CN119142138A - Multimode gearbox, hybrid power system and vehicle - Google Patents
Multimode gearbox, hybrid power system and vehicle Download PDFInfo
- Publication number
- CN119142138A CN119142138A CN202411243125.7A CN202411243125A CN119142138A CN 119142138 A CN119142138 A CN 119142138A CN 202411243125 A CN202411243125 A CN 202411243125A CN 119142138 A CN119142138 A CN 119142138A
- Authority
- CN
- China
- Prior art keywords
- gear
- shaft
- input
- output
- input shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
- B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention relates to a multi-mode gearbox, a hybrid power system and a vehicle, and belongs to the technical field of hybrid power systems. According to the scheme, on the basis that an engine and a motor are coupled through a planetary row and output through a multi-gear transmission at the downstream, a gear shifting mechanism is added to the input end of the planetary row, the gear shifting mechanism can realize that two input ends of the planetary row are in transmission connection, the whole planetary row synchronously rotates, then the output end of the planetary row is directly connected with an output shaft by matching with the downstream gear shifting mechanism, 1:1 direct driving from a first input end to the output shaft is realized, a high-efficiency and low-transmission-loss high-speed gear mode is realized, meanwhile, when one input end of the planetary row is locked by the added gear shifting mechanism, the planetary row outputs power input by the first input shaft at the other speed ratio, when the planetary row has two output speed ratios of 1:1 direct output and non-1, a plurality of gears in the downstream multi-gear transmission are matched, the number of driving modes is doubled, and more subdivision working conditions can be efficiently adapted.
Description
Technical Field
The invention relates to a multi-mode gearbox, a hybrid power system and a vehicle, and belongs to the technical field of hybrid power systems of new energy vehicles.
Background
In the field of commercial vehicles, the hybrid power system is widely applied, the operation working condition of the commercial vehicle is complex, the weight difference of the whole vehicle is large according to the condition of carrying people and goods, and the whole vehicle needs to meet the requirements of high-speed driving and climbing with a large gradient. Meanwhile, the existing hybrid system adopts a simple two-gear or three-gear AMT (Automated Mechanical Transmission, mechanical automatic gearbox), in the design of gear ratio, in order to meet the daily high-speed driving working condition, the heavy-load climbing or heavy-gradient continuous climbing scene is difficult to meet due to the fact that the heavy-load climbing or heavy-gradient continuous climbing scene is difficult to meet, and in the continuous climbing scene, the motor is easy to overheat, so that the existing hybrid system is difficult to meet the working conditions of high vehicle speed and heavy climbing, and meanwhile, the problems of AMT gear shifting power interruption, difficult control of the AMT clutch hill and easy erosion exist.
The Chinese patent application publication No. CN117803693A discloses a gearbox for engineering machinery and a control method. In the scheme, power input by an engine and an M1 motor is coupled through a planetary row, output of the planetary row is transmitted to a drive axle through a multi-gear transmission, and the M2 motor inputs power between an output end of the planetary row and an input end of the multi-gear transmission.
However, the various speed ratios of the scheme are mainly realized by virtue of multiple gears and multiple speed change gear sets of the multi-gear transmission, so that the problems of low system efficiency and high driving energy loss exist.
The Chinese patent application publication No. CN117584724A discloses a hybrid power assembly system of a mining dump truck and a control method thereof. In the scheme, the power input by the engine and the EM1 motor is also coupled through a planetary row, the output of the planetary row is also transmitted to the drive axle through a multi-gear transmission, but a direct drive gear with the speed ratio of the planetary row to the drive axle being 1 is added in the transmission, the EM2 motor is directly input into the transmission through an intermediate shaft and a group of speed change gears, and the transmission is provided with the gear of the output of the planetary row to the intermediate shaft so as to realize the transmission of the output of the planetary row to the drive axle through the multi-gear transmission. According to the scheme, the planetary gear can directly drive the drive axle with the speed ratio of 1, meanwhile, the EM2 motor is coupled through the transmission, more combined hybrid power driving modes can be realized, and the engine and the EM2 motor can realize more efficient hybrid power driving in respective efficient intervals in the face of the current working condition.
However, the scheme controls the planet row, only locks a sun gear connected with an output shaft of the EM1 motor, so that the engine is directly driven, a hybrid power mode is limited, subdivision of working conditions is still difficult to meet, corresponding and suitable driving modes exist in more working conditions, and a parking power generation mode is difficult to realize under the condition that the lower power of the planet row is linked to a wheel end without bearing torque.
Disclosure of Invention
The invention aims to provide a multi-mode gearbox which is used for solving the problems that the number of speed ratio driving modes provided by an existing gearbox is limited and the high-efficiency driving requirements under more working conditions cannot be met, a hybrid power system which is used for solving the problems that the number of hybrid power driving modes of the existing hybrid power system is limited and the high-efficiency driving requirements under more working conditions cannot be met, and a vehicle which is used for solving the problems that the existing hybrid power vehicle cannot meet the high-efficiency driving requirements under more working conditions.
In order to achieve the above object, the present invention provides a method comprising:
The technical scheme of the multi-mode gearbox comprises a first input shaft and a second input shaft which are used for being connected with different power sources, wherein the first input shaft and the second input shaft are respectively in transmission connection with a first input end and a second input end of a planetary row, output ends of the planetary row are connected with an output shaft used for power input through a first gear shifting mechanism, the first gear shifting mechanism is used for switching among the output ends of the planetary row, the first gear shifting mechanism is connected with a first intermediate shaft, the output shaft is connected with or not connected with the output shaft, the first intermediate shaft is also in transmission connection with a second intermediate shaft, a second gear shifting mechanism used for realizing gear ratio transmission and/or disconnection transmission is further arranged between the second intermediate shaft and the output shaft, and the multi-mode gearbox is characterized by further comprising a third gear shifting mechanism which is used for switching among the second input ends of the planetary row, the output ends are connected or not locked.
Further, the device also comprises a third input shaft for connecting different power sources, and the third input shaft is in transmission connection with the first intermediate shaft.
Further, the first input shaft is coaxially arranged with the output shaft, and the first input shaft and the second input shaft and/or the first input shaft and the third input shaft are arranged in a different shaft way.
Further, the first input shaft and the second input shaft are arranged in a different shaft mode, and the second input shaft is in transmission connection with the second input end of the planetary row through the speed change gear set.
Further, the first input shaft and the third input shaft are arranged in a different shaft mode, and the third input shaft is in transmission connection with the first intermediate shaft through a speed change gear set.
Further, the first input end of the planetary row is a planetary carrier of the planetary row, the second input end of the planetary row is a sun gear of the planetary row, and the output end of the planetary row is a gear ring of the planetary row.
