Hybrid power system

Abstract

The invention provides a hybrid power system which comprises a power source unit, a speed change unit and a differential unit which are coupled to form the hybrid power system, and at least one gear differential hybrid power structure, one gear fixed-ratio hybrid power structure, one gear single-drive structure and at least one shaft output structure are formed. The number and the layout mode of the speed change mechanism and the gear shifting device of the speed change unit can be increased according to requirements to expand the coverage range of the three types of gears, the differential unit is at least a three-shaft differentiable type, and the number of output shafts can be increased by expanding the number of differentiable shafts. The hybrid power system can be used for driving vehicles such as various vehicles and engineering machinery with variable working conditions, particularly, compared with an existing vehicle hybrid power system, the hybrid power system has a shorter transmission chain, less energy storage dependence and higher system efficiency, the power output proportion of a power source can be automatically optimized, high-performance response and operation economy are both considered, and the hybrid power system is suitable for large-scale popularization and application. And the structure is simple and reliable, the manufacturing cost is low, and broad-spectrum working condition adaptability is achieved.

Description

Technical Field

[0001] The present invention relates to the field of hybrid power drive, and in particular to a hybrid power drive system with an engine, a motor and / or a hydraulic pump as power sources. Background Art

[0002] Machinery powered by oil, gas or other fuels, such as excavators, loaders, lifting equipment, drilling rigs and other construction machinery and vehicles, all have a strong demand for improving thermal efficiency, saving fuel and reducing emissions. At present, hybrid power is widely used in automobiles, especially small passenger cars, while other construction machinery and vehicles rarely use hybrid power technology, and even if they do, it is relatively primitive. The different operating conditions of the equipment and the universal characteristics of the engine determine that the engine has a problem of low thermal efficiency in some intervals. The hybrid power system has a natural energy buffering characteristic, which can effectively ensure that the engine continues to operate in the high-efficiency range and ultimately improve the output efficiency of the entire system.

[0003] The ideal hybrid system is a coordinated unity of performance, economical operation and environmental protection: it improves the efficiency of fuel and electric energy while taking into account the improvement of performance. However, the working conditions are ever-changing, and the power and torque requirements and the optimal efficiency range need to be coordinated to meet the unity of performance and economy; the current hybrid technology, whether it is differential flow or gear shift flow, emphasizes certain characteristics one-sidedly, and it is difficult to achieve the coordination of performance and economy.

[0004] Taking the widely used vehicle hybrid system as an example, in theory, based on the torque output characteristics of constant torque and constant power and the power reversibility of the motor and the torque characteristics and power rise characteristics of the internal combustion engine, it should have better performance and fuel economy than conventional fuel-based power for any use conditions that require relatively frequent changes in working conditions, bipolar working conditions, and high response requirements. However, the current technology cannot give full play to the expectations of these hybrid systems. In the field of hybrid vehicle driving, it is directly reflected in the global performance split, such as excellent low-speed performance but weak medium and high-speed performance, differentiation between efficiency test data and actual performance, sudden stalling during driving, etc. In other areas of hybrid use, such as the field of engineering machinery, it is more of a simple series or merge, which only plays the role of peak shaving and valley filling or even compound transmission, and has no system-disruptive advantages. The root cause is that the two power sources with different characteristics have not been integrated into one to achieve the advantages and disadvantages.

[0005] The current vehicle hybrid system, especially the hybrid system based on the planetary gear differential structure, has better energy-saving performance than traditional fuel vehicles. However, based on the power split concept, the hybrid mode must be provided with the electromagnetic force generated by power generation or electric power to provide the holding torque. The torque range that can be output from the power split mechanism is small, and the high maneuverability response mainly relies on other motors to provide compensation torque. This control mode leads to unnecessary energy transfer and conversion, which not only reduces efficiency, but also complicates the electronic control link. In addition, the design concept of direct connection between hybrid modules leads to many compromises in comprehensive performance, making it difficult to exert the installed power of all power sources, so that the maximum available power of practical installed capacity is always much less than the sum of the motor and engine power. The current general level is about 50%. Of course, there are considerations of the optimal efficiency range, but more of it is the inability to balance the contradiction between the optimal efficiency range of the engine and motor and the adjustable torque range. The hybrid system is a systematic project that requires overall systematic consideration.

[0006] The hybrid system recorded in Patent Document 1 (CN202310747031), namely Toyota's fifth-generation THSⅡECVT, has a planetary differential split mechanism. Based on the structure, the electromagnetic force generated by the first motor or electric motor must provide electric holding torque. Part of the engine's mechanical energy must be generated by the first motor before flowing to the battery storage or the second motor for driving. That is, during the hybrid drive process, the output power occupied by the motor always has some primary power generation efficiency loss and primary electric efficiency loss, and its engine is only partially direct-driven; its power split mechanism cannot output large torque in the hybrid state, and is mainly responsible for power regulation. Its power speed change or torque change is mainly based on the second motor, and the rapid kinetic energy All the changing parts must go through the electrical conversion link, and only part of the kinetic energy maintenance part comes directly from the engine. The faster the vehicle's kinetic energy changes (acceleration state), the smaller the proportion of direct-drive power. Only in an extremely stable cruising state, the proportion of engine direct-drive power is relatively high compared to its system, but it is still only part, and its torque adjustment performance is weak. For this reason, its high-end cars use ECVT+AT gearbox mode to expand the adjustable torque range, but as many as 4 to 7 sets of sliding clutches and brakes will bring greater parasitic friction losses, reduce transmission efficiency and have higher costs; regardless of whether its first motor participates in pure electric drive, it needs to go through a first-stage differential device for transmission conversion. Even if it is idling and dragging, it will increase unnecessary losses.

[0007] As for the extended-range hybrid system, after using external charging to store electrical energy, under the engine starting condition, no matter it is a power generation and drive combination or a power generation and storage and then drive combination or a composite mode, from a technical principle, as long as energy is converted, it will be reduced, affecting energy efficiency, and frequent charging and discharging will waste battery life; the hybrid system is a system engineering, and high power generation efficiency is not equivalent to high overall system efficiency. After multiple reductions such as energy storage conversion, power generation and electric conversion, at least 10% is lost, which greatly reduces the advantage of high power generation efficiency. Its structural design is more of an emergency hybrid to extend the battery's insufficient mileage than a high-efficiency hybrid.

[0008] Patent document 2 (CN202110255120) has similar performance to Patent document 1, but due to the use of a compound differential assembly for bypassing, its structure is more complex and the cost is significantly higher.

[0009] Some current hybrid vehicles experience stalling because the dual power sources of their hybrid system cannot dynamically match the power source ratio and the hybrid power output relies on the coordination of the dual power sources, causing them to be close to failure, usually due to lack of power, and the vehicle will stall. These situations can easily cause unpredictable safety accidents.

[0010] Due to economic limitations, my country's automobile industry started late, and foreign patent layout has also restricted the development of my country's automobile industry. In terms of fuel vehicles and hybrid vehicles, China mainly follows others. Objectively, patent circumvention is also following others. The following of professional teams is easy to stifle innovation and solidify thinking. In terms of hybrid power, it has long been restricted by Paice and Toyota patents. Therefore, existing engineering machinery, hybrid vehicles, etc. are in urgent need of a new hybrid system that solves the above problems, so as to break through the existing patent network, improve efficiency and effectiveness, and achieve energy conservation, emission reduction and performance improvement.

[0011] Invention Solution

[0012] To solve one or even all of the above problems, the present invention discloses a new hybrid power system, which maintains overall high-efficiency operation in single-drive state and hybrid state by switching gears in different modes with torque demand priority and economic speed priority modes: it can support single-drive one to multiple gear modes to expand the single-drive economic speed range and adjustable torque range; it can support one to multiple fixed-ratio hybrid modes to cope with the maximum direct drive ratio in multiple working conditions and reduce electrical conversion; it can support one to multiple differential hybrid modes to cope with high dynamic response and power source state adjustment in all working conditions and speed ranges, and can support all differential shunting, i.e., parking power generation state, and can also support differential merging until supporting all installed power output, thereby improving the service efficiency of the power source, and can also support all installed torques from 0 speed to direct superposition and / or superposition output after speed change. Summary of the invention

[0013] The present invention is achieved in that:

[0014] The system includes: a power source unit, a speed change unit, and a differential unit, wherein the power source unit includes at least two independent power sources, the first power source is an engine, and the other is an electric motor and / or hydraulic power source;

[0015] The speed change unit comprises at least one speed change mechanism and one gear shift mechanism;

[0016] The speed change mechanism is a gear coupling or chain-belt coupling speed change mechanism, including an input member and an output member. When the speed change mechanism is not a planetary gear speed change mechanism, it also includes an input shaft and an output shaft. The input shaft and the output shaft may be common members. Preferably, it is a double-gear meshing speed change mechanism. The input member and the output member are both gears. When the speed change mechanism is a planetary gear speed change mechanism, it includes a sun gear, a planetary cage, and a ring gear. Preferably, the sun gear is the input member of the speed change mechanism.

[0017] The shift mechanism has at least two working positions and is a tooth-tooth combination structure or a sliding friction combination structure or a composite structure. When the corresponding speed change mechanism is a planetary gear speed change structure, preferably, the shift mechanism is a clutch or brake of a sliding friction combination structure;

[0018] The differential unit can separate at least three shafts, including at least one sun gear shaft and one planet cage shaft, and the remaining at least one shaft is a ring gear shaft or another sun gear shaft, at least one of the separable shafts is an outward power transmission shaft connected to the power demand, and the remaining at least one shaft is connected to at least one power source via the speed change unit, and the remaining at least one shaft is directly or via the speed change unit. Connected to another power source, at least one shaft connected to the power demand and at least two shafts connected to the power source form a differential structure;

[0019] When the speed change unit only includes one speed change mechanism and one shift mechanism, the shift mechanism is a first shift mechanism, and the first shift mechanism is coaxially sleeved with the differential unit to form a structure for integrally locking the differential unit so as to rotate as a whole and a structure for unlocking the differential unit so as to rotate differentially;

[0020] When the transmission unit includes two or more transmission mechanisms and one shifting mechanism, the transmission mechanism is not a planetary gear transmission structure, and at least two transmission mechanisms have input parts or intermediate transmission parts coaxially arranged, and the output parts are coaxially fixed with the corresponding two shafts of the differential unit, and the shifting mechanism is a first shifting mechanism, which can be sleeved with the coaxial shaft of the transmission mechanism, and can lock the input links of the two transmission mechanisms as a whole, forming a linkage forced fixed ratio rotation structure of the shaft of the differential unit and an unlocking differential rotation structure; when the gear ratios of the two transmission mechanisms are the same, the fixed ratio is 1, that is, the differential The relative speed of the shaft of the unit is zero, which is equivalent to locking the differential unit as a whole; based on this, when a compound shifting structure is adopted as described later, more gears can be added, that is, more fixed-ratio differential gears can be added. The fixed-ratio differential refers to locking the two related inputs into the two shafts belonging to the differential unit as a whole. Because the two inputs may have synchronous inputs with different gear ratios, the output shaft belonging to the differential unit must produce a certain proportion of differential output. In the special case, when the gear ratios of the two inputs are the same, the shaft belonging to the differential unit outputs at a relative zero speed. At this time, the differential unit is equivalent to being locked as a whole to release the differential state, which is called a fixed-ratio differential;

[0021] When the speed change unit comprises one or more speed change mechanisms and two or more shifting mechanisms, and the speed change mechanism is a planetary gear speed change structure, except for the first shifting mechanism, the other shifting mechanisms are preferably clutches or brakes of a sliding friction combination structure;

[0022] When the speed change unit includes two or more speed change mechanisms and two or more shifting mechanisms, and the speed change mechanism is not a planetary gear speed change structure, except for the first shifting mechanism, the other shifting mechanisms are sleeved on the input shaft or output shaft of the speed change mechanism, forming a shifting structure that combines the corresponding input member and the input shaft or the output member and the output shaft into one body to lock the rotation and separate the relative free rotation.

