CN216886238U

CN216886238U - Power transmission system for hybrid vehicle and vehicle

Info

Publication number: CN216886238U
Application number: CN202123052184.0U
Authority: CN
Inventors: 周旭亮
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-12-07
Filing date: 2021-12-07
Publication date: 2022-07-05
Anticipated expiration: 2031-12-07

Abstract

The utility model relates to the technical field of hybrid electric vehicles, in particular to a power transmission system for a hybrid electric vehicle and the vehicle. The hybrid power system comprises an engine, a clutch, a transmission, a P1 motor and a P3 motor; a torque buffer is arranged on a crankshaft of the engine, and the crankshaft is connected with an input shaft of the transmission through the torque buffer so as to transmit power to the input shaft of the transmission; the P1 motor is connected with the crankshaft to transmit torque with the crankshaft; the P1 motor is arranged between the torque buffer and the transmission; the transmission includes: the gear transmission mechanism comprises an input shaft, an output shaft, a synchronizer group, an input shaft gear set, an output shaft gear set, a one-way bearing group, a first transmission gear and a second transmission gear. According to the utility model, when power switching is carried out among all gears, the phenomenon of interruption is avoided, seamless gear shifting is realized, and the comfort of a vehicle can be further improved.

Description

Power transmission system for hybrid vehicle and vehicle

Technical Field

The utility model relates to the technical field of hybrid electric vehicles, in particular to a power transmission system for a hybrid electric vehicle and the vehicle.

Background

At present, new energy vehicles are receiving more and more attention, wherein hybrid vehicles can be driven by an engine or a motor simultaneously and have a plurality of driving modes.

The DHT hybrid system of the great wall vehicle, which includes the sum of the engine and two electric machines and a transmission, differs from the prior hybrid vehicle power composition structure in that it includes a multi-gear transmission, which can be referred to fig. 1. The figure contains the engine ICE, C1 represents the first clutch, followed by two gearwheels G2 and G3, the generator GM is connected to the crankshaft, and S1 in the figure is a synchronizer that controls whether power is transmitted from the G2 or G3 pair of gearwheels. TM is a drive motor that directly outputs power to the G1 pair of gears and then to the differential. Different from the traditional hybrid design, the DHT hybrid power system of the great wall automobile is characterized in that the output of the engine is also provided with a multi-gear, and the DHT hybrid power system has the advantage that the engine can achieve the optimization of power and energy conservation under more working conditions.

However, the above design has a problem in that after the engine outputs power, there is still a power interruption between different gears inevitably during the gear shifting operation in the multi-gear transmission.

SUMMERY OF THE UTILITY MODEL

In view of the above disadvantages and shortcomings of the prior art, the present invention provides a power transmission system for a hybrid vehicle and a vehicle, which solve the technical problem of power interruption during gear shifting of the conventional hybrid system.

In order to achieve the purpose, the utility model adopts the main technical scheme that:

in one aspect, the present invention provides a powertrain system for a hybrid vehicle, comprising an engine, a torque damper, a transmission, a P1 motor, and a P3 motor; the crankshaft of the engine is provided with the torque damper, and the crankshaft is connected with the input shaft of the transmission through the torque damper so as to transmit power to the input shaft of the transmission; the P1 motor is connected with the crankshaft to transmit torque with the crankshaft; the P1 motor is disposed between the torque damper and the transmission; the transmission includes: the device comprises an input shaft, an output shaft, a synchronizer group, an input shaft gear group, an output shaft gear group, a one-way bearing group, a first transmission gear and a second transmission gear; the input shaft is provided with the one-way bearing set, and the one-way bearing set is connected with the input shaft gear set; the output shaft is provided with the output shaft gear set, the synchronizer group, the first transmission gear and the second transmission gear; the input shaft gear set is engaged with the output shaft gear set, and the synchronizer group is selectively operable to engage or disengage torque transfer between each of the output shaft gear sets and the output shaft; the first transmission gear is meshed with a P3 motor output gear of the P3 motor; and the second transmission gear is meshed with an input gear of the differential.

Further, the input shaft gear set comprises a first gear input shaft gear and a second gear input shaft gear, and the one-way bearing set comprises a first one-way bearing and a second one-way bearing; when the rotating speed of the input shaft is higher than that of the first-gear input shaft gear, the first one-way bearing is coupled, and the input shaft transmits torque to the first-gear input shaft gear in a one-way mode through the first one-way bearing; when the rotating speed of the input shaft is higher than that of the second-gear input shaft gear, the second one-way bearing is coupled, and the input shaft transmits torque to the second-gear input shaft gear in a one-way mode through the second one-way bearing.

Further, the output shaft gear set comprises a first gear output shaft gear and a second gear output shaft gear which are sleeved on the output shaft in an empty mode, and the synchronizer group comprises a first synchronizer and a second synchronizer which are arranged on the output shaft; said first synchronizer for selectively operatively engaging or disengaging said first gear output shaft gear with said output shaft; said second synchronizer for selectively operatively engaging or disengaging said second gear output shaft gear with said output shaft; the first-gear output shaft gear is meshed with the first-gear input shaft gear, and the second-gear output shaft gear is meshed with the second-gear input shaft gear.

Furthermore, the input shaft gear set comprises an odd-gear shaft, an even-gear shaft, an odd-gear input shaft gear and an even-gear input shaft gear, and the one-way bearing set comprises a first one-way bearing and a second one-way bearing; the odd-gear shaft and the even-gear shaft are arranged in parallel along the axial direction and are coaxially sleeved outside or inside the input shaft; the first one-way bearing is positioned in an annular space between the input shaft and the odd-numbered gear shaft and selectively transmits power from the input shaft to the odd-numbered gear shaft; the second one-way bearing is located in an annular space between the input shaft and the even-numbered stage gear shaft, and selectively transmits power from the input shaft to the even-numbered stage gear shaft.

