CN110578772B - Special gearbox of hybrid - Google Patents

Abstract

The present invention discloses a hybrid power transmission gearbox, comprising an engine, a generator, a driving motor, an input assembly, an output assembly and an output driving gear, wherein the input assembly comprises a first gear input shaft, a driving shaft, a second gear input shaft, a driven shaft, a driving gear, a first driving gear, a second driving gear and a third driving gear and a first driven gear, and the output assembly comprises an output shaft, a second driven gear, a third driven gear and a power coupling device selectively combined with the second driven gear or the third driven gear, the second driven gear meshes with the second driving gear, the third driven gear meshes with the third driving gear, and the output driving gear is arranged on the output shaft. The hybrid power transmission gearbox of the present invention can realize two driving gears and multiple operating modes through the combination of a clutch, a motor, a generator and an engine, so as to maximize the power and economy of the whole vehicle.

Description

A special gearbox for hybrid power

Technical Field

The present invention belongs to the technical field of gearboxes, and in particular, relates to a gearbox dedicated to hybrid power.

Background technique

The hybrid transmission integrates the electric motor, generator and engine, and uses the characteristics of the electric motor with large starting torque, wide speed range and high comprehensive efficiency to improve the vehicle's acceleration and climbing performance, while reducing the vehicle's energy consumption. The generator enables the engine to run at a stable and highest efficiency operating point to provide high voltage electricity for the electric motor, thereby further reducing the vehicle's fuel consumption.

The existing hybrid-specific gearbox has the following limitations due to only one gear:

1. The motor has a large torque requirement to meet the low-speed power performance, and a high speed requirement to meet the maximum speed requirement;

2. The high input speed leads to very high technical requirements for bearings, oil seals, etc.;

3. The engine's driving time in the highest efficiency range is relatively small, resulting in low efficiency and failing to maximize the vehicle's fuel economy.

Summary of the invention

The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides a hybrid power transmission gearbox, the purpose of which is to improve the power and economy of the whole vehicle.

In order to achieve the above-mentioned purpose, the technical solution adopted by the present invention is as follows: a hybrid power transmission gearbox includes an engine, a generator, a drive motor, an input assembly, an output assembly, a differential driven gear and an output driving gear meshed with the differential driven gear, the input assembly includes a first-gear input shaft connected to the drive motor, a drive shaft connected to the engine, a second-gear input shaft connected to the drive shaft through a first clutch, a driven shaft connected to the generator through a second clutch, a drive gear arranged on the first-gear input shaft, a first driving gear arranged on the drive shaft, a second driving gear and a third driving gear arranged on the second-gear input shaft, and a first driven gear arranged on the driven shaft and meshed with the first driving gear, the output assembly includes an output shaft, a second driven gear and a third driven gear rotatably arranged on the output shaft, and a power coupling device arranged on the output shaft and selectively combined with the second driven gear or the third driven gear, the second driven gear meshes with the second driving gear, the third driven gear meshes with the third driving gear, and the output driving gear is arranged on the output shaft.

The power engagement device is a synchronizer or a dual clutch.

The second driving gear is located between the first clutch and the third driving gear, the diameter of the second driving gear is smaller than the diameter of the second driven gear, and the diameter of the third driving gear is larger than the diameter of the third driven gear.

The diameter of the second driven gear is greater than the diameter of the driving gear.

The first gear input shaft is loosely mounted on the driven shaft.

The driving gear is located between the driving motor and the first driven gear, and the diameter of the first driving gear is greater than the diameter of the first driven gear.

When operating in the pure electric drive mode, the first clutch and the second clutch are controlled to be separated, the power engagement device is controlled to be engaged with the second driven gear or the third driven gear, and the drive motor outputs power to drive the vehicle.

When operating in the extended-range mode, the first clutch and the second clutch are controlled to engage, the power engagement device is controlled to engage with the second driven gear or the third driven gear, the drive motor outputs power to drive the vehicle, and the engine drives the generator to generate electricity.

When operating in the hybrid power-assisting mode, the first clutch is controlled to engage, the second clutch is controlled to disengage, the power engagement device is controlled to engage with the second driven gear or the third driven gear, and the engine and the drive motor output power to drive the vehicle.