[0023] The differential unit can be a three-axis differential device of the basic configuration, or it can be a derivative modification and combination thereof. Based on considerations such as transmission efficiency, number of parts, manufacturing difficulty, structural size, and variable speed ratio, the Ravigneau type and its derivative structures are relatively preferred structures; the single sun gear differential device and the double sun gear differential device, without considering the designable speed ratio, the gear ring shaft structure belonging to the single sun gear type differential device is logically equal to one of the sun gear shafts belonging to the double sun gear type differential device.

[0024] When the speed change mechanism of the speed change unit is located in the power source transmission link, the output member of the speed change mechanism is coaxially connected or coaxially sleeved with the corresponding separation shaft of the differential unit, and the input member is coaxially sleeved or coaxially connected with the transmission shaft of the corresponding power source, and the shift mechanism forms a shift structure by switching the input member or the output member to be connected with the sleeve shaft;

[0025] The shaft connected to the power source of the differential unit is connected to at least one power source, or two or more power sources; the input shaft of the speed change mechanism is connected to at least one power source, or two or more power sources; the multiple power sources can also be arranged separately to form a multi-drive distribution structure, and an electric transmission and / or a mechanical hybrid electric transmission structure can be used;

[0026] Preferably, the first power source is directly merged or connected in series with a power source with a starting function to improve system responsiveness and reduce coupling impact; when the power source is a motor, it is preferably a generator and motor dual-purpose machine and or exists as a starting device;

[0027] The hydraulic power source is a driven power source, preferably used in pairs. When configured alone, it is preferably configured with a clutch device or a locking device for decoupling to adapt to bipolar working conditions;

[0028] The speed change mechanism of the speed change unit is a gear coupling structure or a chain belt coupling structure. The speed change mechanism can be the simplest double gear meshing speed change structure or a planetary gear speed change mechanism. The double gear meshing speed change mechanism can be a parallel axis structure or an intersecting axis structure. Furthermore, it can also be a transmission structure of double / multiple gears / sprockets / pulleys coupled via toothed belts / chains / flexible belts to optimize the spatial layout.

[0029] Each of the shifting mechanisms of the speed change unit includes at least two operating positions, using active synchronization and / or passive synchronization, preferably a dog-tooth structure or a sliding friction structure;

[0030] When the shift mechanism is responsible for locking and unlocking the differential unit and adopts a tooth-type locking structure, it is combined with the hybrid system active synchronization and then locking;

[0031] The shift mechanism may be a combination of different structural types. When located in a differential unit, the shift mechanism may be a differential lock structure, and may be a fully coupled structure or an incompletely coupled structure, such as a viscous differential lock. When the transmission mechanism is a planetary gear structure, the shift mechanism may also be a brake or clutch with a sliding friction structure.

[0032] The speed change unit includes 2 or more shifting mechanisms and 2 or more shifting mechanisms. The speed change unit can adopt a combined shifting method and can reuse the shifting mechanism, which is preferred.

[0033] The differential unit may be a three-axis differential structure, a five-axis differential structure, or a seven-axis differential structure, and the arithmetic progression is arranged in order;

[0034] Preferably, the differential unit is a three-axis differential structure, wherein two axes are ultimately connected to a power source and one axis is ultimately connected to a power output, preferably used as a single-channel output;

[0035] Preferably, the differential unit is a five-axis differential structure, wherein at least two axes are ultimately connected to a power source, and two axes are ultimately connected to a power output, preferably used as a dual-path output. In this case, the shift mechanism that can be located on the differential axis between the two differential devices of the differential unit can be a differential lock structure or multiple composite structures, and can be incompletely combined;

[0036] The speed change unit includes at least one output point coupled to the shaft of the differential unit. In this case, the speed change unit only includes one speed change mechanism, which is a minimum structure.

[0037] The transmission unit and the differential unit are coupled to form a basic transmission architecture of a hybrid power system, and the basic transmission architecture includes at least one differential hybrid gear and one fixed ratio hybrid gear;

[0038] Increasing the number of speed change mechanisms and shift mechanisms belonging to the speed change unit can expand the torque range and economic operation range of the hybrid power system;

[0039] Further,

[0040] The hybrid power system further comprises at least one set of clutch device and / or locking device; preferably, at least one set of clutch device for clutching the first power source is included, in which case the speed change unit can be designed with a simple reverse gear of the first power source for performance redundancy after a failure;

[0041] When a corresponding clutch device is included, the corresponding shift mechanism supports a passive sliding friction shift combination mode;

[0042] When a locking device is included, the locking device locks the power source input linkage input shaft to a non-rotatable structure. Preferably, the locking device is located in the power transmission link of the first power source; it can also be used to lock and decouple other power sources or as a reaction torque compensation;

[0043] The hybrid power system can be sequentially coupled with the differential unit under the combined operation of the shift device and / or the clutch device and / or the locking device to form a differential hybrid structure and a fixed ratio hybrid structure with different gear ratios and different power source configurations, a single-drive single-gear multi-gear / multi-drive single-gear multi-gear differential structure, and can be combined to form a power package with various applicable characteristics;

[0044] In general, the first power source is preferably equipped with a clutch device, and the clutch device is preferably a sliding friction structure. The hybrid power system can relatively combine more gears to adapt to more economic conditions, and the coupling of the first power source may not be limited by the minimum speed.

[0045] The shift mechanism of the transmission unit adopts an active synchronization mode when switching the differential hybrid to a fixed ratio hybrid. Further, when the hybrid power system does not include a clutch device, the shift mechanisms are all active synchronization followed by engagement mode. When a sliding friction clutch device is provided, the shift mechanism can support a passive sliding friction synchronization followed by engagement mode. When the clutch device is a one-way structure or a tooth structure, the shift mechanism adopts an active synchronization followed by engagement mode. There is an applicable range for active synchronization.

[0046] The hybrid power system further comprises two power sources, the clutch device or the locking device is located in the power transmission link of the first power source, and the starting mode at this time can be to start the engine by diverting the power of another power source or by assisting the system inertia drag;

[0047] When there are three or more power sources, the first power source should be directly connected to another power source with a starter function, so as to expand the coupling range and reduce the coupling impact until it is insensitive, and the power source can only exist as a starter. The power source can be located at the P0 position of the first power source, or it can be directly connected to the first power source coaxially or coaxially connected via a clutch device;

[0048] It can also include a hydraulic pump / motor and a dual-purpose motor, which are respectively incorporated or connected in series with the hybrid power system to form a hybrid electric, hydraulic and fuel hybrid system to adapt to different power requirements. Normally, the hydraulic power source is passive, with adjustable pulsation, not easy to store, and is suitable for use in pairs. It can be coupled into any transmission position. The one with pump properties should be directly connected in series or parallel with the power source, and the one with motor properties should be connected in series / parallel with the power demand.

[0049] The number of speed change mechanism groups included in the speed change unit can balance the performance, adaptability and operation economy. The power source coupling speed ratio adjustment can match the output curve and power characteristics of different power sources. When the performance of the electronic control unit meets the conditions, the shifting method can structurally support low-impact or even impact-free coupling of automatic catching up with zero speed.

[0050] When the hybrid system is used as a vehicle power pack, there may be no differential, such as a single-wheel drive motorcycle power pack;

[0051] When the hybrid power system includes a differential unit, it includes at least one differential; the differential and the outward power transmission shaft of the differential unit are coupled through mechanical transmission and / or hydraulic transmission, or the differential is independently electrically coupled, or electromechanically coupled, and the coupling structure often has an additional deceleration function.

[0052] In the hybrid system, preferably, the differential unit is based on a basic Ravigneau type differential device and has a wide spectrum of adaptability;

[0053] It can be:

[0054] The power source unit includes a first power source and a second power source, the speed change unit includes a first speed change mechanism and a first shift mechanism, and the differential unit can separate the sun gear shaft, the planet retainer shaft and the ring gear shaft;

[0055] The first speed change mechanism is a double-gear meshing speed change mechanism, the input gear of which is coaxially connected to the transmission shaft of the second power source, and the output gear of which is coaxially connected to the ring gear shaft of the differential unit, and the first shift mechanism is sleeved on the sun gear outer shaft of the differential unit, forming a differential structure that can lock and unlock the differential unit as a whole;

[0056] The sun gear outer shaft of the differential unit is connected to the first power source via a clutch device;

[0057] Under this structure, the running coupling of the first power source is the diversion drag of the second power source and / or assisted by inertial drag starting coupling. The layout structure is more suitable for axial single output shaft transmission. When the second power source is a motor, it has one gear of electric, one gear of fixed ratio hybrid and one gear of differential hybrid.

[0058] Furthermore, a third power source is included, and the third power source is located at the position P0 of the first power source and coupled with the first power source. Under this structure, the coupling of the first power source is not subject to the minimum speed limit, and the third power source can only exist as a starting device;

[0059] This structure is a basic structure. The external power output connection may be limited by the size of the power source. It may be necessary to use an idler wheel or a toothed belt structure. These not only affect the transmission efficiency but also the structural life is not as good as the double gear meshing transmission.

