Hybrid systems and vehicles

Abstract

The present invention provides a hybrid power system and a vehicle, wherein the hybrid power system includes an engine, a motor, a mechanical compressor and a transmission assembly, the transmission assembly includes a gearbox and a first clutch, the first clutch is connected between the engine and the gearbox, and the engine is connected to a first side of the first clutch, the gearbox includes a second clutch, a transmission shaft and at least one drive shaft, the drive shaft is connected to the second side of the first clutch, the motor and the mechanical compressor are both connected to the drive shaft, and the second clutch is arranged between the transmission shaft and the drive shaft to control the connection or separation of the transmission shaft and the drive shaft, thereby ensuring that the compressor can be started to achieve cooling in different working modes and operating states of the hybrid vehicle while reducing the cost of the compressor.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile equipment, and in particular to a hybrid power system and an automobile. Background Art

[0002] With the continuous development of the automobile industry, cars have become more and more popular in people's daily lives. People have higher and higher requirements for the comfort and safety of car use. The use of new energy vehicles including pure electric vehicles, hybrid vehicles and other types is becoming more and more extensive, and all types of new energy vehicles need to be equipped with compressors to achieve the function of in-car cooling.

[0003] In related technologies, the compressor of a hybrid vehicle is usually an electric compressor, which is driven by electricity and is relatively independent of the power system of the hybrid vehicle, thereby ensuring that the electric compressor can achieve the cooling function in both fuel-driven and electric-driven driving modes, as well as in parking or driving states.

[0004] However, the cost of an adapted electric compressor for a hybrid system is currently high. Summary of the Invention

[0005] The present invention provides a hybrid power system and a vehicle to solve the technical problem of high cost of an adapted electric compressor in a hybrid power system.

[0006] In a first aspect, the present application provides a hybrid power system, comprising an engine, an electric motor, a mechanical compressor, and a transmission assembly, wherein the transmission assembly comprises a gearbox and a first clutch, wherein the first clutch is connected between the engine and the gearbox, and the engine is connected to a first side of the first clutch;

[0007] Among them, the gearbox includes a second clutch, a transmission shaft and at least one drive shaft, the drive shaft is connected to the second side of the first clutch, the motor and the mechanical compressor are both connected to the drive shaft, and the second clutch is arranged between the transmission shaft and the drive shaft to control the connection or separation of the transmission shaft and the drive shaft.

[0008] The hybrid system provided in the present application integrates a mechanical compressor therein and cooperates the mechanical compressor with a gearbox. Thus, when applied to a vehicle, the hybrid system can be used to drive the mechanical compressor in both engine drive mode and pure electric mode. Therefore, while ensuring that the compressor can be started to achieve cooling in different working modes and operating states of the hybrid vehicle, the cost of the compressor is reduced.

[0009] As an optional embodiment, the drive shaft may include a first drive shaft and a second drive shaft, both of which are connected to the second side of the first clutch, the motor is connected to either the first drive shaft or the second drive shaft, and the mechanical compressor is connected to either the first drive shaft or the second drive shaft.

[0010] The transmission shaft may be arranged on the sides of the first drive shaft and the second drive shaft, and the second clutch may control the connection or separation of either the first drive shaft or the second drive shaft with the drive shaft.

[0011] With this arrangement, reliable operation of the mechanical compressor in different driving modes can be achieved through the control of the second clutch.

[0012] As an optional embodiment, the first drive shaft and the second drive shaft may be arranged in parallel.

[0013] Such an arrangement facilitates the installation of the second clutch, thereby ensuring the rationality of the space design within the gearbox and improving space utilization.

[0014] As an optional embodiment, the motor and the mechanical compressor may both be connected to the first drive shaft; or, the motor and the mechanical compressor may both be connected to the second drive shaft.

[0015] This arrangement ensures that the mechanical compressor and the motor are connected to the same drive shaft, ensuring the convenience of switching between different modes. At the same time, it allows different coordination methods to be adopted according to different situations when actually designing the internal space of the gearbox.

[0016] As an optional embodiment, the input shaft of the mechanical compressor may be meshed with either the first drive shaft or the second drive shaft via a gear.

[0017] Such an arrangement can ensure the reliability and stability of the transmission of the drive shaft in the process of driving the mechanical compressor.

