CN218876881U

CN218876881U - Gearbox, hybrid power driving system and vehicle

Info

Publication number: CN218876881U
Application number: CN202222393851.XU
Authority: CN
Inventors: 卫镜周; 王少华; 崔兆雪
Original assignee: Huawei Digital Power Technologies Co Ltd
Current assignee: Huawei Digital Power Technologies Co Ltd
Priority date: 2022-09-05
Filing date: 2022-09-05
Publication date: 2023-04-18
Anticipated expiration: 2032-09-05

Abstract

The utility model provides a gearbox, hybrid drive system and vehicle, the gearbox includes the engine input shaft, generator transmission shaft, the idler, driving motor input shaft, clutch and wheel drive axle, the one end of engine input shaft and generator transmission shaft's one end are used for being connected and are located the both sides of first driving gear respectively with engine and generator transmission, first driving gear and first driven gear are fixed respectively on engine input shaft and generator transmission shaft and are connected through the idler transmission, the one end of driving motor input shaft and the one end of generator transmission shaft set up at the axial of engine input shaft homonymy, the wheel drive axle can receive the power of transmission through engine input shaft and driving motor input shaft when the clutch is in connected state, the wheel drive axle can receive the power of driving motor input shaft transmission when the separation state. The transmission in the present application can reduce the size of the hybrid drive system in the axial direction.

Description

Gearbox, hybrid power driving system and vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a gearbox, a hybrid power driving system and a vehicle.

Background

A hybrid vehicle (hybrid vehicle) refers to a vehicle in which a vehicle drive system is composed of a combination of two or more single drive systems that can be operated simultaneously. The driving power of the hybrid vehicle is provided by a single drive system alone or two or more single drive systems in combination, depending on the actual driving state of the vehicle. Generally, an engine, a generator and a driving motor are arranged in a hybrid electric vehicle, wherein the engine converts energy in other forms into kinetic energy and provides power to the generator, the generator is used for charging a battery, the battery provides electric energy to the driving motor, so that the driving motor can drive wheels to move, the engine can also directly provide kinetic energy to the wheels to drive the wheels to move, in the technical scheme of the conventional hybrid driving system, the engine and the generator are arranged along an axial direction, the axial distance between the engine and the generator is far, the critical axial size is occupied, and the hybrid electric vehicle cannot be installed and applied to a space position with a small axial size.

SUMMERY OF THE UTILITY MODEL

The application provides a gearbox, hybrid drive system and vehicle.

In a first aspect, the application provides a gearbox, which comprises an engine input shaft, a generator transmission shaft, an idle wheel, a driving motor input shaft, a clutch and a wheel driving shaft, wherein one end of the engine input shaft is used for being in transmission connection with an engine and receiving power output by the engine, and a first driving gear is fixed on the engine input shaft; the generator transmission shaft and the engine input shaft are arranged in parallel, a first driven gear is fixed on the generator transmission shaft, one end of the generator transmission shaft is used for being in transmission connection with a generator, and one end of the generator transmission shaft and one end of the engine input shaft are located on two sides of the first driving gear in the axial direction of the engine input shaft; the idler gear is positioned between the first driving gear and the first driven gear and meshed with the first driving gear and the first driven gear; one end of the driving motor input shaft is used for being in transmission connection with a driving motor and receiving power output by the driving motor, and one end of the driving motor input shaft and one end of the generator transmission shaft are arranged on the same side in the axial direction of the engine input shaft; the input end of the clutch is in transmission connection with the engine input shaft, the clutch is positioned on one side, away from one end of the engine input shaft, of the first driving gear in the axial direction of the engine input shaft, and the output end of the clutch moves relative to the input end of the clutch to enable the clutch to operate in a connection state or a separation state; the wheel driving shaft is in transmission connection with the output end of the clutch and is used for providing power for the wheel and receiving the power transmitted by the engine input shaft and the driving motor input shaft when the clutch operates in a connection state; the wheel drive shaft is configured to receive power transmitted through the drive motor input shaft when the clutch is operating in the disengaged state.

When the clutch is in a connection state, the engine input shaft is in transmission connection with the wheel driving shaft; when the clutch is in a disengaged state, the power connection between the engine input shaft and the wheel drive shaft is disconnected, and the engine input shaft cannot transmit power to the wheel drive shaft.

In the application, driving motor with the generator is located the gearbox is along the homonymy of first direction, the engine with the generator is located respectively the gearbox is along the both sides of first direction, and the first direction is the axial direction of engine input shaft.

In the application, the distance between the clutch and the transmission shaft of the generator along the second direction is increased by arranging the idle wheel, the second direction is intersected with the first direction, the generator can be directly installed on one side of the clutch along the second direction, the distance between the first driven gear and the generator is closer, on one hand, the size of the gearbox along the first direction is reduced, and meanwhile, the size of the idle wheel can be adjusted according to the actual sizes of the clutch and the generator so as to install the generator and reduce the size of the gearbox; on the other hand, when the gearbox is applied to the hybrid power driving system, the arrangement of all parts in the hybrid power driving system is more compact, the space utilization rate of the hybrid power driving system is increased, and the overall size of the hybrid power driving system in the first direction is reduced. In some embodiments, when the size of the space where the vehicle can mount the hybrid drive system is small, the hybrid drive system in this embodiment is more convenient to mount, or the hybrid drive system of this application can save the size of the vehicle along the first direction, so that the vehicle can mount other functional components in the first direction, so as to improve the overall performance of the vehicle.

In one possible implementation, the clutch is mounted to the engine input shaft, and an input end of the clutch is fixedly connected to the engine input shaft. Power on the engine input shaft may be transmitted to the input of the actuatable clutch.

In a possible implementation manner, the transmission further includes a clutch output gear, the clutch output gear is mounted on the engine input shaft and is in rotational connection with the engine input shaft, an output end of the clutch is fixedly connected with the clutch output gear, and the clutch output gear is in transmission connection with the wheel driving shaft; when the clutch operates in a connection state, the engine input shaft is used for receiving power transmitted by the engine, transmitting the power received by the engine input shaft to the input end of the clutch, the output end of the clutch and the clutch output gear in sequence, and transmitting the power to the wheel driving shaft through the clutch output gear.

The input end of the clutch and the output end of the clutch are controlled to be connected and disconnected, so that the clutch is switched between a connected state and a disconnected state.

In one possible implementation, the switching of the clutch between the connected state and the disconnected state is achieved by controlling the connection and disconnection of the input end of the clutch and the engine input shaft, or the connection and disconnection of the output end of the clutch and the clutch output gear.

In one possible implementation, the clutch output gear is located between the first drive gear and the clutch in an axial direction of the engine input shaft. The clutch is located the clutch output gear and keeps away from one side of first driving gear, and when clutch output gear was used for being connected with wheel drive axle transmission, clutch output gear was close to the engine setting for the wheel drive axle is close to the engine setting, keeps away from one side of engine at the wheel drive axle along the first direction and reserves the space, is used for installing driving motor, in order to reduce the size of gearbox on the first direction.

In one possible implementation, the clutch is located between the clutch output gear and the first drive gear in an axial direction of the engine input shaft.

In one possible implementation, the clutch output gear is an idler gear, and a needle bearing is arranged between the clutch output gear and the engine input shaft. The clutch output gear realizes the relative motion of the clutch output gear and the engine input shaft through a needle bearing, and the needle bearing can limit the clutch output gear to the engine input shaft.

In one possible embodiment, the inner side of the needle bearing is fixedly connected to the engine input shaft, and the outer side of the needle bearing is connected in rotation to the clutch output gear. In one possible embodiment, the inner side of the needle bearing is connected in rotation to the engine input shaft, and the outer side of the needle bearing is connected fixedly to the clutch output gear. In one possible implementation, the clutch output gear may also be a gear with a roller pin on the inside for rotationally connecting the clutch output gear with the engine input shaft and a spline on the outside for drivingly connecting the clutch output gear with the wheel drive shaft.

In one possible implementation, the transmission further includes an idler shaft mounted to and rotationally coupled with the idler shaft. The idler shaft limits the idler between the first driving gear and the first driven gear, and the idler can rotate relative to the idler shaft. In other embodiments, the idler may be fixedly connected to the idler shaft, and the idler shaft may rotate with the idler when the idler rotates.

In one possible implementation, the engine input shaft, the idler shaft, and the generator transmission shaft are parallel to each other and are sequentially spaced apart in the second direction. In one possible implementation, a line connecting the engine input shaft, the idler shaft, and the generator transmission shaft in pairs forms a triangle.

In a possible implementation manner, the transmission further includes a first intermediate shaft, a second driven gear and a second driving gear, the second driven gear and the second driving gear are mounted on the first intermediate shaft and are fixedly connected with the first intermediate shaft, the second driven gear is engaged with the clutch output gear, and the second driving gear is in transmission connection with the wheel driving shaft; in the axial direction of the first intermediate shaft, the second driving gear is located on one side of the second driven gear, which is close to the first driving gear. When the clutch is in a connection state, the engine input shaft is connected with power transmitted by the engine, and the power received by the engine input shaft is sequentially transmitted to the input end of the clutch, the output end of the clutch, the clutch output gear, the second driven gear, the first intermediate shaft, the second driving gear and the wheel driving shaft for driving the wheels to run.