[0060] It can be:

[0061] The power source unit includes a first power source and a second power source, the speed change unit includes a first speed change mechanism and a first shift mechanism, and the differential unit can separate the sun gear shaft, the planet retainer shaft and the ring gear shaft;

[0062] The first speed change mechanism is a planetary gear speed change mechanism, the gear ring shaft of which is fixed relative to the housing, the input member of which is a sun gear of the planetary gear speed change mechanism, which is coaxially connected to the transmission shaft of the second power source, and the output member of which is a planetary retainer of the planetary gear speed change mechanism, which is coaxially connected to the gear ring shaft of the differential unit, and the first shift mechanism is sleeved on the sun gear outer shaft of the differential unit, forming a differential structure that can lock and unlock the differential unit as a whole;

[0063] The sun gear outer shaft of the differential unit is connected to the first power source via a clutch device;

[0064] Under this structural configuration, the radial dimension is relatively compact, the performance is the same as the previous one, but the cost is obviously higher. Moving the first power source and the second power source to the same side is more suitable for the hybrid power pack structure of shaft-driven motorcycles;

[0065] Furthermore, the speed change unit may include more speed change mechanisms similar to the first speed change mechanism, and may be located in two different power source links respectively, so as to expand a larger torque range and an economical operation range. In this case, preferably, the shift mechanism located in the power source transmission link is a slip-friction clutch and / or brake;

[0066] Furthermore, a power source located at the position of the first power source P0 may also be included, in which case the coupling of the first power source may not be limited by the minimum rotation speed;

[0067] It can be:

[0068] The power source unit includes a first power source, a second power source, and a third power source, the speed change unit includes a first speed change mechanism, a second speed change mechanism, and a first shift mechanism, a second shift mechanism, and the differential unit can separate the sun gear shaft, the planet cage shaft, and the ring gear shaft or another sun gear shaft;

[0069] The first speed change mechanism is a double-gear meshing speed change mechanism, the input gear of which is coaxially connected to the transmission shaft of the second power source, and the output gear of which is coaxially connected to the ring gear shaft of the differential unit or another sun gear shaft, and the first shift mechanism is sleeved on the sun gear extension shaft of the differential unit, forming a differential structure that can lock and unlock the differential unit as a whole;

[0070] The second speed change mechanism is a double-gear meshing speed change mechanism, the input gear of which is coaxially sleeved on the first power source transmission shaft, and the output gear of which is coaxially connected with the outer extension shaft of the sun gear shaft of the differential unit, and the second shift mechanism is sleeved on the first power source transmission shaft, forming a structure that combines and locks the first power source transmission shaft and the second power source transmission shaft on one side, and combines and locks the first power source transmission shaft with the input gear of the second speed change mechanism on the other side;

[0071] The first power source transmission shaft is coaxially connected to the first power source and the third power source, and is coaxially sleeved with the second power source transmission shaft;

[0072] Under this structure, a better center of gravity position can be obtained, which is suitable for the configuration of a smaller first power source and a larger second power source. The third power source can be used as a starting device for the first power source, and the coupling of the first power source can be achieved in a wide range with low or even no sense coupling, which is more suitable as a replacement configuration for extended-range hybrid power.

[0073] Furthermore, the first power source is connected to the first power source drive shaft via a clutch device. Under this structure, when the second and third power sources are both motors, a multi-speed electric drive structure can be combined, including an electric drive differential hybrid gear, which can expand the electric drive high efficiency range and adjustable torque range.

[0074] Furthermore, a fourth power source may be included, and the fourth power source is coupled with the first power source at position P0, which is more suitable for the configuration of the smaller first power source;

[0075] Furthermore, more other speed change mechanisms similar to the second speed change mechanism and their corresponding gear shift mechanisms may be included to expand the applicable range of gear positions.

[0076] It can be:

[0077] The power source unit includes a first power source and a second power source, the speed change unit includes first, second, third, fourth, speed change mechanisms and first, second, third shift mechanisms, and the differential unit can separate the sun gear shaft, the planet cage shaft and the ring gear shaft;

[0078] The first, second, third and fourth speed change mechanisms are double gear meshing speed change mechanisms, each comprising an input gear and an output gear;

[0079] The input gear of the first speed change mechanism is coaxially connected to the transmission shaft of the second power source, and the output gear thereof is coaxially connected to the ring gear shaft of the differential unit, and the first shift mechanism is sleeved on the outer extension shaft of the sun gear shaft of the differential unit, forming a differential structure capable of integrally locking and unlocking the differential unit;

[0080] The input gear of the second speed change mechanism is coaxially sleeved on the first power source transmission shaft, and the output gear thereof is coaxially connected with the outer extension shaft of the sun gear shaft of the differential unit, and the second shift mechanism is sleeved on the first power source transmission shaft, forming a structure for integrally locking the first power source transmission shaft and the second power source transmission shaft on one side and integrally locking the first power source transmission shaft with the input gear of the second speed change mechanism on the other side;

[0081] The input gears of the third and fourth speed change mechanisms are coaxially connected to the transmission shaft of the first power source, and the output gears thereof are coaxially sleeved on the outer extension shaft of the sun gear shaft of the differential unit. The third shift mechanism is coaxially sleeved on the outer extension shaft of the sun gear shaft of the differential unit, forming a structure that combines the outer extension shaft with the output gear of the third speed change mechanism to be locked as a whole on one side, and combines the outer extension shaft with the output gear of the fourth speed change mechanism to be locked as a whole on the other side; the transmission shaft of the first power source is coaxially connected to the first power source via a clutch device; the third shift mechanism can also be sleeved on the transmission shaft of the first power source, and the combination logic is similar;

[0082] Under this structure, when the second power source is an electric motor, up to 6 fixed-ratio hybrid gears, 3 differential hybrid gears, and 3 electric drive gears can be obtained, with a wide range of combined adaptability to working conditions and vehicle conditions, and a wide range of relatively high efficiency intervals. The coupling of the first power source during driving requires the second power source to shunt drag or assist with inertial drag to start coupling, which may cause coupling shock and has a minimum speed coupling limit;

[0083] Furthermore, when a third power source is included, and the third power source is located at the position P0 of the first power source and coupled with the first power source, the first power source has no minimum coupling speed limit, and there is a relatively wide low-impact or even non-sensing coupling speed range;

[0084] Furthermore, the first power source clutch device can be eliminated, that is, the first power source drive shaft is directly connected to the first power source via the torque damping device, the structure is more compact, but the electric drive gear is reduced to 1st gear, and the coupling of the first power source is subject to a minimum speed limit.

[0085] It can be:

[0086] The power source unit includes a first power source, a second power source, and a third power source, the speed change unit includes a first, a second, and a third speed change mechanism and a first, a second, and a third shift mechanism, and the differential unit can separate the sun gear shaft, the planet retainer shaft, and the ring gear shaft;

[0087] The first, second and third speed change mechanisms are double gear meshing speed change mechanisms, each comprising an input gear and an output gear;

[0088] The input gear of the first speed change mechanism is coaxially sleeved with the second power source transmission shaft, and the output gear thereof is coaxially connected with the ring gear shaft of the differential unit, and the first shift mechanism is sleeved on the outer extension shaft of the sun gear shaft of the differential unit, forming a differential structure that can lock and unlock the differential unit as a whole;

[0089] The second shift mechanism is sleeved on the second power source transmission shaft, forming a structure for locking the second power source transmission shaft and the input gear of the first speed change mechanism together on one side, and locking the second power source transmission shaft and the first power source transmission shaft together on the other side;

[0090] The input gears of the second and third speed change mechanisms are coaxially connected to the transmission shaft of the first power source, and the output gears thereof are coaxially sleeved on the outer extension shaft of the sun gear shaft of the differential unit, and the third shift mechanism is coaxially sleeved on the outer extension shaft of the sun gear shaft of the differential unit, forming a structure that combines the outer extension shaft with the output gear of the second speed change mechanism on one side and combines the outer extension shaft with the output gear of the third speed change mechanism on the other side;

[0091] The first power source transmission shaft is coaxially connected to the first power source via a clutch device, and the third power source is coupled to the first power source and is located at the first power source P0 position.

[0092] Under this structure, when the second and third power sources are both motors, the hybrid power system can at least consist of: 3-speed electric drive, 4-speed fixed ratio hybrid, and 2-speed differential hybrid, which is a more preferred architecture.

[0093] It can be:

[0094] The power source unit includes a first power source, a second power source, and a third power source, the speed change unit includes a first speed change mechanism, a second speed change mechanism, and a first shift mechanism, a second shift mechanism, and the differential unit can separate the sun gear shaft, the planet retainer shaft, and the ring gear shaft;

[0095] The first, second and third speed change mechanisms are double gear meshing speed change mechanisms, each comprising an input gear and an output gear;

[0096] The input gear of the first speed change mechanism is coaxially connected to the transmission shaft of the second power source, and the output gear thereof is coaxially connected to the ring gear shaft of the differential unit, and the first shift mechanism is sleeved on the sun gear outer shaft of the differential unit to form a differential structure capable of integrally locking and unlocking the differential unit;

[0097] The input gear of the second speed change mechanism is coaxially sleeved on the first power source transmission shaft, and the output gear thereof is coaxially connected with the outer extension shaft of the sun gear shaft of the differential unit, and the second shift mechanism is sleeved on the first power source transmission shaft, forming a structure for integrally locking the first power source transmission shaft and the second power source transmission shaft on one side and integrally locking the first power source transmission shaft with the input gear of the second speed change mechanism on the other side;

[0098] The input gear of the third speed change mechanism is coaxially connected to the transmission shaft of the third power source, and the output gear thereof is coaxially connected to the planetary retainer shaft of the differential unit; the transmission shaft of the first power source is coaxially connected to the first power source.

[0099] Under this structure, the hybrid power system can be composed of: 1-speed dual electric drive, 2-speed fixed ratio hybrid, 1-speed differential hybrid;

[0100] The coupling of the first power source is not limited by the minimum rotation speed in a narrow sense, that is, the first power source is started at any speed and coupled in an electric manner;

[0101] Furthermore, when the fourth power source is included and located at the P0 position and is equipped with a clutch device, the coupling of the first power source may not be limited by the generalized minimum speed, that is, all power source torques may be obtained from 0 speed and then output after speed superposition.

[0102] It can be:

[0103] The power source unit includes a first power source and a second power source, the speed change unit includes a first speed change mechanism and a second speed change mechanism, and a first and a second shift mechanism, and the differential unit is a five-axis differential device composed of two three-axis differential mechanisms, namely, a first differential mechanism and a second differential mechanism. Preferably, the three-axis differential mechanism is a Ravigneau planetary gear, and the two three-axis differential mechanisms belong to the sun gear shafts and are coaxially connected to form a five-axis differential device, which can be separated into a sun gear coaxial, two planetary cage shafts and two gear ring shafts, and the two planetary cage shafts are outward power transmission shafts;

[0104] The first and second speed change mechanisms are double gear meshing speed change mechanisms, each comprising an input gear and an output gear;

[0105] The input gear of the first speed change mechanism is coaxially connected to the transmission shaft of the second power source, and the output gear thereof is coaxially connected to the ring gear shaft of the second differential mechanism, and the first shift mechanism is sleeved on the coaxial sun gear of the differential unit, forming a differential structure that can integrally lock and unlock the first differential mechanism or the second differential mechanism;

[0106] The input gear of the second speed change mechanism is coaxially sleeved on the first power source transmission shaft, and the output gear thereof is coaxially connected with the ring gear shaft of the first differential mechanism, and the second shift mechanism is sleeved on the first power source transmission shaft, so as to lock the first power source transmission shaft and the second power source transmission shaft in one direction, and lock the first power source transmission shaft and the input gear of the second speed change mechanism in one direction;

[0107] The first power source transmission shaft is coaxially connected to the first power source via a clutch device;

[0108] Under this structure, when used as vehicle drive and the second power source is an electric motor, the hybrid power can be composed of: 1-speed electric 2-wheel drive, 1-speed electric 4-wheel drive, 1-speed hybrid 2-wheel drive, 3-speed differential hybrid 4-wheel drive, which is very suitable for use as a 4-wheel drive configuration, and the hardware combined with the software can be comparable to the 4-wheel drive architecture with a Torsen differential. The first power source is coupled to the second power source for shunt drag and or assisted by inertial drag during travel;

[0109] Furthermore, a third power source is included, and the third power source is located at the position P0 of the first power source and coupled to the first power source. At this time, the coupling of the first power source may not be limited by the minimum speed.