When operating in the engine direct drive mode, the first clutch is controlled to engage, the second clutch is controlled to disengage, the power engagement device is controlled to engage with the third driven gear, and the engine outputs power to drive the vehicle.

The hybrid power transmission of the present invention can realize two driving gears and multiple operating modes through the combination of the clutch, the motor, the generator and the engine, so as to maximize the power and economy of the whole vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

This manual includes the following drawings, which show the following contents:

FIG1 is a schematic structural diagram of a hybrid power transmission gearbox according to the present invention;

The markings in the figure are: 1. generator; 2. second clutch; 3. drive motor; 4. drive gear; 5. first clutch; 6. first driven gear; 7. first driving gear; 8. second driven gear; 9. output driving gear; 10. differential driven gear; 11. second driving gear; 12. third driving gear; 13. third driven gear; 14. power coupling device; 15. differential assembly; 16. drive shaft; 17. first gear input shaft; 18. driven shaft; 19. second gear input shaft; 20. engine.

Detailed ways

The specific implementation methods of the present invention are further explained in detail below by describing the embodiments with reference to the accompanying drawings, with the aim of helping those skilled in the art to have a more complete, accurate and in-depth understanding of the concept and technical solution of the present invention and facilitating its implementation.

It should be noted that, in the following embodiments, the “first”, “second” and “third” mentioned do not represent an absolute distinction in structure and/or function, nor do they represent a sequence of execution, but are merely for the convenience of description.

As shown in FIG1 , the present invention provides a hybrid power transmission, including an engine, a generator 1, a drive motor 3, an input assembly, an output assembly, a differential driven gear 10, and an output driving gear 9 meshing with the differential driven gear 10, wherein the input assembly includes a first-gear input shaft 17 connected to the drive motor 3, a drive shaft 16 connected to the engine, a second-gear input shaft 19 connected to the drive shaft 16 through a first clutch 5, a driven shaft 18 connected to the generator 1 through a second clutch 2, a drive gear 4 arranged on the first-gear input shaft 17, a first driving gear 7 arranged on the drive shaft 16, a second driving gear 11 arranged on the second-gear input shaft 19, and a third driving gear 12 arranged on the second-gear input shaft 19. The gear 12 and the first driven gear 6 arranged on the driven shaft 18 and meshing with the first driving gear 7, the output assembly includes an output shaft, a second driven gear 8 and a third driven gear 13 rotatably arranged on the output shaft, and a power coupling device 14 arranged on the output shaft and selectively combined with the second driven gear 8 or the third driven gear 13, the second driven gear 8 is meshed with the second driving gear 11, the third driven gear 13 is meshed with the third driving gear 12, the output driving gear 9 is arranged on the output shaft, and the power coupling device 14 is used to realize power transmission between the second driven gear 8 and the output shaft or power transmission between the third driven gear 13 and the output shaft.

Specifically, as shown in FIG1 , the first gear input shaft 17 is loosely sleeved on the driven shaft 18, the first gear input shaft 17 and the driven shaft 18 are coaxially arranged, and the first gear input shaft 17 is loosely sleeved on the driven shaft 18 through a bearing, and a bearing is arranged between the first gear input shaft 17 and the driven shaft 18. One end of the first gear input shaft 17 is fixedly connected to the rotor of the drive motor 3, and the drive gear 4 is arranged at the other end of the first gear input shaft 17 and the drive gear 4 is coaxially fixedly connected to the first gear input shaft 17. The length of the driven shaft 18 is greater than the length of the first gear input shaft 17, one end of the driven shaft 18 is fixedly connected to the driving plate of the second clutch 2, the first driven gear 6 is arranged at the other end of the driven shaft 18 and the first driven gear 6 is coaxially fixedly connected to the driven shaft 18, the driven plate of the second clutch 2 is fixedly connected to the rotor of the generator 1, and the second clutch 2 is used to control the combination and separation of the generator 1 and the driven shaft 18, and the generator 1 is electrically connected to the battery, and the generator 1 is used to charge the battery. The driving shaft 16 is parallel to the driven shaft 18, one end of the driving shaft 16 is fixedly connected to the power output end of the engine, the other end of the driving shaft 16 is fixedly connected to the driving plate of the second clutch 2, the first driving gear 7 is coaxially fixedly connected to the driving shaft 16, the first driving gear 7 is meshed with the first driven gear 6, and the first clutch 5 is used to control the engagement and separation of the driving shaft 16 and the second gear input shaft 19. The second gear input shaft 19 is coaxially arranged with the driving shaft 16, one end of the second gear input shaft 19 is fixedly connected to the driven plate of the first clutch 5, the second driving gear 11 and the third driving gear 12 are coaxially fixedly connected to the second gear input shaft 19, and the second driving gear 11 is located between the first clutch 5 and the third driving gear 12. The output shaft is parallel to the second gear input shaft 19, the second driven gear 8 and the third driven gear 13 are loosely sleeved on the output shaft, and the second driven gear 8 is loosely sleeved on the output shaft through a bearing, a bearing is arranged between the second driven gear 8 and the output shaft, and the third driven gear 13 is loosely sleeved on the output shaft through a bearing, and a bearing is arranged between the third driven gear 13 and the output shaft. The output driving gear 9 is coaxially fixedly connected with the output shaft, the output driving gear 9 is meshed with the differential driven gear 10, the diameter of the output driving gear 9 is smaller than the diameter of the differential driven gear 10, the differential driven gear 10 is fixedly connected with the differential assembly 15, and the differential assembly 15 is used to output the power of the gearbox to the half shafts of the vehicle, thereby driving the wheels to rotate and generating driving force to drive the vehicle to travel.

