Hybrid electromechanical coupling systems and vehicles

Abstract

The present disclosure provides a hybrid electromechanical coupling system and a vehicle. The hybrid electromechanical coupling system includes an engine, a drive motor, a generator, a first planetary gear mechanism, a clutch, and a gear train group; the output shaft of the engine is connected to the input shaft of the clutch, the output shaft of the clutch is coupled to the gear train group, and the gear train group is used to couple with the drive wheel; the output shaft of the generator is connected to the first planetary gear mechanism, and the first planetary gear mechanism is also respectively connected to the output shaft of the engine and the input shaft of the clutch; the output shaft of the drive motor is coupled to the gear train group; wherein, by changing the engagement state of the clutch, the system can achieve multi-mode switching. By changing the engagement state of the clutch, the system can achieve multi-mode switching, meet the requirements of different urban working conditions and different vehicle models, can cover HEV models and PHEV models, and have good platformization. The generator increases speed and reduces torque through the first planetary gear transmission mechanism, which can effectively reduce the size of the generator.

Description

Technical Field

[0001] The present disclosure belongs to the technical field of vehicle power systems, and in particular relates to a hybrid electromechanical coupling system and a vehicle. Background Art

[0002] Traditionally, the power system includes an engine (internal combustion engine) and a transmission system consisting of a transmission, a differential and a drive shaft. Its function is to provide the vehicle with the driving power required by the driving wheels.

[0003] However, the above power system has a relatively single driving mode and cannot meet the requirements of different working conditions and different vehicle models. Summary of the invention

[0004] The present disclosure aims to solve at least one of the technical problems existing in the prior art and provide a hybrid electromechanical coupling system and a vehicle.

[0005] In one aspect of the present disclosure, a hybrid electromechanical coupling system is provided, the hybrid electromechanical coupling system comprising an engine, a drive motor, a generator, a first planetary gear mechanism, a clutch, and a gear train set;

[0006] The output shaft of the engine is connected to the input shaft of the clutch, the output shaft of the clutch is coupled to the gear train group, and the gear train group is used to couple with the driving wheel;

[0007] The output shaft of the generator is connected to the first planetary gear mechanism, and the first planetary gear mechanism is also connected to the output shaft of the engine and the input shaft of the clutch respectively;

[0008] The output shaft of the driving motor is coupled to the gear train assembly; wherein,

[0009] By changing the engagement state of the clutch, the system can achieve multi-mode switching.

[0010] In some optional embodiments, during the multi-mode switching process, the drive motor can always provide power to the drive wheel; and / or,

[0011] In the braking mode, the drive motor generates a drive torque and generates an induced current in the winding to charge the power battery.

[0012] In some optional embodiments, the first planetary gear mechanism includes a first sun gear, a first planet carrier and a first ring gear; wherein,

[0013] The first sun gear is connected to the output shaft of the generator, the first planet carrier is coupled to the first sun gear and the first ring gear respectively, the first ring gear is connected to the output shaft of the engine and the first planet carrier is fixed.

[0014] In some optional embodiments, the first planetary gear mechanism includes a first sun gear, a first planet carrier and a first ring gear; wherein,

[0015] The first sun gear is connected to the output shaft of the generator, the first planet carrier is coupled to the first sun gear and the first ring gear respectively, the first planet carrier is connected to the output shaft of the engine and the first ring gear is fixed.

[0016] In some optional embodiments, the hybrid electromechanical coupling system further includes a second planetary gear mechanism; wherein,

[0017] The drive motor is coupled to the gear train set via the second planetary gear mechanism, and the second planetary gear mechanism is also selectively coupled to the first planetary gear mechanism, so that the system can achieve multi-mode switching.

[0018] In some optional embodiments, the second planetary gear mechanism includes a second sun gear, a second planet carrier and a second ring gear; wherein,

[0019] The second sun gear is connected to the output shaft of the drive motor, the second planet carrier is coupled to the second sun gear and the second ring gear respectively, the second planet carrier is connected to the gear train group, and the second ring gear is selectively coupled to the first planet carrier of the first planetary gear mechanism.

[0020] In some optional embodiments, the hybrid electromechanical coupling system further includes a first brake and a second brake; wherein,

[0021] The first end of the first brake is connected to the first planet carrier of the first planetary gear mechanism, and the second end of the first brake is fixed;

[0022] The first end of the second brake is connected to the second ring gear of the second planetary gear mechanism, and the second end of the second brake is fixed.