Further, the second shift mechanism includes three gears, 1) engaging a second speed change gear set in driving connection with the second intermediate shaft with the output shaft, 2) engaging a first speed change gear set in driving connection with the second intermediate shaft with the output shaft, and 3) disconnecting the driving connection between the second intermediate shaft and the output shaft.
Further, the gear ratio of the first-gear speed change gear set, the gear ratio of the second-gear speed change gear set and the gear ratio of the transmission connection of the first intermediate shaft and the second intermediate shaft are different.
Further, the gear ratio of the second speed change gear set is smaller than that of the first speed change gear set and larger than that of the first intermediate shaft and the second intermediate shaft which are in transmission connection.
The invention has the advantages that the invention is improved on the basis of the technical scheme that an engine and a motor in the prior art are in power coupling through a planetary row in a gearbox and output through a multi-gear transmission at the downstream, a third gear shifting mechanism is added at the input end of the planetary row, the gear shifting mechanism can realize the connection of the planetary row with two input ends of the engine and the motor respectively, so that three degrees of freedom of the planetary row are changed into an integral synchronous rotation, the output end of the planetary row is directly connected with an output shaft by being matched with a first gear shifting mechanism, a high-speed gear mode of connecting the first input end of the engine to the output shaft at a speed ratio of 1 is realized, a high-efficiency and low-transmission-loss high-speed gear mode is realized, meanwhile, the planetary row has a new non-1 speed ratio to output the power input by the first input shaft (the speed ratio is determined by a connection method of 3 input/output ends of the planetary row), the planetary row has a direct output of 1 and a non-1 speed ratio and a direct output mode of the planetary row at the speed ratio of the speed ratio is matched with the two or more than 1, the high-speed ratio can be better realized, the number of the two-speed-gear transmission can be better driven in a more than the two-gear mode is realized, and the number of the driving mode can be better in the gear transmission mode is better than required to be realized, and the number of the driving mode is more than in the speed mode.
Meanwhile, the third gear shifting mechanism connects two input ends of the planet row, three degrees of freedom of the planet row are changed into integral synchronous rotation, and then the output end of the planet row is disconnected from the output shaft by matching with the first gear shifting mechanism, so that the engine can generate power through the motor connected with the second input shaft by reversely dragging the planet row at the speed ratio of 1 under the condition that the first input shaft is connected with the engine and the second input shaft is connected with the motor, and the parking power generation under the condition that the lower power chain does not bear torque is realized.
Further, when the third input shaft for inputting power is provided on the multi-speed transmission, the third shift mechanism can realize hybrid driving of different input shafts for inputting power in a neutral mode, that is, in a mode in which the second input shaft is not locked and two input ends of the planetary gear set are not connected.
The technical scheme of the hybrid power system comprises a power source and a multi-mode gearbox, wherein the multi-mode gearbox comprises a first input shaft and a second input shaft which are connected with different power sources, the first input shaft and the second input shaft are respectively connected with a first input end and a second input end of a planetary row in a transmission mode, output ends of the planetary row are connected with an output shaft used for power input through a first gear shifting mechanism, the first gear shifting mechanism is used for switching among the output ends of the planetary row, the first gear shifting mechanism is connected with a first intermediate shaft in a transmission mode, the output shaft is connected with or not connected with the output shaft, the first intermediate shaft is also connected with a second intermediate shaft in a transmission mode, a second gear shifting mechanism used for realizing transmission and/or disconnection transmission of a gear ratio is further arranged between the second intermediate shaft and the output shaft, and the hybrid power system is characterized by further comprising a third gear shifting mechanism used for switching among the second input ends of the planetary row, the output ends are connected or not locked.
Further, the device also comprises a third input shaft for connecting different power sources, and the third input shaft is in transmission connection with the first intermediate shaft.
Further, the first input shaft is coaxially arranged with the output shaft, and the first input shaft and the second input shaft and/or the first input shaft and the third input shaft are arranged in a different shaft way.
Further, the first input shaft and the second input shaft are arranged in a different shaft mode, and the second input shaft is in transmission connection with the second input end of the planetary row through the speed change gear set.
Further, the first input shaft and the third input shaft are arranged in a different shaft mode, and the third input shaft is in transmission connection with the first intermediate shaft through a speed change gear set.
Further, the first input end of the planetary row is a planetary carrier of the planetary row, the second input end of the planetary row is a sun gear of the planetary row, and the output end of the planetary row is a gear ring of the planetary row.
Further, the second shift mechanism includes three gears, 1) engaging a second speed change gear set in driving connection with the second intermediate shaft with the output shaft, 2) engaging a first speed change gear set in driving connection with the second intermediate shaft with the output shaft, and 3) disconnecting the driving connection between the second intermediate shaft and the output shaft.
Further, the gear ratio of the first-gear speed change gear set, the gear ratio of the second-gear speed change gear set and the gear ratio of the transmission connection of the first intermediate shaft and the second intermediate shaft are different.
Further, the gear ratio of the second speed change gear set is smaller than that of the first speed change gear set and larger than that of the first intermediate shaft and the second intermediate shaft which are in transmission connection.
Further, the power source comprises an engine, a first motor and a second motor, the engine is in transmission connection with the first input shaft, the first motor is in transmission connection with the second input shaft, and the second motor is in transmission connection with the third input shaft.
The invention has the advantages that the hybrid power system is improved on the basis of the technical scheme that an engine and a motor in the prior art are in power coupling through a planetary gear in a gearbox, and the hybrid power system is output through a multi-gear transmission at the downstream, a third gear shifting mechanism is added at the input end of the planetary gear, the gear shifting mechanism can realize the connection of the planetary gear with two input ends of the engine and the motor respectively, three degrees of freedom of the planetary gear are changed into integral synchronous rotation, the output end of the planetary gear is directly connected with an output shaft by being matched with a first gear shifting mechanism, the engine is driven by a rear axle through the direct output of the first input end to the output shaft with the speed ratio of 1, a high-efficiency and low-transmission-loss high-speed gear mode of the engine is realized, meanwhile, the planetary gear shifting mechanism is provided with a new non-1 speed ratio to output the power of the engine, the planetary gear has the direct output with the speed ratio of 1 and the speed ratio of the non-1 (the size of 3 input/output ends of the planetary gear is matched with the two-speed ratios of the planetary gear, the two-ratio high-speed ratio and the number of the gear shifting mechanism is better, the number of the gear shifting mechanism is better matched with the two-speed transmission modes or more than the two-step down speed transmission modes, and the requirements can be better driven by the driving the speed mode is better, the number of the speed is better than the speed mode is better than the more than the speed mode than the speed of the gear.