Further, the output shaft gear set comprises an odd-numbered gear output shaft gear and an even-numbered gear output shaft gear which are sleeved on the output shaft in an empty mode, and the synchronizer group comprises a first synchronizer and a second synchronizer which are arranged on the output shaft; the first synchronizer selectively engages the odd-numbered stage output shaft gear with the output shaft; the second synchronizer selectively engages the even-numbered stage output shaft gear with the output shaft; the odd-numbered gear output shaft gear is meshed with the odd-numbered gear input shaft gear, and the even-numbered gear output shaft gear is meshed with the even-numbered gear input shaft gear

The utility model also provides a power transmission system for a hybrid vehicle, which comprises an engine, a torque damper, a transmission, a P1 motor and a P3 motor; the crankshaft of the engine is provided with the torque buffer, and the crankshaft is connected with the input shaft of the transmission through the torque buffer so as to transmit power to the input shaft of the transmission; the P1 motor is connected with the crankshaft to transmit torque with the crankshaft; the P1 motor is disposed between the torque damper and the transmission; the transmission includes: the device comprises an input shaft, an output shaft, a synchronizer group, an input shaft gear group, an output shaft gear group, a one-way bearing group, a first transmission gear and a second transmission gear; the input shaft is provided with the input shaft gear set and the synchronizer group, and the synchronizer group can be selectively jointed with or separated from torque transmission between each gear of the input shaft gear set and the input shaft; the output shaft is provided with the one-way bearing set, the first transmission gear and the second transmission gear; the one-way bearing group is connected with the output shaft gear set, and the output shaft gear set is meshed with the input shaft gear set; the first transmission gear is meshed with a P3 motor output gear of the P3 motor; and the second transmission gear is meshed with an input gear of the differential.

Further, the output shaft gear set comprises a first gear output shaft gear and a second gear output shaft gear, and the one-way bearing set comprises a first one-way bearing and a second one-way bearing; when the rotating speed of the first-gear output shaft gear is higher than that of the output shaft, the first one-way bearing is coupled, and the first-gear output shaft gear is connected with the output shaft through the first one-way bearing and transmits torque to the output shaft in a one-way mode; when the rotating speed of the second-gear output shaft gear is higher than that of the output shaft, the second one-way bearing is coupled, and the second-gear output shaft gear is connected with the output shaft through the second one-way bearing and transmits torque to the output shaft in a one-way mode.

Further, the input shaft gear set comprises a first gear input shaft gear and a second gear input shaft gear which are sleeved on the input shaft in an empty mode, and the synchronizer group comprises a first synchronizer and a second synchronizer which are arranged on the input shaft; the first synchronizer is used for selectively engaging or disengaging the input shaft and the first-gear input shaft gear; the second synchronizer is used for selectively engaging or disengaging the input shaft with or from the second-gear input shaft gear; the first-gear input shaft gear is meshed with the first-gear output shaft gear, and the second-gear input shaft gear is meshed with the second-gear output shaft gear.

Further, the output shaft gear set comprises an odd-gear shaft, an even-gear shaft, an odd-gear output shaft gear and an even-gear output shaft gear, and the one-way bearing set comprises a first one-way bearing and a second one-way bearing; the odd-gear shaft and the even-gear shaft are arranged in parallel along the axial direction and are coaxially sleeved outside or inside the output shaft; the first one-way bearing is positioned in an annular space between the output shaft and the odd-numbered gear shaft and selectively transmits power from the odd-numbered gear shaft to the output shaft; the second one-way bearing is located in an annular space between the output shaft and the even-numbered gear shaft, and selectively transmits power from the even-numbered gear shaft to the output shaft.

Further, the input shaft gear set comprises an odd-numbered gear input shaft gear and an even-numbered gear input shaft gear which are sleeved on the input shaft, and the synchronizer group comprises a first synchronizer and a second synchronizer which are arranged on the input shaft; said first synchronizer selectively engaging said input shaft with said odd numbered stage input shaft gear; the second synchronizer selectively engages the input shaft with the even-numbered stage input shaft gear; the odd-numbered gear input shaft gear is meshed with the odd-numbered gear output shaft gear, and the even-numbered gear input shaft gear is meshed with the even-numbered gear output shaft gear.

In another aspect, the present invention provides a vehicle including the above-described power transmission system for a hybrid vehicle.

The utility model has the beneficial effects that: the utility model provides a power transmission system for a hybrid vehicle and the vehicle, the hybrid vehicle adopting the power transmission system can perform smooth power switching when the hybrid vehicle needs to be switched to the power of an engine to run after the hybrid vehicle runs by using electric power to reach a certain speed, and the power switching among all gears can not be interrupted, thereby realizing seamless gear shifting and further improving the comfort of the vehicle.

Drawings

FIG. 1 is a schematic diagram of a DHT hybrid powertrain for a great wall vehicle;

FIG. 2 is a schematic structural diagram of a two speed transmission in accordance with embodiment 1 of the powertrain system for a hybrid vehicle of the present invention;

FIG. 3 is a schematic diagram of one embodiment of a multi-speed transmission in embodiment 1 of a powertrain system for a hybrid vehicle according to the present invention;

FIG. 4 is a schematic structural diagram of another aspect of a multiple speed transmission in embodiment 1 of a powertrain system for a hybrid vehicle according to the present invention;

FIG. 5 is a schematic structural diagram of a two speed transmission of embodiment 2 of a powertrain for a hybrid vehicle of the present invention;

FIG. 6 is a schematic diagram of one embodiment of a multi-speed transmission in embodiment 2 of a powertrain system for a hybrid vehicle according to the present invention;

fig. 7 is a schematic structural diagram of another aspect of a multiple speed transmission in embodiment 2 of a powertrain system for a hybrid vehicle of the present invention.

Description of reference numerals:

1. an engine; 11. a crankshaft; 12. a third transmission gear; 2. a transmission; 21. an input shaft; 22. an output shaft; 23. a one-way bearing set; 231. a first one-way bearing; 232. a second one-way bearing; 24. a synchronizer group; 241. a first synchronizer; 242. a second synchronizer; 25. an input shaft gear set; 251. a first-gear input shaft gear; 252. a second gear input shaft gear; 253. a third gear input shaft gear; 254. a fourth gear input shaft gear; 26. an output shaft gear set; 261. a first-gear output shaft gear; 262. a second gear output shaft gear; 263. a third gear output shaft gear; 264. a fourth gear output shaft gear; 27. a first drive gear; 28. a second transmission gear; 29. odd-gear shafts; 30. even-numbered gear shafts; 3. a P1 motor; 31. p1 motor output gear; 4. a P3 motor; 41. p3 motor output gear; 5. a differential mechanism; 51. an input gear; 6. a torque damper.

Detailed Description

For the purpose of better explaining the present invention and to facilitate understanding, the present invention will be described in detail by way of specific embodiments with reference to the accompanying drawings.

Example 1:

referring to fig. 2, the present embodiment provides a power transmission system for a hybrid vehicle. The powertrain includes an engine 1, a torque damper 6, a transmission 2, a P1 motor 3, and a P3 motor 4. Belonging to a dual-motor hybrid power mode.

