CN219191895U - Double-motor hybrid gearbox and vehicle - Google Patents

Abstract

The utility model relates to the field of speed changers, and provides a double-motor hybrid gearbox and a vehicle, wherein the double-motor hybrid gearbox comprises the following components: the gear shifting device comprises an engine, a first motor, a second motor, a first input shaft, a second input shaft, a third input shaft, a first intermediate shaft, a second intermediate shaft, an output shaft, a first gear shifting mechanism, a second gear shifting mechanism, a third gear shifting mechanism and a fourth gear shifting mechanism. The second intermediate shaft is arranged to be of a hollow shaft structure, and is rotatably sleeved on the first intermediate shaft. The second intermediate shaft is sleeved on the first intermediate shaft on the basis of realizing various different working conditions of the engine and the three power sources of the two sets of motors, so that the radial size of the gearbox is greatly reduced, and the integral installation space of the gearbox is reduced. Moreover, as the second intermediate shaft is a hollow shaft, the total weight of the gearbox is reduced correspondingly, and the production cost is reduced.

Description

Double-motor hybrid gearbox and vehicle

Technical Field

The utility model relates to the technical field of transmissions, in particular to a double-motor hybrid transmission and a vehicle.

Background

With the increasing demand for improving environmental protection, various electric automobiles stand out. Although electric vehicles are the main development direction in the future, battery technology has hindered the application of electric vehicles. Accordingly, an automobile of a hybrid device has been developed. So far, the automobile hybrid power era has been entered.

Under the large environment of the oil-electricity mixing technology, engineering machinery such as heavy trucks and the like are also added to the train of the hybrid vehicle. In the prior art, a hybrid power transmission system applied to a commercial vehicle adopts a double motor and at least four intermediate shafts to realize two sets of motor system power transmission paths.

However, because of adopting a plurality of intermediate shaft structures to transmit power and increase load, the radial size of the whole gearbox is larger, and the occupied space of the transmission system is correspondingly larger. And the overall weight is also relatively heavy, increasing the cost of the equipment.

Therefore, how to solve the problems of larger radial size, larger occupied space, heavier weight and higher cost of the double-motor hybrid gearbox in the prior art becomes an important technical problem to be solved by the technicians in the field.

Disclosure of Invention

The utility model aims to provide a double-motor hybrid gearbox and a vehicle, which are used for solving the problems of larger radial size, larger occupied space, heavier weight and higher cost of the double-motor hybrid gearbox in the prior art.

In order to achieve the above object, the present utility model provides a dual-motor hybrid transmission, comprising:

an engine;

a first motor;

A second motor;

the first input shaft is in transmission connection with the engine, a first gear and a second gear are fixedly arranged on the first input shaft, and a third gear, a fourth gear and a fifth gear are rotatably arranged on the first input shaft;

the second input shaft is in transmission connection with the first motor, a sixth gear is fixedly arranged on the second input shaft, and the sixth gear is in transmission connection with the first gear;

the third input shaft is in transmission connection with the second motor, a seventh gear is fixedly arranged on the third input shaft, and the seventh gear is in transmission connection with the third gear;

the first intermediate shaft is fixedly provided with an eighth gear, a ninth gear, a tenth gear, an eleventh gear and a twelfth gear, wherein the eighth gear is in transmission connection with the fourth gear, and the ninth gear is in transmission connection with the fifth gear;

the second intermediate shaft is in a hollow shaft structure, is rotatably sleeved on the first intermediate shaft, and is fixedly provided with a thirteenth gear, a fourteenth gear and a fifteenth gear, wherein the thirteenth gear is in transmission connection with the second gear;

The output shaft is rotatably provided with a sixteenth gear, a seventeenth gear, an eighteenth gear, a nineteenth gear and a twentieth gear, wherein the sixteenth gear is in transmission connection with the tenth gear, the seventeenth gear is in transmission connection with the eleventh gear, the eighteenth gear is in transmission connection with the twelfth gear, the nineteenth gear is in transmission connection with the fourteenth gear, and the twentieth gear is in transmission connection with the fifteenth gear;

a first shift mechanism provided on the first input shaft and switchable between a first position, a second position, and a third position; in the first position, the first input shaft is coupled to the fourth gear; in the second position, the first input shaft is coupled to the fifth gear; in the third position, the first input shaft, the fourth gear, and the fifth gear are disengaged from one another;

a second shift mechanism provided on the output shaft and capable of switching between a fourth position, a fifth position, and a sixth position; in the fourth position, the output shaft is coupled to the first input shaft; in the fifth position, the output shaft is coupled to the nineteenth gear; in the sixth position, the output shaft, the first input shaft, and the nineteenth gear are disengaged from one another;

A third shift mechanism provided on the output shaft and switchable between a seventh position, an eighth position, and a ninth position; in the seventh position, the output shaft is coupled to the twentieth gear; in the eighth position, the output shaft is coupled to the sixteenth gear; in the ninth position, the output shaft, the twentieth gear, and the sixteenth gear are disengaged from each other;

a fourth shift mechanism provided on the output shaft and capable of switching among a tenth position, an eleventh position, and a twelfth position; in the tenth position, the output shaft is coupled to the seventeenth gear; in the eleventh position, the output shaft is coupled to the eighteenth gear; in the twelfth position, the output shaft, the seventeenth gear, and the eighteenth gear are disengaged from each other.

The double-motor hybrid gearbox provided by the utility model further comprises:

and the clutch is respectively in transmission connection with the engine and the first input shaft so as to enable the engine and the first input shaft to be coupled or decoupled.

According to the double-motor hybrid gearbox provided by the utility model, a radial bearing is arranged between the inner wall of the second intermediate shaft and the outer wall of the first intermediate shaft, and axial bearings are arranged at two ends of the second intermediate shaft.

According to the double-motor hybrid gearbox provided by the utility model, the clutch is provided with the power output shaft, the power output shaft is connected with the first input shaft, and the power output shaft, the first input shaft and the output shaft are coaxially arranged.

According to the double-motor hybrid gearbox provided by the utility model, at least two first intermediate shafts are arranged, each first intermediate shaft is uniformly distributed around the circumference of the first input shaft, and the second intermediate shafts are arranged in one-to-one correspondence with the first intermediate shafts.

According to the double-motor hybrid gearbox provided by the utility model, two first intermediate shafts are arranged, and the two first intermediate shafts are symmetrically arranged relative to the central axis of the first input shaft.