Meanwhile, the third gear shifting mechanism connects two input ends of the planetary row, three degrees of freedom of the planetary row are changed into integral synchronous rotation, and then the output end of the planetary row is disconnected from the output shaft by matching with the first gear shifting mechanism, so that the motor connected with the second input shaft by reverse dragging of the planetary row at the speed ratio 1 of the engine can be used for generating electricity, and the power generation is stopped under the condition that the lower power chain does not bear torque.
Further, when the multi-speed transmission is coupled with the second motor, the third gear shifting mechanism can realize hybrid power driving of the engine and the motor coupled into the multi-speed transmission in a neutral mode, namely, a mode of not locking the second input shaft and not connecting the two input ends of the planetary row, wherein the motor connected with the planetary row can receive reverse traction power generation or output rotation speed to adjust the rotation speed of the engine in a high-efficiency section.
The technical scheme of the vehicle comprises a hybrid power system, wherein the hybrid power system comprises a power source and a multi-mode gearbox, the multi-mode gearbox comprises a first input shaft and a second input shaft which are used for being connected with different power sources, the first input shaft and the second input shaft are respectively connected with a first input end and a second input end of a planetary row in a transmission mode, output ends of the planetary row are connected with an output shaft used for power input through a first gear shifting mechanism, the first gear shifting mechanism is used for switching among the output ends of the planetary row which are connected with a first intermediate shaft, connected with the output shaft or not connected with the output shaft, the first intermediate shaft is also connected with a second intermediate shaft in a transmission mode, a second gear shifting mechanism used for realizing transmission and/or disconnection transmission is further arranged between the second intermediate shaft and the output shaft, and the vehicle is characterized by further comprising a third gear shifting mechanism which is used for switching among the second input ends of the planetary row which are locked, connected with the output ends or not locked and connected with the output ends.
Further, the device also comprises a third input shaft for connecting different power sources, and the third input shaft is in transmission connection with the first intermediate shaft.
Further, the first input shaft is coaxially arranged with the output shaft, and the first input shaft and the second input shaft and/or the first input shaft and the third input shaft are arranged in a different shaft way.
Further, the first input shaft and the second input shaft are arranged in a different shaft mode, and the second input shaft is in transmission connection with the second input end of the planetary row through the speed change gear set.
Further, the first input shaft and the third input shaft are arranged in a different shaft mode, and the third input shaft is in transmission connection with the first intermediate shaft through a speed change gear set.
Further, the first input end of the planetary row is a planetary carrier of the planetary row, the second input end of the planetary row is a sun gear of the planetary row, and the output end of the planetary row is a gear ring of the planetary row.
Further, the second shift mechanism includes three gears, 1) engaging a second speed change gear set in driving connection with the second intermediate shaft with the output shaft, 2) engaging a first speed change gear set in driving connection with the second intermediate shaft with the output shaft, and 3) disconnecting the driving connection between the second intermediate shaft and the output shaft.
Further, the gear ratio of the first-gear speed change gear set, the gear ratio of the second-gear speed change gear set and the gear ratio of the transmission connection of the first intermediate shaft and the second intermediate shaft are different.
Further, the gear ratio of the second speed change gear set is smaller than that of the first speed change gear set and larger than that of the first intermediate shaft and the second intermediate shaft which are in transmission connection.
Further, the power source comprises an engine, a first motor and a second motor, the engine is in transmission connection with the first input shaft, the first motor is in transmission connection with the second input shaft, and the second motor is in transmission connection with the third input shaft.
The invention has the advantages that the hybrid power system of the vehicle is improved on the basis of the technical scheme that an engine and a motor in the prior art are in power coupling through a planetary row in a gearbox, and the hybrid power system is output through a multi-gear transmission at the downstream, a third gear shifting mechanism is added at the input end of the planetary row, the gear shifting mechanism can realize the connection of the planetary row with two input ends of the engine and the motor respectively, three degrees of freedom of the planetary row are changed into an integral synchronous rotation, the output end of the planetary row is directly connected with an output shaft by being matched with a first gear shifting mechanism, the engine is driven by the direct output of the first input end to the output shaft with the speed ratio of 1, a high-speed gear mode with high efficiency and low transmission loss of the engine is realized, meanwhile, the planetary row is provided with a new non-1 speed ratio to output the power of the engine, the planetary row is provided with the direct output of the speed ratio of 1 and the power output of the non-1 speed ratio (the size of the planetary row is determined by 3 input/output ends of the planetary row) in a 3-speed ratio mode or more than two-speed ratio, the two-gear shifting mechanisms are matched with the high-speed transmission modes, the number of the two-speed transmission is better, and the requirements can be better met, and the driving condition is better is increased, the driving the working condition is better than the speed in a speed mode is better than a more than the speed mode.
Meanwhile, the third gear shifting mechanism connects two input ends of the planetary row, three degrees of freedom of the planetary row are changed into integral synchronous rotation, and then the output end of the planetary row is disconnected from the output shaft by matching with the first gear shifting mechanism, so that the motor connected with the second input shaft by reverse dragging of the planetary row at the speed ratio 1 of the engine can be used for generating electricity, and the power generation is stopped under the condition that the lower power chain does not bear torque.
Further, when the multi-speed transmission is coupled with the second motor, the third gear shifting mechanism can realize hybrid power driving of the engine and the motor coupled into the multi-speed transmission in a neutral mode, namely, a mode of not locking the second input shaft and not connecting the two input ends of the planetary row, wherein the motor connected with the planetary row can receive reverse traction power generation or output rotation speed to adjust the rotation speed of the engine in a high-efficiency section.
Drawings
FIG. 1 is a schematic diagram of the power transmission architecture of a transmission in transmission embodiment 1;
FIG. 2 is a schematic diagram of the power transmission architecture of the hybrid powertrain of transmission embodiment 1 with the addition of a power source to the transmission;
FIG. 3 is a schematic diagram of the power transmission architecture of the hybrid powertrain of transmission embodiment 2 with the addition of a power source to the transmission;
fig. 4 is a schematic diagram of the power transmission structure of the hybrid system with the addition of the power source to the transmission in embodiment 3 of the transmission.
The transmission device comprises an engine 1, a torsional damper 2, a speed change gear 3, a first motor stator 4a, a first motor rotor 4b, a first input shaft 5a, a second input shaft 5b, a third input shaft 5c, a speed change gear 6, a joint gear 7, a joint gear sleeve 8, a gear shift gear hub 9, a joint gear 10, a gearbox housing 11, a second motor stator 12a, a second motor rotor 12b, a sun gear 13, a planet gear 14, a planet carrier 15, a gear ring 16, a speed change gear 17, a speed change gear 18, a speed change gear 19, a second intermediate shaft 20a, a speed change gear 20b, a joint gear 21a, a gear shift gear hub 21b, a joint gear sleeve 21c, a joint gear 21d, a second gear driving gear 22, a second gear driven gear 23, a joint gear 24a, a gear shift gear hub 24c, a joint gear 24d, a first gear driving gear 25, a first gear driven gear 26, an output shaft 27, a first intermediate shaft 28 and a hollow shaft 29.
