Hybrid drive systems and vehicles

Abstract

The present disclosure relates to a hybrid drive system and vehicle. The system includes: an engine; a first electric motor, wherein a power shaft of the first electric motor is coaxially connected to an output shaft of the engine; a transmission located between the engine and the first electric motor, the transmission comprising a dual clutch, a first gear set, and a second gear set, wherein the output shaft of the engine is connected to the input of the dual clutch, a first output shaft of the dual clutch is connected to the first gear set, and a second output shaft of the dual clutch is connected to the second gear set; and an output unit for outputting power transmitted by the first gear set or the second gear set to drive the vehicle.

Description

Technical Field

[0001] The present disclosure relates to a hybrid drive system and a vehicle. Background Art

[0002] Humanity today faces the twin challenges of energy scarcity and environmental degradation. Traditional vehicles are increasingly plagued by the oil crisis, and energy conservation and environmental protection are becoming key development priorities in the automotive industry. In recent years, hybrid vehicles (HEVs), which utilize two different power sources to reduce fuel consumption and emissions, have been developed and commercialized.

[0003] A hybrid drive system is generally composed of an engine, a generator, an electric motor, a power supply, etc. The engine and the power supply jointly provide power for the vehicle, which results in its structure being usually complex, occupying a large space, and having a high cost. Summary of the Invention

[0004] The purpose of the present disclosure is to provide a hybrid power drive system with a simple structure, which can realize two-speed engine drive.

[0005] In order to achieve the above-mentioned objectives, the present disclosure provides a hybrid drive system, including: an engine; a first motor, a power shaft of the first motor being coaxially connected to the output shaft of the engine; a transmission, the transmission being located between the engine and the first motor, the transmission including a dual clutch, a first gear gear set, and a second gear gear set, the output shaft of the engine being connected to the input end of the dual clutch, the first output shaft of the dual clutch being connected to the first gear gear set, and the second output shaft of the dual clutch being connected to the second gear gear set; an output part, the output part being used to output power transmitted by the first gear gear set or the second gear gear set to drive the vehicle.

[0006] Optionally, the first output shaft of the dual clutch is loosely mounted on the second output shaft, and the second output shaft of the dual clutch is loosely mounted on the power shaft of the first motor.

[0007] Optionally, the input end of the dual clutch is the housing of the dual clutch, one side of the housing is connected to the power shaft of the first motor, and the other side of the housing is connected to the output shaft of the engine, so that the engine output shaft and the power shaft of the first motor rotate synchronously.

[0008] Optionally, one side of the housing is connected to the power shaft of the first motor via a key, and the other side of the housing is connected to the output shaft of the engine via a key.

[0009] Optionally, the input end of the dual clutch is the housing of the dual clutch, the power shaft of the first motor passes through the housing to be connected to the output shaft of the engine, the housing is loosely mounted on the power shaft of the first motor, and the output shaft of the engine is connected to the housing.

[0010] Optionally, a sealing structure is provided between the power shaft of the first motor and the housing.

[0011] Optionally, the transmission includes a transmission output shaft, the transmission output shaft is connected to the first gear gear set and the second gear gear set, and the transmission output shaft transmits power to the output part.

[0012] Optionally, the first gear gear set includes a first driving gear and a first driven gear, the second gear gear set includes a second driving gear and a second driven gear, the first output shaft of the dual clutch is connected to the first driving gear, the second output shaft of the dual clutch is connected to the second driving gear, the transmission output shaft is connected to the first driven gear, and the transmission output shaft is connected to the second driven gear.

[0013] Optionally, the system further includes a second motor, and the output unit is further configured to output power from the second motor to drive the vehicle.

[0014] Optionally, the power shaft of the second motor is connected to the first transmission gear, and the first transmission gear is meshed with the first driving gear.

[0015] Optionally, the power shaft of the second motor is connected to a second transmission gear, and the second transmission gear is meshed with the first driven gear.

[0016] Optionally, the power shaft of the second motor is connected to a third transmission gear, and the third transmission gear is meshed with the second driving gear.

[0017] Optionally, the power shaft of the second motor is connected to a fourth transmission gear, and the fourth transmission gear is meshed with the second driven gear.

[0018] Optionally, the power shaft of the second motor is connected to a fifth transmission gear, the fifth transmission gear is meshed with a sixth transmission gear, and the sixth transmission gear is connected to the transmission output shaft.