In a possible implementation manner, the transmission further includes a third driving gear, the third driving gear is fixedly installed on the driving motor input shaft, and the third driving gear is engaged with the second driven gear. Existing gears are fully utilized to save cost while reducing the size of the gearbox in the second direction.

In one possible implementation, the transmission case further includes a common driven gear and a differential, the common driven gear being meshed with the second driving gear; the differential and the common driven gear are mounted to the wheel drive shaft. The power output by the drive motor or the power output by the engine is transmitted to the common driven gear and then transmitted to the wheel drive shaft via the differential.

In a possible implementation manner, the transmission further includes a first intermediate shaft, a clutch input gear and a clutch output gear, the clutch input gear is mounted on the first intermediate shaft and is fixedly connected with the first intermediate shaft, the clutch input gear is engaged with the first driving gear, and the clutch output gear is mounted on the first intermediate shaft and is rotationally connected with the first intermediate shaft; the clutch is installed in the first intermediate shaft, the input end of the clutch is fixedly connected with the first intermediate shaft, the output end of the clutch is fixedly connected with the clutch output gear, and the clutch output gear is in transmission connection with the wheel driving shaft.

In this application, can save a gear, in order to practice thrift the cost, simultaneously, the clutch is installed to first jackshaft, make the clutch keep away from the setting of generator transmission shaft along the second direction, can reserve the vacancy and in order to facilitate the installation generator, in order to reduce the size of gearbox along first direction, it is worth noting that, when the clutch is far away from with generator transmission shaft and the size of generator is less, do not set up the idler and also can directly install the generator to the clutch when following one side of second direction, also can not set up the idler in order to practice thrift the cost.

In one possible implementation manner, the transmission further includes a first intermediate shaft, a clutch output gear and a clutch input gear, the clutch input gear is mounted on the first intermediate shaft and is rotationally connected with the first intermediate shaft, and the clutch input gear is engaged with the first driving gear; the clutch is arranged on the first intermediate shaft, the input end of the clutch is fixedly connected with the clutch input gear, and the output end of the clutch is fixedly connected with the first intermediate shaft; the clutch output gear is mounted on the first intermediate shaft and fixedly connected with the first intermediate shaft, and the clutch output gear is in transmission connection with the wheel driving shaft.

In one possible implementation, the gearbox further comprises a common driven gear and a differential, the common driven gear being in mesh with the clutch output gear; the differential and the common driven gear are mounted to the wheel drive shaft.

In a possible implementation manner, the transmission further includes a third driving gear, a third driven gear, a third secondary driving gear, and a second intermediate shaft, the third driving gear is fixedly installed on the driving motor input shaft, the third driven gear and the third secondary driving gear are installed on the second intermediate shaft and are fixedly connected to the second intermediate shaft, the third driven gear is engaged with the third driving gear, and the third secondary driving gear is engaged with the common driven gear.

In one possible implementation, the third driving gear and the third driven gear are located at a side of the third secondary driving gear close to the driving motor in the first direction.

In one possible implementation, the third driving gear and the third driven gear are located on a side of the third secondary driving gear away from the driving motor in the first direction. Because the shared driven gear is meshed with the clutch output gear, the shared driven gear is arranged close to the clutch along the first direction, at the moment, the third driving gear and the third driven gear are arranged on one side of the third secondary driving gear, which is far away from the driving motor along the first direction, so that the driving motor can be arranged close to the shared driven gear, and the size of the gearbox in the first direction is reduced.

In a possible implementation manner, the transmission case includes a housing, the first driving gear, the first driven gear, the idler gear, and the clutch are located in the housing, the engine input shaft, the generator transmission shaft, the driving motor input shaft, and the wheel driving shaft are mounted in the housing, the housing is provided with a first mounting surface for mounting the engine and a second mounting surface for mounting the driving motor, one end of the engine input shaft passes through the first mounting surface and is used for being fixedly connected with the engine, and one end of the driving motor input shaft passes through the second mounting surface and is used for being fixedly connected with the driving motor; the first mounting surface and the second mounting surface are respectively located on both sides of the housing in an axial direction of the engine input shaft.

In a possible implementation manner, a third mounting surface for mounting the generator is further provided on the housing, one end of the generator transmission shaft penetrates through the third mounting surface and is used for being fixedly connected with the generator, in the axial direction of the engine input shaft, the third mounting surface and the first mounting surface are respectively located on two sides of the housing, and the third mounting surface and the second mounting surface are located on the same side of the housing.

In one possible implementation, the generator and the clutch at least partially overlap in an axial direction of the engine input shaft.

In one possible implementation, the minimum perpendicular distance between the clutch and the generator transmission shaft is greater than the radius of the generator. Under different situations, the distance between the clutch and the transmission shaft of the generator can be increased by arranging the idle wheel, the minimum vertical distance between the clutch and the transmission shaft of the generator is larger than the radius of the generator, and the generator can be arranged on the side of the wheel side of the clutch, so that the size of the gearbox is reduced.

In a second aspect, the present application provides a hybrid drive system comprising a gearbox as described in any one of the above and at least one of an engine, a generator, a drive motor; the output end of the engine is fixedly connected with one end of the engine input shaft, the input end of the generator is fixedly connected with one end of the generator transmission shaft, and the output end of the driving motor is fixedly connected with the driving motor input shaft.

In a possible implementation manner, the hybrid power drive system further includes the power battery and the controller, which are connected to each other, and the controller is electrically connected to the engine, the driving motor, the generator, and the transmission and is configured to control switching of a power mode of the hybrid power drive system.

In one possible implementation, the engine, the generator and the drive motor are all integrated on the gearbox.

In a third aspect, the present application provides a vehicle comprising a vehicle body, wheels and a gearbox according to any preceding claim, the gearbox being mounted to the vehicle body and a wheel drive shaft in the gearbox being in driving connection with the wheels; or the vehicle comprises a vehicle body, wheels and the hybrid power driving system, wherein the hybrid power driving system is installed on the vehicle body, and a wheel driving shaft in the hybrid power driving system is in transmission connection with the wheels.

In the application, the distance between the clutch and the transmission shaft of the generator along the second direction is increased by arranging the idle wheel, the generator can be directly installed to one side of the clutch along the second direction, the distance between the first driven gear and the generator is closer, on one hand, the size of the gearbox along the first direction is reduced, and meanwhile, the size of the idle wheel can be adjusted according to the actual sizes of the clutch and the generator so as to install the generator and reduce the size of the gearbox; on the other hand, when the gearbox is applied to the hybrid power driving system, the arrangement of all parts in the hybrid power driving system is more compact, the space utilization rate of the hybrid power driving system is increased, and the overall size of the hybrid power driving system in the first direction is reduced. In some embodiments, when the size of the space where the vehicle can mount the hybrid drive system is small, the hybrid drive system in this embodiment is more convenient to mount, or the hybrid drive system of this application can save the size of the vehicle along the first direction, so that the vehicle can mount other functional components in the first direction, so as to improve the overall performance of the vehicle.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required to be used in the embodiments of the present application will be described below.

FIG. 1 is a schematic illustration of a hybrid drive system provided in accordance with an embodiment of the present application;

FIG. 2 is a schematic structural diagram of a vehicle according to an embodiment of the present application;

FIG. 3 is a schematic illustration of a transmission provided in accordance with a first embodiment of the present application;

FIG. 4 is a schematic illustration of a hybrid drive system according to a first embodiment of the present application;

FIG. 5 is a schematic diagram (II) of a hybrid drive system according to a first embodiment of the present application;

FIG. 6 is a schematic representation (III) of a hybrid drive system provided in accordance with a first embodiment of the present application;

FIG. 7 is a schematic illustration of a hybrid drive system provided with no idler according to one embodiment;

FIG. 8 is a schematic power transmission diagram of a hybrid drive system in a parking charging mode according to a first embodiment of the present application;

FIG. 9 is a schematic power transmission diagram of the hybrid drive system in an electric-only mode according to the first embodiment of the present application;

FIG. 10 is a power transmission schematic diagram of a hybrid drive system in a series range extension mode according to a first embodiment of the present application;

FIG. 11 is a schematic power transmission diagram of a hybrid drive system in a parallel drive mode according to a first embodiment of the present application;

FIG. 12 is a schematic power transmission diagram illustrating a hybrid drive system in an engine direct drive mode according to a first embodiment of the present application;

FIG. 13 is a schematic power transmission diagram illustrating a hybrid drive system in a series-parallel drive mode according to a first embodiment of the present application;

FIG. 14 is a schematic illustration of a transmission provided in accordance with a second embodiment of the present application;

FIG. 15 is a schematic illustration of a hybrid propulsion system provided in accordance with a second embodiment of the present application;

FIG. 16 is a schematic illustration of a transmission provided in accordance with a third embodiment of the present application;

FIG. 17 is a schematic illustration of a hybrid propulsion system provided by a third embodiment of the present application;

FIG. 18 is a schematic representation of a transmission provided in a fourth embodiment of the present application;

FIG. 19 is a schematic illustration of a hybrid propulsion system provided in accordance with a fourth embodiment of the present application;

FIG. 20 is a schematic illustration of a transmission provided in a fifth embodiment of the present application;

FIG. 21 is a schematic illustration of a hybrid drive system provided in accordance with a fifth embodiment of the present application;

FIG. 22 is a schematic illustration of a transmission provided in accordance with a sixth embodiment of the present application;

fig. 23 is a schematic diagram of a hybrid drive system according to a sixth embodiment of the present application.