As shown in Figure 1, the diameter of the second driving gear 11 is smaller than the diameter of the second driven gear 8, the diameter of the third driving gear 12 is larger than the diameter of the third driven gear 13, the diameter of the second driven gear 8 is larger than the diameter of the driving gear 4, the diameter of the second driving gear 11 is smaller than the diameter of the third driving gear 12, the driving gear 4 is located between the driving motor 3 and the first driven gear 6, and the diameter of the first driving gear 7 is larger than the diameter of the first driven gear 6.

As shown in FIG1 , the diameter of the second driven gear 8 is greater than the diameter of the third driven gear 13. In the axial direction of the output shaft, the second driven gear 8 is located between the output driving gear 9 and the third driven gear 13. The power coupling device 14 is located between the second driven gear 8 and the third driven gear 13. The power coupling device 14 is fixedly connected to the output shaft. The power coupling device 14 is a synchronizer or a double clutch. When the power coupling device 14 is combined with the second driven gear 8, the power transmission between the second driven gear 8 and the output shaft is realized. When the second driven gear 8 rotates, the output shaft can be driven to rotate synchronously through the power coupling device 14. At this time, the gearbox works in a low gear; when the power coupling device 14 is combined with the third driven gear 13, the power transmission between the third driven gear 13 and the output shaft is realized. When the third driven gear 13 rotates, the output shaft can be driven to rotate synchronously through the power coupling device 14. At this time, the gearbox works in a high gear. The low gear increases the output torque of the drive motor 3 through a large speed ratio, thereby improving the power performance of the vehicle and reducing the power demand of the drive motor 3 and reducing the size; the high gear reduces the maximum speed demand of the drive motor 3 through a small speed ratio, and can make the engine run in a high-efficiency range when the engine is in direct drive mode. Therefore, by setting the power coupling device 14, the gearbox can be switched between the low gear and the high gear, thereby maximizing the power and economy of the vehicle.

The hybrid power transmission with the above structure has two gears and has the following advantages through appropriate speed ratio matching:

(1) Reducing the torque and maximum speed requirements of the drive motor 3, thereby reducing the motor power and reducing the overall size;

(2) Under high-speed conditions, the vehicle is driven directly through the second gear by the engine running in the high-efficiency range;

The hybrid power transmission with the above structure has the following multiple vehicle operation modes to improve driving experience and fuel economy:

(1) Pure electric driving mode;

(2) Extended range mode: The motor is driven and the generator 1 is charged at the highest efficiency operating point;

(3) Hybrid power-assist mode;

(4) Parking power generation mode;

(5) Direct engine drive;

(6) Braking energy recovery.