Detailed Description
The present invention will be described in more detail with reference to the drawings and examples, wherein the invention is described in detail with reference to the drawings.
The invention provides a multi-mode gearbox, a hybrid power system applying the gearbox and a vehicle adopting the hybrid power system, which can be suitable for commercial vehicles with complex working conditions and various power demands.
The invention is characterized in that three input shafts and one output shaft which are arranged by different shafts are adopted, and an intermediate shaft which is correspondingly connected with the output shaft and realizes transmission connection of the variable gear ratio from input to output is adopted.
The first input shaft is in transmission connection with a power source engine of the hybrid power system, the second input shaft is in transmission connection with a power source first motor of the hybrid power system, the third input shaft is in transmission connection with a power source second motor of the hybrid power system, and the output shaft is in transmission connection with a main speed reducer on a drive axle.
One end of the first input shaft is in transmission connection with one input/output end of the planetary row, and the other end of the first input shaft is connected with the output end of the engine. One end of the second input shaft is connected with the first motor rotor, and the other end of the second input shaft is in transmission connection with the other input/output end of the planetary row. One end of the third input shaft is connected with the second motor rotor, and the other end of the third input shaft is connected with the driven gear on the intermediate shaft in a transmission way. The input shafts are arranged in parallel, so that the radial size of the gearbox can be reduced, and the volume of the gearbox can be reduced.
A locking mechanism is arranged between the first input shaft and the corresponding input/output end of the planetary row, and can connect the input/output end of the planetary row with the gearbox shell to lock the input/output end and the corresponding input shaft.
A gear shifting mechanism is arranged between the input/output end of the planetary row for outputting power and the output shaft, and the power is controlled to flow from the input/output end of the planetary row for outputting power to a driven gear on the intermediate shaft or directly to the output shaft.
More specifically, the invention is provided with three groups of gear shifting mechanisms, a first gear shifting mechanism is arranged between a planetary row and an output shaft, a second gear shifting mechanism is arranged between an intermediate shaft and the output shaft, and a third gear shifting mechanism is arranged between a first input shaft and the planetary row.
Further, the gear shifting mechanism can adopt a gear ring and gear hub synchronizer gear shifting mechanism, and specifically comprises a joint gear sleeve, a gear shifting gear hub and left and right joint teeth, and the gear shifting operation mechanism such as a shifting fork is used for shifting the joint gear sleeve to slide left and right so as to realize the joint of the left and right joint teeth, so that the gear shifting operation is realized.
Further, the second input shaft is in transmission connection with the sun gear through the speed change gear set, and the third input shaft is in transmission connection with the intermediate shaft through the meshing of the driving gear and the driven gear on the intermediate shaft.
Multimode gearbox embodiment 1:
A multi-mode gearbox with uninterrupted power for shifting as shown in fig. 1 comprises three input shafts as power inputs, a second intermediate shaft 20a, and an output shaft 27. The three input shafts include a first input shaft 5a, a second input shaft 5b and a third input shaft 5c, the first input shaft 5a, the second input shaft 5b and the third input shaft 5c being adapted to be drivingly connected to respective power sources, such as a drive motor or an engine, and an output shaft 27 being adapted to be drivingly connected downstream of a vehicle powertrain, such as a final drive on a transaxle.
In the present embodiment, the power source is taken as an engine 1 and two motors are taken as examples to describe the gearbox of the present invention, wherein the two motors comprise a first motor and a second motor, the first motor comprises a first motor stator 4a and a first motor rotor 4b, and the second motor comprises a second motor stator 12a and a second motor rotor 12b.
The first input shaft 5a is connected at one end outside the gearbox to the output end of the engine 1 via the torsional vibration damper 2 and at the other end to the planet carrier 15. One end of the second input shaft 5b in the gearbox is in driving connection with the planet row sun gear 13 through a speed gear set comprising a speed gear 3 and a speed gear 6, and the other end is used for connecting with the first motor rotor 4b. The third input shaft 5c is in a transmission connection at one end thereof with a first intermediate shaft 28 via a gear set comprising a gear 17 and a gear 18, and at the other end thereof with a second motor rotor 12b, the first intermediate shaft 28 being in a transmission connection with a second intermediate shaft 20a via a gear set comprising a gear 19 and a gear 20 b.
The first input shaft 5a, the planetary row and the output shaft 27 are coaxially arranged, the connecting shaft between the speed change gear 6 and the planetary row sun gear 13 is a hollow shaft 29 which is freely rotatably sleeved on the first input shaft 5a, the speed change gear 6 and the sun gear 13 are respectively fixed at two ends of the hollow shaft 29, the first intermediate shaft 28 is freely rotatably sleeved on an extending shaft of the planetary row gear ring 16 in the direction of the output shaft 27, and a gear shifting gear hub 21b is fixed at the tail end of the extending shaft in the direction of the output shaft 27.
As other embodiments, the input shaft connected to the two motors may be connected to the downstream power train without speed change, for example, the speed ratio of the two speed change gear sets is set to 1, or the second motor is directly connected to the driven gear on the second intermediate shaft 20a in a transmission manner, or the first motor and the second motor are coaxially arranged with the first input shaft 5A and the output shaft 27, the first motor rotor 4b is directly connected to the end of the hollow shaft 29 away from the output shaft 27 by using a hollow rotor, and the second motor rotor 12b is directly connected to the end of the first intermediate shaft 28 away from the output shaft 27 by using a hollow rotor (the arrangement is not shown in the drawings, and concretely, refer to the disclosure of patent application publication No. CN117584724 a), or one of the first motor and the second motor is coaxially arranged with the first input shaft 5A and the output shaft 27. Of course, the speed ratio of the speed change gear sets connected with the two motors can be changed as required.
When the first motor and the second motor are respectively in transmission connection with the sun gear 13 and the first intermediate shaft 28 through corresponding speed change gear sets, the first input shaft 5a, the second input shaft 5b and the third input shaft 5c are arranged in different shafts as shown in fig. 2, so that the axial size of the gearbox can be shortened, and the longitudinal space of the chassis of the vehicle can be saved. The first motor and/or the second motor are/is arranged coaxially with the first input shaft 5a and the output shaft 27, i.e. at least one of the second input shaft 5b and the third input shaft 5c is arranged with the first input shaft 5a in a different axis, which shortens the radial dimension of the gearbox and is beneficial to saving the transverse space of the chassis of the vehicle.
The gear shifting mechanism comprises a gear ring gear hub synchronizer gear shifting mechanism.