The engine 1 is coupled with the P1 motor 3 through the torque damper 6. The P1 motor output gear 31 of the P1 motor 3 is coupled with the crankshaft 11 through a third transmission gear 12 arranged on the crankshaft 11, so that the power of the P1 motor 3 is transmitted to the crankshaft 11 through the third transmission gear 12, and the P1 motor is arranged according to the position of a common hybrid vehicle motor and belongs to the P1 position motor. The P1 motor 3 is both an electric motor and a generator. The crankshaft 11 is connected to an input shaft 21 of the transmission 2 via a torque damper 6, and transmits power to the input shaft 21 of the transmission 2. Of course, the P1 motor 3 in the present invention may be a permanent magnet synchronous motor, or may be another type of motor, and the rotor of the P1 motor 3 may be directly attached to the crankshaft 11 to transmit power to the crankshaft 11.

The third transmission gear 12 is provided on the crankshaft 11 between the torque damper 6 and the transmission 2, and the torque damper 6 is added between the engine 1 and the transmission 2 to alleviate shock and kick caused by power switching. The torque buffer 6 is positioned between the engine 1 and the P1 motor 3, torque fluctuation generated by the operation of the engine 1 is filtered by the torque buffer 6 and then synchronously output with the P1 motor 3, a large-mass rotor of the P1 motor 3 participating in rotation plays a role in filtering, and the torque transmitted to the transmission 2 is more stable. Of course, the torque damper 6 of the present invention may also be disposed on the crankshaft 11 between the third transmission gear 12 and the transmission 2, and the rotor with large mass of the P1 motor 3 is used as the flywheel of the engine 1, and also can play a part of the filtering role, and is further buffered by the torque damper 6. In this way, the buffering effect of the one-way bearing set 23 at the moment of coupling is better, because the part of the mass of the rotor of the P1 motor 3 does not participate in the buffered mass, and the lighter the buffered part of the mass is, the smaller the impact on the one-way bearing set 23 is.

The P3 motor output gear 41 of the P3 motor 4 meshes with the first transfer gear 27 on the output shaft 22 of the transmission 2 to transmit the power of the P3 motor 4 to the output shaft 22 through the first transfer gear 27.

The P1 motor 3 has three functions: firstly, starting the engine 1; secondly, when the battery is in power shortage, the power is converted into a generator to provide power for the P3 motor 4 and charge the battery; thirdly, when the vehicle needs power requests such as rapid acceleration or climbing, the power requests are converted into the power requests that the motor provides torque to assist the engine 1 and the P3 motor 4 to drive the vehicle at the same time. The P3 motor 4 has two functions: the vehicle is driven at low speed and converted into a generator to recover kinetic energy when the vehicle is decelerated.

Specifically, the transmission 2 includes: an input shaft 21, an output shaft 22, a one-way bearing set 23, a synchronizer set 24, an input shaft gear set 25, an output shaft gear set 26, a first transmission gear 27 and a second transmission gear 28.

The input shaft 21 is provided with a one-way bearing set 23 and an input shaft gear set 25. When the rotational speed of the input shaft 21 is higher than that of the input shaft range gear set 25, the one-way bearing set 23 couples the corresponding range gear with the input shaft 21. The mounting mode of the one-way bearing group 23 is as follows: the inner ring of the one-way bearing set 23 is fixed on the input shaft 21 of the transmission 2, and the input shaft gear set 25 of the input shaft 21 is fixedly sleeved on the outer ring of the one-way bearing set 23. The one-way bearing set 23 may be any one of various overrunning one-way bearings commonly available in the market, and may be a wedge type clutch, a roller type clutch or a ratchet type clutch. The function of which is arranged to be dynamically coupled when the rotational speed of the crankshaft 11 of the engine 1 is higher than the rotational speed of the gear wheel in the input shaft gear wheel set 25 of the transmission 2 and to be automatically decoupled when the rotational speed of the engine 1 is lower than the rotational speed of the gear wheel in the input shaft gear wheel set 25.

The output shaft 22 is provided with an output shaft gear set 26, a synchronizer group 24, a first transmission gear 27 and a second transmission gear 28. The output shaft gear set 26 meshes with the input shaft gear set 25, and the synchronizer group 24 may be a synchronizer of a conventional transmission or any mechanical coupling unit of a clutching nature for switched engagement of the various stage gears in the output shaft gear set 26. The output shaft gear wheel set 26 is rotatably free on the output shaft 22, and the output shaft gear wheel set 26 is coupled or decoupled with the output shaft 22 by actuating the synchronizer group 24. The input shaft gear set 25 is connected to the input shaft 21 through the one-way bearing set 23, the output shaft gear set 26 is connected to the output shaft 22 through the synchronizer set 24, the one-way bearing set 23 is mounted on the input shaft 21, and the synchronizer set 24 is mounted on the output shaft 22, so that all the one-way bearings in the one-way bearing set 23 can bear the same torque.

The first transmission gear 27 is meshed with the P3 motor output gear 41 of the P3 motor 4, and the second transmission gear 28 is meshed with the input gear 51 of the differential 5. The P3 motor 4 is a driving motor and a generator, and is coupled with the differential 5 through transmission components (the transmission components are the first transmission gear 27, the output shaft 22 and the second transmission gear 28). Since the P3 motor 4 is hard-wired to the differential 5, when the P3 motor 4 is a driving motor, it transmits power to the differential 5; when the P3 motor 4 is a generator, the differential 5 transmits torque to the P3 motor 4.

Specifically, referring to fig. 2, the input shaft gear set 25 includes a first gear input shaft gear 251 and a second gear input shaft gear 252. The one-way bearing set 23 includes a first one-way bearing 231 and a second one-way bearing 232. The first-speed input shaft gear 251 is connected to the input shaft 21 through the first one-way bearing 231, and the second-speed input shaft gear 252 is connected to the input shaft 21 through the second one-way bearing 232. Specifically, the inner rings of the first one-way bearing 231 and the second one-way bearing 232 are fixed on the input shaft 21, and the first-gear input shaft gear 251 and the second-gear input shaft gear 252 are respectively installed on the outer rings of the first one-way bearing 231 and the second one-way bearing 232. When the rotational speed of the input shaft 21 is higher than the rotational speed of the first speed input shaft gear 251, the first one-way bearing 231 is coupled to connect the first speed input shaft gear 251 with the input shaft 21. When the rotational speed of the input shaft 21 is higher than the rotational speed of the second speed input shaft gear 252, the first one-way bearing 231 is decoupled and the second one-way bearing 232 is coupled to connect the second speed input shaft gear 252 with the input shaft 21.

