A hybrid vehicle power system based on compound drive and an operating mode switching method thereof

Abstract

The present invention discloses a power system for a hybrid electric vehicle based on compound drive and an operating mode switching method. The power system is composed of components such as an engine, a torque damper, a planetary gear mechanism, a drive motor, a permanent magnet coupler, and a mode clutch. By controlling the above components, the hybrid power system is enabled to have a pure electric mode, an engine single drive mode, a hybrid drive mode, a driving and charging mode, and a regenerative braking mode, which can better adapt to changes in external working conditions, improve the fuel economy of the whole vehicle, and reduce the emission of tail gas pollutants. In addition, a permanent magnet coupler is introduced to replace the traditional transmission device, and the continuously variable torque function can be realized by precisely adjusting the magnetic force gap, which has the advantages of compact structure, reliable operation, low maintenance cost, good anti-overload performance, etc., and can greatly expand the application field of hybrid electric vehicles.

Description

Technical Field

[0001] The present invention relates to a power system for a hybrid vehicle, and particularly to a power system for a hybrid vehicle based on compound transmission and a method for switching operation modes. Background Art

[0002] At present, hybrid vehicles combine the advantages of pure electric vehicles and traditional fuel vehicles and have become an important direction for the development of the automotive industry. Hybrid vehicles can operate in different modes to cope with complex working conditions, which makes the control of vehicle energy flow and the optimization of energy consumption more flexible, and it is easier to achieve the dual goals of low fuel consumption and low emissions. As a typical multi-power-source input and multi-objective control system, the hybrid system is very complex in the process of optimizing energy distribution, recovering braking energy, reasonably matching power system parameters, and collaborative control. In the R & D process, its control strategy not only needs to consider the fuel economy and power performance of the vehicle under different working conditions, but also takes into account various factors such as the reliability, life of each component and the cost of the whole vehicle. The technical difficulty is great, which is the core content and difficulty of hybrid technology research. Therefore, it is necessary to design a power system solution for hybrid vehicles with a combination of multiple transmission methods that is simple in structure, precise in control, convenient in maintenance and high in reliability. Summary of the Invention

[0003] To achieve the above object, the present invention adopts the following technical solutions: A power system for a hybrid vehicle based on compound transmission, comprising an engine, a torque damper, a planetary gear mechanism, a drive motor, a permanent magnet coupler, a first transmission shaft, a second transmission shaft, a power output shaft and a mode clutch;

[0004] The planetary gear mechanism includes a ring gear, a planet carrier and a sun gear. The planet carrier is fixed to rotate together with the first transmission shaft, and the sun gear is rigidly connected to the drive motor;

[0005] The engine, the torque damper, the ring gear and the permanent magnet coupler are coaxially arranged in sequence and rigidly connected;

[0006] The first transmission shaft can be selectively connected to the power output shaft;

[0007] The second transmission shaft is rotatably supported on the first transmission shaft and can be selectively connected to the power output shaft;

[0008] Further, the mode clutch is used to independently connect the first transmission shaft or the second transmission shaft to the power output shaft;

[0009] Furthermore, the permanent magnet coupler includes an input shaft, an output shaft, a first bracket, a second bracket, a conductive metal disc, a magnetically conductive driving disc, positioning columns, fixing columns, a flange disc and an air gap adjusting mechanism. The input shaft and the output shaft are coaxially arranged. The input shaft passes through the flange disc and is detachably connected to the first bracket. One end of the output shaft is connected to the middle of the conductive metal disc, and the other end of the output shaft passes through the second bracket to connect to a load. The positioning columns and the fixing columns are oppositely installed. The positioning columns are successively installed on the first bracket, the magnetically conductive driving disc and the second bracket. Both ends of the positioning columns are fixedly connected to the upper ends of the first bracket and the second bracket respectively. Both ends of the fixing columns are fixedly connected to the lower ends of the first bracket and the second bracket respectively. The air gap adjusting mechanism is fixedly installed on the fixing columns;

[0010] Furthermore, the permanent magnet coupler realizes the speed change function by changing the gap between the magnetically conductive driving disc and the conductive metal disc through the air gap adjusting mechanism;

[0011] Furthermore, the plurality of permanent magnets are assembled on the magnetically conductive driving disc;

[0012] Furthermore, the conductive metal disc is a copper disc;

[0013] Furthermore, the air gap adjusting mechanism drives the magnetically conductive driving disc to slide axially along the positioning columns;

[0014] Furthermore, the air gap adjusting mechanism is a linear motor;