The third gear shift mechanism comprises a gear shift hub connected with a planet row sun gear 13, a joint gear 7 connected with a planet row gear ring 16, a gear joint gear 10 connected with a gearbox housing 11 and a joint gear sleeve 8 capable of sliding left and right.
The engaging sleeve 8 has three engagement states (1) the engaging sleeve 8 is held in an intermediate position, at which time power from the first input shaft 5a can be transmitted to the first motor via the planetary gear set. (2) The engaging gear sleeve 8 simultaneously engages the gear shifting gear hub 9 and the engaging gear 7, at the moment, the planetary gear ring 16 and the sun gear 13 are locked and synchronous, the planetary gear is synchronous in three degrees of freedom according to the characteristics of the planetary gear, the planetary carrier 15, the sun gear 13 and the gear ring 16 rotate at the same speed, and at the moment, the power of the first input shaft 5a enters the planetary gear and is output from the planetary gear ring 16 according to the transmission ratio 1. (3) The engaging sleeve 8 simultaneously engages the shift hub 9 and the gear engaging teeth 10, at which time the sun gear 13 is locked by the gear engaging teeth 10 connected to the transmission case 11, and the power of the first input shaft 5a is output from the ring gear 16. The engagement gear sleeve 8 is shifted to move along the axial direction by shifting fork and other gear shifting mechanisms, so that three engagement state conversion is realized.
The first shift mechanism includes a shift hub 21b connected to the planetary gear set 16, engaging teeth 21d connected to the output shaft 27, engaging teeth 21a connected to the speed gear 18 of the speed gear set including the speed gear 17 and the speed gear 18, and a laterally slidable engaging sleeve 21c.
The engaging sleeve 21c has three engagement states (1) the engaging sleeve 21c is held in the neutral position, at which time the planetary gear set 16 cannot be connected to the output shaft 27, and power from the gear set 16 is interrupted. (2) The engaging tooth sleeve 21c simultaneously engages the shift tooth hub 21b and the engaging tooth 21d, at which time the planetary gear set 16 is directly connected with the output shaft 27, and the power of the gear set 16 is transmitted to the output shaft 27 in the gear ratio 1. (3) The engaging tooth sleeve 21c simultaneously engages the shift tooth hub 21b with the engaging tooth 21a, and the power flow of the ring gear 16 is then directed to the speed change gear 19, which is also connected to the speed change gear 18. The engagement gear sleeve 21c is shifted to move axially by a shift fork or other gear shift operating mechanism, so that three engagement state transitions are realized.
The second shift mechanism includes a second gear drive gear 22 and a first gear drive gear 25 provided on a second intermediate shaft 20a, a second gear driven gear 23 and a first gear driven gear 26 rotatably fitted on an output shaft 27, a second gear engaging tooth 24a provided on the second gear driven gear 23, a first gear engaging tooth 24d provided on the first gear driven gear 26, a shift gear hub 24c provided on the output shaft 27, and a laterally slidable engaging tooth sleeve 24b.
The engaging sleeve 24b has three engaged states (1) the engaging sleeve 24b remains in an intermediate position, where the second intermediate shaft 20a is disconnected from the output shaft 27 and power to the output shaft 27 is interrupted by the second intermediate shaft 20 a. (2) The engaging tooth sleeve 24b simultaneously engages the shift tooth hub 24c with the engaging tooth 24a, the second-gear driving gear 22 engages with the second-gear driven gear 23, at this time, the second intermediate shaft 20a is in driving connection with the output shaft 27 according to the second-gear speed ratio, and the power of the second intermediate shaft 20a is transmitted to the output shaft 27 according to the 2-gear transmission ratio. (3) The engaging tooth sleeve 24b simultaneously engages the shift tooth hub 24c and the engaging tooth 24d, the first-gear driving gear 25 is engaged with the first-gear driven gear 26, at this time, the second intermediate shaft 20a is in driving connection with the output shaft 27 according to the first-gear speed ratio, and the power of the second intermediate shaft 20a is transmitted to the output shaft 27 according to the 1-gear speed ratio. The engagement sleeve 24b is shifted by a shift fork or other shift operating mechanism to realize three engagement state transitions.
In the second shift mechanism of the above embodiment, the speed ratio of the first gear is larger than that of the second gear and the speed ratio between the speed change gear 20b and the speed change gear 19, and as other embodiments, the speed ratio of each gear and the speed change gear set may be changed as needed.
In other embodiments, the second gear shifting mechanism may be provided with multiple groups, and more gears are realized by correspondingly adding more driving gears on the second intermediate shaft 20a, and each group of second gear shifting mechanism may theoretically include two driven gears, and two driving gears meshed with the driven gears on the second intermediate shaft 20a may be correspondingly added.
It should be apparent to those skilled in the art that the connection of the planetary rows described in the above embodiments is a typical implementation. The planetary gear set has 3 input/output ends, according to the required speed ratio, the invention can select any two input/output ends to be in transmission connection with two power sources, and select the output shaft 27 of the transmission connection system of the remaining one input/output end, wherein the transmission connection power source is the input end, the transmission connection output shaft is the output end, and other input/output connection modes of the planetary gear set still fall into the protection scope of the invention.
Multimode gearbox embodiment 2:
The transmission of this embodiment differs from embodiment 1 in that, as shown in fig. 3, the third shift mechanism employs a clutch a having two engaged states and all released states, the first shift mechanism employs a clutch B having two engaged states and all released states, the second shift mechanism employs a clutch C having two engaged states and released states, and the engagement or disengagement operation of the left and right two positions is performed by the multiplate clutch instead of the ring gear hub synchronizer shift mechanism.
Other structures and working principles of the gearbox of this embodiment are the same as those of the gearbox of embodiment 1, and the description of this embodiment is omitted.
Multimode gearbox embodiment 3:
The transmission of this embodiment differs from the transmission of embodiment 1 in that, as shown in fig. 4, a third input shaft which can be used for connecting the second electric machine is omitted on the basis of the transmission of embodiment 1, i.e. the first intermediate shaft 28 in this embodiment is in driving connection with the second intermediate shaft 20a only via intermeshing ratio gears 19 and 20 b.
The hybrid system to which the transmission of the present embodiment is applied will lose the all-electric drive mode and the hybrid drive mode associated with the second electric machine.
Hybrid system embodiment:
Referring to fig. 2 and 3, the hybrid system of the present embodiment includes the engine 1, the first motor and the second motor, and the transmission in the transmission embodiment, which has been sufficiently clear as described in the transmission embodiment, and will not be described again. Wherein, one end of a first input shaft 5a of the gearbox facing the outside of the gearbox is connected with the output end of the engine 1 through a torsional damper 2, one end of a second input shaft 5b facing the outside of the gearbox is connected with a first motor rotor 4b, and one end of a third input shaft 5c facing the outside of the gearbox is connected with a second motor rotor 12b.