[0110] Furthermore, the clutch device is eliminated, and the first power source is directly connected to the first power source transmission shaft via the torque damping device. At this time, the coupling of the first power source is limited by the minimum rotation speed.

[0111] For four-wheel drive or even more-wheel drive, a mechanical connection structure or an electric transmission structure can be used. When using an electric transmission four-wheel drive or multi-wheel drive configuration, the main structure of the hybrid power system may be connected to only the first power source and the second power source, but not the first power source clutch device, which has little impact on the operation of the entire system.

[0112] In general, the hybrid system operation mode can be summarized as follows:

[0113] When the power source is a hybrid of two types of power sources, the engine and the motor, it can be summarized into three major modes:

[0114] The first category is the electric drive mode, the second category is the fixed ratio hybrid mode, and the third category is the differential hybrid mode;

[0115] The first type of electric drive mode is used for driving from 0 speed when the energy storage system can meet the driving demand, and the motor also has an economic speed range. Therefore, more electric drive gears help improve the electric drive efficiency of the electric drive transmission mode.

[0116] The second type of fixed ratio hybrid mode is used in the engine direct drive mode. At this time, the motor is supported to idle. The motor is mainly responsible for the increase and decrease of energy when the engine works in the optimal efficiency range. This mode is suitable for the energy state conversion with the least hybrid dynamics. The third type of differential hybrid mode is suitable for:

[0117] The driving state starts from 0 speed when the energy storage is depleted. This state is in differential shunt mode. Part of the energy is output to the outside and converted into kinetic energy and inertia to maintain energy consumption, and part of it flows to the energy storage. The shunt power ratio can be adjusted in a wide range. When there is no external output, it is the parking power generation state. Under reasonable configuration, the engine supports full power output;

[0118] High-torque and high-power driving state. This state is generally in differential merging mode. It is generally set to that the motor is in the constant torque range output, and the engine can be in a continuous acceleration until the engine speed limit. This mode can be designed as a state of maximum speed output; and this mode can be used for hybrid rapid acceleration and oil-biased output. After accelerating to the expected speed, the engine decelerates and outputs, and the motor accelerates and outputs until the shaft belonging to the differential unit is relative to 0 speed, that is, active synchronization. At this time, the corresponding shifting mechanism combined with the lock release differential unit can enter the differential mode and enter the fixed ratio hybrid mode. At this time, the engine direct drive output is mainly responsible for inertia to maintain power consumption, the motor is responsible for fine-tuning the addition and subtraction of energy requirements, and the motor is allowed to idle.

[0119] For each differential hybrid gear, since the motor or engine has a speed limit requirement and the maximum output torque of each differential hybrid gear is basically determined, increasing the differential hybrid gear can cover a larger economically adjustable torque range to minimize electric-to-electric conversion; and for each additional differential hybrid gear, at least at least one fixed-ratio hybrid gear can be added at the same time.

[0120] By combining and multiplexing the transmission mechanism of the transmission unit and the differential unit and the combined shifting of the shift mechanism of the transmission unit, the hybrid power system can obtain more available gears than the existing technology.

[0121] When the power source is a hybrid of two types of power sources, engine and hydraulic, the engine needs to have at least a self-starting device, and the applicable scenarios have changed. The efficiency of the hydraulic system is generally lower than that of the electric transmission, but it has extremely high power density and torque density, and the control method can be completely independent of electricity. The hybrid power system can constitute a hydraulic transmission hybrid power system, replacing the aforementioned motor with a hydraulic pump and adding a hydraulic motor to connect the differential unit to the external power transmission shaft. Because the hydraulic power source is a driven power source, the hybrid power system defaults to the aforementioned hydraulic direct drive mode, retains the fixed ratio hybrid mode and the differential hybrid mode, and the hybrid power constitutes a hydraulic transmission hybrid power. Compared with the traditional engine direct-connected hydraulic pump + hydraulic motor drive method, it retains all the original performance, and at the same time can transmit part or even all of the power without hydraulic conversion output, thereby improving the overall transmission efficiency of the system.

[0122] When the power source is a hybrid of the three types of power sources, namely engine, motor and hydraulic, the motor and hydraulic can be connected using their equivalent positions, and the shift mechanism and / or clutch mechanism can be switched to achieve electric transmission hybrid, hydraulic transmission hybrid, electric transmission combined with hydraulic transmission, electric transmission combined with hydraulic transmission combined with direct drive transmission, and engine direct drive transmission.

[0123] On the whole, after the hybrid system exceeds a certain minimum speed limit, the power of the first power source can be 100% used for direct drive. Before that, the direct drive proportion of the first power source starts from zero and increases to 100% for direct drive. The minimum speed limit can be narrowly divided into two types. One is the fixed ratio hybrid state, the speed corresponding to the minimum stable output speed of the first power source; the second is the speed corresponding to the minimum stable output speed of the first power source when multiple power sources are differentially hybrid and output simultaneously without diversion and approximately at the beginning of confluence; usually, the corresponding speed of the second case is much smaller than the first case. For example, if the first power source can be started alone and is equipped with a clutch device, the corresponding speed can be approximately equal to 0. At this time, the hybrid system is similar to an AMT gearbox.

[0124] Effects of the Invention

[0125] The present invention has a relatively shorter transmission chain, less dependence on energy storage, higher system efficiency, and can optimize the power source power output ratio by itself, taking into account both high-performance response and operational economy, and has a simple and reliable structure, low cost, and adaptability to a wide spectrum of working conditions.

[0126] For example, for the hybrid system of a vehicle, the present invention supports a fixed-ratio hybrid cruise mode with the motor idling. The fixed-ratio hybrid state can be equivalent to an AMT gearbox, which can maximize the direct-drive output ratio of the engine and minimize the addition and subtraction energy conversion ratio, solve the stall problem in hardware, and can be used for a smaller capacity or a longer life of the same capacity than Toyota's fifth-generation THSⅡ hybrid system; supports full power output of the differential hybrid mode, and the year-on-year top speed is greatly improved; supports dynamic adjustment of a wide range of power source output ratios, dynamic adjustment of the diversion ratio, and dynamic adjustment of the merging ratio, and can be converted on demand according to the vehicle condition and working condition. BRIEF DESCRIPTION OF THE DRAWINGS

[0127] Figure 1 This is embodiment 1 of the present invention, 1 differential hybrid + 1 fixed ratio hybrid + 1 single drive

[0128] Figure 2 This is the embodiment 2 of the present invention, same as above, 3 power source type

[0129] Figure 3 This is the third embodiment of the present invention, the same as above, the planetary gear reduction structure of the speed change mechanism 210

[0130] Figure 4 This is the fourth embodiment of the present invention, 1 gear differential hybrid + 2 gear fixed ratio hybrid + 1 gear single drive

[0131] Figure 5 This is embodiment 5 of the present invention, 1-speed differential hybrid + 2-speed fixed ratio hybrid + 3-speed electric drive + 1-speed dual electric differential hybrid

[0132] Figure 6 This is embodiment 6 of the present invention, 3-speed electric drive + 6-speed fixed ratio hybrid + 3-speed differential hybrid

[0133] Figure 7 This is embodiment 7 of the present invention, same as above, 3 power sources, less clutch 111, less 2 when electric drive

[0134] Figure 8 Embodiment 8 of the present invention, 3 power sources, 3-speed electric + 2-speed differential hybrid + 4-speed fixed ratio hybrid

[0135] Fig. 9 Embodiment 9 of the present invention, 3 power sources, 1st gear dual drive + 2nd gear fixed ratio hybrid + 1st gear differential hybrid

[0136] Fig.10This is embodiment 10 of the present invention, a five-axle type, 1-speed single-drive single output + 1-speed fixed-ratio hybrid single output + 3-speed differential hybrid dual output

[0137] Fig.11 This is embodiment 11 of the present invention, a five-axle type, three power sources, 1 gear single drive single output + 1 gear fixed ratio hybrid single output + 3 gear differential hybrid dual output

[0138] Fig.12 This is embodiment 12 of the present invention, five-axis type, advanced type

[0139] Fig.13 For the present invention, the electric drive four-wheel drive configuration is implemented 13.

[0140] Fig.14 For the present invention, the mechanical transmission four-wheel drive configuration is implemented 14.

[0141] Figure Number

[0142] 110: first power source, 101: first power source transmission shaft, 111: first power source clutch device,

[0143] 120: second power source, 102: second power source transmission shaft,

[0144] 130: The third power source, 103: The third power source drive shaft, the three numbering rules are different from others

[0145] 210: first speed change mechanism, 211: input gear of the first speed change mechanism, 212: output gear of the first speed change mechanism,

[0146] 220: first shift mechanism, 221: active engaging member of the first shift mechanism, 222: matching locking member of the first shift mechanism,

[0147] 230: second speed change mechanism, 231: input gear of the second speed change mechanism, 232: output gear of the second speed change mechanism,

[0148] 240: second shift mechanism, 241: active engagement member of the second shift mechanism, 242: matching locking member of the second shift mechanism, 243: matching locking member of the second shift mechanism,

[0149] 250: third speed change mechanism, 251: input gear of the third speed change mechanism, 252: output gear of the third speed change mechanism,

[0150] 260: third shift mechanism, 261: active engagement member of the third shift mechanism, 262: matching locking member of the third shift mechanism, 263: matching locking member of the third shift mechanism,

[0151] 270: fourth speed change mechanism, 271: input gear of the third speed change mechanism, 272: output gear of the third speed change mechanism,

[0152] 290: fifth speed change mechanism, 291: input gear of the fifth speed change mechanism, 292: output gear of the fifth speed change mechanism,

[0153] 310: detachable three-axis differential mechanism of the differential unit, 311: sun gear shaft, 312: planet cage shaft, 313: planetary gear, 314: ring gear shaft or another sun gear shaft, 315: output node 1 of the differential unit outward power transmission shaft,

[0154] 320: Separable three-axis differential mechanism of the differential unit, 321: Sun gear shaft, 322: Planet cage shaft, 323: Planetary gear, 324: Ring gear shaft or another sun gear shaft, 325: Output node 2 of the differential unit's outward power transmission shaft

[0155] 410: first differential, 420: second differential, 430: third differential. DETAILED DESCRIPTION

[0156] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments; the components of the embodiments of the present invention described and marked in the drawings can be arranged and designed in various different configurations; therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but only represents some embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention. It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other to form more configurations.