[0018] As an optional embodiment, the mechanical compressor may include a main body and a compressor clutch, the compressor clutch may be disposed between the main body and the input shaft, and the compressor clutch may be connected to the input shaft.

[0019] With this arrangement, the coordination between the mechanical compressor and the gearbox can be achieved through the compressor clutch, maintaining the transmission between the two when the refrigeration function needs to be started, and disconnecting the transmission between the two when the refrigeration function is turned off.

[0020] As an optional embodiment, the gearbox may further include a housing, the second clutch, the transmission shaft and the drive shaft may all be arranged inside the housing, and the mechanical compressor and the motor may all be arranged on the side of the housing.

[0021] This arrangement ensures the rationality of the layout of the components of the hybrid power system and the convenience of assembly, thereby improving assembly efficiency and space utilization.

[0022] As an optional implementation, the hybrid power system provided in the present application may further include a battery, which is electrically connected to the motor.

[0023] With this arrangement, the motor can be powered by the battery, which can realize electric drive of the car. At the same time, the mechanical compressor can be driven by electricity in conjunction with the gearbox.

[0024] As an optional embodiment, the hybrid power system provided in the present application may further include a front drive axle and a rear drive axle, and the transmission shaft is connected to any one of the front drive axle and the rear drive axle.

[0025] This setting ensures the reliability of the power output of the hybrid power system.

[0026] In a second aspect, the present application also provides a car, which includes a chassis and the hybrid power system in the above technical solution, wherein the hybrid power system is arranged on the chassis to drive the operation of the car.

[0027] The present application provides a hybrid power system and a vehicle, wherein the hybrid power system includes an engine, a motor, a mechanical compressor and a transmission assembly, the transmission assembly includes a gearbox and a first clutch, the first clutch is connected between the engine and the gearbox, and the engine is connected to a first side of the first clutch, the gearbox includes a second clutch, a transmission shaft and at least one drive shaft, the drive shaft is connected to the second side of the first clutch, the motor and the mechanical compressor are both connected to the drive shaft, and the second clutch is arranged between the transmission shaft and the drive shaft to control the connection or separation of the transmission shaft and the drive shaft, thereby ensuring that the compressor can be started to achieve cooling in different working modes and operating states of the hybrid vehicle while reducing the cost of the compressor.

[0028] In addition to the technical problems solved by the embodiments of the present application described above, the technical features that constitute the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions, other technical problems that can be solved by the hybrid system and automobile provided by the present application, other technical features included in the technical solutions, and the beneficial effects brought about by these technical features will be further described in detail in the specific implementation methods. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0030] Figure 1 A schematic diagram of the structure of a hybrid power system provided in an embodiment of the present application;

[0031] Figure 2 A schematic diagram of the cooperation between the drive shaft and the transmission shaft when the second clutch is disengaged in the hybrid system provided by an embodiment of the present application;

[0032] Figure 3 A schematic diagram of a first state of cooperation between the drive shaft and the transmission shaft when the second clutch is connected in the hybrid system provided by an embodiment of the present application;

[0033] Figure 4 A schematic diagram of a second state of cooperation between the drive shaft and the transmission shaft when the second clutch is connected in the hybrid system provided by an embodiment of the present application;

[0034] Figure 5 Another structural schematic diagram of the hybrid power system provided in an embodiment of the present application.

[0035] Description of reference numerals:

[0036] 100-Engine; 200-Motor; 300-Mechanical compressor; 400-Transmission assembly; 410-Gearbox; 411-First drive shaft; 412-Second drive shaft; 413-Transmission shaft; 414-Second clutch; 415-Casing; 420-First clutch; 500-Battery; 600-Front drive axle; 700-Rear drive axle. DETAILED DESCRIPTION

[0037] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of 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. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0038] First, those skilled in the art should understand that these embodiments are merely used to explain the technical principles of this application and are not intended to limit the scope of protection of this application. Those skilled in the art may adjust them as needed to suit specific applications.

[0039] Secondly, it should be noted that in the description of this application, terms such as "front", "back", "left", "right", "up", "down", "inside", and "outside" indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings. This is only for the convenience of description and does not indicate or imply that the device or component must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on this application.

[0040] Furthermore, it should be noted that, in the description of this application, unless otherwise expressly specified or limited, the terms "connected" and "connection" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections, electrical connections, or internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances.

