive motor 13-the second input shaft 23-the second driving reduction gear 510-the second driven reduction gear 520-the third input shaft 24-the first synchronizer 41-the second gear drive gear 210-the second gear driven gear 220-the spindle 21-the final drive 16-the differential 17-the wheels. The power transmission path of the engine 11 is: the engine 11-the flywheel 14-the generator 12-the first clutch 31-the first input shaft 22-the second synchronizer 42-the first driving reduction gear 410-the first driven reduction gear 420-the third input shaft 24-the second gear driving gear 210-the second gear driven gear 220-the spindle 21-the final drive 16-the differential 17-the wheels.

Referring to fig. 22, the series-parallel driving three-gear mode: in this embodiment, the engine 11 is operated, the generator 12 is operated to generate electricity, the driving motor 13 is operated, the first clutch 31 is not engaged, the second clutch 32 is engaged, the first synchronizer 41 is engaged with the second gear driving gear 210 on the right side thereof, and the second synchronizer 42 is positioned at the neutral position. The power transmission path of the drive motor 13 is: the drive motor 13-the second input shaft 23-the second driving reduction gear 510-the second driven reduction gear 520-the third input shaft 24-the first synchronizer 41-the second gear drive gear 210-the second gear driven gear 220-the spindle 21-the final drive 16-the differential 17-the wheels. The power transmission path of the engine 11 is: the engine 11-flywheel 14-generator 12-second clutch 32-spindle 21-final drive 16-differential 17-wheels.

Referring to fig. 23, the series-parallel driving reverse gear mode: in this embodiment, the engine 11 is operated, the generator 12 generates electricity, the driving motor 13 is operated, the first clutch 31 is engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the first reverse gear driving gear 110 on the left side thereof, and the second synchronizer 42 is engaged with the first reverse gear driving gear 310 on the right side thereof. The power transmission path of the drive motor 13 is: the drive motor 13-the second input shaft 23-the second driving reduction gear 510-the second driven reduction gear 520-the third input shaft 24-the first synchronizer 41-the first gear driving gear 110-the first gear driven gear 120-the spindle 21-the final drive 16-the differential 17-the wheels. The power transmission path of the engine 11 is: the engine 11-the flywheel 14-the generator 12-the first clutch 31-the first input shaft 22-the second synchronizer 42-the first reverse driving gear 310-the first reverse driven gear 320-the intermediate shaft 25-the second reverse driving gear 330-the first gear driving gear 110-the first gear driven gear 120-the spindle 21-the final drive 16-the differential 17-the wheels.

The drive motor 13 is in a braking energy recovery first gear mode: in this embodiment, the engine 11 is not operated, the generator 12 is not operated, the driving motor 13 is operated to provide braking force of the vehicle, the first clutch 31 is not engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the first gear driving gear 110 on the left side thereof, and the second synchronizer 42 is located at the neutral position. The drive motor 13 converts kinetic energy of the vehicle into electric energy, charges the power battery 52 through the two-motor controller 51, and generates reverse drive force. The braking torque is recovered through the driving motor 13, the second input shaft 23, the second driving reduction gear 510, the second driven reduction gear 520, the third input shaft 24, the first synchronizer 41, the first gear driving gear 110, the first gear driven gear 120, the central spindle 21, the main reducer 16, the differential 17 and wheels, so that the vehicle braking energy is recovered. The transmission path of the braking torque is the same as the power transmission path of the drive motor 13 in the single motor drive one-gear mode, see fig. 2.

The drive motor 13 is in a braking energy recovery two-gear mode: in this embodiment, the engine 11 is not operated, the generator 12 is not operated, the driving motor 13 is operated to provide braking force of the vehicle, the first clutch 31 is not engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the second gear driving gear 210 on the right side thereof, and the second synchronizer 42 is located at the neutral position. The drive motor 13 converts kinetic energy of the vehicle into electric energy, charges the power battery 52 through the two-motor controller 51, and generates reverse drive force. The braking torque is recovered through the driving motor 13, the second input shaft 23, the second driving reduction gear 510, the second driven reduction gear 520, the third input shaft 24, the first synchronizer 41, the second gear driving gear 210, the second gear driven gear 220, the central spindle 21, the main reducer 16, the differential 17 and wheels, so that the vehicle braking energy is recovered. The transmission path of the braking torque is the same as the power transmission path of the drive motor 13 in the single motor drive two speed mode, see fig. 3.