[0157] In the present invention, the differential mechanism 310 / 320 is not limited to the structure in the attached drawings of the embodiment; it can be: a cylindrical gear type single sun gear shaft differential mechanism, a typical structure is a Ravigneau type planetary differential mechanism, a helical gear type double sun gear shaft differential mechanism, a typical structure is a common open wheel differential, a cylindrical gear type double sun gear shaft differential mechanism, a typical structure is a commonly used central spine tube transmission structure differential, and various differential mechanisms derived on the basis of the above, such as a double asteroid Ravigneau type planetary differential mechanism derived from a Ravigneau type planetary differential mechanism, a crown gear planetary differential mechanism derived from a helical gear type double sun gear shaft differential mechanism, and a stepped planetary gear cylindrical gear type double sun gear shaft differential mechanism derived from a cylindrical gear type double sun gear shaft differential mechanism. All of the above can use gear meshing transmission iteration to produce more structural variants and compound variants. All of the above variants can be equivalently replaced in the present invention, and therefore should all be included in the scope of the present invention.

[0158] Unless otherwise specified, the following embodiments may support parking power generation;

[0159] Reference numeral 315 / 325 indicates a power output node of the hybrid system, which is a component coaxially connected to the outward power output shaft of the differential unit, and may be a gear, a sprocket, a pulley, a shaft, etc.;

[0160] In order to express the concept of the present invention clearly, coherently and concisely, only one differential mechanism belonging to the differential unit is used and the connection logic is consistent. The power source 110 is an engine, 120 and 130 are dual-purpose motors, and the structure and configuration of the clutch device are common knowledge in the industry. Therefore, only one number 111 is used to represent the clutch connection;

[0161] Figure 1 Embodiment 1 of the present invention

[0162] It includes: a power source unit, a speed change unit and a differential unit.

[0163] The power source unit includes two separate power sources 110 and 120, wherein the power source 110 is an engine and the power source 120 is a dual-purpose motor;

[0164] The speed change unit includes a speed change mechanism, namely a first speed change mechanism 210, and a shift mechanism, namely a first shift mechanism 220. The first speed change mechanism 210 is a speed change gear pair in which an input gear 211 is meshed with an output gear 212. The first shift mechanism 220 includes an active engagement member 221 and a matching locking member 222.

[0165] The differential unit includes a set of Ravigneau type differential mechanisms 310, and the differential mechanism 310 includes a sun gear shaft 311, a planetary holder shaft 312, a planetary gear 313, and a ring gear shaft 314, wherein the planetary holder 312 is an outward power connection port. In the figure, a transmission member 315 coaxially fixed with the planetary holder 312 is a power extraction starting point.

[0166] The input gear 211 of the first speed change mechanism 210 is coaxially connected to the power source 120 via the transmission shaft 102, and the output gear 212 thereof is coaxially connected to the ring gear shaft 314 of the differential mechanism 310;

[0167] The first power source 110 is connected to the sun gear shaft 311 and the outer shaft 301 via the clutch device 111;

[0168] The active engagement member 221 of the first shift mechanism 220 is coaxially sleeved on the outer shaft 301 of the sun gear shaft 311, and the matching locking member 222 is coaxially connected to the planet holder 312;

[0169] In the pure electric driving state, the clutch device 111 is not engaged, the first shift mechanism 220 is engaged to the left, and 310 is in an integrally rotatable state;

[0170] The first power source 110 is coupled in a running manner by sliding friction of the clutch device 111, and the power source 120 is split or coupled by inertial drag to start the 110, which is limited by the minimum stable output speed of the first power source 110;

[0171] The first power source 110 is decoupled during driving by catching up with the system to bring the three axes of the differential mechanism 310 close to relative zero speed, and the shift device 220 is engaged to the left, and the power source 110 can be decoupled or enter a fixed ratio hybrid mode;

[0172] The hybrid system in this example can form the following table mode:

[0173] Serial number Combination Operations Operation Mode 1 220 combines to the left, 111 does not combine 120 single drive mode 2 220 combines to the left, 111 combines 110+120 fixed ratio hybrid mode 3 220 not combined, 111 combined 110+120 differential hybrid mode

[0174] Generally, the single electric drive mode should be mainly used for medium and low speed drive.

[0175] The fixed ratio hybrid mode should be designed in the common cruising speed range. The main external output comes from the irreversible fuel power source and is allowed to work in the high-efficiency range. The reversible power source is used for energy addition and subtraction adjustment to increase the direct drive ratio as much as possible and reduce the conversion amount.

[0176] The differential hybrid mode is applicable to the full speed range. Unless the battery is low, the hybrid is generally not used at low speed. In the case of dual power sources, the maximum torque range is generally designed to be almost equal at medium and low speeds, whether it is single drive or hybrid. The larger the difference, the smaller the available ratio of installed power will be.

[0177] Regardless of the hybrid state, when it is necessary to accelerate rapidly to a certain cruising speed, the system should first unlock and enter the differential state, and the kinetic energy conversion is preferentially from the fuel (the total efficiency of multi-stage conversion is not higher than that of direct drive in a large range and consumes the energy storage life). After reaching the required speed, the fuel power source slows down, the reversible power source speeds up, the three axes of the differential mechanism 310 are relatively zero speed, the first shift mechanism 220 is combined to enter the fixed ratio hybrid state, and the reversible power source supports idling;

[0178] The clutch device 111 can also be replaced by a locking device 111 , but the transmission chain in the electric drive state becomes longer and the travel coupling drag control is relatively complicated.

[0179] Figure 2 Embodiment 2 of the present invention

[0180] For Figure 1 Based on the embodiment of the same type, the third power source 130 is added to the P0 position of the first power source 110. Figure 1 In this embodiment, the first power source 110 is combined with the third power source 130 to couple into the hybrid power system without a minimum speed limit. After exceeding a certain speed, the coupling impact is relatively Figure 1 The class is smaller, and there is a theoretical interval of no inductive coupling;

[0181] Obviously, the clutch device 111 in this embodiment can also be a one-way clutch structure or a tooth structure. The overall structure is more compact and the parasitic friction is smaller. However, the coupling of the first power source 110 is subject to a minimum speed limit and requires more precise control of active synchronization.

[0182] The hybrid system in this example can form the following table mode:

[0183] This table assumes that the power source 130 is coupled to the power source 110 in a 1:1 ratio, and the actual design speed ratio is greater than 1:1.

[0184] Serial number Combination Operations Operation Mode 1 220 combines to the left, 111 does not combine 120 single drive mode 2 220 combines to the left, 111 combines 110+120+130 fixed ratio hybrid mode 3 220 not combined, 111 combined 110+120+130 differential hybrid mode

[0185] Figure 3 Embodiment 3 of the present invention

[0186] Its basic configuration logic is similar to the structural logic Figure 1 Class embodiment, the difference is Figure 1 The first transmission mechanism 210 of the transmission unit is a parallel axis double gear meshing transmission mechanism, which is a Ravigneau planetary gear transmission mechanism in this embodiment. The input member 211 of the first transmission mechanism 210 is a sun gear 211, and the output member 212 is a planetary retainer 212, which is coaxially connected with the ring gear shaft 314 of the differential mechanism 310. The transmission member 213 is a planetary gear 213, and the transmission member 214 is a ring gear shaft 214, which is fixed to the housing.

[0187] Obviously, adding more first-type speed change mechanisms 210 and shift mechanisms (sliding clutch and / or brake devices) to the power transmission links of the first and second power sources can form a planetary gear type multi-speed input link, that is, connecting the AT speed change mechanism in series with the power transmission link, which can expand the adjustable torque range and economic operation range, and has superior performance. In the present invention, the number of parts in this embodiment with the same performance is relatively large, which is not preferred. The first and second power sources are adjusted to the same side, which is more suitable as a shaft-driven motorcycle hybrid power pack.

[0188] Based on this embodiment, a third power source 130 is added and coupled to the first power source 110 at position P0. The first power source 110 has no minimum speed coupling restriction and has a theoretical non-inductive coupling range.

[0189] Figure 4 Embodiment 4 of the present invention

[0190] Including: power source unit, speed change unit, differential unit,

[0191] The power source unit includes three independent power sources: a first power source 110, a second power source 120, and a third power source 130;

[0192] The speed change unit includes two speed change mechanisms, namely a first speed change mechanism 210 and a second speed change mechanism 230, and two gear shift mechanisms, namely a first gear shift mechanism 220 and a second gear shift mechanism 240;

[0193] The differential unit includes a differential mechanism 310;

[0194] The input gear 211 of the first speed change mechanism 210 is coaxially fixed with the second power source 120, and the output gear 212 thereof is coaxially fixed with the ring gear shaft 314 of the differential mechanism 310;

[0195] The input gear 231 of the second speed change mechanism 230 is coaxially sleeved with the transmission shaft 101, the first power source 110 is coaxially connected with the transmission shaft 101, and the output gear 232 is coaxially fixed with the outer shaft 301 of the sun gear shaft 311 of the differential mechanism 310; the third power source 130 is coaxially connected with the transmission shaft 101;

[0196] The planet holder shaft 312 of the differential mechanism 310 is connected to the power demand outwardly, and the transmission member 315 is a connection node;

[0197] The first shift mechanism 220 is coaxially sleeved on the outer shaft 301, the active engagement member 221 is sleeved on the outer shaft 301, the matching locking member 222 is coaxially fixed with the planet holder 312, and the two are combined to lock the differential mechanism 310 into an integral rotatable structure;

[0198] The second shift mechanism 240 is coaxially sleeved on the transmission shaft 101, the active engagement member 241 thereof is sleeved on the transmission shaft 101, the matching locking member 242 is coaxially fixed with the input gear 211, and the matching locking member 243 is coaxially fixed with the input gear 231. When combined to the left, the input gear 211 and the transmission shaft 101 are locked to rotate as one, and when combined to the right, the input gear 231 and the transmission shaft 101 are locked to rotate as one; the speed change unit and the differential unit are coupled to form a basic transmission chain;

[0199] The first power source 110 is coupled in a running mode, and the third power source 130 is coupled in a dragging mode 110. There is no speed limit for the broad sense coupling, and there is a minimum speed limit for the narrow sense coupling, that is, coupling directly in a torque transmission mode;

[0200] The first power source 110 is decoupled during travel by the system catching up and bringing the three axes of the differential mechanism 310 close to relative zero speed, and the first shift device 220 is engaged to the left, and the first power source 110 can be decoupled or enter a fixed ratio hybrid state;

[0201] The hybrid system in this example can form the following table mode:

[0202] Serial number Combination Operations Operation Mode 1 220 combines to the left, 240 does not combine 120 single drive mode 2 220 combines to the left, 240 does not combine Hybrid 120 Single drive mode 130 Power generation (general coupling) 3 220 combined to the left, 240 combined to the right 110+120+130 fixed ratio hybrid mode 1 4 220 left combined, 240 left combined 110+120+130 fixed ratio hybrid mode 2 5 220 does not combine, 240 combines to the right 110+120+130 differential hybrid mode

[0203] Obviously, one advantage of this type of embodiment is that the parking power generation state is a direct connection structure with extremely small parasitic friction loss, which is more suitable for applications with a large amount of external discharge requirements.