[0015] A method for switching the operating mode of a hybrid electric vehicle based on compound transmission can be used for the control of the power system of the above-mentioned hybrid electric vehicle based on compound transmission. By controlling the engine, the planetary gear mechanism, the drive motor, the permanent magnet coupler and the mode clutch, the hybrid electric vehicle based on compound transmission can operate in five operating modes: pure electric, engine single drive, hybrid drive, driving and charging, and regenerative braking. The specific process is as follows:

[0016] A. Pure electric mode

[0017] The ring gear in the planetary gear mechanism is in a locked state, the engine is turned off, and the mode clutch is in the first engaged state to connect the first transmission shaft to the power output shaft. The power output by the drive motor passes through the sun gear and the planet carrier and is transmitted to the first transmission shaft, and then through the mode clutch, the power is transmitted to the power output shaft;

[0018] B. Engine single drive mode

[0019] The sun gear in the planetary gear mechanism is in a locked state, the drive motor is turned off, and the mode clutch is in the first engaged state to connect the first transmission shaft to the power output shaft. The power output by the engine passes through the torque damper, the ring gear and the planet carrier and is transmitted to the first transmission shaft, and then through the mode clutch, the power is transmitted to the power output shaft;

[0020] C. Hybrid drive mode

[0021] The planet carrier in the planetary gear mechanism is in a locked state. When the mode clutch is in the second engaged state, the second transmission shaft is connected to the power output shaft. The power output by the drive motor is transmitted to the input shaft of the permanent magnet coupler through the sun gear and the ring gear. The power output by the engine is transmitted to the input shaft of the permanent magnet coupler through the torque damper. The output shaft of the permanent magnet coupler transmits the power to the second transmission shaft, and after passing through the mode clutch, the power is transmitted to the power output shaft;

[0022] D. Driving and charging mode

[0023] The planet carrier in the planetary gear mechanism is in a locked state. When the mode clutch is in the second engaged state, the second transmission shaft is connected to the power output shaft. After the power output by the engine passes through the torque damper, a part of the power is transmitted to the drive motor through the ring gear and the sun gear, and the drive motor works in the power generation state. And another part of the power is transmitted to the input shaft of the permanent magnet coupler. The output shaft of the permanent magnet coupler transmits the power to the second transmission shaft, and after passing through the mode clutch, the power is transmitted to the power output shaft;

[0024] E. Regenerative braking mode

[0025] The ring gear in the planetary gear mechanism is in a locked state, the engine is turned off, and when the mode clutch is in the first engaged state, the first transmission shaft is connected to the power output shaft. The kinetic energy of the vehicle can be transmitted to the drive motor through the power output shaft, the mode clutch, the first transmission shaft, the planet carrier, and the sun gear. At this time, the drive motor works in the power generation state.

[0026] Furthermore, the torque transmitted by the permanent magnet coupler is directly related to the size of its magnetic gap. When the magnetically conductive driving disk slides axially along the positioning column driven by the air gap adjusting mechanism, if the magnetic gap increases, the transmission torque between the magnetically conductive driving disk and the conductive metal disk decreases. On the contrary, the torque of the electromagnetic drive becomes larger. According to the working conditions of the vehicle, by precisely controlling the linear motor to adjust the magnetic gap, the function of torque variation can be realized.

[0027] The beneficial effects of the present invention are as follows: (1) The present invention discloses a power system for a hybrid electric vehicle based on compound transmission. By introducing components such as a planetary gear mechanism and a permanent magnet coupler into the power transmission system, a compound transmission mode combining mechanical transmission and electromagnetic transmission is achieved, enabling the power system to have stronger operating condition adaptability, improving the fuel economy of the whole vehicle, and reducing the emissions of tail gas pollutants; (2) The permanent magnet coupler is used to replace the traditional transmission device, and the continuously variable torque function can be realized by precisely adjusting the magnetic gap. It has the advantages of compact structure, reliable operation, low maintenance cost, good anti-overload performance, etc., greatly expanding the application field of hybrid electric vehicles; (3) The design scheme of the double drive shaft type in the present invention improves the safety factor of the system and the reliability of vehicle operation. If any power component fails, the vehicle can still operate to achieve the "limp home" function. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 is a schematic structural diagram of a power system for a hybrid electric vehicle based on compound transmission disclosed according to the present invention;

[0029] Figure 2 is a schematic structural diagram of the permanent magnet coupler described in the present invention;

[0030] Figure 3 is a schematic magnetic circuit diagram of the permanent magnet coupler in the present invention;

[0031] Figure 4 is a schematic diagram of a power system for a hybrid electric vehicle when the mode clutch is in the first engaged state in the present invention;