As shown in FIG1 , when working in the pure electric drive mode, the first clutch 5 and the second clutch 2 are controlled to be separated, the power engaging device 14 is controlled to be coupled with the second driven gear 8 or the third driven gear 13, and the drive motor 3 outputs power to drive the vehicle to travel. Specifically, the engine and the generator 1 stop working, the first clutch 5 is controlled to be separated, the second clutch 2 is controlled to be separated, the power engaging device 14 is controlled to be coupled with the second driven gear 8, and the power generated by the drive motor 3 is transmitted to the drive gear 4 via the first gear input shaft 17, and then transmitted to the second driving gear 11, the second driven gear 8, the output shaft, the output driving gear 9 and the differential driven gear 10 in sequence to be transmitted to the differential assembly 15, and finally transmitted to the wheels via the half shaft, thereby realizing the low-speed gear function in this mode and realizing the low-speed gear position of pure electric drive. When it is necessary to switch to a high gear, the engine and the generator 1 stop working, the first clutch 5 is controlled to be disengaged, the second clutch 2 is controlled to be disengaged, the power coupling device 14 is controlled to be engaged with the third driven gear 13, and the power generated by the drive motor 3 is transmitted to the drive gear 4 via the first gear input shaft 17, and then transmitted to the second driving gear 11, the second gear input shaft 19, the third driving gear 12, the third driven gear 13, the output shaft, the output driving gear 9 and the differential driven gear 10 in sequence to be transmitted to the differential assembly 15, and finally transmitted to the wheels via the half shafts, thereby realizing the high gear function in this mode and realizing the high gear position of pure electric drive.

As shown in FIG1 , when working in the extended range mode, the first clutch 5 and the second clutch 2 are controlled to be engaged, the power engagement device 14 is controlled to be engaged with the second driven gear 8 or the third driven gear 13, the drive motor 3 outputs power to drive the vehicle to travel, and the engine drives the generator 1 to generate electricity. Specifically, when the engine is working, the first clutch 5 is controlled to be engaged, the second clutch 2 is controlled to be engaged, the power engagement device 14 is controlled to be engaged with the second driven gear 8, the power generated by the engine is sequentially transmitted to the generator 1 through the drive shaft 16, the first driving gear 7, the first driven gear 6, the driven shaft 18 and the second clutch 2, the engine drives the generator 1 to operate, the generator 1 charges the battery, the drive motor 3 outputs power to drive the vehicle to travel, the power generated by the drive motor 3 is transmitted to the drive gear 4 through the first gear input shaft 17, and then sequentially transmitted to the second driving gear 11, the second driven gear 8, the output shaft, the output driving gear 9 and the differential driven gear 10 to be transmitted to the differential assembly 15, and finally transmitted to the wheels through the half shaft, thereby realizing the low-speed gear function in this mode and realizing the low-speed gear position of the extended range mode; when it is necessary to switch to a high-speed gear, the engine The first clutch 5 is controlled to be engaged, and the second clutch 2 is controlled to be engaged. The power generated by the engine is transmitted to the generator 1 via the drive shaft 16, the first driving gear 7, the first driven gear 6, the driven shaft 18 and the second clutch 2 in sequence. The engine drives the generator 1 to operate, and the generator 1 charges the battery. The drive motor 3 outputs power to drive the vehicle. The power engagement device 14 is controlled to be engaged with the third driven gear 13. The power generated by the drive motor 3 is transmitted to the drive gear 4 via the first gear input shaft 17, and then transmitted to the second driving gear 11, the second gear input shaft 19, the third driving gear 12, the third driven gear 13, the output shaft, the output driving gear 9 and the differential driven gear 10 in sequence to be transmitted to the differential assembly 15, and finally transmitted to the wheels via the half shaft, thereby realizing the high-speed gear function in this mode and realizing the high-speed gear position in the range-extending mode.