Detailed Description

The technical solutions in the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments.

The terms "first", "second", and the like herein are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or to implicitly indicate the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, the meaning of "a plurality" is two or more unless otherwise specified.

Further, as used herein, the terms "upper," "lower," and the like are defined with respect to the orientation in which the structure is schematically disposed in the drawings, it is to be understood that these directional terms are relative concepts that are used for descriptive and clarifying purposes and that will vary accordingly with the orientation in which the structure is disposed.

For convenience of understanding, related technical terms referred to in the embodiments of the present application are explained and described below.

The transmission ratio is as follows: is the ratio of the angular velocities of the two rotating members in the mechanism, also known as the speed ratio. For example, the transmission ratio of the first driving gear to the first driven gear is the ratio of the angular velocity of the first driving gear to the angular velocity of the first driven wheel.

The transmission connection: it is meant that the two components are fixedly connected to each other or that the two components are engaged by one or more gear members so that movement between the two components can be transmitted to each other. For example, a differential is in driving connection with the wheel drive shafts, so that the differential can drive the wheel drive shafts to move.

The application provides a gearbox, the gearbox includes engine input shaft, generator transmission shaft, idler, driving motor input shaft, clutch and wheel drive axle, one end of the engine input shaft is used for being connected with the engine transmission, and is used for receiving the power output by the engine, and a first driving gear is fixed on the engine input shaft; the generator transmission shaft and the engine input shaft are arranged in parallel, a first driven gear is fixed on the generator transmission shaft, one end of the generator transmission shaft is used for being in transmission connection with a generator, and one end of the generator transmission shaft and one end of the engine input shaft are located on two sides of the first driving gear in the axial direction of the engine input shaft; the idler gear is positioned between the first driving gear and the first driven gear and meshed with the first driving gear and the first driven gear; one end of the driving motor input shaft is used for being in transmission connection with a driving motor and receiving power output by the driving motor, and one end of the driving motor input shaft and one end of the generator transmission shaft are arranged on the same side in the axial direction of the engine input shaft; the input end of the clutch is in transmission connection with the engine input shaft, the clutch is positioned on one side of one end, away from the engine input shaft, of the first driving gear in the axial direction of the engine input shaft, and the output end of the clutch moves relative to the input end of the clutch so that the clutch runs in a connection state or a separation state; the wheel driving shaft is connected with the output end of the clutch through gear transmission and used for providing power for wheels and receiving the power transmitted by the engine input shaft and the driving motor input shaft when the clutch operates in a connection state; the wheel drive shaft receives power transmitted through the drive motor input shaft when the clutch operates in a disengaged state.

Referring to fig. 1, fig. 1 is a schematic diagram of a hybrid drive system 10 according to an embodiment of the present application, where a transmission 100 of the present application may be applied to the hybrid drive system 10, the hybrid drive system 10 is capable of providing power for a vehicle 1, and the hybrid drive system 10 further includes at least one of an engine 200, a generator 300, and a driving motor 400. In this embodiment, the hybrid drive system 10 includes a transmission case 100, an engine 200, a generator 300, and a driving motor 400, where the engine 200 and the generator 300 are in transmission connection through the transmission case 100, and the driving motor 400 is in transmission connection with the transmission case 100. Among them, the engine 200 is used to output power. For example, the engine 200 may be a gasoline engine or a diesel engine, and the engine 200 may transmit power to the wheels 12 (as shown in fig. 2) through the transmission 100 to drive the vehicle 1 to run. The engine 200 can also transmit power to the generator 300, the generator 300 can convert kinetic energy output by the engine 200 into electric energy, in an embodiment, the hybrid power driving system 10 further includes a power battery 500 and a controller 600 connected, the generator 300 is electrically connected to the controller 600, and the generator 300 can charge the power battery 500 through the controller 600. The driving motor 400 can convert the electric energy into the kinetic energy for providing the power, and when the hybrid driving system 10 is applied to the vehicle 1, the driving motor 400 provides the power to drive the vehicle 1 to run. In the present embodiment, the driving motor 400 is electrically connected to the power battery 500, and the power battery 500 may supply power to the driving motor 400 through the controller 600, so that the driving motor 400 drives the vehicle 1 to travel. In the present embodiment, the controller 600 is electrically connected to the engine 200, the driving motor 400, the generator 300, and the transmission 100, and controls switching of the power mode of the hybrid drive system 10.

In one embodiment, engine 200, generator 300, and drive motor 400 are all integrated into gearbox 100.

The transmission 100 of the present application may be employed in a vehicle 1, or the hybrid drive system 10 as described above may be employed in a vehicle 1, the transmission 100 being used to power the vehicle 1. The vehicle 1 is a wheeled vehicle driven or towed by a power unit, and used by a person traveling on a road or for carrying articles and performing work for a construction project. The vehicle 1 includes a three-wheeled or four-wheeled vehicle, the vehicle 1 includes a car, an off-road vehicle, a passenger car, a truck and the like, and the vehicle 1 also includes various special work vehicles with specific functions, such as an engineering emergency car, a sprinkler, a sewage suction truck, a cement mixer truck, a crane truck, a medical vehicle and the like. The vehicle 1 may be a robot capable of traveling.

Referring to fig. 2, fig. 2 is a schematic structural diagram of a vehicle 1 according to an embodiment of the present disclosure, where the vehicle 1 includes a vehicle body 11, wheels 12, and a transmission 100, the transmission 100 is mounted on the vehicle body 11, and the transmission 100 is in transmission connection with the wheels 12. In the present embodiment, the vehicle 1 is an automobile. The gearbox 100 can drive the wheels 12 to rotate, and the gearbox 100 can change the transmission ratio between the engine 200 and the wheels 12. In the present embodiment, the vehicle 1 is a hybrid vehicle. The number of the wheels 12 of the vehicle 1 may be 3, or may be 3 or more, which is not limited in the present application.

In one embodiment, the vehicle 1 includes a vehicle body 11, wheels 12, and a hybrid drive system 10, wherein the hybrid drive system 10 is mounted to the vehicle body 11, and the hybrid drive system 10 is in driving connection with the wheels 12.

In an embodiment, the vehicle 1 may further include more than one transmission 100 or more than one hybrid drive system 10, which is not limited in this application.

The transmission 100 of the present application is described in detail below.

Referring to fig. 3 and 4, fig. 3 is a schematic diagram of a transmission 100 according to a first embodiment of the present application, and fig. 4 is a schematic diagram (a) of a hybrid drive system 10 according to the first embodiment of the present application, where the present application provides a transmission, the transmission 100 includes an engine input shaft 101, a generator transmission shaft 102, an idler 110, a driving motor input shaft 103, a clutch 120, and a wheel drive shaft 104, one end of the engine input shaft 101 is used for being in transmission connection with an engine 200 and receiving power output by the engine 200, and a first driving gear 111 is fixed on the engine input shaft 101; the generator transmission shaft 102 and the engine input shaft 101 are arranged in parallel, a first driven gear 112 is fixed on the generator transmission shaft 102, one end of the generator transmission shaft 102 is used for being in transmission connection with a generator 300, and one end of the generator transmission shaft 102 and one end of the engine input shaft 101 are located on two sides of a first driving gear 111 in the axial direction of the engine input shaft 101; the idler gear 110 is located between the first driving gear 111 and the first driven gear 112 and meshed with the first driving gear 111 and the first driven gear 112; one end of the driving motor input shaft 103 is used for being in transmission connection with the driving motor 400 and receiving power output by the driving motor 400, and one end of the driving motor input shaft 103 and one end of the generator transmission shaft 102 are arranged on the same side in the axial direction of the engine input shaft 101; the input end of the clutch 120 is in transmission connection with the engine input shaft 101, in the axial direction of the engine input shaft 101, the clutch 120 is located on one side of one end, away from the engine input shaft 101, of the first driving gear 111, and the output end of the clutch 120 moves relative to the input end of the clutch 120 so that the clutch 120 operates in a connection state or a separation state; the wheel drive shaft 104 is in driving connection with the output end of the clutch 120, and is used for providing power for the wheels 12 and receiving power transmitted through the engine input shaft 101 and the drive motor input shaft 103 when the clutch 120 operates in a connected state; the wheel drive shaft 104 receives power transmitted through the drive motor input shaft 103 when the clutch 120 is operated in the disengaged state.

In this embodiment, one end of the engine input shaft 101 is fixedly connected with the output end 201 of the engine 200, and is used for receiving the power output by the engine 200, and the engine 200 can drive the engine input shaft 101 to rotate; the other end of the engine input shaft 101 may be used for driving connection with the generator 300 and/or for driving connection with the wheel drive shaft 104. When the other end of the engine input shaft 101 is used for being in transmission connection with the generator 300, the engine input shaft 101 rotates to transmit kinetic energy to the generator 300, and the generator 300 converts the kinetic energy into electric energy to realize power generation; when the other end of the engine input shaft 101 is adapted to be drivingly connected to the wheel drive shaft 104, the engine input shaft 101 transfers kinetic energy to the wheel drive shaft 104 to power the wheels 12.