According to the double-motor hybrid gearbox provided by the utility model, the second input shaft, the third input shaft and the first intermediate shaft are all arranged in parallel with the first input shaft.

According to the double-motor hybrid gearbox provided by the utility model, the first motor and the second motor are symmetrically arranged about the central axis of the first input shaft.

According to the double-motor hybrid gearbox provided by the utility model, the radial bearing is provided as a needle bearing, and/or the axial bearing is provided as an end face bearing.

The utility model also provides a vehicle comprising the dual-motor hybrid gearbox according to any one of the above.

The utility model provides a double-motor hybrid gearbox, which comprises: the gear shifting device comprises an engine, a first motor, a second motor, a first input shaft, a second input shaft, a third input shaft, a first intermediate shaft, a second intermediate shaft, an output shaft, a first gear shifting mechanism, a second gear shifting mechanism, a third gear shifting mechanism and a fourth gear shifting mechanism. The second intermediate shaft is arranged to be of a hollow shaft structure, and is rotatably sleeved on the first intermediate shaft. The second intermediate shaft is sleeved on the first intermediate shaft on the basis of realizing various different working conditions of the engine and the two sets of motor power sources, so that the radial size of the gearbox is greatly reduced, and the integral installation space of the gearbox is reduced. Moreover, as the second intermediate shaft is a hollow shaft, the total weight of the gearbox is correspondingly reduced, and the production cost is reduced, so that the problems of larger radial size, larger occupied space, heavier weight and higher cost of the double-motor hybrid gearbox in the prior art are solved. The double-motor hybrid gearbox provided by the utility model has a compact structure, and is convenient for lubricating a transmission structure.

Drawings

In order to more clearly illustrate the utility model or the technical solutions of the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the utility model, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of a dual-motor hybrid transmission provided by the present utility model;

FIG. 2 is a second schematic diagram of a dual-motor hybrid transmission provided by the present utility model;

FIG. 3 is a third schematic diagram of a dual-motor hybrid transmission provided by the present utility model;

FIG. 4 is a schematic diagram of a dual-motor hybrid transmission provided by the present utility model;

reference numerals:

ICE: an engine; MG1: a first motor; MG2: a second motor; CL: a clutch; k1: a first shift mechanism; k2: a second shift mechanism; k3: a third shift mechanism; and K4: a fourth shift mechanism;

10: a power output shaft;

20: a second input shaft; 21: a sixth gear;

30: a third input shaft; 31: a seventh gear;

40: a first intermediate shaft; 51: an eighth gear; 52: a ninth gear; 53: a tenth gear; 54: an eleventh gear; 55: a twelfth gear;

50: a second intermediate shaft; 61: a thirteenth gear; 62: a fourteenth gear; 63: a fifteenth gear;

60: a first input shaft; 11: a first gear; 12: a second gear; 41: a third gear; 42: a fourth gear; 43: a fifth gear;

70: an output shaft; 71: a sixteenth gear; 72: seventeenth gear; 73: an eighteenth gear; 74: nineteenth gear; 75: twentieth gear.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the present utility model more apparent, the technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present utility model, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

The following describes the dual motor hybrid transmission of the present utility model with reference to fig. 1 to 4.

As shown in fig. 1 to 4, an embodiment of the present utility model provides a dual-motor hybrid transmission including an engine ICE, a first motor MG1, a second motor MG2, a first input shaft 60, a second input shaft 20, a third input shaft 30, a first intermediate shaft 40, a second intermediate shaft 50, an output shaft 70, a first shift mechanism K1, a second shift mechanism K2, a third shift mechanism K3, and a fourth shift mechanism K4.

Specifically, as shown in FIG. 1, the first input shaft 60 is in driving connection with the engine ICE, e.g., the first input shaft 60 is directly connected to the output of the engine ICE, or is connected via a transmission mechanism such as a gear train. The first input shaft 60 is fixedly provided with the first gear 11 and the second gear 12, and for example, the fixed connection may be achieved by a key connection or the like. The first input shaft 60 is rotatably provided with a third gear 41, a fourth gear 42 and a fifth gear 43, for example, a rotational connection may be achieved by means of bearings or the like.

The second input shaft 20 is in driving connection with the first motor MG1, for example, the second input shaft 20 is directly connected with the output end of the first motor MG1, or is connected through a driving mechanism such as gear transmission. The second input shaft 20 is fixedly provided with a sixth gear 21, and the sixth gear 21 is in transmission connection with the first gear 11. The sixth gear 21 may be directly engaged with the first gear 11, or may be engaged with the intermediate gear.

The third input shaft 30 is in driving connection with the second motor MG2, for example, the third input shaft 30 is directly connected with the output end of the second motor MG2, or is connected through a driving mechanism such as gear transmission. The seventh gear 31 is fixedly arranged on the third input shaft 30, and the seventh gear 31 is in transmission connection with the third gear 41. The seventh gear 31 and the third gear 41 may be directly engaged with each other or may be engaged with each other through an intermediate gear.

The eighth gear 51, the ninth gear 52, the tenth gear 53, the eleventh gear 54, and the twelfth gear 55 are fixedly disposed on the first intermediate shaft 40, and as shown in fig. 1, the eighth gear 51, the ninth gear 52, the tenth gear 53, the eleventh gear 54, and the twelfth gear 55 are sequentially spaced apart in the axial direction of the first intermediate shaft 40. The eighth gear 51 is in driving connection with the fourth gear 42, and the ninth gear 52 is in driving connection with the fifth gear 43.

The second intermediate shaft 50 is configured as a hollow shaft, and the second intermediate shaft 50 is rotatably sleeved on the first intermediate shaft 40. Specifically, the second intermediate shaft 50 is disposed between the ninth gear 52 and the tenth gear 53. The second intermediate shaft 50 has a center hole formed therethrough in the axial direction thereof, and the first intermediate shaft 40 passes through the center hole. The thirteenth gear 61, the fourteenth gear 62 and the fifteenth gear 63 are fixedly provided on the second intermediate shaft 50, and as shown in fig. 1, the thirteenth gear 61, the fourteenth gear 62 and the fifteenth gear 63 are sequentially spaced apart in the axial direction of the second intermediate shaft 50. Wherein the thirteenth gear 61 is in driving connection with the second gear 12.