[0019] Optionally, the power shaft of the second motor is loosely sleeved on the power shaft of the first motor.

[0020] Optionally, the power shaft of the second motor is coaxially connected to the transmission output shaft.

[0021] Optionally, the system further includes a synchronizer, a seventh transmission gear and an eighth transmission gear, the seventh transmission gear is engaged with the first driven gear, the eighth transmission gear is engaged with the second driven gear, and the power shaft of the second motor is selectively connected to the seventh transmission gear or the eighth transmission gear through the synchronizer.

[0022] In the present disclosure, the combination of a dual clutch and two gear sets enables switching between two gears by controlling the dual clutch, resulting in a simple structure and convenient operation. By coaxially connecting the output shaft of the engine with the power shaft of the first motor, firstly, the engine generates electricity for the first motor when the vehicle is parked. Moreover, the direct connection between the engine and the first motor for power generation is a mechanical connection method, which is more reliable than an electronic control method. Secondly, it eliminates intermediate transmission mechanisms such as gears and belts. On the one hand, it can reduce load and improve transmission efficiency. On the other hand, it allows for modular design of the first motor, eliminating the need to adjust the rotor and stator according to the arrangement of the transmission mechanism. On the other hand, the direct connection between the engine and the first motor can reduce noise. Finally, in terms of spatial layout, the engine, transmission, and first motor are arranged in sequence, fully utilizing the axial space of the powertrain. Moreover, the volume restriction of the first motor is small, which expands the selection range and allows the selection of a suitable motor according to the specific conditions of the vehicle.

[0023] The present disclosure also provides a vehicle including the hybrid drive system as described above.

[0024] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following detailed description, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0026] Figure 1 is a schematic principle diagram of a hybrid drive system according to a first embodiment of the present disclosure;

[0027] Figure 2 is a schematic principle diagram of a hybrid drive system according to a second embodiment of the present disclosure;

[0028] Figure 3 is a schematic principle diagram of a hybrid drive system according to a third embodiment of the present disclosure;

[0029] Figure 4 is a schematic principle diagram of a hybrid drive system according to a fourth embodiment of the present disclosure;

[0030] Figure 5 is a schematic principle diagram of a hybrid drive system according to a fifth embodiment of the present disclosure;

[0031] Figure 6 is a schematic principle diagram of a hybrid drive system according to a sixth embodiment of the present disclosure;

[0032] Figure 7 is a schematic principle diagram of a hybrid drive system according to a seventh embodiment of the present disclosure;

[0033] Figure 8 is a schematic principle diagram of a hybrid drive system according to an eighth embodiment of the present disclosure;

[0034] Figure 9 It is a cross-sectional view of one assembly method of the dual clutch and the power shaft of the first motor;

[0035] Figure 10 It is a cross-sectional view of another assembly method of the dual clutch and the power shaft of the first motor. DETAILED DESCRIPTION

[0036] The following describes the specific embodiments of the present disclosure in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure and are not intended to limit the present disclosure.

[0037] Figure 1 : is a schematic diagram of a hybrid drive system according to a first embodiment of the present disclosure. Figure 1 As shown, the hybrid driving system according to the first embodiment of the present disclosure includes an engine 1, a transmission, an output unit, and a first motor 2. The power of the engine 1 is transmitted to the output unit through the transmission, and the output unit outputs power to drive the vehicle.

[0038] The transmission includes a dual clutch 4, a first gear gear set, and a second gear gear set. Figure 1 、 Figure 8 and Figure 9 As shown, the dual clutch 4 has an input end 41, a first output shaft 42 and a second output shaft 43. The output shaft of the engine 1 is connected to the input end 41 of the dual clutch 4, the first output shaft 42 of the dual clutch 4 is connected to the first gear gear set, and the second output shaft 43 of the dual clutch 4 is connected to the second gear gear set.

[0039] The input end 41 of the dual clutch 4 can be the housing of the dual clutch 4. The dual clutch 4 also includes two driven discs. The first output shaft 42 of the dual clutch 4 can be connected to one of the driven discs via a key, and the second output shaft 43 of the dual clutch 4 can be connected to the other driven disc via a key. Generally, the housing of the dual clutch 4 can be disconnected from both driven discs, that is, the input end 41 is disconnected from both the first output shaft 42 and the second output shaft 43. When it is necessary to engage one of the driven discs, the housing can be controlled to engage with the corresponding driven disc so that they rotate synchronously. The driven disc in turn drives the corresponding output shaft to rotate synchronously. That is, the input end 41 is transmission-connected to one of the first output shaft 42 and the second output shaft 43, so that the power transmitted from the input end 41 can be output through one of the first output shaft 42 and the second output shaft 43.