The hybrid power system of the embodiment can realize a plurality of gears and a plurality of driving modes including pure electric, in-situ power generation, hybrid power, direct driving of the engine and braking energy recovery through the coordinated coordination control of the engine, the two motors, the planetary gear rows and the three gear shifting mechanisms, can adapt to different driving working condition requirements, meets the requirements of acceleration, climbing, high-speed cruising and the like on dynamic performance, and realizes the driving of vehicles in a plurality of modes.
The following describes the driving mode of the hybrid system of the embodiment in detail with reference to fig. 2:
In-situ power generation mode, the third gear engagement sleeve 8 slidingly engages the gear hub 9 and the engagement teeth 7, the first gear engagement sleeve 21c maintains an intermediate position, and the second gear engagement sleeve 24b maintains an intermediate position. At this time, the engine 1 outputs power, and the power transmission paths are the engine 1, the first input shaft 5a, the carrier 15, the planetary gears 14, the sun gear 13 (at this time, the three degrees of freedom of the planetary rows are synchronous, that is, the carrier 15 and the ring gear 16 rotate at the same speed as the sun gear 13), the speed change gear 6, the speed change gear 3, the second input shaft 5b, and the first motor rotor 4b.
In the drive only 1 mode, the third gear engagement sleeve 8 is held in the neutral position, the first gear engagement sleeve 21c is held in the neutral position, and the second gear engagement sleeve 24b slidably engages the gear hub 24c and the engagement teeth 24d. At this time, the engine 1 is stopped, the second motor outputs power, and the power transmission path is the second motor rotor 12b, the third input shaft 5c, the speed gear 17, the speed gear 18, the speed gear 19, the speed gear 20b, the second intermediate shaft 20a, the first-gear driving gear 25, the first-gear driven gear 26, and the output shaft 27.
In the electric drive 2 range mode, the third gear shift mechanism engagement sleeve 8 is held in the neutral position, the first gear shift mechanism engagement sleeve 21c is held in the neutral position, and the second gear shift mechanism engagement sleeve 24b slidably engages the gear shift hub 24c and the engagement teeth 24a. At this time, the engine 1 is stopped, the second motor outputs power, and the power transmission path is the second motor rotor 12b, the third input shaft 5c, the speed gear 17, the speed gear 18, the speed gear 19, the speed gear 20b, the second intermediate shaft 20a, the second gear driving gear 22, the second gear driven gear 23, and the output shaft 27.
And in the engine direct-drive 1-gear mode, the third gear shifting mechanism is engaged with the gear shifting gear sleeve 8 in a sliding manner, and the gear shifting gear hub 9 and the engagement gear 7 are engaged. The first shift mechanism engaging sleeve 21c slidingly engages the shift hub 21b and the engaging teeth 21a. The second shift mechanism engagement sleeve 24b slidingly engages the shift hub 24c and the engagement teeth 24d. At this time, the engine 1 outputs power, and the first motor rotates or generates electricity as needed. The power transmission paths are the engine 1, the first input shaft 5a, the ring gear 16 (in which three degrees of freedom of the planetary rows are synchronized and output at the speed ratio 1), the speed change gear 19, the speed change gear 20b, the second intermediate shaft 20a, the first-gear drive gear 25, the first-gear driven gear 26, and the output shaft 27.
And in the engine direct drive 2-gear mode, the third gear shifting mechanism is engaged with the gear shifting gear sleeve 8 to slidingly engage with the gear shifting gear hub 9 and the engagement gear 10. The first shift mechanism engaging sleeve 21c slidingly engages the shift hub 21b and the engaging teeth 21a. The second shift mechanism engagement sleeve 24b slidingly engages the shift hub 24c and the engagement teeth 24d. At this time, the engine 1 outputs power, and the power transmission paths are the engine 1, the first input shaft 5a, the carrier 15, the planetary gears 14, the ring gear 16 (at this time, the planetary gear set sun gear is fixed, the carrier input ring gear is output), the speed change gear 19, the speed change gear 20b, the second intermediate shaft 20a, the first-gear drive gear 25, the first-gear driven gear 26, and the output shaft 27.
And in the engine direct drive 3-gear mode, the third gear shifting mechanism is engaged with the gear shifting gear sleeve 8 to slidingly engage with the gear shifting gear hub 9 and the engagement gear 7. The first shift mechanism engaging sleeve 21c slidingly engages the shift hub 21b and the engaging teeth 21a. The second shift mechanism engagement sleeve 24b slidingly engages the shift hub 24c and the engagement teeth 24a. At this time, the engine 1 outputs power, and the first motor rotates or generates electricity as needed. The power transmission paths are the engine 1, the first input shaft 5a, the ring gear 16 (in which the three degrees of freedom of the planetary rows are synchronized and output at the speed ratio 1), the speed change gear 19, the speed change gear 20b, the second intermediate shaft 20a, the second-stage drive gear 22, the second-stage driven gear 23, and the output shaft 27.
And in the engine direct-drive 4-gear mode, the third gear shifting mechanism is engaged with the gear shifting gear sleeve 8 to slidingly engage with the gear shifting gear hub 9 and the engagement gear 10. The first shift mechanism engaging sleeve 21c slidingly engages the shift hub 21b and the engaging teeth 21a. The second shift mechanism engagement sleeve 24b slidingly engages the shift hub 24c and the engagement teeth 24a. At this time, the engine 1 outputs power, and the power transmission paths are the engine 1, the first input shaft 5a, the carrier 15, the planetary gears 14, the ring gear 16 (at this time, the planetary gear set sun gear is fixed, the carrier input ring gear is output), the speed change gear 19, the speed change gear 20b, the second intermediate shaft 20a, the second gear drive gear 22, the second gear driven gear 23, and the output shaft 27.
And in the engine direct drive 5-gear mode, the third gear shifting mechanism is engaged with the gear shifting gear sleeve 8 to slidingly engage with the gear shifting gear hub 9 and the engagement gear 7. The first shift mechanism engaging sleeve 21c slidingly engages the shift hub 21b and the engaging teeth 21d. The second shift mechanism engagement sleeve 24b maintains the neutral position. At this time, the engine 1 outputs power, and the first motor rotates or generates electricity as needed. The power transmission path is the engine 1, the first input shaft 5a, the ring gear 16 (in which three degrees of freedom of the planetary row are synchronized, output at speed ratio 1), and the output shaft 27.