The output shaft 70 is rotatably provided with a sixteenth gear 71, a seventeenth gear 72, an eighteenth gear 73, a nineteenth gear 74 and a twentieth gear 75, each of which is arranged on the output shaft 70 at intervals as required for a desired transmission position. The sixteenth gear 71 is in transmission connection with the tenth gear 53, the seventeenth gear 72 is in transmission connection with the eleventh gear 54, the eighteenth gear 73 is in transmission connection with the twelfth gear 55, the nineteenth gear 74 is in transmission connection with the fourteenth gear 62, and the twentieth gear 75 is in transmission connection with the fifteenth gear 63. The output shaft 70 is used to output power to wheels to drive the vehicle to walk.

The first shift mechanism K1 is provided on the first input shaft 60, and is switchable among a first position, a second position, and a third position. In the first position, i.e., left in fig. 1, the first input shaft 60 is coupled to the fourth gear 42. In the second position, i.e. right in fig. 1, the first input shaft 60 is coupled to the fifth gear wheel 43. In the third position, i.e. the neutral position in fig. 1, the first input shaft 60, the fourth gear 42 and the fifth gear 43 are disengaged from each other.

The second shift mechanism K2 is provided on the output shaft 70, and is switchable between a fourth position, a fifth position, and a sixth position. In the fourth position, i.e., left in fig. 1, the output shaft 70 is coupled to the first input shaft 60. In the fifth position, right in fig. 1, the output shaft 70 is coupled to the nineteenth gear 74. In the sixth position, i.e., the neutral position in fig. 1, the output shaft 70, the first input shaft 60 and the nineteenth gear 74 are disengaged from one another.

The third shift mechanism K3 is provided on the output shaft 70 and is switchable between a seventh position, an eighth position, and a ninth position. In the seventh position, left in fig. 1, the output shaft 70 is coupled to the twentieth gear 75. In the eighth position, right in fig. 1, the output shaft 70 is coupled to the sixteenth gear 71. In the ninth position, i.e., the neutral position in fig. 1, the output shaft 70, the twentieth gear 75 and the sixteenth gear 71 are disengaged from each other.

The fourth shift mechanism K4 is provided on the output shaft 70 and is switchable among a tenth position, an eleventh position, and a twelfth position. In the tenth position, left in fig. 1, the output shaft 70 is coupled to the seventeenth gear 72. In the eleventh position, i.e. right in fig. 1, the output shaft 70 is coupled to the eighteenth gear 73. In the twelfth position, i.e., the neutral position in fig. 1, the output shaft 70, seventeenth gear 72 and eighteenth gear 73 are disengaged from each other. In the placement position of the dual-motor hybrid transmission shown in fig. 1, the left-right direction in the drawing is the left-right direction, and the axial directions of the first intermediate shaft 40 and the second intermediate shaft 50.

Thus, the first input shaft 60 is selectively interlocked with the first shift mechanism K1 and the second shift mechanism K2, respectively, and the first input shaft 60 is selectively interlocked with the third shift mechanism K3 and the fourth shift mechanism K4 through the first intermediate shaft 40 and the second intermediate shaft 50, respectively.

The second input shaft 20 and the third input shaft 30 are selectively interlocked with the first shift mechanism K1, respectively, and the second input shaft 20 and the third input shaft 30 are selectively interlocked with the second shift mechanism K2, the third shift mechanism K3, and the fourth shift mechanism K4, respectively, through the first intermediate shaft 40 and the second intermediate shaft 50.

The output shaft 70 is selectively coupled to the first input shaft 60 and/or the second input shaft 20 and/or the third input shaft 30 via a first shift mechanism K1, a second shift mechanism K2, a third shift mechanism K3 and a fourth shift mechanism K4, respectively.

Therefore, a plurality of power transmission paths are constructed in the power transmission system, in the gear shifting process, the four gear shifting mechanisms are controlled to switch among the power transmission paths, so that the switching among a plurality of gears is realized, the power is not interrupted during gear shifting, the gear shifting frustration in the driving process is reduced, the power switching is smoother, and the comfort and the safety of the vehicle are better.

By the arrangement, on the basis of realizing multiple different working conditions of the series-parallel combination of the engine and the three power sources of the two sets of motors, the second intermediate shaft 50 is sleeved on the first intermediate shaft 40, so that the radial size of the gearbox is greatly reduced, and the integral installation space of the gearbox is reduced. Moreover, since the second intermediate shaft 50 is a hollow shaft, the total weight of the gearbox is reduced correspondingly, and the production cost is reduced, so that the problems of larger radial size, larger occupied space, heavier weight and higher cost of the double-motor hybrid gearbox in the prior art are solved. The double-motor hybrid gearbox provided by the utility model has a compact structure, and is convenient for lubricating transmission structures such as gears, shafts and the like.

It should be noted that, since the engine ICE, the first motor MG1 and the second motor MG2 have respective independent driving transmission paths, a current gear of one power path can be kept to be driven during gear shifting, and the other is unloaded to shift, so that gear shifting control without power interruption is realized, and driving smoothness is improved. In addition, the gear ratios of the respective gear pairs described above may be determined according to actual design requirements, and are not particularly limited herein.

In an embodiment of the present utility model, as shown in fig. 1, the dual-motor hybrid transmission further includes a clutch CL. Clutch CL is in driving connection with the output of engine ICE and first input shaft 60, respectively, to enable coupling connection or decoupling between engine ICE and first input shaft 60. When clutch CL is closed, the engine ICE and the first input shaft 60 are coupled. When clutch CL is open, engine ICE is disengaged from first input shaft 60. By means of the arrangement, switching of multiple mixed working conditions among the engine ICE, the first motor MG1 and the second motor MG2 is achieved through the clutch CL, joint linkage or disconnection independent driving of the intermediate shaft mechanical shaft gear mechanism is achieved selectively, gear sharing driven by three power sources is achieved, and efficient driving of the whole vehicle speed range is achieved.

Specifically, in the embodiment of the present utility model, as shown in fig. 1, the clutch CL is provided with the power output shaft 10, and the power output shaft 10 is connected with the first input shaft 60, so that the engine ICE and the first input shaft 60 can be engaged and interlocked when the clutch CL is closed. And the power output shaft 10, the first input shaft 60 and the output shaft 70 are coaxially arranged, so that the transmission system is compact in structure, the power loss in transmission can be reduced as much as possible, and the power can be reliably transmitted.