[0032] Figure 5 is a schematic diagram of a power system for a hybrid electric vehicle when the mode clutch is in the second engaged state in the present invention;

[0033] Figure 1 In the figure: engine - 1, torque damper - 2, planetary gear mechanism - 3, drive motor - 4, permanent magnet coupler - 5, first drive shaft - 6, second drive shaft - 7, power output shaft - 8, and mode clutch - 9, ring gear - 301, planet carrier - 302, and sun gear - 303;

[0034] Figure 2 In the figure: input shaft - 508, output shaft - 509, first bracket - 501, second bracket - 502, conductive metal disc - 503, magnetically conductive active disc - 504, positioning post - 506, fixing post - 500, air gap adjusting mechanism - 507, permanent magnet - 505, flange - 510; DETAILED DESCRIPTION OF THE INVENTION

[0035] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Examples of the embodiments are shown in the accompanying drawings, in which the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described by referring to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0036] Figure 1 FIG. is a schematic structural diagram of a power system of a hybrid electric vehicle based on compound drive according to the present invention, showing only the components related to the present invention in a schematic manner. As Figure 1 shown, a power system of a hybrid electric vehicle based on compound drive includes an engine 1, a torque damper 2, a planetary gear mechanism 3, a drive motor 4, a permanent magnet coupler 5, a first transmission shaft 6, a second transmission shaft 7, a power output shaft 8, and a mode clutch 9; the planetary gear mechanism 3 includes a ring gear 301, a planet carrier 302, and a sun gear 303, wherein the planet carrier 302 is fixed to rotate together with the first transmission shaft 6, and the sun gear 303 is rigidly connected to the drive motor 4; the engine 1, the torque damper 2, the ring gear 301, and the permanent magnet coupler 5 are coaxially arranged and rigidly connected in sequence; the first transmission shaft 6 can be selectively connected to the power output shaft 8; the second transmission shaft 7 is rotatably supported on the first transmission shaft 6 and can be selectively connected to the power output shaft 8. The preferred solution here is to use the mode clutch 9 to independently connect the first transmission shaft 6 or the second transmission shaft 7 to the power output shaft 8.

[0037] Now refer to Figure 2, schematically illustrate the structure and working process of the permanent magnet coupler 5. The permanent magnet coupler 5 includes an input shaft 508, an output shaft 509, a first bracket 501, a second bracket 502, a conductive metal disk 503, a magnetically conductive active disk 504, a positioning post 506, a fixing post 500, a flange 510 and an air gap adjusting mechanism 507; wherein, the input shaft 508 and the output shaft 509 are coaxially arranged, the input shaft 508 passes through the flange 510 and is detachably connected to the first bracket 501, one end of the output shaft 509 is connected to the middle of the conductive metal disk 503, the other end of the output shaft 509 passes through the second bracket 502 to connect the load, the positioning post 506 and the fixing post 500 are oppositely installed, the positioning post 506 is successively installed on the first bracket 501, the magnetically conductive active disk 504 and the second bracket 502, both ends of the positioning post 506 are fixedly connected to the upper ends of the first bracket 501 and the second bracket 502 respectively, both ends of the fixing post 500 are fixedly connected to the lower ends of the first bracket 501 and the second bracket 502 respectively, and the air gap adjusting mechanism 507 is fixedly installed on the fixing post 500; a plurality of permanent magnets 505 are assembled on the magnetically conductive active disk 504; the preferred implementation scheme of the air gap adjusting mechanism here is a linear motor, which mainly consists of a primary part and a secondary part, wherein the secondary part is connected to the magnetically conductive active disk 504 and can drive the magnetically conductive active disk 504 to slide axially along the positioning post 506, so as to change the gap between the magnetically conductive active disk 504 and the conductive metal disk 503.

[0038] In this embodiment, the working process of the permanent magnet coupler 5 can be summarized as follows: driven by the input shaft 508, the magnetically conductive active disk 504 rotates synchronously, so the magnetically conductive active disk 504 generates a rotating magnetic field to induce eddy currents on the conductive metal disk 503, and the electromagnetic field generated by the eddy currents just couples with the magnetic field of the permanent magnets and generates a resultant force in the tangential direction, thereby driving the conductive metal disk 503 to rotate with the magnetically conductive active disk 504, and thus generating an electromagnetic torque output on the output shaft 509. The working principle of the permanent magnet coupler is similar to that of an induction motor, and its magnetic circuit schematic diagram is as Figure 3 shown. Considering that copper has excellent electrical conductivity and relatively appropriate cost, the preferred scheme for the conductive metal disk here is a copper disk.