[0023] In some optional embodiments, the gear train group includes a transmission output shaft, a first transmission wheel and a second transmission wheel; wherein,

[0024] The transmission output shaft is connected to the output shaft of the clutch;

[0025] The first transmission wheel is arranged on the transmission output shaft and is used to couple with the driving wheel;

[0026] The second transmission wheel is coupled to the first transmission wheel and connected to the output shaft of the driving motor.

[0027] In some optional implementations, the engagement state of the clutch is changed according to the magnitude relationship between the power battery SOC value and a preset first threshold value, so that the system can achieve multi-mode switching; and / or,

[0028] According to the magnitude relationship between the vehicle speed value driven by the driving wheel and a preset second threshold value, the engagement state of the clutch is changed so that the system can achieve multi-mode switching.

[0029] Another aspect of the present disclosure provides a vehicle, wherein the vehicle includes the hybrid electromechanical coupling system described above.

[0030] The hybrid electromechanical coupling system and vehicle disclosed in the present invention include an engine, a drive motor, a generator, a first planetary gear mechanism, a clutch, and a gear train group, wherein the output shaft of the engine is connected to the input shaft of the clutch, the output shaft of the clutch is coupled to the gear train group, the gear train group is used to couple with the drive wheel, the output shaft of the generator is connected to the first planetary gear mechanism, the first planetary gear mechanism is also respectively connected to the output shaft of the engine and the input shaft of the clutch, and the output shaft of the drive motor is coupled to the gear train group. In this way, the system can achieve multi-mode switching by changing the engagement state of the clutch, thereby meeting the requirements of different urban working conditions and different vehicle models, covering HEV models and PHEV models, and having good platformization. In addition, the generator increases speed and reduces torque through the first planetary gear transmission mechanism, which can effectively reduce the size of the generator. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 A schematic diagram of the structure of a hybrid electromechanical coupling system according to an embodiment of the present disclosure;

[0032] Figure 2 A schematic structural diagram of a hybrid electromechanical coupling system according to another embodiment of the present disclosure;

[0033] Figures 3 to 6 A schematic diagram of a hybrid electromechanical coupling system according to another embodiment of the present disclosure operating in different modes;

[0034] Figure 7 A schematic structural diagram of a hybrid electromechanical coupling system according to another embodiment of the present disclosure;

[0035] Figures 8 to 12 This is a schematic diagram of a hybrid electromechanical coupling system according to another embodiment of the present disclosure operating in different modes. DETAILED DESCRIPTION

[0036] In order to enable those skilled in the art to better understand the technical solution of the present disclosure, the present disclosure is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0037] like Figure 1 As shown, a hybrid electromechanical coupling system 100 includes an engine 110 , a drive motor 120 , a generator 130 , a first planetary gear mechanism 140 , a clutch 150 and a gear train set 160 .

[0038] For example, Figure 1 As shown, the output shaft 111 of the engine 110 is connected to the input shaft of the clutch 150, and the output shaft of the clutch 150 is coupled to the gear train group 160, and the gear train group 160 is used to couple with the drive wheel 200. The output shaft of the generator 130 is connected to the first planetary gear mechanism 140, and the first planetary gear mechanism 140 is also connected to the output shaft 111 of the engine 110 and the input shaft of the clutch 150 respectively. The output shaft of the drive motor 120 is coupled to the gear train group 160. In this way, the hybrid electromechanical coupling system 100 can achieve multi-mode switching by changing the coupling state of the clutch 150.

[0039] Exemplarily, the multi-mode mentioned above means that, according to the engagement state of the clutch 150 , the hybrid electromechanical coupling system can operate in an engine direct drive mode, a parallel hybrid mode, a series hybrid mode, a pure electric mode, etc.

[0040] Exemplary, combined Figure 3 , the hybrid electromechanical coupling system 100 operates in the engine direct drive mode, at this time, the clutch 150 is engaged, and the power is finally transmitted to the drive wheel 200 by the engine 110, the engine output shaft 111, the clutch 150 and the gear train group 160. In another exemplary embodiment, Figure 4 As shown, the hybrid electromechanical coupling system 100 operates in a parallel hybrid mode, at which time the clutch 150 is engaged, and this mode has a total of three power transmission paths. Path 1: The power of the engine 110 is ultimately transmitted to the drive wheel 200 by the engine output shaft 111, the clutch 150, and the gear train group 160. Path 2: The power of the generator 130 is ultimately transmitted to the drive wheel 200 via the first planetary gear mechanism 140 and the gear train group 160. Path 3: The power of the drive motor 120 is transmitted to the drive wheel 200 via the gear train group 160. Of course, in addition to this, the hybrid electromechanical coupling system 100 may also have some other working modes, which can be specifically referred to in detail below.