[0204] Figure 5 Embodiment 5 of the present invention

[0205] For Figure 4 On the basis of the embodiment, a clutch device 111 is added to improve Figure 4 The first power source 110 in this category is directly connected to the transmission shaft 101 by connecting the transmission shaft 101 via a clutch device 111;

[0206] Compared with the previous embodiment,

[0207] The hybrid system in this example can add the following modes:

[0208] Serial number Combination operation (111 does not combine) Operation Mode 6 220 combined to the left, 240 combined to the left, 120+130 dual electric fixed ratio hybrid 1 7 220 combines to the left, 240 combines to the right, 130+120 dual electric ratio hybrid 2 8 220 does not combine, 240 combines to the right, 130+120 dual electric differential hybrid

[0209] Obviously, when 120 and 130 are both motors, there are relatively more electric drive gears, and this type of embodiment can have a wider electric drive optimal efficiency range (optimal speed range and optimal load range).

[0210] Figure 6 Embodiment 6 of the present invention

[0211] In this embodiment, compared with Figure 5In the embodiment, the third power source 130 is cancelled, and the speed change unit is provided with two sets of third speed change mechanisms 250 similar to the second speed change mechanism 230 with different gear ratios, a fourth speed change mechanism 270 and a set of shift mechanisms, namely, a third shift mechanism 260.

[0212] In this embodiment, the decoupling and coupling methods of the first power source 110 are similar. Figure 1 Example, Figure 1 This embodiment adds two sets of differential hybrid gears and three sets of fixed ratio hybrid gears, which can better take into account the economical operation of a wide spectrum of working conditions, and can add a direct drive reverse gear of the first power source 110; the first power source 110 is coupled into the system subject to a minimum speed limit;

[0213] The hybrid system in this example can form the following table mode:

[0214] Serial number Combination Operations Operation Mode 1 220 to the left, 240, 260 in the middle, 111 not combined 120 single drive mode 1 2 220 not combined, 240 to the left, 260 to the left, 111 not combined 120 single drive mode 2, fixed ratio differential 1 3 220 not combined, 240 to the left, 260 to the right, 111 not combined 120 single drive mode 3, fixed ratio differential 2 4 220 combined to the left, 240 to the left, 260 in the middle, 111 combined Fixed ratio hybrid 1 5 220 combined to the left, 240 to the right, 260 in the middle, 111 combined Fixed ratio hybrid 2 6 220 to the left, 240 in the middle, 260 to the left, 111 to the left Fixed ratio hybrid 3 7 220 to the left, 240 in the middle, 260 to the right, 111 to the right Fixed ratio hybrid 4 8 220 not combined, 240 to the left, 260 to the left, 111 combined Fixed ratio differential hybrid 1 9 220 not combined, 240 left, 260 right, 111 combined Fixed ratio differential hybrid 2 10 220 not combined, 240 to the right, 260 in the middle, 111 combined Differential Hybrid 1 11 220 not combined, 240 in the middle, 260 to the left, 111 combined Differential Hybrid 2 12 220 not combined, 240 in the middle, 260 right combined, 111 combined Differential Hybrid 3

[0215] Obviously, when the first power source adds a P0 power source, there is no minimum speed limit for the coupling of the first power source; at the same time, the gears are designed as needed and the more the better. Any of the second, third, and fourth gears can also be designed as the reverse gear of the first power source to expand the fault redundant driving performance of the second power source 120.

[0216] Figure 7 Embodiment 7 of the present invention

[0217] In this embodiment, compared with Figure 6 In the similar embodiment, the clutch device 111 is cancelled, the first power source 110 is connected to the transmission shaft 101 via the clutch device 111 instead of being directly connected to the transmission shaft 101, and a third power source 130 at the P0 position coupled to the first power source 110 is added;

[0218] same Figure 6 In contrast, after exceeding the minimum speed range limit, the first power source 110 merges with 130 to achieve relative zero-speed senseless coupling;

[0219] When the present embodiment also includes the first power source 110 and the clutch device 111 , there is no minimum rotation speed restriction.

[0220] The hybrid system in this example can form the following table mode:

[0221] Serial number Combination Operations Operation Mode 1 220 combined to the left, 240, 260 in the middle 120 single drive mode 2 220 to the left, 240 to the left, 260 in the middle Fixed ratio hybrid 1 3 220 to the left, 240 to the right, 260 in the middle Fixed ratio hybrid 2 4 220 to the left, 240 in the middle, 260 to the left Fixed ratio hybrid 3 5 220 to the left, 240 in the middle, 260 to the right Fixed ratio hybrid 4 6 220 not combined, 240 to the left, 260 to the left Fixed ratio differential hybrid 1 7 220 not combined, 240 to the left, 260 to the right Fixed ratio differential hybrid 2 8 220 not combined, 240 right combined, 260 middle Differential Hybrid 1 9 220 not combined, 240 in the middle, 260 combined to the left Differential Hybrid 2 10 220 not combined, 240 in the middle, 260 right combined Differential Hybrid 3

[0222] Figure 8 Embodiment 8 of the present invention

[0223] In this embodiment, the speed change unit includes three groups of speed change mechanisms: a first speed change mechanism 210, a second speed change mechanism 230, a third speed change mechanism 250 and three groups of gear shift mechanisms: a first gear shift mechanism 220, a second gear shift mechanism 240, and a third gear shift mechanism 260;

[0224] The transmission shafts 101 and 102 are coaxially nested, the transmission shaft 101 is connected to the first power source 110 via the clutch device 111, the transmission shaft 102 is directly connected to the second power source 120, and the third power source 130 is coupled to the first power source 110 at the P0 position;

[0225] The input shaft teeth 211 of the first speed change mechanism 210 are coaxially sleeved on the transmission shaft 102, and the output gear 212 thereof is coaxially fixed with the ring gear shaft 314 of the differential mechanism 310 of the differential unit; the input gears 231, 251 of the second speed change mechanism 230 and the third speed change mechanism 250 are coaxially fixed on the transmission shaft 101, and the output gears 232, 252 thereof are coaxially sleeved on the outer extension shaft 301 of the sun gear shaft 311 of the differential mechanism 310;

[0226] The active coupling member 221 of the first shift mechanism 220 is sleeved on the extension shaft 301, and the matching locking member is coaxially fixed on the ring gear shaft 314 of the differential mechanism 310;

[0227] The active coupling member 241 of the second shift mechanism 240 is sleeved on the transmission shaft 102, the matching locking member 242 is coaxially fixed on the input gear 211, and the matching locking member 243 is coaxially fixed on the transmission shaft 101;

[0228] The active coupling member 261 of the third shift mechanism 260 is sleeved on the extension shaft 301, the matching locking member 262 is coaxially fixed on the output gear 232, and the matching locking member 263 is coaxially fixed on the output gear 252;

[0229] The hybrid system in this example can form the following table mode:

[0230] Serial number Combination Operations Operation Mode 1 111 not combined, 220 combined to the left, 240 combined to the left, 260 in the middle Electric 1st gear 2 111 does not combine, 220 combines to the left, 240 combines to the right, 260 combines to the left Electric 2 gears 3 111 does not combine, 220 combines to the left, 240 combines to the right, 260 combines to the right Electric 3 gears 4 111 combined, 220 combined to the left, 240 combined to the left, 260 combined to the left Fixed ratio hybrid 1st gear 5 111 combined, 220 combined to the left, 240 combined to the left, 260 combined to the right Fixed ratio hybrid 2 gear 6 111 combined, 220 combined to the left, 240 combined to the right, 260 combined to the left Fixed ratio hybrid 3 gears 7 111 combined, 220 combined to the left, 240 combined to the right, 260 combined to the right Fixed ratio hybrid 4 gears 8 111 combined, 220 not combined, 240 combined to the left, 260 combined to the left Differential Hybrid 1st gear 9 111 combined, 220 not combined, 240 combined to the left, 260 combined to the right Differential Hybrid 2 gears

[0231] Fig. 9 Embodiment 9 of the present invention

[0232] The overall structure is similar Figure 4 Similar embodiment, the difference is that a third speed change mechanism 250 is added, and the direct connection between the third power source 130 and the transmission shaft 101 is changed to a speed change coupling with the planet holder 312 via the third speed change mechanism 250;

[0233] The hybrid power system in this embodiment can form the following table mode:

[0234] Serial number Combination Operations Operation Mode 1 220 combined to the left, 240 in the middle 120+130 dual drive 2 220 left combined, 240 left combined Fixed ratio hybrid mode 1 3 220 combined to the left, 240 combined to the right Fixed ratio hybrid mode 2 4 220 does not combine, 240 combines to the right Differential Hybrid Mode

[0235] Furthermore, the present embodiment adds a power source located at the position P0 on the side of the first power source 110 to start the first power source 110, replaces the second power source 120 with a variable displacement hydraulic pump, replaces the third power source 130 with a variable displacement hydraulic motor, and adds a clutch device 111. The first power source 110 is connected to the transmission shaft 101 via the clutch device 111. The hybrid power system becomes a hydraulic transmission hybrid power system, and the operation mode is as shown in the following table:

[0236] Serial number Combination Operations Operation Mode 1 220 does not combine, 240 combines to the right, 111 combines Differential Hybrid Mode 2 220 combined to the left, 240 combined to the left, 111 combined Fixed ratio hybrid mode 1 3 220 combined to the left, 240 combined to the right, 111 combined Fixed ratio hybrid mode 2

[0237] The energy-saving principle is that it can transform all the hydraulic conversion required in traditional hydraulic transmission into at least part of direct output without hydraulic conversion, thereby improving the overall transmission efficiency.

[0238] Fig.10 Embodiment 10 of the present invention

[0239] The 5-axis structure can be separated. In the drawings of this embodiment, it is a double-input and double-output structure; it includes: a power source unit, a speed change unit, and a differential unit.

[0240] The power source unit includes two separate and independent first power sources 110 and second power sources 120. The first power source 110 is an engine connected to the input shaft 101 via a clutch device 111. The second power source 120 is a dual-purpose motor.

[0241] The differential unit includes two sets of Ravigneau differential mechanisms 310 and 320, wherein the differential mechanism 310 includes a sun gear shaft 311, a planet holder shaft 312, a planet gear 313, and a ring gear shaft 314, and the differential mechanism 320 includes a sun gear shaft 321, a planet holder shaft 322, a planet gear 323, and a ring gear shaft 324, wherein the planet holders 312 and 322 are outward power connection ports, and the sun gear shafts 311 and 321 are coaxially connected. In the figure, the coaxial extension sections 315 and 325 with the planet holders 312 and 322 are the power extraction starting points;

[0242] The speed change unit includes two groups of speed change mechanisms: a first speed change mechanism 210, a second speed change mechanism 230 and two groups of shifting mechanisms: a first shifting mechanism 220, a second shifting mechanism 240. The transmission shaft 101 of the first power source 110 and the transmission shaft 102 of the second power source 120 are coaxially sleeved / nested. The second shifting mechanism 240 is sleeved on the transmission shaft 101. The first speed change mechanism 210 is a speed change gear pair meshed with an input gear 211 and an output gear 212. The second speed change mechanism 230 is a speed change gear pair meshed with an input gear 231 and an output gear 232. The output gear 212 of the first speed change mechanism 210 is coaxially fixed with the ring gear shaft 324 of the differential mechanism 320. The output gear 232 of the second speed change mechanism 230 is coaxially fixed with the ring gear shaft 314 of the differential mechanism 310.