The drive motor 13 is braking the energy recovery reverse gear mode: in this embodiment, the engine 11 is not operated, the generator 12 is not operated, the driving motor 13 is operated and the driving motor 13 is reversed, the first clutch 31 is not engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the first gear driving gear 110 on the left side thereof, and the second synchronizer 42 is located at the neutral position. The drive motor 13 converts kinetic energy of the vehicle into electric energy, charges the power battery 52 through the two-motor controller 51, and generates reverse drive force. The braking torque is recovered through the driving motor 13, the second input shaft 23, the second driving reduction gear 510, the second driven reduction gear 520, the third input shaft 24, the first synchronizer 41, the first gear driving gear 110, the first gear driven gear 120, the central spindle 21, the main reducer 16, the differential 17 and wheels, so that the vehicle braking energy is recovered. The transmission path of the braking torque is the same as the power transmission path of the drive motor 13 in the single motor drive reverse mode, see fig. 2.

And in the range-extending mode, the driving motor 13 is in a braking energy recovery mode: the method comprises a first gear mode for recovering braking energy of the driving motor 13 in a range increasing mode, a second gear mode for recovering braking energy of the driving motor 13 in the range increasing mode, and a reverse gear mode for recovering braking energy of the driving motor 13 in the range increasing mode. In the range-extending mode, the braking energy recovery mode of the driving motor 13 mostly occurs under the slow deceleration or sliding working condition when the SOC value of the power battery 52 is low, in the range-extending mode, the generator 12 charges the power battery 52, and meanwhile, the energy recovered by braking the driving motor 13 also charges the power battery 52. The transmission path of the braking torque is the same as that of the braking energy recovery mode of the driving motor 13, and can be seen in fig. 2 to 3.

Reverse towing mode of the engine 11 under the condition of braking energy recovery of the driving motor 13: the reverse-dragging reverse-shifting mode comprises a reverse-dragging first-shifting mode of an engine 11 under the condition that the driving motor 13 is used for braking energy, a reverse-dragging second-shifting mode of the engine 11 under the condition that the driving motor 13 is used for braking energy, a reverse-dragging three-shifting mode of the engine 11 under the condition that the driving motor 13 is used for braking energy, and a reverse-dragging reverse-shifting mode of the engine 11 under the condition that the driving motor 13 is used for braking energy. The engine 11 is not operated but is reversed by the generator 12, the driving motor 13 provides braking force, and the engine 11 is reversed by the generator 12 to consume part of the braking energy. The reverse towing mode of the engine 11 under the condition of the braking energy recovery of the driving motor 13 mostly occurs in the slow deceleration or sliding working condition when the engine 11 is directly driven or in series-parallel connection. The transmission path of the braking torque of the driving motor 13 in the reverse-dragging first gear mode of the engine 11 under the braking energy recovery of the driving motor 13 is the same as that in the first gear mode of the braking energy recovery of the driving motor 13, and can be seen in fig. 2. The transmission path of the braking torque of the driving motor 13 in the reverse-dragging two-gear mode of the engine 11 under the braking energy recovery of the driving motor 13 is the same as that in the braking energy recovery two-gear mode of the driving motor 13, and can be seen in fig. 3. The transmission path of the braking torque of the driving motor 13 in the reverse three-gear mode of the engine 11 under the braking energy recovery of the driving motor 13 is the same as that in the two-gear mode of the driving motor 13, and can be seen in fig. 3. The transmission path of the braking torque of the driving motor 13 in the reverse-dragging reverse-gear mode of the engine 11 under the braking energy recovery of the driving motor 13 is the same as that in the first-gear mode of the braking energy recovery of the driving motor 13, and can be seen in fig. 2.

Double motor braking energy recovery mode: the method comprises a double-motor braking energy recovery first gear mode, a double-motor braking energy recovery second gear mode, a double-motor braking energy recovery third gear mode and a double-motor braking energy recovery reverse gear mode. The engine 11 is reversed by the generator 12, and the generator 12 and the drive motor 13 each provide braking force. The double-motor braking energy recovery mode mostly occurs under the conditions of rapid deceleration or long downhill with high SOC, the generator 12 and the driving motor 13 both convert the vehicle kinetic energy into electric energy, and the double-motor controller 51 charges the power battery 52 and generates the found driving force. When the vehicle SOC value is high and the power battery 52 does not allow charging, the electric energy generated by the long downhill braking driving motor 13 and the generator 12 is converted into heat energy to be dissipated.