[0041] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0042] The use of new energy vehicles is becoming more and more widespread. New energy vehicles include many different types such as pure electric vehicles and hybrid vehicles. All types of new energy vehicles need to be equipped with compressors to achieve the function of cooling the interior of the vehicle. The compressor of a hybrid vehicle is usually an electric compressor, which is driven by electricity and is relatively independent of the power system of the hybrid vehicle, thereby ensuring that the cooling function can be achieved by the electric compressor in both fuel-driven and electric-driven driving modes, as well as in parking or driving states.

[0043] However, the cost of electric compressors adapted for hybrid systems is currently high. At the same time, the control of electric compressors is complex, the manufacturing of chips and control modules is easily restricted by the environment, and most of the internal components of electric compressors are high-voltage devices, which require high safety technology. In addition, electric compressors are easily damaged by high-voltage circuits and have a high failure rate. The control module of the electric compressor requires refrigerant for cooling due to electrical heating, which consumes a lot of energy.

[0044] In response to the above problems, the embodiments of the present application provide a hybrid power system and a vehicle. By integrating a mechanical compressor therein and coordinating the mechanical compressor with a gearbox, when applied to a hybrid vehicle, the hybrid power system can be used to drive the mechanical compressor to work under different working conditions, such as parking, driving, etc., and in different working modes, such as engine drive mode or pure electric mode. Therefore, while ensuring that the compressor can be started to achieve cooling in different working modes and operating states of the hybrid vehicle, the cost of the compressor is reduced. In addition, there is no need for a complex control system, the manufacturing cost is low, and it will not be affected by the high-voltage circuit. Moreover, since there is no separate control module, no refrigerant is required for cooling, which reduces energy consumption.

[0045] Figure 1 A schematic diagram of the structure of a hybrid power system provided in an embodiment of the present application is shown in FIG. Figure 2 This is a schematic diagram of the cooperation between the drive shaft and the transmission shaft when the second clutch is disengaged in the hybrid system provided by an embodiment of the present application. Figure 3 This is a schematic diagram of a first state of cooperation between the drive shaft and the transmission shaft when the second clutch is connected in the hybrid system provided by an embodiment of the present application. Figure 4 This is a schematic diagram of a second state of cooperation between the drive shaft and the transmission shaft when the second clutch is connected in the hybrid system provided by an embodiment of the present application. Figure 5 Another structural schematic diagram of the hybrid power system provided in an embodiment of the present application.

[0046] like Figures 1 to 5 As shown, an embodiment of the present application provides a hybrid power system, which can be applied to a hybrid vehicle. The hybrid power system includes an engine 100, a motor 200, a mechanical compressor 300 and a transmission assembly 400. On the one hand, through the cooperation of the engine 100, the motor 200 and the transmission assembly 400, the hybrid power system can drive the vehicle to operate, and has two different driving sources, the engine 100 and the motor 200, thereby realizing different driving modes such as fuel drive and electric drive. On the other hand, the mechanical compressor 300 is integrated in the hybrid power system, and any one of the engine 100 and the motor 200 is used to drive the operation of the mechanical compressor 300 through the transmission assembly 400, thereby realizing the function of air conditioning and refrigeration in the vehicle.

[0047] Among them, the transmission assembly 400 includes a gearbox 410 and a first clutch 420. The first clutch 420 is connected between the engine 100 and the gearbox 410, and the engine 100 is connected to the first side of the first clutch 420, and the gearbox 410 is connected to the second side of the first clutch 420. The transmission or disconnection between the engine 100 and the gearbox 410 is achieved through the engagement or disengagement of the first clutch 420. That is, when the first clutch 420 is connected, the power output by the engine 100 can be transmitted to the gearbox 410, and when the first clutch 420 is disengaged, it can be driven by the engine 100 and converted to be driven by the motor 200.

[0048] In some embodiments, the gearbox 410 may include a second clutch 414, a transmission shaft 413 and at least one drive shaft, the drive shaft being used to connect to the second side of the first clutch 420, and the motor 200 and the mechanical compressor 300 are both connected to the drive shaft, and the second clutch 414 is arranged between the transmission shaft 413 and the drive shaft to control the connection or separation of the transmission shaft 413 and the drive shaft.