In an alternative embodiment of the utility model, a radial bearing is provided between the inner wall of the second intermediate shaft 50 and the outer wall of the first intermediate shaft 40, so that a rotational connection is achieved between the outer circumference of the first intermediate shaft 40 and the inner wall of the second intermediate shaft 50, and also a radial support of the second intermediate shaft transmission is possible via the radial bearing. And the two ends of the second intermediate shaft 50 are provided with axial bearings, and the axial bearings are sleeved on the first intermediate shaft 40, so that the axial supporting and positioning of the second intermediate shaft 50 are realized through the axial bearings.

As an alternative embodiment of the present utility model, at least two first intermediate shafts 40 are provided, each first intermediate shaft 40 is uniformly distributed around the circumference of the first input shaft 60, and the second intermediate shafts 50 are provided in one-to-one correspondence with the first intermediate shafts 40. Accordingly, the eighth gear 51, the thirteenth gear 61, and the like are correspondingly arranged. Therefore, the circumferential array of the intermediate shaft gear transmission structure is beneficial to uniform power transmission, improves the bearing capacity of driving load, meets the requirements of application scenes with larger load, ensures that gear shifting is not interrupted by power, and has the advantages of high reliability, high safety, high cost performance and the like.

In the embodiment of the present utility model, as shown in fig. 1, the first intermediate shafts 40 are provided in two, and the two first intermediate shafts 40 are symmetrically disposed with respect to the central axis of the first input shaft 60. The double-intermediate-shaft offset framework for forming the inner shaft and the outer shaft hollow sleeve is arranged in this way, the whole structure is symmetrically distributed, the layout is reasonable and compact, and the application scene of higher driving load is realized. And the transmission mechanism is arranged in the same plane, the two intermediate shafts are not positioned at the high position of the gearbox, active lubrication is not required to be added, and lubrication can be realized by splashing, so that the problem that in the prior art, the two intermediate shafts are positioned at the high position, and lubrication of gears, bearings and the like on the shafts is difficult is solved, and the cost is reduced to a certain extent.

In the present embodiment, the second input shaft 20, the third input shaft 30, and the first intermediate shaft 40 are all disposed parallel to the first input shaft 60. The arrangement is beneficial to the arrangement of a transmission structure, is convenient for power transmission, has compact structure and small occupied space, and is convenient for the installation and the matching of parts such as gears on shafts.

In an alternative embodiment of the present utility model, the first motor MG1 and the second motor MG2 are symmetrically disposed about the central axis of the first input shaft 60. So set up, the bi-motor system is arranged along center pin circumference offset, through increasing input reduction ratio, reduces bi-motor system's moment of torsion by a wide margin, improves motor rotational speed to can adopt small, light in weight, low cost's traction motor to satisfy wheel limit drive demand, transmission system structure is compacter, and the overall arrangement is more reasonable, and the sexual valence relative altitude is higher.

In an embodiment of the utility model, the radial bearing is provided as a needle bearing and/or the axial bearing is provided as an end bearing. The arrangement realizes the rotary connection and radial support between the inner intermediate shaft and the outer intermediate shaft through the needle bearing, and the needle bearing has a compact radial structure, thereby being beneficial to reducing the radial installation size of the gearbox. Axial support and positioning of the second intermediate shaft 50 is achieved by the end face bearing, and the axial design can be made compact. Of course, in other embodiments, the radial bearings and the axial bearings are not limited to the needle bearings and the end face bearings, and may be replaced by self-aligning bearings, deep groove ball bearings, angular contact ball bearings, and the like, so as to meet corresponding installation and use requirements.

In summary, the embodiment of the utility model provides a dual-motor hybrid gearbox, which is characterized in that a pair of intermediate shafts which are arranged at intervals are arranged to be of a structure of sleeving the inner side and the outer side of the two intermediate shafts, so that the existing four-intermediate-shaft structure is changed into a dual-intermediate-shaft structure, the structure is compact, the radial dimension of the gearbox is effectively reduced, the gear structure and the like are conveniently lubricated, and the outer intermediate shafts adopt a hollow structure, so that the weight of the gearbox is reduced, and the cost is reduced. And the power transmission paths of the engine and the two sets of motor systems are realized through the double-intermediate-shaft structure, the independent output can be realized, and meanwhile, the mechanical transmission paths with the same gear can be shared. The following describes the operation mode of the dual-motor hybrid transmission provided by the present utility model in detail with reference to fig. 1.

1. Pure electric mode:

1. dual motor co-drive

(1) Second motor MG 21 gear and first motor MG 11 gear

At this time, the first shift mechanism K1 is in the first position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the eleventh position. The power transmission path is as follows:

the second motor MG 2- > the third input shaft 30- > the seventh gear 31- > the third gear 41- > the fourth gear 42- > the eighth gear 51- > the first intermediate shaft 40- > the twelfth gear 55- > the eighteenth gear 73- > the fourth gear shift mechanism K4- > the output shaft 70.

The first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the first shift mechanism k1→the fourth gear 42→the eighth gear 51→the first intermediate shaft 40→the twelfth gear 55→the eighteenth gear 73→the fourth shift mechanism k4→the output shaft 70.

(2) Second motor MG 21 gear and first motor MG1 2 gear

At this time, the first shift mechanism K1 is in the second position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the eleventh position. The power transmission path is as follows:

the second motor MG 2- > the third input shaft 30- > the seventh gear 31- > the third gear 41- > the fourth gear 42- > the eighth gear 51- > the first intermediate shaft 40- > the twelfth gear 55- > the eighteenth gear 73- > the fourth gear shift mechanism K4- > the output shaft 70.

The first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the first shift mechanism k1→the fifth gear 43→the ninth gear 52→the first intermediate shaft 40→the twelfth gear 55→the eighteenth gear 73→the fourth shift mechanism k4→the output shaft 70.

(3) Second motor MG2 3 gear and first motor MG1 3 gear

At this time, the first shift mechanism K1 is in the first position, the second shift mechanism K2 is in the fifth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

the second electric motor MG 2- > third input shaft 30- > seventh gear 31- > third gear 41- > fourth gear 42- > first shift mechanism k1- > first input shaft 60- > second gear 12- > thirteenth gear 61- > second intermediate shaft 50- > fourteenth gear 62- > nineteenth gear 74- > second shift mechanism k2- > output shaft 70.