As shown in FIG1 , when working in the hybrid power-assisting mode, the first clutch 5 is controlled to be engaged, the second clutch 2 is controlled to be disengaged, the power engagement device 14 is controlled to be engaged with the second driven gear 8 or the third driven gear 13, and the engine and the drive motor 3 output power to drive the vehicle to travel. Specifically, the engine and the drive motor 3 output power to drive the vehicle to travel, the first clutch 5 is controlled to be engaged, the second clutch 2 is controlled to be disengaged, the power engagement device 14 is controlled to be engaged with the second driven gear 8, the power generated by the engine is sequentially transmitted to the second gear input shaft 19 through the drive shaft 16 and the first clutch 5, the power generated by the engine and the power generated by the drive motor 3 are coupled on the second gear input shaft 19, the power generated by the drive motor 3 is transmitted to the drive gear 4 through the first gear input shaft 17, and then sequentially transmitted to the second driving gear 11, the second driven gear 8, the output shaft, the output driving gear 9 and the differential driven gear 10 to be transmitted to the differential assembly 15, and finally transmitted to the wheels through the half shaft, thereby realizing the low-speed gear function in this mode and realizing the low-speed gear position of the hybrid power-assisting mode; when it is necessary to switch to a high-speed gear, the engine The engine and the drive motor 3 output power to drive the vehicle, control the first clutch 5 to engage, control the second clutch 2 to disengage, control the power engagement device 14 to engage with the third driven gear 13, and the power generated by the engine is transmitted to the second gear input shaft 19 via the drive shaft 16 and the first clutch 5 in sequence. The power generated by the engine and the power generated by the drive motor 3 are coupled on the second gear input shaft 19, and the power generated by the drive motor 3 is transmitted to the drive gear 4 via the first gear input shaft 17, and then transmitted to the second driving gear 11, the second gear input shaft 19, the third driving gear 12, the third driven gear 13, the output shaft, the output driving gear 9 and the differential driven gear 10 in sequence to be transmitted to the differential assembly 15, and finally transmitted to the wheels via the half shaft, thereby realizing the high-speed gear function in this mode and realizing the high-speed gear position of the hybrid power-assisting mode.

As shown in FIG. 1 , when the engine is in direct drive mode, the first clutch 5 is controlled to engage, the second clutch 2 is controlled to disengage, the power engaging device 14 is controlled to engage with the third driven gear 13, and the engine output power drives the vehicle to travel.

As shown in FIG1 , when the vehicle is operating in the engine direct drive mode, the vehicle is driven by the engine output power, the first clutch 5 is controlled to engage, the second clutch 2 is controlled to disengage, the power coupling device 14 is controlled to engage with the third driven gear 13, and the power generated by the engine is sequentially transmitted to the second gear input shaft 19 through the drive shaft 16 and the first clutch 5, and then sequentially transmitted to the third driving gear 12, the third driven gear 13, the output shaft, the output driving gear 9 and the differential driven gear 10 to the differential assembly 15, and finally transmitted to the wheels through the half shaft, thereby realizing the high-speed gear function in this mode and realizing the high-speed gear position of the engine direct drive mode. Moreover, when the engine is operating in the engine direct drive mode, when the engine power output is excessive, the second clutch 2 is controlled to engage, and the engine drives the generator 1 to generate electricity, and the excess energy of the engine is used to drive the generator 1 to generate electricity.

As shown in FIG1 , when the vehicle is in the parking power generation mode, the drive motor 3 stops working, the first clutch 5 and the second clutch 2 are controlled to be engaged, and the engine drives the generator 1 to generate electricity. Specifically, the engine is working, the first clutch 5 is controlled to be engaged, and the second clutch 2 is controlled to be engaged. The power generated by the engine is sequentially transmitted to the generator 1 through the drive shaft 16, the first driving gear 7, the first driven gear 6, the driven shaft 18, and the second clutch 2. The engine drives the generator 1 to operate, and the generator 1 charges the battery.

The drive motor 3 has driving and power generation functions, and is electrically connected to the battery to charge the battery. As shown in FIG1 , when the vehicle is operating in the braking energy recovery mode, the vehicle is operating in a braking condition, and the drive motor 3 is used to generate electricity. Specifically, when the control power engagement device 14 is combined with the second driven gear 8, the braking energy required by the vehicle is transmitted to the differential assembly 15 through the wheels, and is transmitted to the drive motor 3 through the output driving gear 9, the second gear input shaft 19, the second driven gear 8, the second driving gear 11, the drive gear 4 and the first gear input shaft 17 in sequence, thereby driving the drive motor 3 to operate, the drive motor 3 generates electricity, and charges the battery; when the control power engagement device 14 is combined with the third driven gear 13, the braking energy required by the vehicle is transmitted to the differential assembly 15 through the wheels, and is transmitted to the drive motor 3 through the output driving gear 9, the second gear input shaft 19, the third driven gear 13, the third driving gear 12, the second gear input shaft 19, the second driving gear 11, the drive gear 4 and the first gear input shaft 17 in sequence, thereby driving the drive motor 3 to operate, the drive motor 3 generates electricity, and charges the battery.