And in the engine direct-drive 6-gear mode, the third gear shifting mechanism is engaged with the gear shifting hub 9 and the engagement teeth 10 in a sliding manner by the gear shifting sleeve 8. The first shift mechanism engaging sleeve 21c slidingly engages the shift hub 21b and the engaging teeth 21d. The second shift mechanism engagement sleeve 24b maintains the neutral position. At this time, the engine 1 outputs power, and the power transmission path is the engine 1, the first input shaft 5a, the carrier 15, the planetary gears 14, the ring gear 16 (in this case, the sun gear of the planetary row is fixed, the carrier inputs the ring gear output), and the output shaft 27.
Hybrid 1 gear mode third gear shift mechanism engages sleeve 8 to hold the neutral position. The first shift mechanism engaging sleeve 21c slidingly engages the shift hub 21b and the engaging teeth 21a. The second shift mechanism engagement sleeve 24b slidingly engages the shift hub 24c and the engagement teeth 24d. At this time, the engine 1 and the second motor both output power, and the first motor is reversely towed to generate power. The power transmission path of the engine 1 is the engine 1, the first input shaft 5a, the carrier 15, the planetary gears 14, the ring gear 16, the speed change gear 19, the speed change gear 20b, the second intermediate shaft 20a, the first gear driving gear 25, the first gear driven gear 26, and the output shaft 27. The second motor power transmission path is the second motor rotor 12b, the speed gear 17, the speed gear 18, the speed gear 19, the speed gear 20b, the second intermediate shaft 20a, the first gear driving gear 25, the first gear driven gear 26, and the output shaft 27.
Hybrid 2 gear mode third gear shift mechanism engages sleeve 8 to hold the neutral position. The first shift mechanism engaging sleeve 21c slidingly engages the shift hub 21b and the engaging teeth 21a. The second shift mechanism engagement sleeve 24b slidingly engages the shift hub 24c and the engagement teeth 24a. At this time, the engine 1 and the second motor both output power, and the first motor is reversely towed to generate power. The power transmission path of the engine 1 is the engine 1, the first input shaft 5a, the carrier 15, the planetary gears 14, the ring gear 16, the speed change gear 19, the speed change gear 20b, the second intermediate shaft 20a, the second gear driving gear 22, the second gear driven gear 23, and the output shaft 27. The second motor power transmission path is the second motor rotor 12b, the speed gear 17, the speed gear 18, the speed gear 19, the speed gear 20b, the second intermediate shaft 20a, the second gear driving gear 22, the second gear driven gear 23, and the output shaft 27.
Hybrid 3 gear mode third gear shift mechanism engages sleeve 8 to hold the neutral position. The first shift mechanism engaging sleeve 21c slidingly engages the shift hub 21b and the engaging teeth 21d. The second shift mechanism engagement sleeve 24b slidingly engages the shift hub 24c and the engagement teeth 24d. At this time, the engine 1 and the second motor both output power, and the first motor is reversely towed to generate power. The power transmission path of the engine 1 is the engine 1, the first input shaft 5a, the carrier 15, the planetary gears 14, the ring gear 16, and the output shaft 27. The second motor power transmission path is the second motor rotor 12b, the speed gear 17, the speed gear 18, the speed gear 19, the speed gear 20b, the second intermediate shaft 20a, the first gear driving gear 25, the first gear driven gear 26, and the output shaft 27.
Hybrid 4-gear mode third gear shift mechanism engages sleeve 8 to hold the neutral position. The first shift mechanism engaging sleeve 21c slidingly engages the shift hub 21b and the engaging teeth 21d. The second shift mechanism engagement sleeve 24b slidingly engages the shift hub 24c and the engagement teeth 24a. At this time, the engine 1 and the second motor both output power, and the first motor is reversely towed to generate power. The power transmission path of the engine 1 is the engine 1, the first input shaft 5a, the carrier 15, the planetary gears 14, the ring gear 16, and the output shaft 27. The second motor power transmission path is the second motor rotor 12b, the speed gear 17, the speed gear 18, the speed gear 19, the speed gear 20b, the second intermediate shaft 20a, the second gear driving gear 22, the second gear driven gear 23, and the output shaft 27.
Vehicle embodiment:
The present embodiment provides a vehicle, and the vehicle adopts a hybrid power system provided by the hybrid power system embodiment, where the structure, principle and working mode of the specific hybrid power system are sufficiently clear to be described in the hybrid power system embodiment, and the description of the embodiment is omitted.
The vehicle of this embodiment realizes 13 kinds of operating modes of a plurality of gears through engine, two driving motor, planet row, unpowered interrupt gearbox coordinated control, has provided more power combination driving mode in order to satisfy more subdivision operating mode, has realized simultaneously that the purpose that the wheel end moment of torsion was uninterrupted in the gear shifting process, and the scheme has simplified the control of gearshift or clutch, has solved the difficult, the easy problem of ablating of clutch of gearshift control. The motor has the advantages that enough gear speed ratios and power combinations are provided, the working condition requirements of high-speed cruising and heavy load or large climbing of the highway passenger car are met, the problem that the motor is easy to overheat under the continuous climbing feeding working condition of the whole car, and the power performance is insufficient is solved, and the motor has wide application scenes.
Claims (12)
1. The multi-mode gearbox comprises a first input shaft and a second input shaft which are used for being connected with different power sources, wherein the first input shaft and the second input shaft are respectively connected with a first input end and a second input end of a planetary row in a transmission mode, output ends of the planetary row are connected with an output shaft used for power input through a first gear shifting mechanism, the first gear shifting mechanism is used for switching among the output ends of the planetary row, the first gear shifting mechanism is connected with a first intermediate shaft, the output shaft is connected with the output shaft or not, the first intermediate shaft is also connected with a second intermediate shaft in a transmission mode, a second gear shifting mechanism used for realizing gear ratio transmission and/or disconnection transmission is further arranged between the second intermediate shaft and the output shaft, and the multi-mode gearbox is characterized by further comprising a third gear shifting mechanism used for switching among the second input ends of the planetary row, the output ends are connected or not locked.
2. A multi-mode gearbox as recited in claim 1, further comprising a third input shaft for connecting different power sources, the third input shaft drivingly connected to the first intermediate shaft.
3. A multi-mode gearbox according to claim 2, wherein the first input shaft is arranged coaxially with the output shaft, the first and second input shafts and/or the first and third input shafts being arranged off-axis.
4. A multi-mode gearbox according to claim 3, wherein the first input shaft is arranged with a different shaft from the second input shaft, the second input shaft being drivingly connected to the second input of the planet row via a change gear set.
5. A multi-mode gearbox as claimed in claim 3, wherein the first input shaft is arranged with a different shaft to a third input shaft which is drivingly connected to the first intermediate shaft by a change gear set.
6. A multi-mode gearbox according to claim 1 or 2, wherein the first input of the planet row is the planet carrier of the planet row, the second input of the planet row is the sun gear of the planet row, and the output of the planet row is the ring gear of the planet row.