Double-motor braking energy recovery first gear mode: in this embodiment, the engine 11 is not operated, the generator 12 is operated, the driving motor 13 is operated, the first clutch 31 is engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the first gear driving gear 110 on the left side thereof, and the second synchronizer 42 is engaged with the first driving reduction gear 410 on the left side thereof. The braking torque transmission path of the generator 12 is: generator 12-first clutch 31-first input shaft 22-second synchronizer 42-first driving reduction gear 410-first driven reduction gear 420-third input shaft 24-first gear driving gear 110-first gear driven gear 120-spindle 21-final drive 16-differential 17-wheels. The braking torque transmission path of the drive motor 13 is: the drive motor 13-the second input shaft 23-the second driving reduction gear 510-the second driven reduction gear 520-the third input shaft 24-the first synchronizer 41-the first gear driving gear 110-the first gear driven gear 120-the spindle 21-the final drive 16-the differential 17-the wheels. Thereby realizing the recovery of the braking energy of the vehicle. The braking torque transmission path is the same as the power transmission path in the two-motor drive first gear mode, see fig. 4.

Double motor braking energy recovery two-gear mode: in this embodiment, the engine 11 is not operated, the generator 12 is operated, the driving motor 13 is operated, the first clutch 31 is engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the second gear driving gear 210 on the right side thereof, and the second synchronizer 42 is engaged with the first driving reduction gear 410 on the left side thereof. The braking torque transmission path of the generator 12 is: the electric generator 12-the first clutch 31-the first input shaft 22-the second synchronizer 42-the first driving reduction gear 410-the first driven reduction gear 420-the third input shaft 24-the second gear driving gear 210-the second gear driven gear 220-the spindle 21-the final drive 16-the differential 17-the wheels. The braking torque transmission path of the drive motor 13 is: the drive motor 13-the second input shaft 23-the second driving reduction gear 510-the second driven reduction gear 520-the third input shaft 24-the first synchronizer 41-the second gear drive gear 210-the second gear driven gear 220-the spindle 21-the final drive 16-the differential 17-the wheels. Thereby realizing the recovery of the braking energy of the vehicle. The braking torque transmission path is the same as the power transmission path in the two-motor drive two-speed mode, see fig. 5.

Double-motor braking energy recovery three-gear mode: in this embodiment, the engine 11 is not operated, the generator 12 is operated, the driving motor 13 is operated, the first clutch 31 is not engaged, the second clutch 32 is engaged, the first synchronizer 41 is engaged with the second gear driving gear 210 on the right side thereof, and the second synchronizer 42 is located at the neutral position. The braking torque transmission path of the generator 12 is: generator 12-second clutch 32-spindle 21-final drive 16-differential 17-wheels. The braking torque transmission path of the drive motor 13 is: the drive motor 13-the second input shaft 23-the second driving reduction gear 510-the second driven reduction gear 520-the third input shaft 24-the first synchronizer 41-the second gear drive gear 210-the second gear driven gear 220-the spindle 21-the final drive 16-the differential 17-the wheels. Thereby realizing the recovery of the braking energy of the vehicle. The braking torque transmission path is the same as that in the two-motor drive three-speed mode, see fig. 6.

Double motor braking energy recovery reverse gear mode: in this embodiment, the engine 11 is not operated, the generator 12 is operated, the driving motor 13 is operated, the first clutch 31 is engaged, the second clutch 32 is not engaged, the first synchronizer 41 is engaged with the first reverse gear driving gear 110 on the left side thereof, and the second synchronizer 42 is engaged with the first reverse gear driving gear 310 on the right side thereof. The braking torque transmission path of the generator 12 is: the electric generator 12-the first clutch 31-the first input shaft 22-the second synchronizer 42-the first reverse drive gear 310-the first reverse driven gear 320-the intermediate shaft 25-the second reverse drive gear 330-the first drive gear 110-the first driven gear 120-the spindle 21-the final drive 16-the differential 17-the wheels. The braking torque transmission path of the drive motor 13 is: the drive motor 13-the second input shaft 23-the second driving reduction gear 510-the second driven reduction gear 520-the third input shaft 24-the first synchronizer 41-the first gear driving gear 110-the first gear driven gear 120-the spindle 21-the final drive 16-the differential 17-the wheels. Thereby realizing the recovery of the braking energy of the vehicle. The braking torque transmission path is the same as the power transmission path in the two-motor drive reverse mode, see fig. 7.