The first driving gear 111 is located on a side of the engine 200 close to the generator 300 along a first direction X, where the first direction X is an axial direction of the engine input shaft 101, and the engine input shaft 101 rotates to drive the first driving gear 111 to rotate.

One end of the generator transmission shaft 102 is fixedly connected with an input end 301 of the generator 300, and the generator 300 can receive power transmitted by the generator transmission shaft 102 for generating electricity; the first driven gear 112 is located on a side of the generator 300 close to the engine 200 in the first direction X, the first driven gear 112 and the first driving gear 111 are located between the engine 200 and the generator 300 in the first direction X, and the generator transmission shaft 102 is arranged in parallel with the engine input shaft 101. In the present embodiment, the engine 200 and the generator 300 are respectively located on both sides of the transmission 100 in the first direction X.

The idle gear 110 is located between the first driven gear 112 and the first driving gear 111 in a second direction Y, which intersects the first direction X. The generator transmission shaft 102 is in transmission connection with the first driving gear 111 through the first driven gear 112 and the idle gear 110, and the power output by the engine 200 can be transmitted to the generator 300 through the engine input shaft 101, the first driving gear 111, the idle gear 110, the first driven gear 112 and the generator transmission shaft 102 in sequence.

One end of the driving motor input shaft 103 is fixedly connected with the output end 401 of the driving motor 400, the other end of the driving motor input shaft 103 is in transmission connection with the wheel driving shaft 104, the driving motor 400 can drive the driving motor input shaft 103 to rotate, and then the wheel driving shaft 104 is driven to rotate, and the wheel driving shaft 104 can drive the wheel 12 to rotate, so that the vehicle 1 can run. In the present embodiment, the driving motor 400 and the generator 300 are located on the same side of the transmission 100 along the first direction X, and the driving motor 400 and the engine 200 are respectively located on two sides of the transmission 100 along the first direction X.

The clutch 120 is used for controlling the power connection and disconnection between the engine input shaft 101 and the wheel driving shaft 104, the input end of the clutch 120 is one end for receiving power, the output end of the clutch 120 is one end for outputting power, when the clutch 120 is in a connection state, the engine input shaft 101 is in transmission connection with the wheel driving shaft 104, the power output by the engine 200 can be transmitted to the input end of the clutch 120 through the engine input shaft 101, and then is transmitted to the wheel driving shaft 104 through the output end of the clutch 120 to drive the wheel 12 to run; when the clutch 120 is in the disengaged state, the power connection between the engine input shaft 101 and the wheel drive shaft 104 is disconnected, and the engine input shaft 101 cannot transmit power to the wheel drive shaft 104. The wheel drive shaft 104 is also used to receive the power output from the engine 200 and the drive motor 400 or only the power output from the engine 200 when the clutch 120 is in the connected state.

Generally, the generator 300 and the clutch 120 have larger dimensions in the second direction Y, if the idle gear 110 is not provided (as shown in fig. 7), the generator 300 with larger volume cannot be directly mounted to the side of the clutch 120 close to the generator transmission shaft 102 due to the closer distance between the clutch 120 and the generator transmission shaft 102 in the second direction Y, and in fig. 7, the generator 300 cannot be directly mounted to the right above the clutch 120, at this time, the generator transmission shaft 102 is generally extended, the generator 300 is mounted to the side of the clutch 120 in the first direction X, and in fig. 7, the generator 300 is mounted to the right above the clutch 120, and this design, on one hand, the space of the side of the first driven gear 112 close to the generator 300 in the first direction X is vacated, that is, the space between the first driven gear 112 and the generator 300 is not utilized, and the space in the transmission case 100 is wasted; on the other hand, when the transmission 100 is applied to the hybrid drive system 10, since the generator 300 is located at one side of the clutch 120 along the first direction X, the size of the hybrid drive system 10 along the first direction X is increased, and the size of the hybrid drive system 10 along the first direction X is the second distance L2 between the engine 200 and the two ends of the generator 300.

In the present embodiment, the distance between the clutch 120 and the generator transmission shaft 102 along the second direction Y is increased by providing the idle gear 110 (as shown in fig. 4), the generator 300 can be directly mounted to one side of the clutch 120 along the second direction Y, and the distance between the first driven gear 112 and the generator 300 is relatively short, on one hand, the size of the gearbox 100 along the first direction X is reduced, and meanwhile, according to the actual size of the clutch 120 and the generator 300, the idle gear 110 can be adjusted in size to mount the generator 300 and reduce the size of the gearbox 100, for example, when the size of the generator 300 along the second direction Y is increased, the volume of the idle gear 110 is correspondingly increased (as shown in fig. 5) or a plurality of idle gears 110 (as shown in fig. 6) are provided, so that the generator 300 can be directly mounted to one side of the clutch 120 along the second direction Y;

on the other hand, when the transmission 100 is applied to the hybrid drive system 10, the arrangement of components in the hybrid drive system 10 is more compact, the space utilization rate of the hybrid drive system 10 is increased, and the overall size of the hybrid drive system 10 in the first direction X is reduced, as shown in fig. 4, the size of the hybrid drive system 10 in the first direction X is the first distance L1 between the engine 200 and the two ends of the driving motor 400, and L1 can be smaller than L2 by adjusting the transmission mechanism between the driving motor 400 and the multi-gear hybrid transmission 100. In some embodiments, when the vehicle 1 can be installed with a smaller space of the hybrid drive system 10, the hybrid drive system 10 in this embodiment is more convenient to install, or the hybrid drive system 10 of this application can save the size of the vehicle 1 in the first direction X, so that the vehicle 1 can be installed with other functional components in the first direction X to improve the overall performance of the vehicle 1.

In the present embodiment, the clutch 120 is mounted to the engine input shaft 101 (as shown in fig. 4), and the input end of the clutch 120 is fixedly connected to the engine input shaft 101. In this embodiment, the input end of the clutch 120 is fixedly connected with the engine input shaft 101, and the power on the engine input shaft 101 can be transmitted to the input end of the actuatable clutch 120.

In a possible implementation manner, the transmission case 100 further includes a clutch output gear 121, the clutch output gear 121 is mounted on the engine input shaft 101 and is connected to the engine input shaft 101 in a rotating manner, an output end of the clutch 120 is fixedly connected to the clutch output gear 121, and the clutch output gear 121 is in transmission connection with the wheel driving shaft 104. The clutch output gear 121 is located on one side of the first driving gear 111 away from the engine 200 along the first direction X, the clutch output gear 121 is sleeved on the outer peripheral side of the engine input shaft 101, and the clutch output gear 121 is rotationally connected with the engine input shaft 101, that is, the clutch output gear 121 can rotate relative to the engine input shaft 101, and the clutch output gear 121 is not directly and fixedly connected with the engine input shaft 101.

In the present embodiment, switching of the clutch 120 between the connected state and the disconnected state is achieved by controlling connection and disconnection of the input terminal of the clutch 120 and the output terminal of the clutch 120. In other embodiments, the switching between the connected state and the disconnected state of the clutch 120 may also be achieved by controlling the connection and disconnection of the input end of the clutch 120 and the engine input shaft 101, or the connection and disconnection of the output end of the clutch 120 and the clutch output gear 121.

In one possible implementation, when the clutch 120 operates in the connected state, the engine input shaft 101 is configured to receive power transmitted by the engine 200, and transmit the power received by the engine input shaft 101 to the input end of the clutch 120, the output end of the clutch 120, the clutch output gear 121, and to the wheel drive shaft 104 through the clutch output gear 121 in sequence. When the clutch 120 is in the engaged state, the clutch 120 can drive the clutch output gear 121 to rotate, and when the clutch 120 is in the engaged state, the clutch output gear 121 is not driven to rotate when the engine input shaft 101 rotates.

In the present embodiment, the clutch output gear 121 is located between the first driving gear 111 and the clutch 120 in the axial direction of the engine input shaft 101. The clutch 120 is located on a side of the clutch output gear 121 away from the first driving gear 111, and when the clutch output gear 121 is used for being in transmission connection with the wheel driving shaft 104, the clutch output gear 121 is located close to the engine 200, so that the wheel driving shaft 104 is located close to the engine 200, and a space is reserved on a side of the wheel driving shaft 104 away from the engine 200 along the first direction X for installing the driving motor 400, so as to reduce the size of the transmission 100 in the first direction X.

In one possible implementation, the clutch output gear 121 is an idler gear, and a needle bearing is provided between the clutch output gear 121 and the engine input shaft 101. The free gear means that the clutch output gear 121 idles relative to the engine input shaft 101, the needle bearing is sleeved on the outer peripheral side of the engine input shaft 101, the clutch output gear 121 is sleeved on the outer peripheral side of the needle bearing, the clutch output gear 121 realizes the relative movement of the clutch output gear 121 and the engine input shaft 101 through the needle bearing, and the needle bearing can limit the clutch output gear 121 to the engine input shaft 101.