[0040] In particular, the housing of the dual clutch 4 can also engage with the two driven plates at the same time, that is, the input end 41 can also be transmission-connected to the first output shaft 42 and the second output shaft 43 at the same time, so that the power transmitted from the input end 41 can be output through the first output shaft 42 and the second output shaft 43 at the same time.

[0041] It should be understood that the specific engagement state of the dual clutch 4 is affected by the control strategy. For those skilled in the art, the control strategy can be adaptively set according to the actual transmission mode required, so that switching between multiple modes such as the input end 41 being completely disconnected from the two output shafts and the input end 41 being transmission-connected to one of the two output shafts can be achieved.

[0042] In the present disclosure, the combination of the dual clutch 4 and the two-gear gear sets enables shifting between two gears by controlling the dual clutch 4. Specifically, when the transmission needs to input power in the first gear, the housing of the dual clutch 4 can be controlled to engage with the driven plate corresponding to the first output shaft 42, thereby establishing a transmission connection between the input end 41 of the dual clutch 4 and the first output shaft 42. When the transmission needs to input power in the second gear, the housing of the dual clutch 4 can be controlled to engage with the driven plate corresponding to the second output shaft 43, thereby establishing a transmission connection between the input end 41 of the dual clutch 4 and the second output shaft 43.

[0043] The first gear gear set includes a first driving gear 5 and a first driven gear 6. The first driving gear 5 and the first driven gear 6 can be directly meshed or both meshed with the intermediate gear, thereby connecting the gears through the intermediate gear. The second gear gear set includes a second driving gear 7 and a second driven gear 8. The second driving gear 7 and the second driven gear 8 can be directly meshed or both meshed with the intermediate gear, thereby connecting the gears through the intermediate gear. The first gear gear set can be a low gear set, and the second gear gear set can be a high gear set, but the present disclosure is not limited to this. In other embodiments, the first gear gear set can be a high gear set, and the second gear gear set can be a low gear set.

[0044] The transmission may further include a transmission output shaft 9, on which the first driven gear 6 and the second driven gear 8 are mounted, so that the transmission output shaft 9 can rotate synchronously with the first driven gear 6 and the second driven gear 8. Both the power from the first gear gear set and the power from the second gear gear set are output to the outside through the transmission output shaft 9.

[0045] exist Figure 1 In the first embodiment shown, the hybrid drive system also includes a first motor 2. The transmission is positioned between the engine 1 and the first motor 2. The power shaft 21 of the first motor 2 is coaxially connected to the output shaft of the engine 1. The first output shaft 42 of the dual clutch 4 is loosely mounted on the second output shaft 43 of the dual clutch 4, and the second output shaft 43 of the dual clutch 4 is loosely mounted on the power shaft 21 of the first motor 2. The first motor 2 can both generate electricity when driven by the engine 1 and function as an electric motor to drive the vehicle. By coaxially connecting the output shaft of the engine 1 with the power shaft 21 of the first motor 2, intermediate transmission mechanisms such as gears are eliminated. This reduces load and improves transmission efficiency. It also allows for a modular design of the first motor 2, eliminating the need to adjust the rotor and stator based on the transmission mechanism layout, and further reduces noise. Furthermore, the sequential arrangement of the engine, transmission, and first motor fully utilizes the axial space of the powertrain. Furthermore, the size of the first motor is minimally restricted, allowing for a wide range of options, allowing the appropriate motor to be selected based on the specific needs of the vehicle. By arranging the two output shafts of the dual clutch 4 and the power shaft 21 of the first motor 2 coaxially and loosely, the structure of the hybrid drive system becomes more compact and is convenient for arrangement on the vehicle.

[0046] exist Figure 1 In the first embodiment shown, the power shaft 21 of the first motor 2 can be directly connected to the output shaft of the engine 1 , or can be connected to the output shaft of the engine 1 through the housing of the dual clutch 4 .