[0049] It can be understood that by controlling the second clutch 414, the power of the engine 100 or the motor 200 can be transmitted to the drive shaft 413. The drive shaft 413 serves as a component for outputting power from the gearbox 410. When the hybrid power system is applied to a car, it can drive the car to run. In addition, the drive shaft can transmit the power of the engine 100 or the motor 200 to the mechanical compressor 300 to achieve cooling.

[0050] It should be noted that in the hybrid system provided in the embodiment of the present application, the mechanical compressor 300 is coordinated with the gearbox 410, so that when applied to a vehicle, the mechanical compressor 300 can be driven to work in both the engine 100 drive mode and the pure electric mode. Therefore, while ensuring that the compressor can be started to achieve cooling in different working modes and operating states of the hybrid vehicle, the cost of the compressor is reduced.

[0051] In addition, the mechanical compressor 300 provided in the embodiment of the present application can be a fixed-displacement compressor, an internally controlled displacement compressor, an externally controlled displacement compressor, etc. The present application does not specifically limit its specific displacement type, and the specific working principle of the mechanical compressor 300 for realizing the refrigeration function is the existing technology and will not be elaborated here.

[0052] In possible implementations, the gearbox 410 may be of various types. Each type of gearbox 410 may have a different number of drive shafts and different ways of coordinating the drive shafts with the transmission shaft 413. For example, the gearbox 410 may be a dual-drive shaft gearbox, a continuously variable transmission (CVT), an automatic transmission (AT), etc. A dual-drive shaft gearbox is used as an example for detailed description.

[0053] Please continue to refer to Figures 1 to 4 As an optional embodiment, the drive shaft may include a first drive shaft 411 and a second drive shaft 412, both of which can be connected to the second side of the first clutch 420, the motor 200 is connected to either the first drive shaft 411 or the second drive shaft 412, and the mechanical compressor 300 is connected to either the first drive shaft 411 or the second drive shaft 412.

[0054] It is understandable that the second clutch 414 can control the cooperation between the first drive shaft 411 and the second drive shaft 412 and the transmission shaft 413, so that through the control of the second clutch 414, reliable operation of the mechanical compressor 300 in different driving modes can be achieved.

[0055] In some embodiments, the transmission shaft 413 can be disposed to the sides of the first drive shaft 411 and the second drive shaft 412. The second clutch 414 can control whether the first drive shaft 411 or the second drive shaft 412 is connected to or disconnected from the drive shaft. Furthermore, the first drive shaft 411 and the second drive shaft 412 can be disposed in parallel, thereby facilitating the installation of the second clutch 414, ensuring a rational design of the space within the transmission case 410 and improving space utilization.

[0056] It is understandable that in order to ensure that the mechanical compressor 300 can be driven in different modes, the motor 200 and the mechanical compressor 300 can be connected to the same drive shaft.

[0057] For example, the motor 200 and the mechanical compressor 300 can both be connected to the first drive shaft 411, or the motor 200 and the mechanical compressor 300 can both be connected to the second drive shaft 412. This arrangement ensures the convenience of switching between different modes and allows different coordination methods to be adopted according to different situations when designing the internal space of the gearbox 410.

[0058] It should be noted that when the hybrid system is applied to a car, the car can have different states such as parking and driving, and each state can have a power mode driven by the engine 100 and a pure electric mode driven by the motor 200. The different states and different modes are explained below.

[0059] Please continue to refer to Figures 1 to 4 , when the car is in park:

[0060] First, the engine 100 is in the starting state, which is the power mode. If the air conditioner in the car is turned on, the first clutch 420 is engaged and the second clutch 414 is disengaged. At this time, the engine 100 can drive the first drive shaft 411 or the second drive shaft 412 to rotate. For example, when the mechanical compressor 300 is connected to the first drive shaft 411, the engine 100 can drive the first drive shaft 411 to rotate. For another example, when the mechanical compressor 300 is connected to the second drive shaft 412, the engine 100 can drive the second drive shaft 412 to rotate, thereby driving the mechanical compressor 300 to operate and achieve cooling.

[0061] Second, the engine 100 is in the off state, which is the pure electric mode. If the air conditioner in the car is turned on, the first clutch 420 is disengaged, and the second clutch 414 is also disengaged. At this time, because the motor 200 and the mechanical compressor 300 are connected to the same drive shaft, the motor 200 can drive the mechanical compressor 300 to operate. For example, when the mechanical compressor 300 is connected to the first drive shaft 411, the motor 200 is also connected to the first drive shaft 411, thereby driving the mechanical compressor 300 to rotate by driving the first drive shaft 411 to achieve cooling. For another example, when the mechanical compressor 300 is connected to the second drive shaft 412, the motor 200 can drive the mechanical compressor 300 to rotate by driving the second drive shaft 412 to achieve cooling.