[0243] The first shift mechanism 220 includes an active engagement member 221 and matching locking members 222 and 223. The active engagement member 221 is coaxially sleeved on the sun gear shafts 311 and 321 connecting shaft 301. The matching locking member 222 is coaxially connected to the ring gear shaft 314. The matching locking member 223 is coaxially connected to the ring gear shaft 324.

[0244] The second shift mechanism 240 includes an active engagement member 241 and matching locking members 242 and 243. The matching locking member 242 is coaxially connected to the input gear 211. The input gear 211 is coaxially connected to the transmission shaft 102 of the second power source 120. The matching locking member 242 is coaxially connected to the input gear 231 and is sleeved on the transmission shaft 101.

[0245] The coupling mode of the first power source 110 during the running is: the clutch device 111 is engaged by sliding friction, and the second power source 120 is shunted or assisted by inertial drag to start the first power source 110; the coupling system of the first power source 110 is subject to minimal restrictions, and there is a theoretical zero-impact coupling interval;

[0246] The first power source 110 is decoupled in the running state as follows: if any one of the differential mechanisms 310 / 320 is locked into an integral rotating structure, the first power source 110 can be decoupled from right to left to the middle position through the clutch device 111 and / or the second shift mechanism 240 .

[0247] The hybrid system in this example can form the following table mode:

[0248] Serial number Combination Operations Operation Mode 1 220 combined to the left, 240 in the middle 120 single drive left output mode 2 220 joins to the right, 240 is in the middle 120 single drive dual output mode 3 220 combined to the left, 240 combined to the left, 111 combined 110+120 fixed ratio hybrid left output mode 4 220 combined to the left, 240 combined to the right, 111 combined 110+120 differential hybrid dual output mode 1 (310 differential) 5 220 in the middle, 240 to the right, 111 to the right 110+120 differential hybrid dual output mode 2 (full differential) 6 220 in the middle, 240 to the left, 111 to the left 110 and 120 direct connection 7 220 right combination, 240 right combination, 111 combination 110+120 differential hybrid dual output mode 3 (320 differential)

[0249] In this embodiment, 315 and 325 can directly connect two differentials to form a four-wheel drive structure, and the differential unit can exist as a central differential: 310 three-axis differential or 320 three-axis differential or 310+320 five-axis differential

[0250] Obviously, adding gears similar to the gear shift mechanism 230 can further optimize the output of the power source 110 to adapt to more complex working conditions;

[0251] Obviously, based on the basic logic of this embodiment, the power source unit, the speed change unit, and the differential unit can be further expanded and increased to form a decentralized multi-drive structure;

[0252] Obviously, further, the first shift mechanism 220 can be eliminated and replaced with an electric power source, and the hybrid power system can obtain similar performance.

[0253] Fig.11 Embodiment 11 of the present invention

[0254] The transmission structure is basically the same as the previous embodiment, except that the first power source 110 is connected to the transmission shaft 101 via the clutch device 111 instead of being directly connected to the transmission shaft 101, and a third power source 130 coupled to the first power source 110 at the P0 position is added. The difference between this embodiment and the previous embodiment in terms of operation mode is:

[0255] The first power source 110 is started without any impact. Furthermore, when the clutch device 111 is added, the first power source 110 is coupled without any minimum speed restriction.

[0256] Alternatively, the clutch device 111 is a one-way clutch structure and a tooth meshing structure, and the first power source 110 is coupled with a minimum speed limit;

[0257] The third power source 130 in this embodiment may only exist as a starting device.

[0258] Fig.12 Embodiment 12 of the present invention

[0259] For Fig.11 The power source 130 is added to the same type, and the power source 130 is coaxially connected with the transmission shaft 101. When the power source 130 is also a dual-purpose motor, the electric mode adds a similar Fig.10 The driving modes of the power sources 110 and 120 are similar.

[0260]

[0261] Fig.13 Embodiment 13 of the present invention

[0262] Electric drive four-wheel drive configuration. The basic structure of the upper part is the same Figure 4 Similar embodiment, but the third power source 130 is shifted to be coupled to the second differential 420 via the sixth speed change mechanism 290, and the first differential 410 is coupled to the shaft of the differential mechanism 310 connected to the power demand outside, namely the planet holder shaft 312 via the fifth speed change mechanism 280;

[0263] Obviously, it is feasible to replace the upper half with any of the aforementioned embodiments, and any non-conflicting connections can be used to couple with each other.

[0264] Fig.14 Embodiment 14 of the present invention

[0265] Mechanical transmission four-wheel drive configuration. In this embodiment, it includes a first differential 410, a second differential 420, and a third differential 430, wherein the first differential 410 is coupled to the outward output shaft 312 and exists as a central (inter-axle) differential, and the second differential 420 and the third differential 430 exist as inter-wheel differentials, which is a four-wheel drive mechanical transmission configuration. Obviously, the upper part can be replaced with any configuration;

[0266] This type of embodiment is particularly suitable for replacing the direct hybrid power system of traditional fuel four-wheel drive vehicles.

[0267] The structural logic of the present invention has a variety of arrangement layouts, bilateral symmetry and axial symmetry. The attached drawings are only typical of the hundreds of structures studied. The attached drawings of the embodiments are only for the convenience of identification and explanation of the ideas of the present invention, and are not used to limit the layout structure of the present invention.

[0268] For professional and technical personnel in this field, the selection and configuration of transmission forms such as gear tooth profiles, the selection and configuration of bearings, the basic transmission configuration using relay connections to adjust position, the configuration of lubrication and control oil circuits, additional parking brakes, oil pumps, valves, actuators, etc. are basic professional qualities and can be designed accordingly based on actual conditions.

[0269] The present invention is not limited to the above-mentioned optional implementation modes. Anyone can derive other various forms of products under the inspiration of the present invention. However, no matter what changes are made in the shape or structure, all technical solutions that fall within the scope defined by the claims of the present invention fall within the protection scope of the present invention.

Claims

1. A hybrid power system, characterized in that: include: Power source unit, transmission unit, differential unit; The power source unit comprises at least two independent power sources, the first power source is an engine, and the others are motors and / or hydraulic power sources; The speed change unit comprises at least one speed change mechanism and one gear shift mechanism; The speed change mechanism is a gear coupling or chain-belt coupling speed change mechanism, including an input member and an output member. When the speed change mechanism is a planetary gear speed change mechanism, it includes a sun gear, a planetary cage, and a ring gear. Preferably, the sun gear is the input member of the speed change mechanism. When the speed change mechanism is not a planetary gear speed change mechanism, it also includes an input shaft and an output shaft. The input shaft and the output shaft can be common members. Preferably, it is a double-gear meshing speed change mechanism, and the input member and the output member are both gears. The shift mechanism has at least two working positions and is a tooth-tooth combination structure or a sliding friction combination structure or a composite structure. When the corresponding speed change mechanism is a planetary gear speed change structure, preferably, the shift mechanism is a clutch or brake of a sliding friction combination structure; The differential unit can be separated into at least three shafts, including at least one sun gear shaft and one planet cage shaft, and the remaining at least one shaft is a ring gear shaft or another sun gear shaft. At least one of the separable shafts is an outward power transmission shaft connected to the power demand, and the remaining at least one shaft is connected to at least one power source via the speed change mechanism of the speed change unit. The remaining at least one shaft is directly or via the speed change mechanism of the speed change unit. Connected to another power source, at least one shaft connected to the power demand and at least two shafts connected to the power source constitute a differential structure, and the output member of the speed change mechanism is coaxially sleeved or coaxially connected with the corresponding separation shaft of the differential unit; When the speed change unit only includes one speed change mechanism and one shift mechanism, the shift mechanism is a first shift mechanism, and the first shift mechanism is coaxially sleeved with the differential unit to form a structure for integrally locking the differential unit so as to rotate as a whole and a structure for unlocking the differential unit so as to rotate differentially; When the transmission unit includes two or more transmission mechanisms and one shifting mechanism, the transmission mechanism is not a planetary gear transmission structure, and at least two transmission mechanisms have input parts or intermediate transmission parts coaxially arranged, and the output parts are coaxially fixed with two corresponding shafts of the differential unit, and the shifting mechanism is a first shifting mechanism, which can be sleeved with the coaxial shaft of the transmission mechanism, and can lock the input links of the two transmission mechanisms as a whole, forming a linkage forced fixed ratio rotation structure of the shaft of the differential unit and an unlocking differential rotation structure; When the speed change unit comprises one or more speed change mechanisms and two or more shifting mechanisms, and the speed change mechanism is a planetary gear speed change structure, except for the first shifting mechanism, the other shifting mechanisms are preferably clutches or brakes of a sliding friction combination structure; When the speed change unit includes two or more speed change mechanisms and two or more shifting mechanisms, and the speed change mechanism is not a planetary gear speed change structure, except for the first shifting mechanism, the other shifting mechanisms are sleeved on the input shaft or output shaft of the speed change mechanism, forming a shifting structure that combines the corresponding input member and the input shaft or the output member and the output shaft into one body to lock the rotation and separate the relative free rotation.

2. The hybrid power system according to claim 1, characterized in that: When the power source is a motor, it is preferably a generator and a motor; when a power source is located at the first power source P0 position, it is preferably a starter motor; The hydraulic power source is a driven power source, preferably used in pairs, and preferably equipped with a clutch device or a locking device for decoupling.

3. The hybrid power system according to claim 1, characterized in that: The shift mechanism of the speed change unit is combined with active synchronization and / or passive synchronization, preferably a dog-tooth structure or a sliding friction structure; The shift mechanism of the speed change unit may be a combination of different structural types. When located in a differential unit, the shift mechanism may be a differential lock structure and may be an incompletely coupled structure. When the speed change unit includes two or more speed change mechanisms and two or more gear shift mechanisms, the speed change unit can adopt a combined gear shift and the corresponding speed change mechanisms can be reused.

4. The hybrid power system according to claim 1, characterized in that: Including at least one clutch device and / or locking device: The clutch device is configured to couple the power source into and decouple the power source from the hybrid power system structure, and can be located at any transmission position of the power source transmission link. A clutch device of any structure can be used, preferably a sliding friction structure clutch device; The locking device locks the power source input linkage input shaft into a non-rotatable structure and can be located at any transmission position of the power source transmission link. Preferably, it is a sliding friction type structure locking device.