The present invention is described above by way of example in conjunction with the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-mentioned methods. As long as various non-substantial improvements are made using the method concept and technical solution of the present invention; or the above-mentioned concept and technical solution of the present invention are directly applied to other occasions without improvement, they are all within the protection scope of the present invention.

Claims (9)

1. The utility model provides a special gearbox of hybrid, includes engine, generator, driving motor, input unit, output unit, differential mechanism driven gear and with differential mechanism driven gear engaged with output driving gear, its characterized in that: the input assembly comprises a first gear input shaft connected with the driving motor, a driving shaft connected with the engine, a second gear input shaft connected with the driving shaft through a first clutch, a driven shaft connected with the generator through a second clutch, a driving gear arranged on the first gear input shaft, a first driving gear arranged on the driving shaft, a second driving gear and a third driving gear arranged on the second gear input shaft and a first driven gear arranged on the driven shaft and meshed with the first driving gear, and the output assembly comprises an output shaft, a second driven gear and a third driven gear rotatably arranged on the output shaft and a power connecting device arranged on the output shaft and selectively combined with the second driven gear or the third driven gear, wherein the second driven gear is meshed with the second driving gear, the third driven gear is meshed with the third driving gear, and the output driving gear is arranged on the output shaft;

the first-gear input shaft is sleeved on the driven shaft in a hollow mode, the first-gear input shaft and the driven shaft are coaxially arranged, one end of the first-gear input shaft is fixedly connected with a rotor of the driving motor, the driving gear is arranged at the other end of the first-gear input shaft, and the driving gear is coaxially and fixedly connected with the first-gear input shaft;

The length of the driven shaft is larger than that of the first-gear input shaft, one end of the driven shaft is fixedly connected with a driving disc of a second clutch, a first driven gear is arranged at the other end of the driven shaft and is coaxially and fixedly connected with the driven shaft, the driven disc of the second clutch is fixedly connected with a rotor of a generator, the second clutch is used for controlling the combination and separation of the generator and the driven shaft, the generator is electrically connected with a storage battery, and the generator is used for charging the storage battery;

The driving shaft is parallel to the driven shaft, one end of the driving shaft is fixedly connected with the power output end of the engine, the other end of the driving shaft is fixedly connected with a driving disc of a first clutch, the first driving gear is coaxially and fixedly connected with the driving shaft, the first driving gear is meshed with the first driven gear, and the first clutch is used for controlling the combination and separation of the driving shaft and a second-gear input shaft;

The second gear input shaft and the driving shaft are coaxially arranged, one end of the second gear input shaft is fixedly connected with the driven disc of the first clutch, the second driving gear and the third driving gear are coaxially and fixedly connected with the second gear input shaft, and the second driving gear is positioned between the first clutch and the third driving gear; the output shaft is parallel to the second-gear input shaft, and the second driven gear and the third driven gear are sleeved on the output shaft in a hollow mode;

When the power engagement device is combined with the second driven gear, power transmission between the second driven gear and the output shaft is realized, and when the second driven gear rotates, the output shaft is driven to synchronously rotate by the power engagement device, and the gearbox works in a low speed gear; when the power engagement device is combined with the third driven gear, power transmission between the third driven gear and the output shaft is realized, and when the third driven gear rotates, the output shaft is driven to synchronously rotate by the power engagement device, and the gearbox works in a high-speed gear;