In one embodiment, the inner side of the needle bearing is fixedly connected to the engine input shaft 101, and the outer side of the needle bearing is rotatably connected to the clutch output gear 121. In one embodiment, the inner side of the needle bearing is rotationally coupled to the engine input shaft 101, and the outer side of the needle bearing is fixedly coupled to the clutch output gear 121. In another embodiment, the clutch output gear 121 may be a gear having a needle roller on the inner side for rotationally connecting the clutch output gear 121 with the engine input shaft 101 and a spline on the outer side for drivingly connecting the clutch output gear 121 with the wheel drive shaft 104.

In one possible implementation, the transmission 100 further includes an idler shaft 105 (shown in fig. 4), and the idler 110 is mounted to the idler shaft 105 and is rotationally coupled to the idler shaft 105. The idler shaft 105 limits the idler 110 between the first driving gear 111 and the first driven gear 112, and the idler 110 is rotatably connected with the idler shaft 105, that is, after the idler 110 is sleeved on the idler shaft 105, the idler 110 can rotate relative to the idler shaft 105. In other embodiments, the idler gear 110 and the idler shaft 105 may be fixedly connected, and when the idler gear 110 rotates, the idler shaft 105 may also rotate along with the idler gear 110.

In one embodiment, the engine input shaft 101, the idler shaft 105, and the generator transmission shaft 102 are parallel to each other and are sequentially spaced apart along the second direction Y. In one embodiment, the line connecting the engine input shaft 101, the idler shaft 105, and the generator transmission shaft 102 in pairs forms a triangle.

In a possible implementation manner, the transmission 100 further includes a first intermediate shaft 106, a second driven gear 122 and a second driving gear 123 (as shown in fig. 3 and 4), the second driven gear 122 and the second driving gear 123 are mounted on the first intermediate shaft 106 and are fixedly connected with the first intermediate shaft 106, the second driven gear 122 is engaged with the clutch output gear 121, and the second driving gear 123 is in transmission connection with the wheel driving shaft 104; in the axial direction of the first intermediate shaft 106, the second driving gear 123 is located on the side of the second driven gear 122 close to the first driving gear 111. When the clutch 120 is in a connected state, the engine input shaft 101 receives power transmitted by the engine 200, and transmits the power received by the engine input shaft 101 to the input end of the clutch 120, the output end of the clutch 120, the clutch output gear 121, the second driven gear 122, the first intermediate shaft 106, the second driving gear 123 and the wheel driving shaft 104 in sequence, for driving the wheels 12 to run.

In one possible implementation, the transmission 100 further includes a common driven gear 151 and a differential 152 (shown in fig. 3 and 4), the common driven gear 151 being engaged with the second driving gear 123; the differential 152 and the common driven gear 151 are mounted on the wheel drive shaft 104. The differential 152 is in driving connection with both the common driven gear 151 and the wheel drive shaft 104, and the wheel drive shaft 104 is in driving connection with the common driven gear 151 through the differential 152. The differential 152 is a mechanism capable of rotating the left and right (or front and rear) wheels 12 at different rotational speeds. The power output from the drive motor 400 or the power output from the engine 200 is transmitted to the common driven gear 151 and then transmitted to the wheel drive shaft 104 via the differential 152.

In the present embodiment, the common driven gear 151 is engaged with the second driving gear 123 (as shown in fig. 3 and 4), and when the clutch 120 is in the connected state, the power output by the engine 200 can be transmitted to the wheel driving shaft 104 through the engine input shaft 101, the input end of the clutch 120, the output end of the clutch 120, the clutch output gear 121, the second driven gear 122, the first intermediate shaft 106, the second driving gear 123, the common driven gear 151, and the differential 152 in sequence, so as to drive the wheels 12 to run.

In one embodiment, the radius of the clutch output gear 121 is smaller than the radius of the second driven gear 122, the transmission ratio of the clutch output gear 121 to the second driven gear 122 is greater than 1, that is, the second driven gear 122 is a reduction gear; the radius of the second driving gear 123 is smaller than that of the common driven gear 151, the transmission ratio between the second driving gear 123 and the common driven gear 151 is greater than 1, that is, the common driven gear 151 is also a reduction gear, and the engine 200 transmits power to the wheel driving shaft 104 through two-stage reduction.

In the present embodiment, the transmission 100 further includes a third driving gear 131, a third driven gear 132, a third secondary driving gear 133 and a second intermediate shaft 107 (as shown in fig. 3 and 4), the third driving gear 131 is fixedly mounted on the driving motor input shaft 103, the third driven gear 132 and the third secondary driving gear 133 are fixedly mounted on the second intermediate shaft 107 and are fixedly connected to the second intermediate shaft 107, the third driven gear 132 is engaged with the third driving gear 131, and the third secondary driving gear 133 is engaged with the common driven gear 151.

The third driving gear 131 is located on one side of the second intermediate shaft 107 away from the wheel driving shaft 104, the driving motor 400 can drive the driving motor input shaft 103 to rotate, and the driving motor input shaft 103 rotates to sequentially drive the third driving gear 131, the third driven gear 132, the second intermediate shaft 107, the third secondary driving gear 133, and the common driven gear 151 to rotate.

In this embodiment, the radius of the third driving gear 131 is smaller than the radius of the third driven gear 132, and the transmission ratio between the third driving gear 131 and the third driven gear 132 is greater than 1, that is, the third driven gear 132 is a reduction gear; the radius of the third secondary driving gear 133 is smaller than that of the common driven gear 151, and the transmission ratio between the third secondary driving gear 133 and the common driven gear 151 is greater than 1, that is, the common driven gear 151 is also a reduction gear, and the driving motor 400 transmits power to the wheel driving shaft 104 through two-stage speed reduction.

In the present embodiment, the third driving gear 131 and the third driven gear 132 are positioned at a side of the third secondary driving gear 133 close to the driving motor 400 in the first direction X (as shown in fig. 3 and 4).

In a possible implementation manner, the transmission case 100 includes a housing 140 (as shown in fig. 3 and 4), the housing 140 is provided with a first mounting surface 141 for mounting the engine 200 and a second mounting surface 142 for mounting the driving motor 400, one end of the engine input shaft 101 penetrates through the first mounting surface 141 and is used for being fixedly connected with the engine 200, and one end of the driving motor input shaft 103 penetrates through the second mounting surface 142 and is used for being fixedly connected with the driving motor 400; the first mounting surface 141 and the second mounting surface 142 are located on both sides of the housing 140 in the axial direction of the engine input shaft 101. The idler gear 110, the idler shaft 105, the first driving gear 111, the first driven gear 112, the clutch 120, the clutch output gear 121, the first intermediate shaft 106, the second driven gear 122, the second driving gear 123, the common driven gear 151, the differential 152, the third driving gear 131, the third driven gear 132, the third secondary driving gear 133, and the second intermediate shaft 107 are all located inside the housing 140. One end of the engine input shaft 101 is connected with the engine 200 at the outer side of the shell 140, and the other end of the engine input shaft 101 is positioned in the shell 140 and is used for being in transmission connection with the generator transmission shaft 102 and/or the wheel driving shaft 104; one end of the driving motor input shaft 103 and the driving motor 400 are connected to the outer side of the housing 140, and the other end of the driving motor input shaft 103 is located in the housing 140 for transmission connection with the wheel driving shaft 104.

In a possible implementation manner, the housing 140 is further provided with a third mounting surface 143 (as shown in fig. 3 and 4) for mounting the generator 300, one end of the generator transmission shaft 102 passes through the third mounting surface 143 and is used for being fixedly connected with the generator 300, in the axial direction of the engine input shaft 101, the third mounting surface 143 and the first mounting surface 141 are respectively located on two sides of the housing 140, and the third mounting surface 143 and the second mounting surface 142 are located on the same side of the housing 140. One end of the generator transmission shaft 102 is connected to the generator 300 at the outer side of the housing 140, and the other end of the generator transmission shaft 102 is located in the housing 140 for driving connection with the engine input shaft 101.

In one possible implementation, the generator 300 at least partially overlaps the clutch 120 in the axial direction of the engine input shaft 101 (as shown in fig. 3 and 4). The projection of the generator 300 onto the first direction X and the projection of the clutch 120 onto the first direction X at least partially overlap, i.e. the clutch 120 can be projected onto the generator 300 along the second direction Y, which can reduce the size of the gearbox 100.

In one possible implementation, the minimum vertical distance between clutch 120 and generator transmission shaft 102 is greater than the radius of generator 300 (as shown in fig. 3 and 4). The minimum vertical distance between the clutch 120 and the generator transmission shaft 102 refers to the minimum vertical distance from any position of the outer surface of the clutch 120 to the generator transmission shaft 102. Under different situations, the distance between the clutch 120 and the generator transmission shaft 102 can be increased by arranging the idle wheel 110, so that the minimum vertical distance between the clutch 120 and the generator transmission shaft 102 is larger than the radius of the generator 300, and the generator 300 can be installed on the wheel side of the clutch 120, so as to reduce the size of the gearbox 100.