The first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the second gear 12→the thirteenth gear 61→the second intermediate shaft 50→the fourteenth gear 62→the nineteenth gear 74→the second shift mechanism k2→the output shaft 70.

(4) Second motor MG2 4 gear and first motor MG1 4 gear

At this time, the first shift mechanism K1 is in the first position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the eighth position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

the second motor MG 2- > the third input shaft 30- > the seventh gear 31- > the third gear 41- > the fourth gear 42- > the eighth gear 51- > the first intermediate shaft 40- > the tenth gear 53- > the sixteenth gear 71- > the third gear shift mechanism K3- > the output shaft 70.

The first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the first shift mechanism k1→the fourth gear 42→the eighth gear 51→the first intermediate shaft 40→the tenth gear 53→the sixteenth gear 71→the third shift mechanism k3→the output shaft 70.

(5) Second motor MG2 4 gear and first motor MG1 5 gear

At this time, the first shift mechanism K1 is in the second position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the eighth position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

the second motor MG 2- > the third input shaft 30- > the seventh gear 31- > the third gear 41- > the fourth gear 42- > the eighth gear 51- > the first intermediate shaft 40- > the tenth gear 53- > the sixteenth gear 71- > the third gear shift mechanism K3- > the output shaft 70.

The first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the first shift mechanism k1→the fifth gear 43→the ninth gear 52→the first intermediate shaft 40→the tenth gear 53→the sixteenth gear 71→the third shift mechanism k3→the output shaft 70.

(6) Second motor MG2 6 gear and first motor MG1 6 gear

At this time, the first shift mechanism K1 is in the first position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the seventh position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

the second electric motor MG 2- > third input shaft 30- > seventh gear 31- > third gear 41- > fourth gear 42- > first shift mechanism k1- > first input shaft 60- > second gear 12- > thirteenth gear 61- > second intermediate shaft 50- > fifteenth gear 63- > twentieth gear 75- > third shift mechanism k3- > output shaft 70.

The first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the second gear 12→the thirteenth gear 61→the second intermediate shaft 50→the fifteenth gear 63→the twentieth gear 75→the third shift mechanism k3→the output shaft 70.

(7) Second motor MG2 7 gear and first motor MG1 7 gear

At this time, the first shift mechanism K1 is in the first position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the tenth position. The power transmission path is as follows:

The second motor MG 2- > the third input shaft 30- > the seventh gear 31- > the third gear 41- > the fourth gear 42- > the eighth gear 51- > the first intermediate shaft 40- > the eleventh gear 54- > the seventeenth gear 72- > the fourth gear shift mechanism k4- > the output shaft 70.

The first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the first shift mechanism k1→the fourth gear 42→the eighth gear 51→the first intermediate shaft 40→the eleventh gear 54→the seventeenth gear 72→the fourth shift mechanism k4→the output shaft 70.

(8) Second motor MG2 7 gear and first motor MG1 8 gear

At this time, the first shift mechanism K1 is in the second position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the tenth position. The power transmission path is as follows:

the second motor MG 2- > the third input shaft 30- > the seventh gear 31- > the third gear 41- > the fourth gear 42- > the eighth gear 51- > the first intermediate shaft 40- > the eleventh gear 54- > the seventeenth gear 72- > the fourth gear shift mechanism k4- > the output shaft 70.

The first electric motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the first shift mechanism k1→the fifth gear 43→the ninth gear 52→the first intermediate shaft 40→the eleventh gear 54→the seventeenth gear 72→the fourth shift mechanism k4→the output shaft 70.

(9) Second motor MG2 9 gear and first motor MG1 9 gear

At this time, the first shift mechanism K1 is in the first position, the second shift mechanism K2 is in the fourth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

the second electric motor MG 2- > the third input shaft 30- > the seventh gear 31- > the third gear 41- > the fourth gear 42- > the first gear shift mechanism k1- > the first input shaft 60- > the second gear shift mechanism k2- > the output shaft 70.

The first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the second shift mechanism k2→the output shaft 70.

2. Single motor drive-first motor MG1 drive

(1) First motor MG 11 gear

At this time, the first shift mechanism K1 is in the first position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the eleventh position. The power transmission path is as follows:

the first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the first shift mechanism k1→the fourth gear 42→the eighth gear 51→the first intermediate shaft 40→the twelfth gear 55→the eighteenth gear 73→the fourth shift mechanism k4→the output shaft 70.

(2) First motor MG 12 gear

At this time, the first shift mechanism K1 is in the second position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the eleventh position. The power transmission path is as follows:

the first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the first shift mechanism k1→the fifth gear 43→the ninth gear 52→the first intermediate shaft 40→the twelfth gear 55→the eighteenth gear 73→the fourth shift mechanism k4→the output shaft 70.

(3) First motor MG1 3 gear

At this time, the first shift mechanism K1 is in the third position, the second shift mechanism K2 is in the fifth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

the first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the second gear 12→the thirteenth gear 61→the second intermediate shaft 50→the fourteenth gear 62→the nineteenth gear 74→the second shift mechanism k2→the output shaft 70.

(4) First motor MG1 4 gear

At this time, the first shift mechanism K1 is in the first position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the eighth position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

The first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the first shift mechanism k1→the fourth gear 42→the eighth gear 51→the first intermediate shaft 40→the tenth gear 53→the sixteenth gear 71→the third shift mechanism k3→the output shaft 70.

(5) First motor MG1 5 gear

At this time, the first shift mechanism K1 is in the second position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the eighth position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

the first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the first shift mechanism k1→the fifth gear 43→the ninth gear 52→the first intermediate shaft 40→the tenth gear 53→the sixteenth gear 71→the third shift mechanism k3→the output shaft 70.

(6) First motor MG1 6 gear

At this time, the first shift mechanism K1 is in the third position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the seventh position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

the first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the second gear 12→the thirteenth gear 61→the second intermediate shaft 50→the fifteenth gear 63→the twentieth gear 75→the third shift mechanism k3→the output shaft 70.

(7) First motor MG1 7 gear

At this time, the first shift mechanism K1 is in the first position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the tenth position. The power transmission path is as follows:

the first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the first shift mechanism k1→the fourth gear 42→the eighth gear 51→the first intermediate shaft 40→the eleventh gear 54→the seventeenth gear 72→the fourth shift mechanism k4→the output shaft 70.