Specifically, the output shaft gear set 26 includes a first gear output shaft gear 261 and a second gear output shaft gear 262 that are loosely fitted on the output shaft 22. The synchronizer group 24 includes a first synchronizer 241 and a second synchronizer 242 fixed to the output shaft 22. Wherein the first synchronizer 241 is used for selectively engaging or disengaging the first gear output shaft gear 261 with or from the output shaft 22; the second synchronizer 242 is used to selectively engage or disengage the second output shaft gear 262 from the output shaft 22. The first-speed output shaft gear 261 meshes with the first-speed input shaft gear 251, and the second-speed output shaft gear 262 meshes with the second-speed input shaft gear 252. When the vehicle speed of the vehicle is adjusted to first gear, the first synchronizer 241 is engaged with the first-gear output shaft gear 261. When the vehicle speed of the vehicle is adjusted to the second gear, the second synchronizer 242 is engaged with the second gear output shaft gear 262, and the first synchronizer 241 is decoupled from the first gear output shaft gear 261.

Of course, the input shaft gear set 25 and the output shaft gear set 26 of the present invention are not limited to the above-described structure, and may include a plurality of pairs of mutually meshing gear pairs. For example, the input shaft gear set 25 may also include a third gear input shaft gear and a fourth gear input shaft gear. The third-gear input shaft gear is connected with the input shaft 21 through a third one-way bearing, and the fourth-gear input shaft gear is connected with the input shaft 21 through a fourth one-way bearing. While the corresponding output shaft gear set 26 may also include a third gear output shaft gear and a fourth gear output shaft gear. The synchronizer group 24 further includes a third synchronizer and a fourth synchronizer fixed to the output shaft 22. Wherein the third synchronizer is used for engaging the third gear output shaft gear; the fourth synchronizer is used for engaging the fourth gear output shaft gear. The third gear output shaft gear is meshed with the third gear input shaft gear, and the fourth gear output shaft gear is meshed with the fourth gear input shaft gear.

In the present embodiment, the input shaft speed gear set 25 of the transmission 2 is not directly mounted on the input shaft 21, but is mounted on the input shaft 21 through the one-way bearing set 23. The hybrid vehicle having the above-described configuration can perform smooth power switching when the vehicle needs to be switched to travel with the power of the engine 1 after traveling at a certain speed with electric power, and does not cause a break in power switching between the respective gears.

The first one-way bearing 231 and the second one-way bearing 232 of the present embodiment may be roller-type, sprag-type, or ratchet-type one-way bearings, also called one-way overrunning clutches.

The engine 1 of the power transmission system transmits power to the input shaft 21 through the torque damper 6. The embodiment eliminates the clutch arranged between the engine 1 and the transmission 2 in the prior art, and can save cost, lighten the mass of the whole system and save the axial length of the whole transmission system.

Referring to fig. 3 and 4, for a hybrid mode that focuses on an engine bearing more direct drive power, a multi-gear transmission scheme may be more desirable, except for a scheme that a one-way bearing is allocated to each gear set of each gear in the multi-gear transmission, a step-by-step speed change may be realized by an odd-gear shaft and an even-gear shaft under a condition of a higher gear ratio, as in the case of an odd-gear shaft and an even-gear shaft of a dual clutch transmission, and a one-way bearing is allocated to each of the odd-gear shaft and the even-gear shaft to realize seamless gear shift.

Specifically, the odd-numbered stage gear shaft 29 and the even-numbered stage gear shaft 30 are arranged in parallel in the axial direction and coaxially fitted over the input shaft 21 (fig. 3) or inside (fig. 4), the first one-way bearing 231 is located in an annular space between the input shaft 21 and the odd-numbered stage gear shaft 29 to selectively transmit power from the input shaft 21 to the odd-numbered stage gear shaft 29, and the second one-way bearing 232 is located in an annular space between the input shaft 21 and the even-numbered stage gear shaft 30 to selectively transmit power from the input shaft 21 to the even-numbered stage gear shaft 30. An odd-numbered stage input shaft gear, such as a first stage input shaft gear 251 and a third stage input shaft gear 253, is fixedly mounted on the odd-numbered stage gear shaft 29. An even-numbered gear shaft is fixedly provided with an even-numbered gear input shaft gear, such as a second-gear input shaft gear 252 and a fourth-gear input shaft gear 254. The output shaft 22 is provided with a first synchronizer 241, which is responsible for coupling and decoupling the odd-numbered output shaft gears (such as the first-gear output shaft gear 261 and the third-gear output shaft gear 263) and the output shaft 22, and the output shaft 22 is provided with a second synchronizer 242, which is responsible for coupling and decoupling the even-numbered output shaft gears (such as the second-gear output shaft gear 262 and the fourth-gear output shaft gear 264) and the output shaft 22. The odd-numbered gear input shaft gear is meshed with the odd-numbered gear output shaft gear, and the even-numbered gear input shaft gear is meshed with the even-numbered gear output shaft gear.

Referring now to FIGS. 2-4, the specific operation of the powertrain under various operating conditions will be described:

the hybrid vehicles mentioned in the utility model comprise an oil-electric hybrid vehicle HEV and a plug-in hybrid vehicle PHEV.

The first operating condition is a motoring mode, referred to as EV mode. When the vehicle runs at a low speed, the battery capacity carried by the vehicle is sufficient, the vehicle runs under a pure electric working condition, namely only the P3 motor 4 is used for supplying power, the P3 motor output gear 41 of the P3 motor 4 is meshed with the first transmission gear 27 on the output shaft 22, the power is transmitted to the input gear 51 of the differential 5 meshed with the second transmission gear 28 on the output shaft 22, and then the power is transmitted to the differential 5. In the working condition of pure electric, the engine 1 does not run, the P1 motor 3 does not run, and the one-way bearing group 23 and the synchronizer group 24 in the transmission 2 are all in a decoupling state.

The second operating mode is a series power mode HEV, when the battery carried by the vehicle is in low charge, the synchronizer group 24 on the output shaft 22 in the transmission 2 is fully decoupled, and the P1 motor 3 acts as a starter motor to start the engine 1, i.e. the P1 motor output gear 31 of the P1 motor 3 transmits power to the crankshaft 11 by meshing with the third transmission gear 12 on the engine crankshaft 11 to start the engine 1. After the engine 1 is started, the P1 motor 3 is acted through the third transmission gear 12, the P1 motor 3 is converted into a generator to generate electricity, the electricity is supplied to the P3 motor 4 to drive the vehicle, and redundant electricity is stored in the storage battery. In this mode, the engine 1 may drive the P1 motor 3 to generate power to assist the vehicle-mounted battery to supply power to the P3 motor 4 when the vehicle battery is not in a power-down state and is in a heavy-load climbing or accelerating state.