[0039] The torque transmitted by the permanent magnet coupler 5 is directly related to the size of its magnetic force gap. When the magnetically conductive active disk 504 slides axially along the positioning post 506 driven by the air gap adjusting mechanism 507, if the magnetic force gap increases, the transmission torque between the magnetically conductive active disk 504 and the conductive metal disk 503 decreases, and vice versa, the torque of the electromagnetic drive becomes larger. According to the working conditions of the vehicle, by precisely controlling the linear motor to adjust the magnetic force gap, the function of torque variation can be realized.

[0040] A method for switching the operating mode of a hybrid electric vehicle based on compound drive can be used for the power system of the above-mentioned hybrid electric vehicle based on compound drive. By controlling the engine 1, the planetary gear mechanism 3, the drive motor 4, the permanent magnet coupler 5, and the mode clutch 9, five operating modes of pure electric drive, engine single drive, hybrid drive, vehicle charging during driving, and regenerative braking are realized. Among them, the engine 1 has two states of on / off; the drive motor 4 has three states of drive / generation / off; the planetary gear mechanism 3 needs to lock any one of the ring gear 301, the planet carrier 302, or the sun gear 303 during operation; the permanent magnet coupler 5 can change the magnetic force gap by controlling the air gap adjustment mechanism 507 to achieve the function of torque conversion; the mode clutch 9 has three states of the first engaged state, the second engaged state, and the disengaged state. It should be noted here that when the vehicle is in a parked state, the mode clutch 9 is in the disengaged state, which can separate the vehicle's transmission system from the wheel part to avoid mechanical damage to the transmission system caused by external impacts.

[0041] The specific processes of the above various operating modes are as follows:

[0042] (1) Pure electric mode

[0043] The ring gear 301 in the planetary gear mechanism 3 is in the locked state, the engine 1 is off, and the mode clutch 9 is in the first engaged state to connect the first transmission shaft 6 to the power output shaft 8 (as Figure 4 shown). The power output by the drive motor 4 is transmitted to the first transmission shaft 6 through the sun gear 303 and the planet carrier 302, and after passing through the mode clutch 9, the power is transmitted to the power output shaft 8, and finally can be transmitted to the wheels to realize the pure electric operation of the vehicle;

[0044] (2) Engine single drive mode

[0045] The sun gear 303 in the planetary gear mechanism 3 is in the locked state, the drive motor 4 is off, and the mode clutch 9 is in the first engaged state to connect the first transmission shaft 6 to the power output shaft 8 (as Figure 4 shown). The power output by the engine 1 is transmitted to the first transmission shaft 6 through the torque damper 2, the ring gear 301, and the planet carrier 302, and after passing through the mode clutch 9, the power is transmitted to the power output shaft 8; in this mode, the planetary gear mechanism 3 is equivalent to a speed reducer with a fixed transmission ratio, achieving the effect of reducing speed and increasing torque output;

[0046] (3) Hybrid drive mode

[0047] The planet carrier 302 in the planetary gear mechanism 3 is in the locked state, and the mode clutch 9 is in the second engaged state to connect the second transmission shaft 7 to the power output shaft 8 (as Figure 5As shown, the power output by the drive motor 4 is transmitted to the input shaft 508 of the permanent magnet coupler 5 through the sun gear 303 and the ring gear 301. The power output by the engine 1 is transmitted to the input shaft 508 of the permanent magnet coupler 5 through the torque damper 2. The output shaft 509 of the permanent magnet coupler 5 transmits the power to the second transmission shaft 7, and after passing through the mode clutch 9, the power is transmitted to the power output shaft 8. It should be noted here that the permanent magnet coupler 5 is similar in function to the transmission and can achieve torque conversion, enabling the torque output by the power source to better meet the driving requirements of the vehicle;

[0048] (4) Driving and charging mode

[0049] The planet carrier 302 in the planetary gear mechanism 3 is in a locked state. When the mode clutch 9 is in the second engaged state, the second transmission shaft 7 is connected to the power output shaft 8 (as Figure 5 shown). After the power output by the engine 1 passes through the torque damper 2, a part of the power is transmitted to the drive motor 4 through the ring gear 301 and the sun gear 303. The drive motor 4 operates in the power generation state, and the other part of the power is transmitted to the input shaft 508 of the permanent magnet coupler 5. The output shaft 509 of the permanent magnet coupler 5 transmits the power to the second transmission shaft 7, and after passing through the mode clutch 9, the power is transmitted to the power output shaft 8. In this mode, a part of the mechanical energy of the engine is converted into electrical energy by the drive motor and stored in the power battery (not shown in the attachment Figure 1 ), avoiding the problem of permanent damage to the power battery due to "low power", and improving the flexibility of the vehicle to cope with different working conditions;