When the transmission 100 provided by the embodiment is applied to the vehicle 1, the following 6 operation modes can be realized: the system comprises a parking charging mode, a pure electric mode, a series range extending mode, a parallel driving mode, an engine direct driving mode and a series-parallel driving mode, and is specifically as follows:

1) Parking charging mode

Referring to fig. 8, fig. 8 is a power transmission diagram illustrating the hybrid drive system 10 in the parking charging mode according to the first embodiment of the present disclosure, when the vehicle 1 is in a stopped state and the electric quantity of the power battery 500 of the vehicle 1 is too low, the vehicle 1 performs the parking charging mode as shown in fig. 8 (the arrow in the figure is the power output direction), the controller 600 controls the engine 200 to start, controls the driving motor 400 to stop operating, and controls the clutch 120 to be in a disengaged state, so that the power transmission between the engine input shaft 101 and the wheel driving shaft 104 is interrupted, at this time, the power output by the engine 200 is sequentially transmitted to the generator 300 through the engine input shaft 101, the first driving gear 111, the idle gear 110, the first driven gear 112 and the generator transmission shaft 102, and the generator 300 generates electricity to charge the power battery 500.

2) Electric only mode

Referring to fig. 9, fig. 9 is a schematic power transmission diagram of the hybrid drive system 10 in the electric-only mode according to the first embodiment of the present disclosure, when the electric quantity of the power battery 500 is sufficient or the vehicle 1 is in the low-speed operating condition, the vehicle 1 performs the electric-only driving mode as shown in fig. 9 (the arrow in the figure is the power output direction), the controller 600 controls the engine 200 and the generator 300 not to operate, and the clutch 120 is in the disengaged state, so that the power transmission between the engine input shaft 101 and the wheel drive shaft 104 is interrupted. The controller 600 controls the power battery 500 to supply power to the driving motor 400 and controls the driving motor 400 to start, and the power supplied by the driving motor 400 is sufficient to satisfy the power required for the running of the vehicle 1. The power output by the driving motor 400 is transmitted to the wheel driving shaft 104 through the driving motor input shaft 103, the third driving gear 131, the third driven gear 132, the second intermediate shaft 107, the third secondary driving gear 133, the common driven gear 151 and the differential 152 in sequence, so as to provide power to the wheels 12 and drive the vehicle 1 to run.

3) Series range extension mode

Referring to fig. 10, fig. 10 is a schematic power transmission diagram of the hybrid drive system 10 in the series range extending mode according to the first embodiment of the present disclosure, when the electric quantity of the power battery 500 is insufficient and the vehicle 1 is in a low speed condition, and when the vehicle 1 performs the series range extending mode as shown in fig. 10 (an arrow in the figure is a power output direction), the controller 600 controls the engine 200, the generator 300, and the driving motor 400 to operate, and the clutch 120 is in a disengaged state, so that the power transmission between the engine input shaft 101 and the wheel driving shaft 104 is interrupted, at this time, the generator 300 generates power and the driving motor 400 drives the vehicle 1 to run synchronously, and the power provided by the driving motor 400 is enough to meet the power required by the vehicle 1 to run.

When the generator 300 generates electricity, the power output from the engine 200 is transmitted to the generator 300 through the engine input shaft 101, the first driving gear 111, the idle gear 110, the first driven gear 112, and the generator transmission shaft 102 in sequence, and the generator 300 generates electricity to charge the power battery 500.

When the driving motor 400 drives the vehicle 1 to run, the controller 600 controls the power battery 500 to supply power to the driving motor 400 and controls the driving motor 400 to start. The power output by the driving motor 400 is transmitted to the wheel driving shaft 104 through the driving motor input shaft 103, the third driving gear 131, the third driven gear 132, the second intermediate shaft 107, the third secondary driving gear 133, the common driven gear 151 and the differential 152 in sequence, so as to provide power to the wheels 12 and drive the vehicle 1 to run.

4) Parallel drive mode

Referring to fig. 11, fig. 11 is a schematic power transmission diagram of the hybrid drive system 10 in the parallel drive mode according to the first embodiment of the present disclosure, when the electric quantity of the power battery 500 is sufficient and the power demand of the vehicle 1 is large (for example, a condition requiring rapid acceleration and climbing), the vehicle 1 performs the parallel drive mode as shown in fig. 11 (the solid arrow in the figure is the power output direction), the controller 600 controls the generator 300 not to operate, the controller 600 can control both the engine 200 and the driving motor 400 to operate, and the clutch 120 is in the connection state, so that the power of the engine input shaft 101 can be transmitted to the wheel drive shaft 104. At this time, the engine 200 and the driving motor 400 jointly provide power to drive the vehicle 1 to travel.

When the engine 200 drives the vehicle 1 to run, the power output by the engine 200 is transmitted to the wheel driving shaft 104 through the engine input shaft 101, the input end of the clutch 120, the output end of the clutch 120, the clutch output gear 121, the second driven gear 122, the first intermediate shaft 106, the second driving gear 123, the common driven gear 151 and the differential 152 in sequence, so as to provide power to the wheels 12 and drive the vehicle 1 to run.

When the driving motor 400 drives the vehicle 1 to run, the power output by the driving motor 400 is transmitted to the wheel driving shaft 104 through the driving motor input shaft 103, the third driving gear 131, the third driven gear 132, the second intermediate shaft 107, the third secondary driving gear 133, the common driven gear 151 and the differential 152 in sequence, so as to provide power to the wheels 12 and drive the vehicle 1 to run.

It should be noted that when the power demand of the vehicle 1 is very large, the controller 600 may control the generator 300 to operate, the generator 300 is used as a motor at this time, and the generator 300 may sequentially pass through the generator transmission shaft 102, the first driven gear 112, the idle gear 110, and the first driving gear 111 to provide power to the engine input shaft 101 (as shown by the dotted arrow in fig. 11).

5) Direct drive mode of engine

Referring to fig. 12, fig. 12 is a schematic power transmission diagram of the hybrid power driving system 10 in the engine direct drive mode according to the first embodiment of the present disclosure, when the electric quantity of the power battery 500 is insufficient and the direct drive efficiency of the engine 200 is higher than the drive efficiency of the driving motor 400 in the pure electric mode, the vehicle 1 performs the engine direct drive mode as shown in fig. 12 (the solid arrow in the figure is the power output direction), the controller 600 controls both the generator 300 and the driving motor 400 not to work, the controller 600 controls the engine 200 to work, and the clutch 120 is in a connection state, so that the power of the engine input shaft 101 can be transmitted to the wheel driving shaft 104, and at this time, the engine 200 provides power to the vehicle 1.

The power output by the engine 200 is transmitted to the wheel driving shaft 104 through the engine input shaft 101, the input end of the clutch 120, the output end of the clutch 120, the clutch output gear 121, the second driven gear 122, the first intermediate shaft 106, the second driving gear 123, the common driven gear 151 and the differential 152 in sequence, so as to provide power to the wheels 12 and drive the vehicle 1 to run.

It should be noted that when the engine 200 is efficient and the power battery 500 is not fully charged, the controller 600 may further control the generator 300 to operate, and besides the engine 200 providing power to drive the vehicle 1 to run, the power output by the engine 200 may be further transmitted to the generator 300 through the engine input shaft 101, the first driving gear 111, the idle gear 110, the first driven gear 112, and the generator transmission shaft 102 in sequence, and the generator 300 generates power to charge the power battery 500 (as shown by the dashed arrow in fig. 12).

6) Series-parallel drive mode

Referring to fig. 13, fig. 13 is a schematic power transmission diagram of the hybrid drive system 10 in the hybrid drive mode according to the first embodiment of the present disclosure, when the electric quantity of the power battery 500 is insufficient and the power demand of the vehicle 1 is large (such as a condition requiring rapid acceleration), and the vehicle 1 performs the hybrid shift drive mode as shown in fig. 13 (where an arrow in the figure indicates a power output direction), the controller 600 may control the engine 200, the generator 300, and the driving motor 400 to operate, and the clutch 120 is in a connection state, so that the power of the engine input shaft 101 can be transmitted to the wheel drive shaft 104. At this time, engine 200 and driving motor 400 jointly provide power to drive vehicle 1 to run, and engine 200 can also provide power for generator 300 to generate electricity.

When the engine 200 provides power for the generator 300 to generate electricity, the power output from the engine 200 is transmitted to the generator 300 through the engine input shaft 101, the first driving gear 111, the idle gear 110, the first driven gear 112, and the generator transmission shaft 102 in sequence, and the generator 300 generates electricity to charge the power battery 500.

Referring to fig. 14 and 15, fig. 14 is a schematic diagram of a transmission 100 according to a second embodiment of the present application; FIG. 15 is a schematic illustration of a hybrid drive system 10 provided in accordance with a second embodiment of the present application; the second embodiment of the present application provides a transmission 100, which is different from the first embodiment in that the second embodiment does not include a third driven gear 132, a third secondary driving gear 133 and a second intermediate shaft 107, the second embodiment includes a third driving gear 131, the third driving gear 131 is fixedly mounted on the driving motor input shaft 103, and the third driving gear 131 is engaged with the second driven gear 122. The power output by the driving motor 400 can be transmitted to the wheel driving shaft 104 through the driving motor input shaft 103, the third driving gear 131, the second driven gear 122, the first intermediate shaft 106, the second driving gear 123, the common driven gear 151, and the differential 152 in sequence. In this embodiment, the existing gears are fully utilized to save cost, and the size of the transmission 100 in the second direction Y can be reduced.