(8) First motor MG1 8 gear

At this time, the first shift mechanism K1 is in the second position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the tenth position. The power transmission path is as follows:

the first electric motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the first shift mechanism k1→the fifth gear 43→the ninth gear 52→the first intermediate shaft 40→the eleventh gear 54→the seventeenth gear 72→the fourth shift mechanism k4→the output shaft 70.

(9) First motor MG1 9 gear

At this time, the first shift mechanism K1 is in the third position, the second shift mechanism K2 is in the fourth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

The first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the second shift mechanism k2→the output shaft 70.

2. Mixing mode:

(1) First electric machine MG 11 gear and engine ICE 1 gear

At this time, the first shift mechanism K1 is in the first position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the eleventh position. The power transmission path is as follows:

the first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the first shift mechanism k1→the fourth gear 42→the eighth gear 51→the first intermediate shaft 40→the twelfth gear 55→the eighteenth gear 73→the fourth shift mechanism k4→the output shaft 70.

Engine ICE, clutch CL, power take-off 10, first input shaft 60, first gear shift K1, fourth gear 42, eighth gear 51, first intermediate shaft 40, twelfth gear 55, eighteenth gear 73, fourth gear shift K4, output shaft 70.

(2) First motor MG1 2 gear and engine ICE 2 gear

At this time, the first shift mechanism K1 is in the second position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the eleventh position. The power transmission path is as follows:

The first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the first shift mechanism k1→the fifth gear 43→the ninth gear 52→the first intermediate shaft 40→the twelfth gear 55→the eighteenth gear 73→the fourth shift mechanism k4→the output shaft 70.

Engine ICE, clutch CL, power take-off 10, first input shaft 60, first gear shift K1, fifth gear 43, ninth gear 52, first intermediate shaft 40, twelfth gear 55, eighteenth gear 73, fourth gear shift K4, output shaft 70.

(3) First motor MG1 3 gear and engine ICE 3 gear

At this time, the first shift mechanism K1 is in the third position, the second shift mechanism K2 is in the fifth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

the first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the second gear 12→the thirteenth gear 61→the second intermediate shaft 50→the fourteenth gear 62→the nineteenth gear 74→the second shift mechanism k2→the output shaft 70.

Engine ice→clutch cl→power take-off 10→first input shaft 60→second gear 12→thirteenth gear 61→second intermediate shaft 50→fourteenth gear 62→nineteenth gear 74→second shift mechanism k2→output shaft 70.

(4) First motor MG1 4 gear and engine ICE 4 gear

At this time, the first shift mechanism K1 is in the first position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the eighth position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

the first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the first shift mechanism k1→the fourth gear 42→the eighth gear 51→the first intermediate shaft 40→the tenth gear 53→the sixteenth gear 71→the third shift mechanism k3→the output shaft 70.

Engine ICE, clutch CL, power take-off 10, first input shaft 60, first gear shift K1, fourth gear 42, eighth gear 51, first intermediate shaft 40, tenth gear 53, sixteenth gear 71, third gear shift K3, output shaft 70.

(5) First electric machine MG1 5 gear and engine ICE 5 gear

At this time, the first shift mechanism K1 is in the second position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the eighth position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

the first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the first shift mechanism k1→the fifth gear 43→the ninth gear 52→the first intermediate shaft 40→the tenth gear 53→the sixteenth gear 71→the third shift mechanism k3→the output shaft 70.

Engine ICE, clutch CL, power take-off 10, first input shaft 60, first gear shift K1, fifth gear 43, ninth gear 52, first intermediate shaft 40, tenth gear 53, sixteenth gear 71, third gear shift K3, output shaft 70.

(6) First motor MG1 6 gear and engine ICE 6 gear

At this time, the first shift mechanism K1 is in the third position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the seventh position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

the first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the second gear 12→the thirteenth gear 61→the second intermediate shaft 50→the fifteenth gear 63→the twentieth gear 75→the third shift mechanism k3→the output shaft 70.

Engine ice→clutch cl→power take-off 10→first input shaft 60→second gear 12→thirteenth gear 61→second intermediate shaft 50→fifteenth gear 63→twentieth gear 75→third shift mechanism k3→output shaft 70.

(7) First electric machine MG1 7 gear and engine ICE 7 gear

At this time, the first shift mechanism K1 is in the first position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the tenth position. The power transmission path is as follows:

The first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the first shift mechanism k1→the fourth gear 42→the eighth gear 51→the first intermediate shaft 40→the eleventh gear 54→the seventeenth gear 72→the fourth shift mechanism k4→the output shaft 70.

Engine ICE, clutch CL, power take-off 10, first input shaft 60, first gear shift K1, fourth gear 42, eighth gear 51, first intermediate shaft 40, eleventh gear 54, seventeenth gear 72, fourth gear shift K4, output shaft 70.

(8) First motor MG1 8 gear and engine ICE 8 gear

At this time, the first shift mechanism K1 is in the second position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the tenth position. The power transmission path is as follows:

the first electric motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the first shift mechanism k1→the fifth gear 43→the ninth gear 52→the first intermediate shaft 40→the eleventh gear 54→the seventeenth gear 72→the fourth shift mechanism k4→the output shaft 70.

Engine ICE, clutch CL, power take-off 10, first input shaft 60, first gear shift K1, fifth gear 43, ninth gear 52, first intermediate shaft 40, eleventh gear 54, seventeenth gear 72, fourth gear shift K4, output shaft 70.

(9) First electric machine MG1 9 gear and engine ICE 9 gear

At this time, the first shift mechanism K1 is in the third position, the second shift mechanism K2 is in the fourth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

the first motor MG1→the second input shaft 20→the sixth gear 21→the first gear 11→the first input shaft 60→the second shift mechanism k2→the output shaft 70.

Engine ice→clutch cl→power take-off 10→first input shaft 60→second shift mechanism k2→output shaft 70.

3. Engine direct drive mode:

(1) ICE 1 gear of engine

At this time, the first shift mechanism K1 is in the first position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the eleventh position. The power transmission path is as follows:

engine ICE, clutch CL, power take-off 10, first input shaft 60, first gear shift K1, fourth gear 42, eighth gear 51, first intermediate shaft 40, twelfth gear 55, eighteenth gear 73, fourth gear shift K4, output shaft 70.

(2) ICE 2 gear of engine

At this time, the first shift mechanism K1 is in the second position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the eleventh position. The power transmission path is as follows:

Engine ICE, clutch CL, power take-off 10, first input shaft 60, first gear shift K1, fifth gear 43, ninth gear 52, first intermediate shaft 40, twelfth gear 55, eighteenth gear 73, fourth gear shift K4, output shaft 70.