The third operating condition is direct drive mode. Upon entering a high efficiency operating range of the engine 1 as the vehicle speed increases, the P1 motor 3 acts as a starter motor to start the engine 1, and the first synchronizer 241 engages with the first-speed output shaft gear 261, coupling the first-speed output shaft gear 261 with the output shaft 22. At this time, the first one-way bearing 231 on the input shaft 21 is automatically coupled as long as the rotation speed of the engine 1 reaches or exceeds the rotation speed required for the vehicle speed. At this time, the power supply of the motor 4 is stopped by the instruction from the processor to stop the power supply of the P3 when the rotating speed sensor senses the exceeding of the rotating speed, and the engine 1 can transmit the power to the transmission 2 and the differential 5. The power transmission of this process is completely uninterrupted and avoids the possibility of a kick-through of the entire transmission system when the clutch is engaged. In addition, because a common friction plate type clutch is not needed, the complicated engineering calibration is avoided.

If the transmission 2 adopts multi-gear gears, the gears of each gear can be switched according to requirements. As shown in fig. 2, in the transmission 2 of the gear pair of the two-speed gear ratio, the first-speed input shaft gear 251 and the first-speed output shaft gear 261 are first used for traveling, and it is necessary to shift to the second-speed gear with a higher speed as the vehicle speed further increases. Since the second gear ratio is smaller than the first gear ratio, the rotational speed of the second output shaft gear 262 is higher than the rotational speed of the first output shaft gear 261. With the first synchronizer 241 still engaged with the first gear output shaft gear 261, the second synchronizer 242 in the second gear is engaged with the second gear output shaft gear 262 such that the second gear output shaft gear 262 rotates the output shaft 22 at a higher rotational speed. Since the first synchronizer 241 is still engaged, the output shaft 22 drives the first-gear output shaft gear 261 to rotate at the same higher speed as the second-gear output shaft gear 262, and the first-gear input shaft gear 251 is pushed by the first-gear output shaft gear 261 to rotate at a faster speed. At this time, the rotation speed of the first-gear input shaft gear 251 is higher than that of the input shaft 21, the first one-way bearing 231 corresponding to the first-gear input shaft gear 251 is overrunning and automatically decoupled, and the second one-way bearing 232 still maintains a coupling state to transmit the power of the engine 1 to the differential 5. At this time, the second-speed input shaft gear 252 and the second-speed output shaft gear 262 take over the first-speed input shaft gear 251 and the first-speed output shaft gear 261 to transmit power, so that switching between two speeds without power interruption is made.

When the vehicle is switched from the second gear of high speed to the first gear of low speed, the first synchronizer 241 and the first gear output shaft gear 261 are simultaneously engaged with the second synchronizer 242 and the second gear output shaft gear 262 engaged. At this time, the power transmission is still carried out in the second gear at high speed, the first one-way bearing 231 is in the overrunning state, the first gear input shaft gear 251 is in the idle state, no torque is transmitted, and the power transmission is not changed. The second synchronizer 242 is then operated to decouple from the second output shaft gear 262, at which time the rotational speed of the first input shaft gear 251 decreases with decreasing rotational speed of the output shaft 22, when the rotational speed of the first input shaft gear 251 is lower than the rotational speed of the input shaft 21, the first one-way bearing 231 is coupled, the first input shaft gear 251 starts to transmit torque, and the vehicle is automatically switched to the first lower speed. In the structure of the gear shaft with odd gears and the gear shaft with even gears, the principle is completely the same as the working principle of the one-way bearing which is independently distributed in each gear.

The fourth operating mode is energy recovery, when the vehicle receiving oil from the engine 1 is in a coasting state, the first-gear input shaft gear 251 of the transmission 2 rotates at a higher speed than the crankshaft 11 of the engine 1, and the first one-way bearing 231 is decoupled, i.e. the engine 1 does not drag the vehicle. At this time, the P3 motor 4 takes on the braking function and converts into a generator, and the kinetic energy generated by the vehicle moving forward is transmitted to the P3 motor 4 through the differential 5 and the output shaft 22, and the kinetic energy is converted into electric energy to be stored in the battery. In this case, the first one-way bearing 231 is in the overrunning state, and the engine 1 can be completely in the decoupled state, so that the kinetic energy of the vehicle is not wasted, and more kinetic energy is recovered.

The fifth working condition is a dual-motor EV mode, when the vehicle starts to accelerate suddenly and the battery is sufficient, the P1 motor 3 and the P3 motor 4 work simultaneously, and the gear pair of the transmission 2 selects a gear with a proper gear ratio to realize the best acceleration performance.

The sixth working condition is a parallel driving mode, when the vehicle is accelerated suddenly during running, for example, under the working condition of high-speed overtaking, the P1 motor 3 and the P3 motor 4 work simultaneously to assist the engine 1 which is already in the working state, so as to rapidly provide required power and realize reacceleration overtaking.

The transmission 2 of the present invention may employ a single-stage gear or may employ a multi-stage gear. Whether a single gear or a multiple gear transmission 2 is used, power is engaged and disengaged by a one-way bearing set 23 on the input shaft 21 and a corresponding synchronizer set 24 on the output shaft 22.

The traditional clutch has two functions in a power transmission system, namely, the torque is transmitted from an engine to a transmission, and the engine can drag the vehicle backwards to decelerate when the vehicle decelerates, so that the loss of a brake is reduced, and the brake is prevented from being overheated. The one-way bearing set in the speed changer is adopted to realize the function of the clutch on the traditional crankshaft, firstly, when the engine transmits torque to the speed changer, the one-way bearing set is coupled with the input shaft more smoothly, and an engineer does not need to carry out complicated engineering calibration, and the coupling can be realized as long as the rotating speed of the engine exceeds the rotating speed required by the input shaft gear set of the input shaft. And secondly, the P3 motor is adopted to replace an engine to reversely drag the vehicle for recovering kinetic energy. The utility model is more thorough in kinetic energy recovery, because the one-way bearing set is automatically decoupled when the vehicle is in a deceleration state, the engine is completely separated from the link of kinetic energy recovery, the kinetic energy of the vehicle is completely recovered by the P3 motor, and the recovery efficiency is high.