when the vehicle is operated in the pure electric driving mode, the first clutch and the second clutch are controlled to be separated, the power engaging device is controlled to be combined with the second driven gear or the third driven gear, and the driving motor outputs power to drive the vehicle to run; specifically, the engine and the generator stop working, the first clutch is controlled to be separated, the second clutch is controlled to be separated, the power engagement device is controlled to be combined with the second driven gear, power generated by the driving motor is transmitted to the driving gear through the first gear input shaft, then sequentially transmitted to the second driving gear, the second driven gear, the output shaft, the output driving gear and the differential driven gear to be transmitted to the differential assembly, and finally transmitted to the wheels through the half shaft, so that the low-speed gear function under the mode is realized, and the low-speed gear of pure electric drive is realized; when a upshift is required to be switched, the engine and the generator stop working, the first clutch is controlled to be separated, the second clutch is controlled to be separated, the power engagement device is controlled to be combined with the third driven gear, power generated by the driving motor is transmitted to the driving gear through the first gear input shaft, then sequentially transmitted to the second driving gear, the second gear input shaft, the third driving gear, the third driven gear, the output shaft, the output driving gear and the differential driven gear to be transmitted to the differential assembly, and finally transmitted to wheels through the half shafts, so that the high-speed gear function under the mode is realized, and the high-speed gear of pure electric drive is realized;

When the automobile works in the range-extending mode, the first clutch is controlled to be combined with the second clutch, the power engaging device is controlled to be combined with the second driven gear or the third driven gear, the driving motor outputs power to drive the automobile to run, and the engine drives the generator to generate power; specifically, the engine works, the first clutch is controlled to be combined, the second clutch is controlled to be combined, the power engagement device is controlled to be combined with the second driven gear, power generated by the engine is sequentially transmitted to the generator through the driving shaft, the first driving gear, the first driven gear, the driven shaft and the second clutch, the generator is driven by the engine to run, the storage battery is charged by the generator, the power output by the driving motor drives the vehicle to run, the power generated by the driving motor is transmitted to the driving gear through the first gear input shaft and then is sequentially transmitted to the second driving gear, the second driven gear, the output shaft, the output driving gear and the differential driven gear to be transmitted to the differential mechanism assembly, and finally the power is transmitted to the wheels through the half shafts, so that the low-speed gear function in the mode is realized, and the low-speed gear in the range-increasing mode is realized; when upshifting is needed to be switched, the engine works, the first clutch is controlled to be combined, the second clutch is controlled to be combined, power generated by the engine is sequentially transmitted to the generator through the driving shaft, the first driving gear, the first driven gear, the driven shaft and the second clutch, the engine drives the generator to operate, the generator charges the storage battery, the driving motor outputs power to drive the vehicle to travel, the power engaging device is controlled to be combined with the third driven gear, the power generated by the driving motor is transmitted to the driving gear through the first gear input shaft and then is sequentially transmitted to the second driving gear, the second gear input shaft, the third driving gear, the third driven gear, the output shaft, the output driving gear and the differential driven gear to be transmitted to the differential assembly, and finally the power is transmitted to the wheels through the half shaft, so that the high-speed gear function in the mode is realized, and the high-speed gear of the upshifting mode is realized;

When the hybrid power assisting mode works, the first clutch is controlled to be combined, the second clutch is controlled to be separated, the power engaging device is controlled to be combined with the second driven gear or the third driven gear, and the engine and the driving motor output power to drive the automobile to run; specifically, the engine and the driving motor output power to drive the vehicle to run, the first clutch is controlled to be combined, the second clutch is controlled to be separated, the power engagement device is controlled to be combined with the second driven gear, the power generated by the engine is sequentially transmitted to the second-gear input shaft through the driving shaft and the first clutch, the power generated by the engine and the power generated by the driving motor are coupled on the second-gear input shaft, the power generated by the driving motor is transmitted to the driving gear through the first-gear input shaft, and then sequentially transmitted to the second driving gear, the second driven gear, the output shaft, the output driving gear and the differential mechanism driven gear to be transmitted to the differential mechanism assembly, and finally transmitted to the wheels through the half shaft, so that the low-speed gear function under the mode is realized, and the low-speed gear of the hybrid power assisting mode is realized; when the upshift is required to be switched, the engine and the driving motor output power to drive the vehicle to run, the first clutch is controlled to be combined, the second clutch is controlled to be separated, the power joint device is controlled to be combined with the third driven gear, the power generated by the engine is sequentially transmitted to the second-gear input shaft through the driving shaft and the first clutch, the power generated by the engine and the power generated by the driving motor are coupled on the second-gear input shaft, the power generated by the driving motor is transmitted to the driving gear through the first-gear input shaft, and then sequentially transmitted to the second driving gear, the second-gear input shaft, the third driving gear, the third driven gear, the output shaft, the output driving gear and the differential driven gear to be transmitted to the differential mechanism assembly, and finally transmitted to the wheels through the half shafts, so that the upshift function in the mode is realized, and the upshift of the hybrid power assisting mode is realized;