[0041] The hybrid electromechanical coupling system of this embodiment includes an engine, a drive motor, a generator, a first planetary gear mechanism, a clutch and a gear train group, wherein the output shaft of the engine is connected to the input shaft of the clutch, the output shaft of the clutch is coupled to the gear train group, the gear train group is used to couple with the drive wheel, the output shaft of the generator is connected to the first planetary gear mechanism, the first planetary gear mechanism is also respectively connected to the output shaft of the engine and the input shaft of the clutch, and the output shaft of the drive motor is coupled to the gear train group. In this way, the system can achieve multi-mode switching by changing the engagement state of the clutch, thereby meeting the requirements of different urban working conditions and different vehicle models, covering HEV models and PHEV models, and having good platformization. In addition, the generator increases speed and reduces torque through the first planetary gear transmission mechanism, which can effectively reduce the size of the generator.

[0042] For example, during the multi-mode switching process, the drive motor 120 can always provide power to the drive wheel 200. Figure 3 and Figure 4 As shown, when the system is converted from the engine direct drive mode to the parallel hybrid mode, the drive motor 120 can continue to work and output power. In this way, it can be ensured that there is no power interruption when the drive wheel 200 switches between modes, and it can be ensured that the drive wheel 200 can smoothly switch between different working modes, thereby improving the user experience.

[0043] For example, Figure 1 As shown, the first planetary gear mechanism 140 includes a first sun gear 141, a first planet carrier 142 and a first ring gear 143. The first sun gear 141 is connected to the output shaft of the generator 130, the first planet carrier 142 is coupled to the first sun gear 141 and the first ring gear 143 respectively, the first ring gear 143 is connected to the output shaft 111 of the engine 110 and the first planet carrier 142 is fixed.

[0044] In addition, in addition to using Figure 1 As shown, the braking element in the first planetary gear mechanism 140 is fixed by the first planet carrier 142, and can also be braked by the first ring gear 143, such as Figure 2 As shown, Figure 1 The difference is that the first planet carrier 142 is connected to the output shaft 111 of the engine 110 and the first ring gear 143 is fixed.

[0045] For example, Figure 1 and Figure 2As shown, the gear train group 160 includes a transmission output shaft 161, a first transmission wheel 162 and a second transmission wheel 163. The first transmission wheel 162 and the second transmission wheel 163 can both adopt a gear structure. Of course, other transmission structures can also be adopted, and this embodiment does not limit this. The transmission output shaft 161 is connected to the output shaft of the clutch 150, the first transmission wheel 162 is arranged on the transmission output shaft 161, the first transmission wheel 162 is used to couple with the driving wheel 200, and the second transmission wheel 163 is coupled with the first transmission wheel 162 and connected to the output shaft of the driving motor 120.

[0046] The following will combine Figures 3 to 6 The power transmission process of the hybrid electromechanical coupling system 100 operating in different modes is described in detail.

[0047] like Figures 3 to 6 As shown, the clutch 150 controls whether the power of the engine 110 is output, so as to realize the switching of multiple modes. When the clutch 150 is disconnected, the system can realize the pure electric mode and the braking energy recovery mode. When the clutch 150 is engaged, the system can realize the hybrid driving mode and the engine-only driving mode, as shown in the following Table 1:

[0048] Table 1

[0049]

[0050] For example, Figure 3 As shown, the system operates in the engine-only drive mode. At this time, the clutch 150 is engaged, and the power is finally transmitted to the drive wheel 200 by the engine 110, the engine output shaft 111, the clutch 150, the transmission output shaft 161, the second transmission wheel 163, and the differential 165.