(3) ICE 3 gear of engine

At this time, the first shift mechanism K1 is in the third position, the second shift mechanism K2 is in the fifth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

engine ice→clutch cl→power take-off 10→first input shaft 60→second gear 12→thirteenth gear 61→second intermediate shaft 50→fourteenth gear 62→nineteenth gear 74→second shift mechanism k2→output shaft 70.

(4) ICE 4 gear of engine

At this time, the first shift mechanism K1 is in the first position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the eighth position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

engine ICE, clutch CL, power take-off 10, first input shaft 60, first gear shift K1, fourth gear 42, eighth gear 51, first intermediate shaft 40, tenth gear 53, sixteenth gear 71, third gear shift K3, output shaft 70.

(5) Engine ICE 5 gear

At this time, the first shift mechanism K1 is in the second position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the eighth position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

engine ICE, clutch CL, power take-off 10, first input shaft 60, first gear shift K1, fifth gear 43, ninth gear 52, first intermediate shaft 40, tenth gear 53, sixteenth gear 71, third gear shift K3, output shaft 70.

(6) ICE 6 gear of engine

At this time, the first shift mechanism K1 is in the third position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the seventh position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

engine ice→clutch cl→power take-off 10→first input shaft 60→second gear 12→thirteenth gear 61→second intermediate shaft 50→fifteenth gear 63→twentieth gear 75→third shift mechanism k3→output shaft 70.

(7) ICE 7 gear of engine

At this time, the first shift mechanism K1 is in the first position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the tenth position. The power transmission path is as follows:

Engine ICE, clutch CL, power take-off 10, first input shaft 60, first gear shift K1, fourth gear 42, eighth gear 51, first intermediate shaft 40, eleventh gear 54, seventeenth gear 72, fourth gear shift K4, output shaft 70.

(8) Engine ICE 8 gear

At this time, the first shift mechanism K1 is in the second position, the second shift mechanism K2 is in the sixth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the tenth position. The power transmission path is as follows:

engine ICE, clutch CL, power take-off 10, first input shaft 60, first gear shift K1, fifth gear 43, ninth gear 52, first intermediate shaft 40, eleventh gear 54, seventeenth gear 72, fourth gear shift K4, output shaft 70.

(9) ICE 9 gear of engine

At this time, the first shift mechanism K1 is in the third position, the second shift mechanism K2 is in the fourth position, the third shift mechanism K3 is in the ninth position, and the fourth shift mechanism K4 is in the twelfth position. The power transmission path is as follows:

engine ice→clutch cl→power take-off 10→first input shaft 60→second shift mechanism k2→output shaft 70.

From the above, in the embodiment of the present utility model, the pure electric drive function, clutch CL is opened and engine ICE is stopped. The first motor MG1 can be in 9 gears, and the second motor MG2 can be in 6 gears of 1 st gear, 3 rd gear, 4 th gear, 6 th gear, 7 th gear and 9 th gear, so as to be driven purely. The ICE of the engine is not provided with a reverse gear, and the reverse gear function is realized by means of reverse driving of the motor. The first motor MG1 can be independently and purely driven in the 3 rd gear, the 6 th gear and the 9 th gear, and the second motor MG2 can be independently and purely driven in the 1 st gear, the 4 th gear or the 7 th gear.

In the parallel hybrid function, the clutch CL is closed, and the engine ICE and the first electric machine MG1 can be driven in parallel in 9 gears. Further, the engine ICE and the second electric motor MG2 may be driven in parallel in common in 6 gear stages of the 1 st gear stage, the 3 rd gear stage, the 4 th gear stage, the 6 th gear stage, the 7 th gear stage, and the 9 th gear stage. When the engine ICE and the first motor MG1 are driven in parallel in the 3 rd gear, the 6 th gear and the 9 th gear, the second motor MG2 can be out of gear and stopped, so that the transmission efficiency is improved, or the second motor MG2 can independently provide power compensation for the engine ICE and the first motor MG1 in the 1 st gear, the 4 th gear or the 7 th gear during gear shifting.

And the series hybrid function is that when the vehicle is started and stopped frequently under the low-load city working condition and the electric quantity of the vehicle-mounted power battery is insufficient, a series hybrid mode can be adopted, and the fuel saving rate is high. In the series hybrid mode, the clutch CL is closed, the engine ICE is in gear-off linkage with the first motor MG1, the first motor MG1 works in a rotating speed mode to provide negative torque, mechanical input power of the engine ICE is converted into electric energy, series power generation is achieved, a power battery is charged, or part of electric energy is directly supplied to a controller of the second motor MG2 to drive wheels. The second motor MG2 can be independently driven in the 1 st gear, the 4 th gear, or the 7 th gear.

Obviously, in the embodiment of the utility model, when the gear is switched, the condition of power interruption is avoided, the driving smoothness is improved, and the comfort and the safety during gear shifting are effectively improved. Moreover, two sets of motor system power transmission paths can be realized through a double-intermediate-shaft structure, and the motor system power transmission paths can be independently output and share the mechanical transmission paths with the same gear. The double-motor hybrid gearbox is compact in structure, effectively solves the problems of large size, heavy weight and high cost of the existing double-motor hybrid gearbox, and is simpler and more convenient to lubricate. It should be noted that the dual-motor hybrid gearbox provided by the utility model can increase or decrease the number of gears according to actual use requirements.

Further, as shown in fig. 2, the 3 rd gear and the 6 th gear may be interchanged in position. Alternatively, as shown in FIG. 3, the 1/2 th gear and the 7/8 th gear may be interchanged. Alternatively, as shown in FIG. 4, the 3 rd and 6 th gears, and the 1/2 th and 7/8 th gears may be interchanged in position at the same time. After the gear positions are exchanged, the transmission ratio of the gear pair can be adaptively adjusted according to actual conditions.

The following describes a vehicle provided by the present utility model, and the vehicle described below and the dual-motor hybrid transmission described above may be referred to correspondingly to each other.