When the vehicle runs in the engine direct-drive mode, the vehicle is driven to run by the output power of the engine under the high-speed working condition, the first clutch is controlled to be combined, the second clutch is controlled to be separated, the power joint device is controlled to be combined with the third driven gear, the power generated by the engine is sequentially transmitted to the second-gear input shaft through the driving shaft and the first clutch, then sequentially transmitted to the third driving gear, the third driven gear, the output shaft, the output driving gear and the differential driven gear to be transmitted to the differential assembly, and finally transmitted to wheels through the half shaft, so that the high-speed gear function in the mode is realized, and the high-speed gear of the engine direct-drive mode is realized; when the engine is operated in the direct-drive mode, the engine drives the generator to generate electricity by controlling the second clutch to be combined when the power output of the engine is excessive, and the generator is driven to generate electricity by using the excessive energy of the engine;

When the vehicle parking power generation mode works, the driving motor stops working, the first clutch is controlled to be combined with the second clutch, and the engine drives the generator to generate power; specifically, the engine works, the first clutch is controlled to be combined, the second clutch is controlled to be combined, power generated by the engine is sequentially transmitted to the generator through the driving shaft, the first driving gear, the first driven gear, the driven shaft and the second clutch, the engine drives the generator to operate, and the generator charges the storage battery;

The driving motor has driving and generating functions, is electrically connected with the storage battery and can charge the storage battery; when the vehicle works in the braking energy recovery mode, the vehicle operates in a braking working condition, and at the moment, the driving motor is used for generating electricity; specifically, after the control power engagement device is combined with the second driven gear, the braking energy required by the vehicle is transmitted to the differential assembly through the wheels and is sequentially transmitted to the driving motor through the output driving gear, the second-gear input shaft, the second driven gear, the second driving gear, the driving gear and the first-gear input shaft, so that the driving motor is driven to operate, the driving motor generates electricity, and the storage battery is charged; after the control power engagement device is combined with the third driven gear, braking energy required by the vehicle is transmitted to the differential mechanism assembly through wheels, and is transmitted to the driving motor through the output driving gear, the second-gear input shaft, the third driven gear, the third driving gear, the second-gear input shaft, the second driving gear, the driving gear and the first-gear input shaft in sequence, so that the driving motor is driven to operate, the driving motor generates electricity, and the storage battery is charged.

2. The hybrid-specific gearbox of claim 1, wherein: the power engagement device is a synchronizer or a double clutch.

3. The hybrid-specific gearbox of claim 1, wherein: the second driving gear is located between the first clutch and the third driving gear, the diameter of the second driving gear is smaller than that of the second driven gear, and the diameter of the third driving gear is larger than that of the third driven gear.

4. A hybrid-specific gearbox according to claim 3, characterised in that: the diameter of the second driven gear is larger than that of the driving gear.

5. The hybrid-specific gearbox of claim 1, wherein: the driving gear is positioned between the driving motor and the first driven gear, and the diameter of the first driving gear is larger than that of the first driven gear.

6. The hybrid-specific gearbox according to any one of claims 1 to 4, characterized in that: the first-gear input shaft is sleeved on the driven shaft through a bearing, and a bearing is arranged between the first-gear input shaft and the driven shaft.

7. The hybrid-specific gearbox according to any one of claims 1 to 4, characterized in that: the second driven gear is sleeved on the output shaft through a bearing, and a bearing is arranged between the second driven gear and the output shaft.

8. The hybrid-specific gearbox according to any one of claims 1 to 4, characterized in that: the third driven gear is sleeved on the output shaft through a bearing, and a bearing is arranged between the third driven gear and the output shaft.

9. The hybrid-specific gearbox according to any one of claims 1 to 4, characterized in that: the output driving gear is fixedly connected with the output shaft in a coaxial way, the output driving gear is meshed with the differential driven gear, the diameter of the output driving gear is smaller than that of the differential driven gear, and the differential driven gear is fixedly connected with the differential assembly.