[0051] For example, Figure 4 As shown, the system works in the parallel hybrid mode. At this time, the clutch 150 is engaged. This mode has three power transmission paths. Path 1: The engine 110, the engine output shaft 111, the clutch 150, the transmission output shaft 161, the second transmission wheel 163, and the differential 165 are finally transmitted to the drive wheel 200. Path 2: The power of the generator 130 is finally transmitted to the drive wheel 200 through the first sun gear 141, the first planetary carrier 142, the first ring gear 143, the transmission output shaft 161, the second transmission wheel 163, and the differential 165. Path 3: The power of the drive motor 120 is finally transmitted to the drive wheel 200 through the third transmission wheel 164, the first transmission wheel 162, the transmission output shaft 161, the second transmission wheel 163, and the differential 165.

[0052] For example, Figure 5As shown, the system works in the series hybrid mode, at this time, the clutch 150 is disengaged, and this mode has two power transmission paths. Path 1: The power of the engine 110 is transmitted to the generator 130 via the engine output shaft 111, the first ring gear 143, the first planetary carrier 142, the sun gear 141, and generates electricity, and the electric energy is stored in the power battery (not shown in the figure). Path 2: The power of the drive motor 120 is finally transmitted to the drive wheel 200 through the third transmission wheel 164, the first transmission wheel 162, the transmission output shaft 161, the second transmission wheel 163, and the differential 165.

[0053] For example, Figure 6 As shown, the system works in pure electric mode, and the clutch 150 is disengaged. The power of the drive motor 120 is finally transmitted to the drive wheel 200 through the third transmission wheel 164, the first transmission wheel 162, the transmission output shaft 161, the second transmission wheel 163, and the differential 165.

[0054] To further realize that the system can switch between more modes, for example, Figure 7 As shown, the hybrid electromechanical coupling system 100 further includes a second planetary gear mechanism 170. The drive motor 120 is coupled to the gear train set 160 via the second planetary gear mechanism 170, and the second planetary gear mechanism 170 is also selectively coupled to the first planetary gear mechanism 140, so that the system can achieve more mode switching.

[0055] For example, Figure 7 As shown, the second planetary gear mechanism 170 includes a second sun gear 171, a second planet carrier 172, and a second ring gear 173. The second sun gear 171 is connected to the output shaft of the drive motor 120, the second planet carrier 172 is coupled to the second sun gear 171 and the second ring gear 173 respectively, the second planet carrier 172 is connected to the gear train set 160, and the second ring gear 173 is selectively coupled to the first planet carrier 142 of the first planetary gear mechanism 140.

[0056] For example, Figure 7 As shown, the hybrid electromechanical coupling system 100 further includes a first brake B1 and a second brake B2. The first end of the first brake B1 is connected to the first planet carrier 142 of the first planetary gear mechanism 140, and the second end of the first brake B1 is fixed. The first end of the second brake B2 is connected to the second ring gear 173 of the second planetary gear mechanism 170, and the second end of the second brake B2 is fixed.

[0057] In addition, if Figure 7As shown, the gear train assembly 160 also includes the above-mentioned transmission output shaft 161, the first transmission wheel 162, the second transmission wheel 163, the third transmission wheel 164 and the differential 165. Different from the above, the third transmission wheel is connected to the output shaft of the drive motor 120 through the second planet carrier 172.

[0058] The following will combine Figures 8 to 12 The power transmission process of the hybrid electromechanical coupling system 100 operating in different modes is described in detail.

[0059] like Figures 8 to 12 As shown, the clutch 150 controls whether the power of the engine 110 is output, and realizes the switching of multiple modes. When the clutch 150 is disconnected, the system can realize the pure electric mode and the braking energy recovery mode. When the clutch 150 is engaged, the system can realize the hybrid driving mode and the engine-only driving mode. In addition, when the first brake B1 is braked, the system can realize the pure electric mode. When the first brake B1 and the second brake B2 are braked at the same time, the system can realize the extended range mode, as shown in the following Table 2:

[0060] Table 2

[0061]

[0062]

[0063] For example, Figure 8 As shown, the system operates in the engine-only drive mode, at which time the clutch 150 is engaged, and the power is finally transmitted to the drive wheel 200 by the engine 110, the engine output shaft 111, the clutch 150, the transmission output shaft 161, the second transmission wheel 163, and the differential 165.