7. A multi-mode gearbox according to claim 1 or 2, wherein the second gear change mechanism comprises three gears 1) engaging a second speed change gear set in driving connection with the second intermediate shaft with the output shaft, 2) engaging a first speed change gear set in driving connection with the second intermediate shaft with the output shaft, 3) disconnecting the driving connection between the second intermediate shaft and the output shaft.
8. The multi-mode gearbox of claim 7, wherein the gear ratio of the first speed change gearset, the gear ratio of the second speed change gearset, and the gear ratio of the first countershaft drive connection with the second countershaft are all different.
9. The multi-mode gearbox of claim 8, wherein the gear ratio of the second speed change gear set is less than the gear ratio of the first speed change gear set and greater than the gear ratio of the first countershaft drive connection with the second countershaft.
10. A hybrid powertrain comprising a power source, further comprising a multi-mode gearbox according to any one of claims 1 to 9.
11. The hybrid powertrain of claim 10, wherein the power source comprises an engine, a first motor, and a second motor, the engine being drivingly connected to the first input shaft, the first motor being drivingly connected to the second input shaft, the second motor being drivingly connected to the third input shaft.
12. A vehicle comprising a hybrid system according to claim 10 or 11.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202411243125.7A CN119142138A (en) | 2024-09-05 | 2024-09-05 | Multimode gearbox, hybrid power system and vehicle |
| CN202511146077.4A CN121625760A (en) | 2024-09-05 | 2025-08-15 | A hybrid power system and vehicle |
| PCT/CN2025/117368 WO2026051819A1 (en) | 2024-09-05 | 2025-08-27 | Hybrid power system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202411243125.7A CN119142138A (en) | 2024-09-05 | 2024-09-05 | Multimode gearbox, hybrid power system and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN119142138A true CN119142138A (en) | 2024-12-17 |
Family
ID=93810480
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202411243125.7A Pending CN119142138A (en) | 2024-09-05 | 2024-09-05 | Multimode gearbox, hybrid power system and vehicle |
| CN202511146077.4A Pending CN121625760A (en) | 2024-09-05 | 2025-08-15 | A hybrid power system and vehicle |
Family Applications After (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202511146077.4A Pending CN121625760A (en) | 2024-09-05 | 2025-08-15 | A hybrid power system and vehicle |
Country Status (2)
| Country | Link |
|---|---|
| CN (2) | CN119142138A (en) |
| WO (1) | WO2026051819A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN119712795A (en) * | 2024-12-24 | 2025-03-28 | 索特传动设备有限公司 | Speed transmission and power system |
| WO2026051819A1 (en) * | 2024-09-05 | 2026-03-12 | 宇通客车股份有限公司 | Hybrid power system and vehicle |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102011089709B4 (en) * | 2011-12-23 | 2023-10-05 | Zf Friedrichshafen Ag | Hybrid drive of a motor vehicle |
| CN211390940U (en) * | 2019-11-01 | 2020-09-01 | 郑州宇通客车股份有限公司 | Hybrid electric vehicle and hybrid power system thereof |
| CN218577503U (en) * | 2022-09-23 | 2023-03-07 | 玉柴芯蓝新能源动力科技有限公司 | Four-gear two-intermediate-shaft double-motor front single-planet-row hybrid power system |
| CN115503460A (en) * | 2022-09-23 | 2022-12-23 | 玉柴芯蓝新能源动力科技有限公司 | A dual-motor single planetary row hybrid power system |
| CN117329279A (en) * | 2023-11-22 | 2024-01-02 | 江苏汇智高端工程机械创新中心有限公司 | Novel engineering machinery gearbox |
| CN119142138A (en) * | 2024-09-05 | 2024-12-17 | 宇通客车股份有限公司 | Multimode gearbox, hybrid power system and vehicle |
-
2024
- 2024-09-05 CN CN202411243125.7A patent/CN119142138A/en active Pending
-
2025
- 2025-08-15 CN CN202511146077.4A patent/CN121625760A/en active Pending
- 2025-08-27 WO PCT/CN2025/117368 patent/WO2026051819A1/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2026051819A1 (en) * | 2024-09-05 | 2026-03-12 | 宇通客车股份有限公司 | Hybrid power system and vehicle |
| CN119712795A (en) * | 2024-12-24 | 2025-03-28 | 索特传动设备有限公司 | Speed transmission and power system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN121625760A (en) | 2026-03-10 |
| WO2026051819A1 (en) | 2026-03-12 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101678751A (en) | Power transmission device | |
| CN112959881B (en) | Three-gear parallel shaft type lameable double-motor single-row planet row hybrid power system with power take-off module | |
| WO2011066158A2 (en) | Multi-speed transmission | |
| CN113561757A (en) | Single-motor single-planetary-row multi-gear hybrid power gearbox and hybrid power vehicle | |
| CN104976329A (en) | Single motor hybrid power automatic transmission | |
| CN121625760A (en) | A hybrid power system and vehicle | |
| US20220340121A1 (en) | Power drive system for hybrid power vehicle | |
| CN112277612A (en) | Electric drive system and electric vehicle | |
| CN113276658A (en) | Two keep off bi-motor planet row power split drive system | |
| CN104204609B (en) | Vehicle driving apparatus | |
| CN220281113U (en) | Multi-gear power splitting hybrid driving system | |
| US12449027B2 (en) | Transmission for E-axle | |
| CN108016277B (en) | Powertrain and vehicle having the same | |
| CN118560265A (en) | Central electric drive system with uninterrupted power and vehicle | |
| CN106864243B (en) | Seven-speed dual-clutch hybrid transmission | |
| CN115503459A (en) | Multi-speed variable speed hybrid power system with dual motors, dual intermediate shafts and power take-off modules | |
| CN113580917B (en) | Four-gear claudication double-motor double-planetary-row hybrid power system with power take-off module | |
| CN113147355B (en) | Hybrid power system, control method and vehicle | |
| CN211390940U (en) | Hybrid electric vehicle and hybrid power system thereof | |
| CN115246312B (en) | Multi-speed hybrid powertrain | |
| CN210161895U (en) | Hybrid power driving system and vehicle | |
| CN218430833U (en) | Multi-gear variable speed hybrid power system with motor directly connected with intermediate shaft | |
| CN217440701U (en) | Coaxial two-gear speed changing device | |
| CN216545695U (en) | Dual-motor three-speed-ratio compact electric drive axle system | |
| CN201561099U (en) | A dual-speed transmission and a vehicle including the same |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| WD01 | Invention patent application deemed withdrawn after publication | ||
| WD01 | Invention patent application deemed withdrawn after publication |
Application publication date: 20241217 |