[0047] Specifically, in one possible approach, Figure 9As shown, one inner side of the housing of the dual clutch 4 is keyed to the power shaft 21 of the first motor 2, while the other outer side is keyed to the output shaft of the engine 1. In this case, since the power shaft 21 of the first motor 2 does not pass through the housing of the dual clutch 4, there is no need for an additional oil-gas seal between the power shaft 21 of the first motor 2 and the housing of the dual clutch 4. This results in a simple structure and strong sealing reliability.

[0048] In another possible approach, Figure 10 As shown, the power shaft 21 of the first motor 2 passes through the housing of the dual clutch 4 to be keyed to the output shaft of the engine 1. The housing of the dual clutch 4 is loosely mounted on the power shaft 21 of the first motor 2, and the output shaft of the engine 1 is also keyed to the housing of the dual clutch 4. In this case, a sealing structure can be provided between the power shaft 21 of the first motor 2 and the housing of the dual clutch 4 to ensure the internal sealing of the dual clutch 4.

[0049] exist Figure 1 In the first embodiment shown, the hybrid drive system further includes a second motor 3, and the output unit is further configured to output power from the second motor 3 to drive the vehicle. The second motor 3 can function both as an electric motor to drive the vehicle and as a generator to generate electricity.

[0050] The second motor 3 can be connected to the hybrid drive system in a variety of ways. Figure 1 In the first embodiment shown, a first transmission gear 11 is mounted on the power shaft of the second motor 3 , and the first transmission gear 11 rotates synchronously with the power shaft of the second motor 3 . The first transmission gear 11 is engaged with the first driving gear 5 of the first gear gear set.

[0051] The output unit is configured to transmit power from the transmission to the vehicle's wheels. For example, the output unit may include an output gear 17 and a differential 18. The output gear 17 is mounted on the transmission output shaft 9 and rotates synchronously with the transmission output shaft 9. The output gear 17 meshes with the final reduction gear 19 of the differential 18. The function of the differential 18 is to ensure pure rolling motion between the left and right wheels when the vehicle is turning or traveling on uneven surfaces, ensuring pure rolling motion between the wheels on both sides and the ground. The differential 18 is equipped with a final reduction gear 19, which can be located, for example, on the housing of the differential 18.

[0052] Figure 2 2 is a schematic diagram of a second embodiment of the present disclosure. The second embodiment differs from the first embodiment primarily in that, in the second embodiment, a second transmission gear 12 is mounted on the power shaft of the second motor 3, and the second transmission gear 12 meshes with the first driven gear 6 of the first gear set.

[0053] Figure 3 : is a schematic diagram of the third embodiment of the present disclosure. The main difference between the third embodiment and the first embodiment is that in the third embodiment, a third transmission gear 13 is mounted on the power shaft of the second motor 3, and the third transmission gear 13 meshes with the second driving gear 7 of the second gear set.

[0054] Figure 4 : is a schematic diagram of the fourth embodiment of the present disclosure. The fourth embodiment differs from the first embodiment primarily in that, in the fourth embodiment, a fourth transmission gear 14 is mounted on the power shaft of the second motor 3, and the fourth transmission gear 14 meshes with the second driven gear 8 of the second gear set.

[0055] Figure 5 It is a schematic principle diagram of the fifth embodiment according to the present disclosure. The main difference between the fifth embodiment and the first embodiment is that: in the fifth embodiment, the power shaft of the second motor 3 is connected to the transmission output shaft 9 through a pair of transmission gears, and the power shaft of the second motor 3 is loosely mounted on the power shaft 21 of the first motor 2. Specifically, a fifth transmission gear 15 is mounted on the power shaft of the second motor 3, and a sixth transmission gear 16 is mounted on the transmission output shaft 9, and the fifth transmission gear 15 is engaged with the sixth transmission gear 16. The advantage of the fifth embodiment over the first embodiment is that the power shaft of the second motor 3 is loosely mounted on the power shaft 21 of the first motor 2, which enables the two motors to partially overlap in the axial space, thereby reducing the radial size of the powertrain.

[0056] Figure 6 1 is a schematic diagram of the sixth embodiment of the present disclosure. The sixth embodiment differs from the fifth embodiment mainly in that: in the sixth embodiment, the power shaft of the second motor 3 is arranged parallel to the power shaft 21 of the first motor 2, and the two are no longer coaxial and empty.