[0064] For example, Fig. 9 As shown, the system works in parallel hybrid mode, at which time the two brakes are engaged and the clutch 150 is engaged. This mode has a total of three power transmission paths. Path 1: The engine 110, the engine output shaft 111, the clutch 150, the transmission output shaft 161, the second transmission wheel 163, and the differential 165 are finally transmitted to the drive wheel 200. Path 2: The power of the generator 130 is finally transmitted to the drive wheel 200 through the first sun gear 141, the first planetary carrier 142, the first ring gear 143, the transmission output shaft 161, the second transmission wheel 163, and the differential 165. Path 3: The power of the drive motor 120 is finally transmitted to the drive wheel 200 through the second sun gear 171, the second planetary carrier 172, the third transmission wheel 164, the first transmission wheel 162, the transmission output shaft 161, the second transmission wheel 163, and the differential 165.

[0065] For example, Fig.10 As shown, the system works in the power split mode, at which time the two brakes are disconnected and the clutch 150 is disengaged. This mode has three power transmission paths in total. Path 1: The engine 110, the engine output shaft 111, the clutch 150, the transmission output shaft 161, the second transmission wheel 163, and the differential 165 are finally transmitted to the drive wheel 200. Path 2: The power of the generator 130 is finally transmitted to the drive wheel 200 through the first sun gear 141, the first planetary carrier 142, the first ring gear 143, the transmission output shaft 161, the second transmission wheel 163, and the differential 165. Path 3: The power of the drive motor 120 is finally transmitted to the drive wheel 200 through the second sun gear 171, the second planetary carrier 172, the third transmission wheel 164, the first transmission wheel 162, the transmission output shaft 161, the second transmission wheel 163, and the differential 165.

[0066] For example, Fig.11 As shown, the system works in the series hybrid mode, at which time the clutch 150 is disengaged, and this mode has two power transmission paths. Path 1: The engine 110, the engine output shaft 111, the first ring gear 143, the first planetary carrier 142, the first sun gear 141, are transmitted to the generator 130 to generate electricity, and the electric energy is stored in the power battery. The clutch 150, the transmission output shaft 161, the second transmission wheel 163, and the differential 165 are finally transmitted to the drive wheel 200. Path 2: The power of the drive motor 120 is finally transmitted to the drive wheel 200 through the second gear 171, the second planetary carrier 172, the third transmission wheel 164, the first transmission wheel 162, the transmission output shaft 161, the second transmission wheel 163, and the differential 165.

[0067] For example, Fig.12 As shown, the system operates in pure electric mode, at which time the clutch 150 is disengaged, and the power of the drive motor 120 is finally transmitted to the drive wheel 200 through the second planetary gear 171, the second planetary carrier 172, the third transmission wheel 164, the first transmission wheel 162, the transmission output shaft 161, the second transmission wheel 163, and the differential 165.

[0068] Exemplarily, in the above-mentioned multi-mode switching process, the engagement state of the clutch can be changed according to the size relationship between the power battery SOC value and the preset first threshold value, so that the system can achieve multi-mode switching. Alternatively, the engagement state of the clutch can be changed according to the size relationship between the vehicle speed value driven by the drive wheel and the preset second threshold value, so that the system can achieve multi-mode switching. Alternatively, the engagement state of the clutch can be changed according to the size relationship between the power battery SOC value and the preset first threshold value and the size relationship between the vehicle speed value driven by the drive wheel and the preset second threshold value at the same time, so that the system can achieve multi-mode switching.

[0069] It should be noted that the first threshold is used to determine the SOC value of the power battery, and the second threshold is used to determine the speed of the vehicle. This embodiment does not limit the value range of the first threshold and the second threshold, which can usually be freely set according to the specific control strategy. Under different control strategies, the values ​​of the first threshold and the second threshold are not exactly the same. After the first threshold and the second threshold are set, the automatic judgment is made and the various modes are automatically switched according to the judgment results.

[0070] For example, during braking, the drive motor 120 generates a braking torque to brake the drive wheel 200 , and at the same time, an induced current is generated in its motor winding to charge the power battery, thereby realizing the recovery of braking energy.

[0071] Another aspect of the present disclosure provides a vehicle, wherein the vehicle includes the hybrid electromechanical coupling system described above. For details, please refer to the above description, and this embodiment will not elaborate on this.