The advantages of the utility model using a single-direction bearing set are also manifold: first, the one-way bearing is small in size, and hardly increases in size in the axial direction. Second, the relatively small mass is beneficial to reducing the mass of the overall system. Thirdly, the production process is mature and the cost is low. Fourthly, the working is stable and reliable, and the service life is long. Fifth, maintenance-free for life. And sixthly, unidirectional automatic coupling or decoupling of the unidirectional bearing enables mechanical coupling between the engine and the motor to be automatic, and complicated engineering calibration is not needed. Seventh, the unidirectional automatic coupling decoupling process of the unidirectional bearing is smoother than the control coupling decoupling of a common clutch, the running and pause of the power connection of the speed change system are smaller, and the riding comfort of the vehicle is higher. Eighth, the wheels are automatically decoupled from the engine when the vehicle decelerates, and the kinetic energy recovery efficiency of the motor is higher.

Example 2

Referring to fig. 5, the present embodiment provides a power transmission system for a hybrid vehicle. The powertrain includes an engine 1, a torque damper 6, a transmission 2, a P1 motor 3, and a P3 motor 4. The other structure is the same as that of embodiment 1, and the difference between this embodiment and embodiment 1 will be described below.

Wherein, derailleur 2 includes: an input shaft 21, an output shaft 22, a one-way bearing set 23, a synchronizer set 24, an input shaft gear set 25, an output shaft gear set 26, a first transmission gear 27 and a second transmission gear 28. The input shaft 21 is provided with a synchronizer group 24 and an input shaft gear group 25. The input shaft gear set 25 is freely fitted over the input shaft 21, and the synchronizer group 24 is fixed to the input shaft 21, and the synchronizer group 24 is used to shift-engage each stage gear in the input shaft gear set 25. The output shaft 22 is provided with a one-way bearing set 23, an output shaft gear set 26, a first transmission gear 27 and a second transmission gear 28. The inner ring of the one-way bearing group 23 is connected with the output shaft 22, and the outer ring of the one-way bearing group 23 is connected with the output shaft gear set 26; an output shaft gear set 26 is coupled to the output shaft 22 by a one-way bearing set 23. The output shaft gear gearset 26 meshes with the input shaft gear gearset 25.

Specifically, the input shaft gear set 25 includes a first-speed input shaft gear 251 and a second-speed input shaft gear 252 that are loosely fitted on the input shaft 21. The synchronizer group 24 includes a first synchronizer 241 and a second synchronizer 242 fixed to the input shaft 22. Wherein the first synchronizer 241 is for engaging the first gear input shaft gear 251; the second synchronizer 242 is used to engage the second gear input shaft gear 252. When the vehicle is running in first gear, the first synchronizer 241 is engaged with the first gear input shaft gear 251. When the vehicle is traveling in second gear, the second synchronizer 242 is engaged with the second gear input shaft gear 252, and the first synchronizer 241 is decoupled from the first gear input shaft gear 251.

Specifically, the output shaft gear set 26 includes a first-speed output shaft gear 261 and a second-speed output shaft gear 262. The first-speed output shaft gear 261 meshes with the first-speed input shaft gear 251, and the second-speed output shaft gear 262 meshes with the second-speed input shaft gear 252. The one-way bearing set 23 includes a first one-way bearing 231 and a second one-way bearing 232. The first-gear output shaft gear 261 is connected to the output shaft 22 via a first one-way bearing 231, and the second-gear output shaft gear 262 is connected to the output shaft 22 via a second one-way bearing 232. Specifically, the inner rings of the first one-way bearing 231 and the second one-way bearing 232 are fixed on the output shaft 22, and the first-gear output shaft gear 261 and the second-gear output shaft gear 262 are respectively installed on the outer rings of the first one-way bearing 231 and the second one-way bearing 232. When the speed of the first speed output shaft gear 261 is higher than the rotational speed of the output shaft 22, the first one-way bearing 231 is coupled to connect the first speed output shaft gear 261 with the output shaft 22. When the speed of the second speed output shaft gear 262 is higher than the rotational speed of the output shaft 22, the second one-way bearing 232 is coupled to connect the second speed output shaft gear 262 with the output shaft 22.

The coupling mode of the one-way bearing set 23 in this embodiment is as follows: when the rotational speed of the output shaft gear set 26 is higher than the rotational speed of the output shaft 22 of the transmission 2, the one-way bearing set 23 is dynamically coupled; the one-way bearing set 23 is automatically decoupled when the rotational speed of the output shaft gear gearset 26 is lower than the rotational speed of the output shaft 22 of the transmission 2.

Referring to fig. 6 and 7, the odd-numbered stage gear shaft 29 and the even-numbered stage gear shaft 30 may also be mounted on the output shaft 22 and axially sleeved outside (fig. 6) or inside (fig. 7) the output shaft 22 in parallel, a first one-way bearing 231 is mounted in an annular space between the odd-numbered stage gear shaft 29 and the output shaft 22 to selectively transmit power from the odd-numbered stage gear shaft 29 to the output shaft 22, and a second one-way bearing 232 is mounted in an annular space between the even-numbered stage gear shaft 30 and the output shaft 22 to selectively transmit power from the even-numbered stage gear shaft 30 to the output shaft 22. Odd-numbered stage output shaft gears such as a first-stage output shaft gear 261 and a third-stage output shaft gear 263 are fixedly mounted on the odd-numbered stage gear shaft 29; an even-numbered gear output shaft gear, such as a second-gear output shaft gear 262 and a fourth-gear output shaft gear 264, is fixedly mounted on the even-numbered gear shaft 30. The input shaft 21 is provided with a first synchronizer 241 for coupling and decoupling the power between the odd-numbered stage input shaft gears (e.g., the first-stage input shaft gear 251 and the third-stage input shaft gear 253) and the input shaft 21, and the input shaft 21 is provided with a second synchronizer 242 for coupling and decoupling the power between the even-numbered stage input shaft gears (e.g., the second-stage input shaft gear 252 and the fourth-stage input shaft gear 254) and the input shaft 21. The odd-numbered gear output shaft gear is meshed with the odd-numbered gear input shaft gear, and the even-numbered gear output shaft gear is meshed with the even-numbered gear input shaft gear.

The specific operation of the powertrain under various operating conditions will now be described with reference to fig. 5-7:

when the vehicle runs at a low speed, the battery capacity carried by the vehicle is sufficient, the vehicle runs under a pure electric working condition, namely only the P3 motor 4 is used for supplying power, the P3 motor output gear 41 of the P3 motor 4 is meshed with the first transmission gear 27 on the output shaft 22, the power is transmitted to the input gear 51 of the differential 5 meshed with the second transmission gear 28 on the output shaft 22, and then the power is transmitted to the differential 5. In the working condition of pure electric, the engine 1 does not run, the P1 motor 3 does not run, and the one-way bearing group 23 and the synchronizer group 24 in the transmission 2 are all in a decoupling state.