The embodiment of the utility model also provides a vehicle comprising the double-motor hybrid gearbox in each embodiment. By the arrangement, on the basis of realizing multiple different working conditions of the series-parallel combination of the engine and the three power sources of the two sets of motors, the second intermediate shaft 50 is sleeved on the first intermediate shaft 40, so that the radial size of the gearbox is greatly reduced, and the integral installation space of the gearbox is reduced. Moreover, since the second intermediate shaft 50 is a hollow shaft, the total weight of the gearbox is reduced correspondingly, and the production cost is reduced, so that the problems of larger radial size, larger occupied space, heavier weight and higher cost of the double-motor hybrid gearbox in the prior art are solved. The development process of the beneficial effects is substantially similar to that of the dual-motor hybrid transmission, and therefore will not be described in detail herein. In the embodiment of the present utility model, the type of the vehicle is not limited, and for example, the vehicle may be a heavy-duty truck, a medium-duty truck, a truck, or the like. In other words, as long as the vehicle can use the two-motor hybrid transmission in the present utility model.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present utility model, and are not limiting; although the utility model has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present utility model.

Claims (10)

1. A dual motor hybrid transmission comprising:

an engine (ICE);

a first motor (MG 1);

a second motor (MG 2);

the first input shaft (60) is in transmission connection with the engine (ICE), a first gear (11) and a second gear (12) are fixedly arranged on the first input shaft (60), and a third gear (41), a fourth gear (42) and a fifth gear (43) are rotatably arranged on the first input shaft (60);

the second input shaft (20) is in transmission connection with the first motor (MG 1), a sixth gear (21) is fixedly arranged on the second input shaft (20), and the sixth gear (21) is in transmission connection with the first gear (11);

the third input shaft (30) is in transmission connection with the second motor (MG 2), a seventh gear (31) is fixedly arranged on the third input shaft (30), and the seventh gear (31) is in transmission connection with the third gear (41);

a first intermediate shaft (40), wherein an eighth gear (51), a ninth gear (52), a tenth gear (53), an eleventh gear (54) and a twelfth gear (55) are fixedly arranged on the first intermediate shaft (40), the eighth gear (51) is in transmission connection with the fourth gear (42), and the ninth gear (52) is in transmission connection with the fifth gear (43);

The second intermediate shaft (50) is in a hollow shaft structure, the second intermediate shaft (50) is rotationally sleeved on the first intermediate shaft (40), and a thirteenth gear (61), a fourteenth gear (62) and a fifteenth gear (63) are fixedly arranged on the second intermediate shaft (50), wherein the thirteenth gear (61) is in transmission connection with the second gear (12);

an output shaft (70), wherein a sixteenth gear (71), a seventeenth gear (72), an eighteenth gear (73), a nineteenth gear (74) and a twentieth gear (75) are rotatably arranged on the output shaft (70), the sixteenth gear (71) is in transmission connection with the tenth gear (53), the seventeenth gear (72) is in transmission connection with the eleventh gear (54), the eighteenth gear (73) is in transmission connection with the twelfth gear (55), the nineteenth gear (74) is in transmission connection with the fourteenth gear (62), and the twentieth gear (75) is in transmission connection with the fifteenth gear (63);

a first shift mechanism (K1) provided on the first input shaft (60) and switchable between a first position, a second position, and a third position; in the first position, the first input shaft (60) is coupled to the fourth gear (42); in the second position, the first input shaft (60) is coupled to the fifth gear (43); in the third position, the first input shaft (60), the fourth gear (42), and the fifth gear (43) are disengaged from one another;

A second shift mechanism (K2) provided on the output shaft (70) and switchable between a fourth position, a fifth position, and a sixth position; in the fourth position, the output shaft (70) is coupled to the first input shaft (60); in the fifth position, the output shaft (70) is coupled to the nineteenth gear (74); in the sixth position, the output shaft (70), the first input shaft (60), and the nineteenth gear (74) are disengaged from one another;

a third shift mechanism (K3) provided on the output shaft (70) and switchable between a seventh position, an eighth position, and a ninth position; in the seventh position, the output shaft (70) is coupled to the twentieth gear (75); in the eighth position, the output shaft (70) is coupled to the sixteenth gear (71); in the ninth position, the output shaft (70), the twentieth gear (75) and the sixteenth gear (71) are disengaged from each other;

a fourth shift mechanism (K4) provided on the output shaft (70) and switchable between a tenth position, an eleventh position, and a twelfth position; in the tenth position, the output shaft (70) is coupled to the seventeenth gear (72); in the eleventh position, the output shaft (70) is coupled to the eighteenth gear (73); in the twelfth position, the output shaft (70), the seventeenth gear (72), and the eighteenth gear (73) are disengaged from each other.

2. The dual motor hybrid transmission as set forth in claim 1, further comprising:

-a Clutch (CL) in driving connection with the engine (ICE) and the first input shaft (60), respectively, to enable a coupling connection or a decoupling between the engine (ICE) and the first input shaft (60).

3. The dual motor hybrid gearbox according to claim 1, characterized in that a radial bearing is provided between the inner wall of the second intermediate shaft (50) and the outer wall of the first intermediate shaft (40), and that axial bearings are provided at both ends of the second intermediate shaft (50).

4. The dual-motor hybrid gearbox according to claim 2, characterized in that the Clutch (CL) is provided with a power take-off shaft (10), the power take-off shaft (10) being connected with the first input shaft (60), and the power take-off shaft (10), the first input shaft (60) and the output shaft (70) being coaxially arranged.

5. The twin-motor hybrid gearbox according to any one of claims 1 to 4, wherein at least two first intermediate shafts (40) are provided, each of the first intermediate shafts (40) being uniformly distributed around the circumference of the first input shaft (60), and the second intermediate shafts (50) being provided in one-to-one correspondence with the first intermediate shafts (40).

6. The dual motor hybrid transmission according to claim 5, wherein the first intermediate shafts (40) are provided in two, and the two first intermediate shafts (40) are symmetrically provided with respect to a central axis of the first input shaft (60).

7. The dual motor hybrid transmission according to claim 1, wherein the second input shaft (20), the third input shaft (30) and the first intermediate shaft (40) are all disposed parallel to the first input shaft (60).

8. The dual-motor hybrid transmission according to any one of claims 1 to 4, characterized in that the first motor (MG 1) and the second motor (MG 2) are symmetrically disposed about a central axis of the first input shaft (60).

9. A twin-motor hybrid gearbox as defined in claim 3, in which the radial bearings are provided as needle bearings and/or the axial bearings are provided as end face bearings.

10. A vehicle comprising a dual motor hybrid transmission according to any one of claims 1-9.

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