[0062] When the car is in form:

[0063] First, the engine 100 is in the starting state, which is the power mode. If the air conditioner in the car is turned on, the first clutch 420 is engaged, and the engine 100 can drive the first drive shaft 411 and the second drive shaft 412 to rotate. The mechanical compressor 300 and the motor 200 are connected to the same drive shaft.

[0064] If the mechanical compressor 300 is connected to the first drive shaft 411 and the second clutch 414 controls the first drive shaft 411 to cooperate with the transmission shaft 413, the engine 100 drives the vehicle and the mechanical compressor 300 to operate simultaneously; if the second clutch 414 controls the second drive shaft 412 to cooperate with the transmission shaft 413, the engine 100 can drive the vehicle while the motor 200 drives the mechanical compressor 300 by driving the first drive shaft 411.

[0065] If the mechanical compressor 300 is connected to the second drive shaft 412 and the second clutch 414 controls the first drive shaft 411 to cooperate with the transmission shaft 413, the engine 100 drives the vehicle to move, while the motor 200 drives the mechanical compressor 300 by driving the second drive shaft 412; if the second clutch 414 controls the second drive shaft 412 to cooperate with the transmission shaft 413, the engine 100 drives the vehicle to move and the mechanical compressor 300 to operate simultaneously.

[0066] Second, engine 100 is off, in pure electric mode. If the vehicle's air conditioner is activated, first clutch 420 is disengaged, and motor 200 drives the vehicle and mechanical compressor 300. Since mechanical compressor 300 and motor 200 are connected to the same drive shaft, controlling the engagement state of second clutch 414 allows motor 200 to directly drive both the vehicle and mechanical compressor 300.

[0067] In a possible implementation, the input shaft of the mechanical compressor 300 may be meshed with either the first drive shaft 411 or the second drive shaft 412 via gears, thereby ensuring the reliability and stability of the transmission of the drive shaft in the process of driving the mechanical compressor 300 .

[0068] Those skilled in the art will appreciate that the mechanical compressor 300 may include a main body and a compressor clutch, the compressor clutch may be disposed between the main body and the input shaft, and the compressor clutch may be connected to the input shaft.

[0069] It should be noted that in the embodiment of the present application, the coordination between the mechanical compressor 300 and the gearbox 410 can be achieved through a compressor clutch, so that the transmission between the two is maintained when the refrigeration function needs to be started, and the transmission between the two is disconnected when the refrigeration function is turned off.

[0070] In some embodiments, the gearbox 410 may further include a housing 415, and the second clutch 414, the transmission shaft 413 and the drive shaft may all be disposed inside the housing 415, while the mechanical compressor 300 and the motor 200 may all be disposed on the side of the housing 415, thereby ensuring the rationality of the arrangement and the convenience of assembly between the various components of the hybrid system, and improving assembly efficiency and space utilization.

[0071] It is understandable that the first drive shaft 411 , the second drive shaft 412 and the transmission shaft 413 may partially extend from the housing 415 so as to cooperate with the first clutch 420 , the motor 200 , the mechanical compressor 300 and other components.

[0072] In addition, the hybrid system provided in the present application may also include a battery 500, wherein the battery 500 is electrically connected to the motor 200, so that the motor 200 can be powered by the battery 500 to realize electric-driven operation of the vehicle, and at the same time, the mechanical compressor 300 can be driven by electricity in conjunction with the gearbox 410.

[0073] When applied to a car, the hybrid power system provided by the embodiment of the present application may further include a front drive axle 600 and a rear drive axle 700, and the drive shaft 413 is connected to either the front drive axle 600 or the rear drive axle 700 to ensure the reliability of the power output of the hybrid power system.

[0074] In addition, Figure 5 As shown, in the embodiment of the present application, the gearbox 410 can also be a continuously variable gearbox, and its specific implementation of the driving method of the mechanical compressor 300 is the same as the aforementioned technical solution type, which will not be repeated here.