When the battery carried by the vehicle is in low power or needs to be driven in a hybrid mode, the synchronizer group 24 on the input shaft 21 in the transmission 2 is completely decoupled, the P1 motor 3 serves as a starting motor to start the engine 1, namely, the P1 motor output gear 31 of the P1 motor 3 transmits power to the crankshaft 11 by meshing with the third transmission gear 12 on the crankshaft 11 of the engine to start the engine 1. After the engine 1 is started, the P1 motor 3 is acted through the third transmission gear 12, the P1 motor 3 is converted into a generator to generate electricity, the electricity is supplied to the P3 motor 4 to drive the vehicle, and redundant electricity is stored in the storage battery.

Upon entering a high efficiency operating range of the engine 1 as the vehicle speed increases, the P1 motor 3 acts as a starter motor to start the engine 1, and the first synchronizer 241 engages with the first gear input shaft gear 251 to couple the first gear input shaft gear 251 with the input shaft 21. At this time, the first one-way bearing 231 on the output shaft 22 is automatically coupled whenever the rotation speed of the engine 1 reaches or exceeds the rotation speed required for the vehicle speed. At this time, the power supply of the P3 motor 4 is stopped by sensing the overtravel of the rotating speed by the rotating speed sensor and sending a command by the processor, and the engine 1 can transmit power to the transmission 2 and the differential 5. The power transmission of this process is completely uninterrupted and avoids the possibility of a kick-through of the entire transmission system when the clutch is engaged.

If the transmission 2 adopts multi-gear gears, the gears of each gear can be switched according to requirements. In the present embodiment, the transmission 2 using the gear pair of two gear ratios is taken as an example, and the first-speed input shaft gear 251 and the first-speed output shaft gear 261 are used to travel first, and it is necessary to shift to the second high-speed gear as the vehicle speed further increases. Since the second gear ratio is smaller than the first gear ratio, the rotational speed of the second output shaft gear 262 is higher than the rotational speed of the first output shaft gear 261. With the first synchronizer 241 still engaged with the first gear output shaft gear 261, the second synchronizer 242 in the second gear is engaged with the second gear input shaft gear 252. At this time, power transmission is transmitted from the second input shaft gear 252 to the second output shaft gear 262, and since the second gear ratio is smaller than the first gear ratio, the rotational speed of the second output shaft gear 262 is higher than that of the first output shaft gear 261, that is, higher than that of the output shaft 22, and the second one-way bearing 232 is coupled to transmit the power of the engine 1 to the differential 5. Meanwhile, since the rotation speed of the output shaft 22 is higher than that of the first-gear output shaft gear 261, the first one-way bearing 231 is overrunning and automatically decoupled, and then the first synchronizer 241 is decoupled from the first-gear input shaft gear 251. The second-speed input shaft gear 252 and the second-speed output shaft gear 262 take over the first-speed input shaft gear 251 and the first-speed output shaft gear 261 to transmit power, so that switching between the two speeds without power interruption is achieved.

When the vehicle is shifted from the second speed to the first speed, the first synchronizer 241 and the first speed input shaft gear 251 are engaged at the same time, with the second synchronizer 242 and the second speed input shaft gear 252 engaged. At this time, the power transmission is still carried out in the second gear at high speed, the first one-way bearing 231 is in the overrunning state, the first output shaft gear 261 is in the idling state, no torque is transmitted, and the power transmission is not changed. The second synchronizer 242 is then operated to decouple from the second gear input shaft gear 252, and at this time, as the rotational speed of the output shaft 22 decreases, when the rotational speed of the first gear output shaft gear 261 is higher than that of the output shaft 22, the first one-way bearing 231 is coupled, the first gear input shaft gear 251 starts to transmit torque, and the vehicle is automatically switched to the first gear of low speed.

When the engine 1 is in a coasting state, the output shaft 22 of the transmission 2 rotates at a higher speed than the first output shaft gear 261, and the first one-way bearing 231 is decoupled, i.e., the engine 1 does not drag the vehicle. At this time, the P3 motor 4 takes on the braking function and converts it into a generator, and the kinetic energy generated by the vehicle moving forward is transmitted to the P3 motor 4 through the differential 5 and the output shaft 22, and converted into electric energy to be stored in the battery. In this case, the first one-way bearing 231 is in the overrunning state, and the engine 1 can be completely in the decoupled state, so that the kinetic energy of the vehicle is not wasted, and more kinetic energy is recovered.

When the vehicle accelerates suddenly, the engine 1, the P1 motor 3 and the P3 motor 4 work simultaneously, and the gear pair of the transmission 2 selects a gear with a proper gear ratio, so that the best acceleration performance is realized.

Example 3:

the utility model provides a vehicle including the power transmission system for a hybrid vehicle in the above embodiment. The power transmission system has been described in detail in

embodiments

1 and 2, and will not be described again. Other structures of the vehicle are of existing design.

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

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium; either as communication within the two elements or as an interactive relationship of the two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, a first feature may be "on" or "under" a second feature, and the first and second features may be in direct contact, or the first and second features may be in indirect contact via an intermediate. Also, a first feature "on," "above," and "over" a second feature may be directly or obliquely above the second feature, or simply mean that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the second feature, or may simply mean that the first feature is at a lower level than the second feature.

In the description herein, the description of the terms "one embodiment," "some embodiments," "an embodiment," "an example," "a specific example" or "some examples" or the like, means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Although embodiments of the present invention have been shown and described above, it should be understood that the above embodiments are illustrative and not restrictive, and that those skilled in the art may make changes, modifications, substitutions and alterations to the above embodiments without departing from the scope of the present invention.

Claims

1. A powertrain system for a hybrid vehicle, characterized by: comprises an engine, a torque buffer, a transmission, a P1 motor and a P3 motor;

the crankshaft of the engine is provided with the torque damper, and the crankshaft is connected with the input shaft of the transmission through the torque damper so as to transmit power to the input shaft of the transmission;

the P1 motor is connected with the crankshaft to transmit torque with the crankshaft; the P1 motor is disposed between the torque damper and the transmission;

the transmission includes: the device comprises an input shaft, an output shaft, a synchronizer group, an input shaft gear group, an output shaft gear group, a one-way bearing group, a first transmission gear and a second transmission gear;

the input shaft is provided with the one-way bearing set, and the one-way bearing set is connected with the input shaft gear set; the output shaft is provided with the output shaft gear set, the synchronizer group, the first transmission gear and the second transmission gear; the input shaft gear set is engaged with the output shaft gear set, and the synchronizer group is selectively operable to engage or disengage torque transfer between each of the output shaft gear sets and the output shaft; the first transmission gear is meshed with a P3 motor output gear of the P3 motor; and the second transmission gear is meshed with an input gear of the differential.