In one embodiment, the diameter of the third driving gear 131 is smaller than the diameter of the second driven gear 122, and the transmission ratio between the third driving gear 131 and the second driven gear 122 is greater than 1, so that the second driven gear 122 is a reduction gear; the radius of the second driving gear 123 is smaller than that of the common driven gear 151, and the transmission ratio between the second driving gear 123 and the common driven gear 151 is greater than 1, that is, the common driven gear 151 is also a reduction gear, and the power output by the driving motor 400 is transmitted to the wheel driving shaft 104 after being subjected to secondary speed reduction.

The hybrid drive system 10 provided in the second embodiment can also realize the 6 operating modes of the hybrid drive system 10 provided in the first embodiment, and details are not described herein again.

Referring to fig. 16 and 17, fig. 16 is a schematic diagram of a transmission 100 according to a third embodiment of the present application; fig. 17 is a schematic view of a hybrid drive system 10 according to a third embodiment of the present application; the third embodiment of the present application provides a gearbox 100, which is different from the first embodiment in that in the third embodiment, the gearbox 100 includes a first intermediate shaft 106, a clutch input gear 124 and a clutch output gear 121, the clutch input gear 124 is mounted on the first intermediate shaft 106 and is fixedly connected with the first intermediate shaft 106, and the clutch output gear 121 is mounted on the first intermediate shaft 106 and is rotationally connected with the first intermediate shaft 106; the clutch 120 is mounted on the first intermediate shaft 106, the input end of the clutch 120 is fixedly connected with the first intermediate shaft 106, and the output end of the clutch 120 is fixedly connected with the clutch output gear 121; the clutch input gear 124 is in driving connection with the wheel drive shaft 104 via the clutch output gear 121. The clutch input gear 124 is located on one side of the clutch output gear 121 close to the engine 200 along the first direction X, and the clutch input gear 124, the clutch output gear 121 and the clutch 120 are sequentially arranged at intervals along the first direction X.

In the present embodiment, the common driven gear 151 meshes with the clutch output gear 121, and the clutch input gear 124 meshes with the first driving gear 111. When the clutch 120 is in a connected state, the power output by the engine 200 may be transmitted to the wheel driving shaft 104 via the engine input shaft 101, the first driving gear 111, the clutch input gear 124, the first intermediate shaft 106, the input end of the clutch 120, the output end of the clutch 120, the clutch output gear 121, the common driven gear 151, and the differential 152 in sequence, and used for driving the wheels 12 to run.

In this embodiment, one gear can be saved compared to the first embodiment to save cost, and at the same time, the clutch 120 is mounted to the first intermediate shaft 106, so that the clutch 120 is disposed far away from the generator transmission shaft 102 along the second direction Y, a space can be reserved to facilitate mounting of the generator 300, so as to reduce the size of the transmission case 100 along the first direction X, and it should be noted that when the clutch 120 is disposed far away from the generator transmission shaft 102 and the size of the generator 300 is small, the generator 300 can be directly mounted to one side of the clutch 120 along the second direction Y without the idler 110, so as to save cost.

The hybrid drive system 10 provided in the third embodiment can also realize the 6 operation modes of the hybrid drive system 10 provided in the first embodiment, and details thereof are not repeated herein.

Referring to fig. 18 and 19, fig. 18 is a schematic illustration of a transmission 100 according to a fourth embodiment of the present application; fig. 19 is a schematic diagram of a hybrid drive system 10 according to a fourth embodiment of the present application; the fourth embodiment of the present application provides a transmission 100, which is different from the second embodiment in that, in the fourth embodiment, the third driving gear 131 and the third driven gear 132 are located on a side of the third secondary driving gear 133 away from the driving motor 400 in the first direction X.

In the present embodiment, since the common driven gear 151 is engaged with the clutch output gear 121, the common driven gear 151 is disposed near the clutch 120 in the first direction X, and at this time, the third driving gear 131 and the third driven gear 132 are disposed at a side of the third secondary driving gear 133 away from the driving motor 400 in the first direction X, so that the driving motor 400 may be disposed near the common driven gear 151, that is, the common driven gear 151 is moved to the right side in fig. 19, and the driving motor 400 is moved to the left side, to reduce the size of the transmission case 100 in the first direction X.

The hybrid drive system 10 provided in the fourth embodiment can also realize the 6 operation modes of the hybrid drive system 10 provided in the first embodiment, and details thereof are not repeated herein.

Referring to fig. 20 and 21, fig. 20 is a schematic illustration of a transmission 100 according to a fifth embodiment of the present application; fig. 21 is a schematic diagram of a hybrid drive system 10 according to a fifth embodiment of the present application; a fifth embodiment of the present application provides a transmission case 100, which is different from the first embodiment in that in the fifth embodiment, the transmission case 100 further includes a first intermediate shaft 106, a clutch output gear 121 and a clutch input gear 124, the clutch output gear 121 is mounted on the first intermediate shaft 106 and is fixedly connected with the first intermediate shaft 106, and the clutch input gear 124 is mounted on the first intermediate shaft 106 and is rotatably connected with the first intermediate shaft 106; the clutch 120 is mounted on the first intermediate shaft 106, the input end of the clutch 120 is fixedly connected with the clutch input gear 124, and the output end of the clutch 120 is fixedly connected with the first intermediate shaft 106; the clutch input gear 124 is in driving connection with the wheel drive shaft 104 via the clutch output gear 121.

In the present embodiment, the common driven gear 151 meshes with the clutch output gear 121, and the clutch input gear 124 meshes with the first driving gear 111. When the clutch 120 is in the connected state, the power output by the engine 200 may be sequentially transmitted to the wheel driving shaft 104 through the engine input shaft 101, the first driving gear 111, the clutch input gear 124, the input end of the clutch 120, the output end of the clutch 120, the first intermediate shaft 106, the clutch output gear 121, the common driven gear 151, and the differential 152, so as to drive the wheels 12 to run. The clutch output gear 121 is located on one side of the clutch input gear 124, which is far away from the clutch 120 along the first direction X, and the clutch output gear 121, the clutch input gear 124 and the clutch 120 are sequentially arranged at intervals along the first direction X.

In the present embodiment, the clutch output gear 121 is located on the side of the clutch input gear 124 close to the engine 200 in the first direction X, and the common driven gear 151 is engaged with the clutch output gear 121, so that the common driven gear 151 is located close to the engine 200 in the first direction X, and at this time, the driving motor 400 may also be located close to the engine 200, and the size of the transmission case 100 in the first direction X is reduced.

In this embodiment, the third driving gear 131 and the third driven gear 132 are located on a side of the third secondary driving gear 133 close to the driving motor 400 along the first direction X (as shown in fig. 21), and in other embodiments, the third driving gear 131 and the third driven gear 132 may also be located on a side of the third secondary driving gear 133 far from the driving motor 400 along the first direction X, so that the driving motor 400 is located close to the engine 200 to reduce the size of the transmission 100 in the first direction X.

The hybrid drive system 10 provided in the fifth embodiment can also realize the 6 operation modes of the hybrid drive system 10 provided in the first embodiment, and details thereof are not repeated herein.

Referring to fig. 22 and 23, fig. 22 is a schematic illustration of a transmission 100 according to a sixth embodiment of the present application; FIG. 23 is a schematic illustration of a hybrid drive system 10 provided in accordance with a sixth embodiment of the present application; a sixth embodiment of the present application provides a transmission 100, which is different from the first embodiment in that, in the sixth embodiment, a clutch 120 is located between a clutch output gear 121 and a first drive gear 111 in an axial direction of an engine input shaft 101. The first driving gear 111, the clutch 120, and the clutch output gear 121 are sequentially disposed at intervals along the first direction X. The positional relationship of the clutch 120 can be adjusted to make the transmission 100 smaller and more beautiful.

The hybrid drive system 10 provided in the sixth embodiment can also realize the 6 operating modes of the hybrid drive system 10 provided in the first embodiment, and details are not described herein again.

Referring to fig. 1, the present application further provides a hybrid drive system 10, where the hybrid drive system 10 includes a transmission 100 and at least one of an engine 200, a generator 300, and a driving motor 400; an output end 201 of the engine 200 is used for being fixedly connected with one end of the engine input shaft 101, an input end 301 of the generator 300 is used for being fixedly connected with one end of the generator transmission shaft 102, and an output end 401 of the driving motor 400 is used for being fixedly connected with the driving motor input shaft 103.

Referring to fig. 2, the present application provides a vehicle 1, where the vehicle 1 includes a vehicle body 11, wheels 12, and a transmission 100, the transmission 100 is mounted on the vehicle body 11, and a wheel driving shaft 104 in the transmission 100 is in transmission connection with the wheels 12.

With continued reference to fig. 2, the present application provides a vehicle 1, where the vehicle 1 includes a vehicle body 11, wheels 12, and a hybrid drive system 10, the hybrid drive system 10 is mounted on the vehicle body 11, and a wheel driving shaft 104 of the hybrid drive system 10 is in transmission connection with the wheels 12.

The transmission, the hybrid drive system and the vehicle provided by the embodiment of the present application are described in detail, and the principle and the embodiment of the present application are explained herein by applying specific examples, and the description of the above embodiment is only used to help understand the method and the core idea of the present application; meanwhile, for a person skilled in the art, according to the idea of the present application, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present application.