[0075] An embodiment of the present application provides a hybrid power system, which includes an engine, a motor, a mechanical compressor and a transmission assembly. The transmission assembly includes a gearbox and a first clutch. The first clutch is connected between the engine and the gearbox, and the engine is connected to a first side of the first clutch. The gearbox includes a second clutch, a transmission shaft and at least one drive shaft. The drive shaft is connected to the second side of the first clutch. The motor and the mechanical compressor are both connected to the drive shaft. The second clutch is arranged between the transmission shaft and the drive shaft to control the connection or separation of the transmission shaft and the drive shaft, thereby ensuring that the compressor can be started to achieve cooling in different working modes and operating states of the hybrid vehicle while reducing the cost of the compressor.

[0076] An embodiment of the present application also provides a car, which includes a chassis and the hybrid power system of the above technical solution, wherein the hybrid power system is arranged on the chassis to drive the operation of the car.

[0077] It is understood that the hybrid system provides power for the operation of the vehicle and the vehicle air conditioner, wherein the vehicle can be driven by an engine, or by an electric motor, or by a combination of the engine and the electric motor.

[0078] In addition, the automobile provided in the embodiment of the present application is a hybrid vehicle. For example, it can be a series hybrid vehicle, a parallel hybrid vehicle, or a series-parallel hybrid vehicle. This embodiment does not make specific limitations on this, and its functions can be that of a passenger car or a truck.

[0079] The automobile provided in the embodiment of the present application has all the technical solutions and all the technical effects of the hybrid power system, which will not be repeated here.

[0080] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A hybrid power system, characterized in that: The invention comprises an engine, a motor, a mechanical compressor and a transmission assembly, wherein the transmission assembly comprises a gearbox and a first clutch, wherein the first clutch is connected between the engine and the gearbox, and the engine is connected to a first side of the first clutch; The gearbox includes a second clutch, a transmission shaft, and at least one drive shaft, wherein the drive shaft is connected to the second side of the first clutch, the motor and the mechanical compressor are both connected to the drive shaft, and the second clutch is arranged between the transmission shaft and the drive shaft to control the connection or separation of the transmission shaft and the drive shaft; The drive shaft includes a first drive shaft and a second drive shaft, wherein the first drive shaft and the second drive shaft are both connected to the second side of the first clutch; The transmission shaft is arranged on the side of the first drive shaft and the second drive shaft, and the second clutch can control either the first drive shaft or the second drive shaft to be connected to or separated from the drive shaft; When the engine is in a started state, the first clutch and the second clutch are both disengaged, and the engine drives the first drive shaft or the second drive shaft to rotate to drive the mechanical compressor to operate and realize refrigeration; When the engine is in a flameout state, the first clutch and the second clutch are both disengaged, the motor and the mechanical compressor are simultaneously connected to the first drive shaft or the second drive shaft, and the motor drives the mechanical compressor to operate to achieve cooling.

2. The hybrid power system according to claim 1, characterized in that: The first drive shaft and the second drive shaft are arranged in parallel.

3. The hybrid power system according to claim 2, characterized in that: The motor and the mechanical compressor are both connected to the first drive shaft; or, the motor and the mechanical compressor are both connected to the second drive shaft.

4. The hybrid power system according to any one of claims 1 to 3, characterized in that: An input shaft of the mechanical compressor is meshed with either the first drive shaft or the second drive shaft through a gear.

5. The hybrid power system according to claim 4, characterized in that: The mechanical compressor includes a main body and a compressor clutch. The compressor clutch is disposed between the main body and an input shaft of the mechanical compressor, and the compressor clutch is connected to the input shaft of the mechanical compressor.

6. The hybrid power system according to any one of claims 1 to 3, characterized in that: The gearbox further includes a housing, the second clutch, the transmission shaft, and the drive shaft are all disposed in the housing, and the mechanical compressor and the motor are disposed on a side of the housing.

7. The hybrid power system according to any one of claims 1 to 3, characterized in that: A battery is also included, and the battery is electrically connected to the motor.

8. The hybrid power system according to any one of claims 1 to 3, characterized in that: The vehicle further includes a front drive axle and a rear drive axle, wherein the transmission shaft is connected to either the front drive axle or the rear drive axle.

9. An automobile, characterized in that: The hybrid power system comprises a chassis and the hybrid power system according to any one of claims 1 to 8, wherein the hybrid power system is arranged on the chassis.

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