5. The hybrid power system according to claim 1, characterized in that: The power source unit includes a first power source, a second power source, and a third power source, the speed change unit includes a first speed change mechanism, a second speed change mechanism, and a first shift mechanism, a second shift mechanism, and the differential unit can separate the sun gear shaft, the planet cage shaft, and the ring gear shaft or another sun gear shaft; The first, second and third speed change mechanisms are double gear meshing speed change mechanisms, each comprising an input gear and an output gear; The input gear of the first speed change mechanism is coaxially connected to the transmission shaft of the second power source, and the output gear thereof is coaxially connected to the ring gear shaft of the differential unit or another sun gear shaft, and the first shift mechanism is sleeved on the sun gear outer shaft of the differential unit, forming a differential structure that can lock and unlock the differential unit as a whole; The input gear of the second speed change mechanism is coaxially sleeved on the first power source transmission shaft, and the output gear thereof is coaxially connected with the outer extension shaft of the sun gear shaft of the differential unit, and the second shift mechanism is sleeved on the first power source transmission shaft, forming a structure for integrally locking the first power source transmission shaft and the second power source transmission shaft on one side and integrally locking the first power source transmission shaft with the input gear of the second speed change mechanism on the other side; The input gear of the third speed change mechanism is coaxially connected to the transmission shaft of the third power source, and the output gear thereof is coaxially connected to the planetary retainer shaft of the differential unit; The first power source transmission shaft is coaxially connected to the first power source; It may also include a fourth power source and a first power source clutch device, wherein the fourth power source is coupled to the first power source at the P0 position, and the first power source transmission shaft is connected to the first power source via the clutch device, or only includes the first power source clutch device, and the first power source transmission shaft is connected to the first power source via the clutch device.

6. The hybrid power system according to claim 4, characterized in that: The power source unit includes a first power source and a second power source, the speed change unit includes a first speed change mechanism and a first shift mechanism, and the differential unit can separate the sun gear shaft, the planet cage shaft and the ring gear shaft or another sun gear shaft; The first speed change mechanism is a double-gear meshing speed change mechanism, the input gear of which is coaxially connected to the transmission shaft of the second power source, and the output gear of which is coaxially connected to the ring gear shaft of the differential unit or another sun gear shaft, and the first shift mechanism is sleeved on the sun gear extension shaft of the differential unit, forming a differential structure that can lock and unlock the differential unit as a whole; The sun gear outer shaft of the differential unit is connected to the first power source via a clutch device; A third power source may also be included, wherein the third power source is coupled to the first power source at position P0.

7. The hybrid power system according to claim 4, characterized in that: The power source unit includes a first power source and a second power source, the speed change unit includes a first speed change mechanism and a first shift mechanism, and the differential unit can separate the sun gear shaft, the planet retainer shaft and the ring gear shaft; The first speed change mechanism is a planetary gear speed change mechanism, the gear ring shaft of which is fixed relative to the housing, the input gear of which is a sun gear of the planetary gear speed change mechanism, which is coaxially connected to the transmission shaft of the second power source, the output gear of which is a planetary retainer of the planetary gear speed change mechanism, which is coaxially connected to the gear ring shaft of the differential unit, and the first shift mechanism is sleeved on the sun gear outer shaft of the differential unit, forming a differential structure that can lock and unlock the differential unit as a whole; The sun gear outer shaft of the differential unit is connected to the first power source via a clutch device; It may also include a third power source, the third power source is coupled to the first power source at position P0; It may also include other speed transmission mechanisms with similar structural logic to the first speed transmission mechanism. The other speed transmission mechanisms may be located in the power transmission chain of the first and / or second power sources. It may also synchronously include a shifting mechanism for controlling the other speed transmission mechanisms. The shifting mechanism is preferably a sliding clutch mechanism and / or a locking mechanism.

8. The hybrid power system according to claim 4, characterized in that: The power source unit includes a first power source, a second power source, and a third power source, the speed change unit includes a first speed change mechanism, a second speed change mechanism, and a first shift mechanism, a second shift mechanism, and the differential unit can separate the sun gear shaft, the planet cage shaft, and the ring gear shaft or another sun gear shaft; The first and second speed change mechanisms are double gear meshing speed change mechanisms; The input gear of the first speed change mechanism is coaxially connected to the transmission shaft of the second power source, and the output gear thereof is coaxially connected to the ring gear shaft of the differential unit or another sun gear shaft, and the first shift mechanism is sleeved on the sun gear outer shaft of the differential unit, forming a differential structure that can lock and unlock the differential unit as a whole; The input gear of the second speed change mechanism is coaxially sleeved on the first power source transmission shaft, and the output gear thereof is coaxially connected with the outer extension shaft of the sun gear shaft of the differential unit, and the second shift mechanism is sleeved on the first power source transmission shaft, forming a structure for integrally locking the first power source transmission shaft and the second power source transmission shaft on one side and integrally locking the first power source transmission shaft with the input gear of the second speed change mechanism on the other side; The first power source transmission shaft coaxially connects the first power source and the third power source; A clutch device may also be included, wherein the first power source transmission shaft is connected to the first power source via the clutch device; It may also include a fourth power source, the fourth power source being coupled to the first power source at position P0; It can also include more other speed change mechanisms similar to the second speed change mechanism and their corresponding gear shift mechanisms.

9. The hybrid power system according to claim 4, characterized in that: The power source unit includes a first power source and a second power source, the speed change unit includes first, second, third and fourth speed change mechanisms and first, second and third shift mechanisms, and the differential unit can separate the sun gear shaft, the planet cage shaft and the ring gear shaft or another sun gear shaft; The first, second, third and fourth speed change mechanisms are double gear meshing speed change mechanisms, each comprising an input gear and an output gear; The input gear of the first speed change mechanism is coaxially connected to the transmission shaft of the second power source, and the output gear thereof is coaxially connected to the ring gear shaft of the differential unit or another sun gear shaft, and the first shift mechanism is sleeved on the outer extension shaft of the sun gear shaft of the differential unit, forming a differential structure that can lock and unlock the differential unit as a whole; The input gear of the second speed change mechanism is coaxially sleeved on the first power source transmission shaft, and the output gear thereof is coaxially connected with the outer extension shaft of the sun gear shaft of the differential unit, and the second shift mechanism is sleeved on the first power source transmission shaft, forming a structure for integrally locking the first power source transmission shaft and the second power source transmission shaft on one side and integrally locking the first power source transmission shaft with the input gear of the second speed change mechanism on the other side; The input gears of the third and fourth speed change mechanisms are coaxially connected to the first power source transmission shaft, and the output gears thereof are coaxially sleeved on the outer extension shaft of the sun gear shaft of the differential unit, and the third shift mechanism is coaxially sleeved on the outer extension shaft of the sun gear shaft of the differential unit, forming a structure for locking the outer extension shaft and the output gear of the third speed change mechanism as a whole on one side, and locking the outer extension shaft and the output gear of the fourth speed change mechanism as a whole on the other side, or, the input gears of the third and fourth speed change mechanisms are coaxially sleeved on the first power source transmission shaft, and the output gears thereof are coaxially connected to the outer extension shaft of the sun gear shaft of the differential unit, and the third shift mechanism is coaxially sleeved on the first power source transmission shaft, forming a structure for locking the first power source transmission shaft and the input gear of the third speed change mechanism as a whole on one side, and locking the first power source transmission shaft and the input gear of the fourth speed change mechanism as a whole on the other side; The first power source transmission shaft is coaxially connected to the first power source via a clutch device; It may also include a third power source, the third power source is coupled to the first power source at position P0; The second, third and fourth speed change mechanisms may be increased or decreased, with at least one set remaining; The first power source clutch device may also be eliminated, and the first power source transmission shaft is connected to the first power source via a torque damping device.

10. The hybrid power system according to claim 4, characterized in that: The power source unit includes a first power source, a second power source, and a third power source, the speed change unit includes a first, a second, and a third speed change mechanism and a first, a second, and a third shift mechanism, and the differential unit can separate the sun gear shaft, the planet cage shaft, and the ring gear shaft or another sun gear shaft; The first, second and third speed change mechanisms are double gear meshing speed change mechanisms, each comprising an input gear and an output gear; The input gear of the first speed change mechanism is coaxially sleeved with the second power source transmission shaft, and the output gear thereof is coaxially connected with the ring gear shaft of the differential unit or another sun gear shaft, and the first shift mechanism is sleeved on the outer extension shaft of the sun gear shaft of the differential unit, forming a differential structure that can lock and unlock the differential unit as a whole; The second shift mechanism is sleeved on the second power source transmission shaft, forming a structure for locking the second power source transmission shaft and the input gear of the first speed change mechanism together on one side, and locking the second power source transmission shaft and the first power source transmission shaft together on the other side; The input gears of the second and third speed change mechanisms are coaxially connected to the transmission shaft of the first power source, and the output gears thereof are coaxially sleeved on the outer extension shaft of the sun gear shaft of the differential unit, and the third shift mechanism is coaxially sleeved on the outer extension shaft of the sun gear shaft of the differential unit, forming a structure that combines the outer extension shaft with the output gear of the second speed change mechanism on one side and combines the outer extension shaft with the output gear of the third speed change mechanism on the other side; The first power source transmission shaft is coaxially connected to the first power source via a clutch device, and the third power source is coupled to the first power source at position P0; It may also include other speed change mechanisms and other shifting mechanisms that have more structural logics similar to the second and third speed change mechanisms.

11. The hybrid power system according to claim 4, characterized in that: The power source unit includes a first power source and a second power source, the speed change unit includes a first speed change mechanism and a second speed change mechanism, and a first and a second shift mechanism, and the differential unit is a five-axis differential device composed of two three-axis differential mechanisms, namely, a first differential mechanism and a second differential mechanism. Preferably, the three-axis differential mechanism is a Ravigneau planetary gear, and the two three-axis differential mechanisms belong to the sun gear shafts and are coaxially connected to form a five-axis differential device, which can be separated into a sun gear coaxial, two planetary cage shafts and two gear ring shafts, and the two planetary cage shafts are outward power transmission shafts; The first and second speed change mechanisms are double gear meshing speed change mechanisms, each comprising an input gear and an output gear; The input gear of the first speed change mechanism is coaxially connected to the transmission shaft of the second power source, and the output gear thereof is coaxially connected to the ring gear shaft of the second differential mechanism, and the first shift mechanism is sleeved on the coaxial sun gear of the differential unit, forming a differential structure that can integrally lock and unlock the first differential mechanism or the second differential mechanism; The input gear of the second speed change mechanism is coaxially sleeved on the first power source transmission shaft, and the output gear thereof is coaxially connected with the ring gear shaft of the first differential mechanism, and the second shift mechanism is sleeved on the first power source transmission shaft, forming a structure for integrally locking the first power source transmission shaft and the second power source transmission shaft on one side and integrally locking the first power source transmission shaft with the input gear of the second speed change mechanism on the other side; The first power source transmission shaft is coaxially connected to the first power source via a clutch device; It may also include a third power source, the third power source is coupled to the first power source at position P0; When a third power source is included, the clutch device can be eliminated, and the first power source transmission shaft is directly connected to the first power source via the torque damping device; It may also include a third power source and a first power source clutch device, wherein the third power source is coaxially connected with the transmission shaft of the first power source.

12. The hybrid power system according to any one of claims 4, 6, 7, 8, 9, 10 and 11, characterized in that: The speed change unit further includes a first power source reverse speed change mechanism.

13. The hybrid power system according to claims 1 to 12, characterized in that: Also includes: A differential unit, wherein the differential unit comprises at least one differential, wherein the differential is coupled to an outward power transmission shaft of the differential unit through mechanical transmission and / or hydraulic transmission, or the differential is independently coupled through electrical transmission, or coupled through electromechanical composite transmission.

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