2. The power train system for a hybrid vehicle according to claim 1, characterized in that: the input shaft gear set comprises a first gear input shaft gear and a second gear input shaft gear, and the one-way bearing set comprises a first one-way bearing and a second one-way bearing; when the rotating speed of the input shaft is higher than that of the first-gear input shaft gear, the first one-way bearing is coupled, and the input shaft transmits torque to the first-gear input shaft gear in a one-way mode through the first one-way bearing; when the rotating speed of the input shaft is higher than that of the second-gear input shaft gear, the second one-way bearing is coupled, and the input shaft transmits torque to the second-gear input shaft gear in a one-way mode through the second one-way bearing.

3. The power train system for a hybrid vehicle according to claim 2, characterized in that: the output shaft gear set comprises a first gear output shaft gear and a second gear output shaft gear which are sleeved on the output shaft in an empty mode, and the synchronizer group comprises a first synchronizer and a second synchronizer which are arranged on the output shaft; said first synchronizer for selectively operatively engaging or disengaging said first gear output shaft gear with said output shaft; said second synchronizer for selectively operatively engaging or disengaging said second gear output shaft gear with said output shaft; the first-gear output shaft gear is meshed with the first-gear input shaft gear, and the second-gear output shaft gear is meshed with the second-gear input shaft gear.

4. The power train system for a hybrid vehicle according to claim 1, characterized in that: the input shaft gear set comprises an odd-gear shaft, an even-gear shaft, an odd-gear input shaft gear and an even-gear input shaft gear, and the one-way bearing set comprises a first one-way bearing and a second one-way bearing; the odd-gear shaft and the even-gear shaft are arranged in parallel along the axial direction and are coaxially sleeved outside or inside the input shaft; the first one-way bearing is located in an annular space between the input shaft and the odd-numbered stage gear shaft, the first one-way bearing selectively engaging or disengaging the input shaft with or from the odd-numbered stage gear shaft; the second one-way bearing is located in an annular space between the input shaft and the even-numbered stage gear shaft, the second one-way bearing selectively engaging or disengaging the input shaft with or from the even-numbered stage gear shaft.

5. The power train system for a hybrid vehicle according to claim 4, characterized in that: the output shaft gear set comprises an odd-numbered gear output shaft gear and an even-numbered gear output shaft gear which are sleeved on the output shaft in an empty mode, and the synchronizer group comprises a first synchronizer and a second synchronizer which are arranged on the output shaft; the first synchronizer selectively engages or disengages the odd-numbered stage output shaft gear with the output shaft; the second synchronizer selectively engages or disengages the even-numbered stage output shaft gear with the output shaft; the odd-numbered gear output shaft gear is meshed with the odd-numbered gear input shaft gear, and the even-numbered gear output shaft gear is meshed with the even-numbered gear input shaft gear.

6. A powertrain system for a hybrid vehicle, characterized in that: comprises an engine, a torque buffer, a transmission, a P1 motor and a P3 motor;

the crankshaft of the engine is provided with the torque buffer, and the crankshaft is connected with the input shaft of the transmission through the torque buffer so as to transmit power to the input shaft of the transmission;

the input shaft is provided with the input shaft gear set and the synchronizer group, and the synchronizer group can be selectively jointed with or separated from torque transmission between each gear of the input shaft gear set and the input shaft; the output shaft is provided with the one-way bearing set, the first transmission gear and the second transmission gear; the one-way bearing group is connected with the output shaft gear set, and the output shaft gear set is meshed with the input shaft gear set; the first transmission gear is meshed with a P3 motor output gear of the P3 motor; and the second transmission gear is meshed with an input gear of the differential.

7. The power train system for a hybrid vehicle according to claim 6, characterized in that: the output shaft gear set comprises a first gear output shaft gear and a second gear output shaft gear, and the one-way bearing set comprises a first one-way bearing and a second one-way bearing; when the rotating speed of the first-gear output shaft gear is higher than that of the output shaft, the first one-way bearing is coupled, and the first-gear output shaft gear is connected with the output shaft through the first one-way bearing and transmits torque to the output shaft in a one-way mode; when the rotating speed of the second-gear output shaft gear is higher than that of the output shaft, the second one-way bearing is coupled, and the second-gear output shaft gear is connected with the output shaft through the second one-way bearing and transmits torque to the output shaft in a one-way mode.

8. The power train system for a hybrid vehicle according to claim 7, characterized in that: the input shaft gear set comprises a first gear input shaft gear and a second gear input shaft gear which are sleeved on the input shaft in an empty mode, and the synchronizer group comprises a first synchronizer and a second synchronizer which are arranged on the input shaft; the first synchronizer is used for selectively engaging or disengaging the input shaft and the first-gear input shaft gear; the second synchronizer is used for selectively engaging or disengaging the input shaft with or from the second-gear input shaft gear; the first-gear input shaft gear is meshed with the first-gear output shaft gear, and the second-gear input shaft gear is meshed with the second-gear output shaft gear.

9. The power train system for a hybrid vehicle according to claim 6, characterized in that: the output shaft gear set comprises an odd-gear shaft, an even-gear shaft, an odd-gear output shaft gear and an even-gear output shaft gear, and the one-way bearing set comprises a first one-way bearing and a second one-way bearing; the odd-gear shaft and the even-gear shaft are arranged in parallel along the axial direction and are coaxially sleeved outside or inside the output shaft; the first one-way bearing is located in an annular space between the output shaft and the odd-numbered stage gear shaft, the first one-way bearing selectively engaging or disengaging the odd-numbered stage gear shaft with or from the output shaft; the second one-way bearing is located in an annular space between the output shaft and the even-numbered gear shaft, and the second one-way bearing selectively engages or disengages the even-numbered gear shaft with or from the output shaft.

10. The power train system for a hybrid vehicle according to claim 9, characterized in that: the input shaft gear set comprises an odd-gear input shaft gear and an even-gear input shaft gear which are sleeved on the input shaft in an empty mode, and the synchronizer set comprises a first synchronizer and a second synchronizer which are arranged on the input shaft; the first synchronizer selectively engages or disengages the input shaft with the odd-numbered stage input shaft gear; the second synchronizer selectively engages or disengages the input shaft with or from the even-numbered stage input shaft gear; the odd-numbered gear input shaft gear is meshed with the odd-numbered gear output shaft gear, and the even-numbered gear input shaft gear is meshed with the even-numbered gear output shaft gear.

11. A vehicle, characterized in that: comprising a powertrain for a hybrid vehicle according to any one of claims 1-10.