[0072] The vehicle of this embodiment has the hybrid electromechanical coupling system described above, which includes an engine, a drive motor, a generator, a first planetary gear mechanism, a clutch and a gear train group, wherein the output shaft of the engine is connected to the input shaft of the clutch, the output shaft of the clutch is coupled to the gear train group, the gear train group is used to couple with the drive wheel, the output shaft of the generator is connected to the first planetary gear mechanism, the first planetary gear mechanism is also respectively connected to the output shaft of the engine and the input shaft of the clutch, and the output shaft of the drive motor is coupled to the gear train group. In this way, the system can achieve multi-mode switching by changing the engagement state of the clutch, thereby meeting the requirements of different urban working conditions and different vehicle models, covering HEV models and PHEV models, and having good platformization. In addition, the generator increases speed and reduces torque through the first planetary gear transmission mechanism, which can effectively reduce the size of the generator.

[0073] It is to be understood that the above embodiments are merely exemplary embodiments used to illustrate the principles of the present disclosure, but the present disclosure is not limited thereto. For those of ordinary skill in the art, various modifications and improvements can be made without departing from the spirit and substance of the present disclosure, and these modifications and improvements are also considered to be within the scope of protection of the present disclosure.

Claims

1. A hybrid electromechanical coupling system, characterized in that: The hybrid electromechanical coupling system includes an engine, a drive motor, a generator, a first planetary gear mechanism, a clutch, and a gear train set; The output shaft of the engine is connected to the input shaft of the clutch, the output shaft of the clutch is coupled to the gear train group, and the gear train group is used to couple with the driving wheel; The output shaft of the generator is connected to the first planetary gear mechanism, and the first planetary gear mechanism is also connected to the output shaft of the engine and the input shaft of the clutch respectively; The output shaft of the driving motor is coupled to the gear train assembly; wherein, By changing the engagement state of the clutch, the system can achieve multi-mode switching; during the multi-mode switching process, the drive motor can always provide power to the drive wheel; In the braking mode, the drive motor generates a driving torque and generates an induced current in the winding to charge the power battery; The hybrid electromechanical coupling system further includes a second planetary gear mechanism; wherein, The drive motor is coupled to the gear train set via the second planetary gear mechanism, and the second planetary gear mechanism is also selectively directly coupled to the first planetary gear mechanism, so that the system can achieve multi-mode switching, wherein the multi-modes include an engine direct drive mode, a parallel hybrid mode, a series hybrid mode, and a pure electric mode; The first planetary gear mechanism comprises a first sun gear, a first planet carrier and a first ring gear; wherein the first sun gear is connected to the output shaft of the generator, the first planet carrier is coupled to the first sun gear and the first ring gear respectively, the first ring gear is connected to the output shaft of the engine and the first planet carrier is fixed; The second planetary gear mechanism comprises a second sun gear, a second planet carrier and a second ring gear; wherein the second sun gear is connected to the output shaft of the drive motor, the second planet carrier is coupled to the second sun gear and the second ring gear respectively, the second planet carrier is connected to the gear train set, and the second ring gear is selectively coupled to the first planet carrier of the first planetary gear mechanism; The hybrid electromechanical coupling system further comprises a first brake and a second brake; wherein a first end of the first brake is connected to a first planet carrier of the first planetary gear mechanism, and a second end of the first brake is fixed; a first end of the second brake is connected to a second ring gear of the second planetary gear mechanism, and a second end of the second brake is fixed; The gear train group includes a transmission output shaft, a first transmission wheel and a second transmission wheel; wherein the transmission output shaft is connected to the output shaft of the clutch; the first transmission wheel is arranged on the transmission output shaft and is used to couple with the driving wheel; the second transmission wheel is coupled with the first transmission wheel and connected to the output shaft of the driving motor.

2. The hybrid electromechanical coupling system according to claim 1, characterized in that: The first planetary gear mechanism includes a first sun gear, a first planet carrier and a first ring gear; wherein, The first sun gear is connected to the output shaft of the generator, the first planet carrier is coupled to the first sun gear and the first ring gear respectively, the first planet carrier is connected to the output shaft of the engine and the first ring gear is fixed.

3. The hybrid electromechanical coupling system according to claim 1 or 2, characterized in that: According to the relationship between the power battery SOC value and a preset first threshold value, the engagement state of the clutch is changed so that the system can achieve multi-mode switching; and / or, According to the magnitude relationship between the vehicle speed value driven by the driving wheel and a preset second threshold value, the engagement state of the clutch is changed so that the system can achieve multi-mode switching.

4. A vehicle, characterized in that: The vehicle comprises the hybrid electromechanical coupling system according to any one of claims 1 to 3.

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