The invention also provides a vehicle, which comprises a hybrid power transmission system, wherein the specific structure of the hybrid power transmission system refers to the embodiment, and the vehicle adopts all the technical schemes of all the embodiments, so that the vehicle at least has all the beneficial effects brought by the technical schemes of the embodiments, and the description is omitted herein.

The foregoing description is only of the optional embodiments of the present invention, and is not intended to limit the scope of the invention, and all the equivalent structural changes made by the description of the present invention and the accompanying drawings or the direct/indirect application in other related technical fields are included in the scope of the invention.

Claims

1. The hybrid power speed change system is characterized by comprising an engine, a generator, a driving motor, a mandrel, a first input shaft, a second input shaft, a third input shaft, a first clutch, a second clutch, a plurality of synchronizers and a plurality of groups of gear pairs;

The power of the engine, the power of the generator and the power of the driving motor are transmitted to wheels through the mandrel; the mandrel is an input shaft and an output shaft;

The gear pairs comprise a first gear pair and a second gear pair, the synchronizer comprises a first synchronizer, the first gear pair comprises a first gear driving gear and a first gear driven gear which are meshed with each other, the first gear driving gear is sleeved on the third input shaft, and the first gear driven gear is fixedly arranged on the mandrel; the second-gear pair comprises a second-gear driving gear and a second-gear driven gear which are meshed, the second-gear driving gear is sleeved on the third input shaft, and the second-gear driven gear is fixedly arranged on the mandrel; the first synchronizer is fixedly arranged on the third input shaft and is used for being combined with or separated from the first-gear driving gear or the second-gear driving gear;

The multi-gear pair further comprises a reverse gear pair, the hybrid power speed change system further comprises an intermediate shaft, and the reverse gear pair comprises a first reverse gear pair, a second reverse gear pair and a third reverse gear pair; the first reverse gear pair comprises a first reverse driving gear and a first reverse driven gear which are meshed, the first reverse driving gear is sleeved on the first input shaft, and the first reverse driven gear is fixedly arranged on the intermediate shaft; the second reverse gear pair comprises a second reverse driving gear and a second reverse driven gear which are meshed, the second reverse driving gear is fixedly arranged on the intermediate shaft, and the second reverse driven gear and the first reverse driving gear are shared gears; the third reverse gear pair and the first gear pair are a common gear pair.

2. The hybrid transmission system of claim 1, wherein the plurality of sets of gear pairs further comprises a first reduction gear pair, the synchronizer comprises a second synchronizer, the first reduction gear pair comprises a first driving reduction gear and a first driven reduction gear which are meshed, the first driving reduction gear is sleeved on the first input shaft, and the first driven reduction gear is fixedly arranged on the third input shaft; the second synchronizer is fixedly arranged on the first input shaft and is used for being combined with or separated from the first driving reduction gear or the first reverse gear driving gear.

3. The hybrid transmission system of claim 1, wherein the plurality of sets of gear pairs includes a second reduction gear pair including a meshed second driving reduction gear and a second driven reduction gear, the second driving reduction gear being fixedly disposed on the second input shaft, the second driven reduction gear being fixedly disposed on the third input shaft.

4. The hybrid transmission system of claim 1, further comprising a final drive and a differential, wherein power of the hybrid transmission system is transferred to wheels sequentially through the axle, the final drive, and the differential.

5. The hybrid transmission system of claim 1, further comprising a flywheel disposed between the engine and the generator and a starter disposed between the engine and the flywheel.

6. The hybrid transmission system of claim 5, further comprising a dual motor controller, a power battery, a dc converter, and a low voltage battery;

7. The hybrid transmission system of claim 5 or 6, wherein the hybrid transmission system has any one or more of the following modes of operation:

Engine start mode: starting the engine by the starter or the generator;

Series-parallel driving mode: the engine works, one part of power of the engine is used for driving the generator to generate electricity, the other part of power is used for driving, and the driving motor works;

8. A vehicle comprising the hybrid transmission system according to any one of claims 1 to 7.