[0057] Figure 7 is a schematic diagram of a seventh embodiment of the present disclosure. The seventh embodiment differs from the first embodiment primarily in that, in the seventh embodiment, the power shaft of the second motor 3 is coaxially connected to the transmission output shaft 9. Specifically, the power shaft of the second motor 3 and the transmission output shaft 9 may be connected by a key or integrally formed, for example.

[0058] Figure 8: is a schematic diagram of the eighth embodiment of the present disclosure. The difference between the eighth embodiment and the first embodiment is that: in the eighth embodiment, the hybrid drive system further includes a synchronizer 20, a seventh transmission gear 31 and an eighth transmission gear 32, the seventh transmission gear 31 is engaged with the first driven gear 6, the eighth transmission gear 32 is engaged with the second driven gear 8, the seventh transmission gear 31 and the eighth transmission gear 32 are loosely mounted on the power shaft of the second motor 3, the synchronizer 20 is arranged on the power shaft of the second motor 3 and is located between the seventh transmission gear 31 and the eighth transmission gear 32, and the synchronizer 20 is selectively engaged with the seventh transmission gear 31 or the eighth transmission gear 32. In this case, the second motor 3 can achieve two-speed power output. Specifically, when the synchronizer 20 is engaged with the seventh transmission gear 31, the power of the second motor 3 is sequentially transmitted to the wheels through the synchronizer 20, the seventh transmission gear 31, the first driven gear 6, the transmission output shaft 9, the output gear 17, the final reduction gear 19, and the differential 18; when the synchronizer 20 is engaged with the eighth transmission gear 32, the power of the second motor 3 is sequentially transmitted to the wheels through the synchronizer 20, the eighth transmission gear 32, the second driven gear 8, the transmission output shaft 9, the output gear 17, the final reduction gear 19, and the differential 18. The hybrid drive system disclosed herein may have the following operating conditions:

[0059] 1. Pure electric operation of the second motor 3. The input port 41 and both output shafts of the dual clutch 4 are disconnected, the engine 1 and the first motor 2 are deactivated, and the second motor 3 drives the wheels via the differential 18. This operating mode is primarily used for starting, low- to medium-speed driving, or driving on urban roads, while maintaining a high battery charge. The advantage of this operating mode is that the second motor 3 directly drives the vehicle, minimizing the transmission chain and the number of components involved, resulting in the highest transmission efficiency and lowest noise.

[0060] 2. Dual-motor pure electric operating condition. The second motor 3 is the main power source, with full power output; the first motor 2 is an auxiliary power source, with limited power output. The input end 41 of the control dual clutch 4 is connected to one of the two output shafts. The two motors adjust the speed to ensure that the angular velocity transmitted to the transmission output shaft 9 is consistent. This operating condition is mainly used in large load situations such as acceleration, climbing, overtaking, and high speed, and when the battery power is high. This operating condition has better power performance than single-motor drive, better economy and lower noise than hybrid power, and the typical application occasions that can highlight its advantages are congested road conditions with large slopes (winding mountain roads).

[0061] 3. Parallel Operation: Engine 1, first motor 2, and second motor 3 all drive the wheels. The speeds of the two motors are adjustable to match the angular velocity of the transmission output shaft 9. This operation mode offers the advantage of simultaneous operation of the three engines (engine 1, first motor 2, and second motor 3), maximizing power performance.

[0062] 4. Series operating condition: The input end 41 and both output shafts of the dual clutch 4 are disconnected, the engine 1 drives the first motor 2 to generate electricity, and the second motor 3 drives the wheels.

[0063] V. Independent driving condition of the engine 1. The input end 41 of the control dual clutch 4 is connected to one of the two output shafts, the first motor 2 and the second motor 3 are both inoperative, and the dual clutch 4 can be used to achieve gear shifting.

[0064] 6. Engine 1 driving charging operation mode: Based on the independent driving operation mode of the engine 1, the first motor 2 is driven to generate electricity at the same time.

[0065] 7. Braking / Deceleration Feedback Operating Condition: Second motor 3 generates electricity when the vehicle is braking. This operating condition is primarily used when the vehicle is traveling downhill, braking, or decelerating. The advantage of this operating condition is that it maximizes the amount of feedback energy during deceleration or braking.