Claims

1. A transmission, comprising:

one end of the engine input shaft is used for being in transmission connection with an engine and receiving power output by the engine, and a first driving gear is fixed on the engine input shaft;

the generator transmission shaft and the engine input shaft are arranged in parallel, a first driven gear is fixed on the generator transmission shaft, one end of the generator transmission shaft is used for being in transmission connection with a generator, and one end of the generator transmission shaft and one end of the engine input shaft are located on two sides of the first driving gear in the axial direction of the engine input shaft;

an idler gear positioned between and meshed with the first drive gear and the first driven gear;

one end of the driving motor input shaft is in transmission connection with the driving motor and is used for receiving power output by the driving motor, and one end of the driving motor input shaft is arranged on the same side as one end of the generator transmission shaft in the axial direction of the engine input shaft;

the input end of the clutch is in transmission connection with the engine input shaft, the clutch is positioned on one side of one end, away from the engine input shaft, of the first driving gear in the axial direction of the engine input shaft, and the output end of the clutch moves relative to the input end of the clutch so that the clutch runs in a connection state or a separation state;

a wheel drive shaft drivingly connected to the output of the clutch for providing power to the wheel and for:

receiving power transmitted through the engine input shaft and the drive motor input shaft while the clutch operates in a connected state;

and when the clutch operates in a separation state, receiving power transmitted by the input shaft of the driving motor.

2. A gearbox according to claim 1 wherein the clutch is mounted to the engine input shaft and the input of the clutch is fixedly connected to the engine input shaft.

3. The transmission of claim 1, further comprising a clutch output gear mounted to and in rotational communication with the engine input shaft, the output end of the clutch being fixedly connected to the clutch output gear, the clutch output gear being in driving communication with the wheel drive shaft;

when the clutch operates in a connection state, the engine input shaft is used for receiving power transmitted by the engine, transmitting the power received by the engine input shaft to the input end of the clutch, the output end of the clutch and the clutch output gear in sequence, and transmitting the power to the wheel driving shaft through the clutch output gear.

4. A transmission as claimed in claim 3, wherein the clutch output gear is located between the first drive gear and the clutch in the axial direction of the engine input shaft; or

The clutch is located between the clutch output gear and the first drive gear in an axial direction of the engine input shaft.

5. A gearbox according to any one of claims 3 to 4, in which the clutch output gear is an idler gear and a needle bearing is provided between the clutch output gear and the engine input shaft.

6. A gearbox according to any one of claims 1 to 4 further comprising an idler shaft, said idler being mounted to and rotationally coupled with said idler shaft.

7. A gearbox according to claim 3 or 4, further comprising a first intermediate shaft, a second driven gear and a second drive gear, the second driven gear and second drive gear being mounted on the first intermediate shaft and being fixedly connected to the first intermediate shaft, the second driven gear being in meshing engagement with the clutch output gear, the second drive gear being in driving connection with the wheel drive shaft; in the axial direction of the first intermediate shaft, the second driving gear is located on one side of the second driven gear, which is close to the first driving gear.

8. A transmission in accordance with claim 7 further comprising a third drive gear mounted to said drive motor input shaft, said third drive gear meshing with said second driven gear.

9. The transmission of claim 7, further comprising:

a common driven gear meshed with the second driving gear;

a differential mounted to the wheel drive shaft with the common driven gear.

10. The transmission of claim 1, further comprising a first countershaft, a clutch input gear mounted to and fixedly connected with the first countershaft, the clutch input gear meshing with the first drive gear, and a clutch output gear mounted to and rotationally connected with the first countershaft; the clutch is arranged on the first intermediate shaft, the input end of the clutch is fixedly connected with the first intermediate shaft, the output end of the clutch is fixedly connected with the clutch output gear, and the clutch output gear is in transmission connection with the wheel driving shaft; or

The gearbox further comprises a first intermediate shaft, a clutch output gear and a clutch input gear, the clutch input gear is mounted on the first intermediate shaft and is in rotating connection with the first intermediate shaft, and the clutch input gear is meshed with the first driving gear; the clutch is arranged on the first intermediate shaft, the input end of the clutch is fixedly connected with the clutch input gear, and the output end of the clutch is fixedly connected with the first intermediate shaft; the clutch output gear is mounted on the first intermediate shaft and fixedly connected with the first intermediate shaft, and the clutch output gear is in transmission connection with the wheel driving shaft.

11. The transmission of claim 10, further comprising:

a common driven gear meshed with the clutch output gear;

a differential mounted with the common driven gear to the wheel drive shaft.

12. A transmission as claimed in either one of claims 9 or 11 further comprising a third drive gear, a third driven gear, a third secondary drive gear and a second intermediate shaft, said third drive gear being mounted on said drive motor input shaft, said third driven gear and said third secondary drive gear being mounted on said second intermediate shaft and being fixedly connected to said second intermediate shaft, said third driven gear being in meshing engagement with said third drive gear, said third secondary drive gear being in meshing engagement with said common driven gear.

13. The transmission of any one of claims 1 to 4 and 8 to 11, wherein the transmission includes a housing, the first driving gear, the first driven gear, the idler gear and the clutch are located in the housing, the engine input shaft, the generator transmission shaft, the driving motor input shaft and the wheel driving shaft are mounted in the housing, the housing is provided with a first mounting surface for mounting the engine and a second mounting surface for mounting the driving motor, one end of the engine input shaft passes through the first mounting surface and is used for being fixedly connected with the engine, and one end of the driving motor input shaft passes through the second mounting surface and is used for being fixedly connected with the driving motor; the first mounting surface and the second mounting surface are respectively located on both sides of the housing in an axial direction of the engine input shaft.

14. A gearbox according to claim 5, further comprising an idler shaft mounted to and in rotational connection with the idler shaft.

15. The transmission of claim 5, further comprising a first countershaft, a second driven gear and a second drive gear, the second driven gear and the second drive gear being mounted to the first countershaft and fixedly connected thereto, the second driven gear being in meshing engagement with the clutch output gear, the second drive gear being in driving connection with the wheel drive shaft; in the axial direction of the first intermediate shaft, the second driving gear is located on one side of the second driven gear, which is close to the first driving gear.

16. The transmission of claim 6, further comprising a first countershaft, a second driven gear and a second drive gear, the second driven gear and the second drive gear being mounted to the first countershaft and fixedly connected thereto, the second driven gear being in meshing engagement with the clutch output gear, the second drive gear being in driving connection with the wheel drive shaft; in the axial direction of the first intermediate shaft, the second driving gear is located on one side of the second driven gear, which is close to the first driving gear.

17. The transmission of claim 5, wherein the transmission includes a housing, the first driving gear, the first driven gear, the idler gear and the clutch are located in the housing, the engine input shaft, the generator transmission shaft, the driving motor input shaft and the wheel driving shaft are mounted in the housing, the housing is provided with a first mounting surface for mounting the engine and a second mounting surface for mounting the driving motor, one end of the engine input shaft passes through the first mounting surface and is used for being fixedly connected with the engine, and one end of the driving motor input shaft passes through the second mounting surface and is used for being fixedly connected with the driving motor; the first mounting surface and the second mounting surface are located on both sides of the housing in an axial direction of the engine input shaft, respectively.

18. The transmission of claim 6, wherein the transmission includes a housing, the first drive gear, the first driven gear, the idler gear, and the clutch are located in the housing, the engine input shaft, the generator transmission shaft, the drive motor input shaft, and the wheel drive shaft are mounted to the housing, the housing defines a first mounting surface for mounting the engine and a second mounting surface for mounting the drive motor, one end of the engine input shaft passes through the first mounting surface and is configured to be fixedly connected to the engine, and one end of the drive motor input shaft passes through the second mounting surface and is configured to be fixedly connected to the drive motor; the first mounting surface and the second mounting surface are respectively located on both sides of the housing in an axial direction of the engine input shaft.

19. The transmission of claim 7, wherein the transmission includes a housing, the first driving gear, the first driven gear, the idler gear and the clutch are located in the housing, the engine input shaft, the generator transmission shaft, the driving motor input shaft and the wheel driving shaft are mounted in the housing, the housing is provided with a first mounting surface for mounting the engine and a second mounting surface for mounting the driving motor, one end of the engine input shaft passes through the first mounting surface and is used for being fixedly connected with the engine, and one end of the driving motor input shaft passes through the second mounting surface and is used for being fixedly connected with the driving motor; the first mounting surface and the second mounting surface are located on both sides of the housing in an axial direction of the engine input shaft, respectively.

20. A hybrid drive system, comprising:

a gearbox according to any one of claims 1 to 19;

at least one of an engine, a generator, and a drive motor;

the output end of the engine is fixedly connected with one end of the engine input shaft, the input end of the generator is fixedly connected with one end of the generator transmission shaft, and the output end of the driving motor is fixedly connected with the driving motor input shaft.

21. A vehicle comprising a vehicle body, wheels and a gearbox according to any one of claims 1 to 19, the gearbox being mounted to the vehicle body and a wheel drive shaft in the gearbox being in driving connection with the wheels; or alternatively

The hybrid power drive system comprises a vehicle body, wheels and the hybrid power drive system according to claim 20, wherein the hybrid power drive system is mounted on the vehicle body, and wheel drive shafts in the hybrid power drive system are in transmission connection with the wheels.