[0066] 8. Parallel-Parallel Operating Mode. Engine 1 drives first motor 2 to generate electricity. Power is then transferred to differential 18 via dual clutch 4 and the gear train to drive the wheels. Second motor 3 then drives the wheels via differential 18. This operating mode is primarily used in high-load situations like acceleration and climbing, when battery power is low. The advantage of this mode is that it fully utilizes engine 1's power, ensuring vehicle performance while also generating electricity and preserving the battery's charge.

[0067] In the present disclosure, by cleverly combining the dual clutch 4 with the two-speed gear sets, a two-speed transmission with a simple structure and convenient operation is achieved. Since the transmission provides two gears, the speed and torque of the engine 1 can be adjusted to a certain extent, thereby improving the operating efficiency of the engine 1.

[0068] In this disclosure, gear shifting in the transmission is achieved via a dual clutch 4. This allows the engagement of one driven disc to overlap with the disengagement of another during gear shifting, thereby avoiding momentary interruptions in torque transmission and ensuring smooth shifting and vehicle operation. Compared to synchronizers, which have more complex mechanical structures, dual clutches offer significant advantages in both smoothness and reliability.

[0069] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the scope of protection of the present disclosure.

[0070] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0071] In addition, the various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A hybrid drive system, characterized in that: include: Engine (1); a first motor (2), wherein a power shaft (21) of the first motor (2) is coaxially connected to an output shaft of the engine (1), and the first motor (2) is capable of generating electricity under the drive of the engine (1) and driving the vehicle; A transmission, the transmission is located between the engine (1) and the first motor (2), the transmission includes a dual clutch (4), a first gear gear set, and a second gear gear set, the output shaft of the engine (1) is connected to the input end (41) of the dual clutch (4), the first output shaft (42) of the dual clutch (4) is connected to the first gear gear set, the second output shaft (43) of the dual clutch (4) is connected to the second gear gear set, the transmission includes a transmission output shaft (9), the transmission output shaft (9) is connected to the first gear gear set The first gear group is connected to the second gear group, and the transmission output shaft (9) transmits power to the output part. The first gear group includes a first driving gear (5) and a first driven gear (6). The first driving gear (5) is connected to the first output shaft (42), and the first driven gear (6) is connected to the transmission output shaft (9). The second gear group includes a second driving gear (7) and a second driven gear (8). The second driving gear (7) is connected to the second output shaft (43), and the second driven gear (8) is connected to the transmission output shaft (9); an output portion, the output portion being configured to output power transmitted by the first gear set or the second gear set to drive the vehicle; The hybrid drive system further comprises a second motor (3), the second motor (3) being capable of being transmission-connected to the transmission output shaft (9), so that the second motor (3) can generate electricity in two gears; The hybrid drive system further comprises a synchronizer (20), a seventh transmission gear (31) and an eighth transmission gear (32), wherein the seventh transmission gear (31) is engaged with the first driven gear (6), and the eighth transmission gear (32) is engaged with the second driven gear (8), and the power shaft of the second motor (3) is selectively connected to the seventh transmission gear (31) or the eighth transmission gear (32) through the synchronizer (20), so that the second motor can output power in two gears.

2. The system according to claim 1, wherein: The first output shaft (42) of the dual clutch (4) is loosely mounted on the second output shaft (43), and the second output shaft (43) of the dual clutch (4) is loosely mounted on the power shaft (21) of the first motor (2).

3. The system according to claim 2, characterized in that The input end (41) of the dual clutch (4) is a housing of the dual clutch (4), one side of the housing is connected to the power shaft (21) of the first motor (2), and the other side of the housing is connected to the output shaft of the engine (1), so that the output shaft of the engine (1) and the power shaft (21) of the first motor (2) rotate synchronously.

4. The system according to claim 3, characterized in that One side of the housing is connected to the power shaft (21) of the first motor (2) via a key, and the other side of the housing is connected to the output shaft of the engine (1) via a key.

5. The system according to claim 2, wherein: The input end (41) of the dual clutch (4) is the housing of the dual clutch (4), the power shaft (21) of the first motor (2) passes through the housing to be connected to the output shaft of the engine (1), the housing is loosely sleeved on the power shaft (21) of the first motor (2), and the output shaft of the engine (1) is connected to the housing.

6. The system according to claim 5, characterized in that A sealing structure is provided between the power shaft (21) of the first motor (2) and the housing.

7. A vehicle, characterized in that: Comprising a hybrid drive system according to any one of claims 1-6.

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