[0050] (5) Regenerative braking mode

[0051] The ring gear 301 in the planetary gear mechanism 3 is in a locked state, the engine 1 is turned off, and when the mode clutch 9 is in the first engaged state, the first transmission shaft 6 is connected to the power output shaft 8 (as Figure 4 shown). The kinetic energy of the vehicle can be transmitted to the drive motor 4 through the power output shaft 8, the mode clutch 9, the first transmission shaft 6, the planet carrier 302, and the sun gear 303. At this time, the drive motor 4 operates in the power generation state. In this mode, the excess kinetic energy of the vehicle is converted into electrical energy and stored in the power battery, which is beneficial to improving the fuel economy of the whole vehicle.

[0052] The power system of the hybrid vehicle based on compound transmission proposed by the present invention has the advantages of compact structure, reliable operation, low maintenance cost, etc. Its five operating modes make the system have stronger working condition adaptability, can obtain better fuel economy, and reduce the emissions of tail gas pollutants.

[0053] The above are the preferred embodiments of the present invention. It should be noted that for those of ordinary skill in the art, several improvements and refinements can be made without departing from the principles described herein, and these improvements and refinements are also within the scope of protection of the present invention.

Claims

1. A method for switching the operating mode of a power system of a hybrid electric vehicle based on compound drive, characterized in that: The system includes an engine (1), a torque damper (2), a planetary gear mechanism (3), a drive motor (4), a permanent magnet coupler (5), a first transmission shaft (6), a second transmission shaft (7), a power output shaft (8), and a mode clutch (9); the planetary gear mechanism (3) includes a ring gear (301), a planet carrier (302), and a sun gear (303), the planet carrier (302) is fixed to rotate together with the first transmission shaft (6), and the sun gear (303) is rigidly connected to the drive motor (4); the engine (1), the torque damper (2), the ring gear (301), and the permanent magnet coupler (5) are coaxially arranged and rigidly connected in sequence; the first transmission shaft (6) can be selectively connected to the power output shaft (8); the second transmission shaft (7) is rotatably supported on the first transmission shaft (6) and can be selectively connected to the power output shaft (8); the mode clutch (9) is used to independently connect the first transmission shaft (6) or the second transmission shaft (7) to the power output shaft (8). By controlling the engine (1), the planetary gear mechanism (3), the drive motor (4), the permanent magnet coupler (5), and the mode clutch (9), the method can enable a hybrid electric vehicle based on compound transmission to operate in five operating modes: pure electric, engine sole drive, hybrid drive, in - vehicle charging, and regenerative braking. The specific process is as follows: A. Pure electric mode The ring gear (301) in the planetary gear mechanism (3) is in a locked state, the engine (1) is turned off, the mode clutch (9) is in the first engaged state to connect the first transmission shaft (6) to the power output shaft (8), the power output by the drive motor (4) is transmitted through the sun gear (303) and the planet carrier (302) to the first transmission shaft (6), and after passing through the mode clutch (9), the power is transmitted to the power output shaft (8). B. Engine sole drive mode The sun gear (303) in the planetary gear mechanism (3) is in a locked state, the drive motor (4) is turned off, the mode clutch (9) is in the first engaged state to connect the first transmission shaft (6) to the power output shaft (8), the power output by the engine (1) is transmitted through the torque damper (2), the ring gear (301), and the planet carrier (302) to the first transmission shaft (6), and after passing through the mode clutch (9), the power is transmitted to the power output shaft (8). C. Hybrid drive mode The planet carrier (302) in the planetary gear mechanism (3) is in a locked state, the mode clutch (9) is in the second engaged state to connect the second transmission shaft (7) to the power output shaft (8), the power output by the drive motor (4) is transmitted through the sun gear (303) and the ring gear (301) to the input shaft (508) of the permanent magnet coupler (5), the power output by the engine (1) is transmitted through the torque damper (2) to the input shaft (508) of the permanent magnet coupler (5), and the output shaft (509) of the permanent magnet coupler (5) transmits the power to the second transmission shaft (7), and after passing through the mode clutch (9), the power is transmitted to the power output shaft (8). D, Driving and Charging Mode The planet carrier (302) in the planetary gear mechanism (3) is in a locked state. When the mode clutch (9) is in the second engaged state, the second transmission shaft (7) is connected to the power output shaft (8). After the power output by the engine (1) passes through the torque damper (2), part of the power is transmitted to the drive motor (4) through the ring gear (301) and the sun gear (303). The drive motor (4) operates in the power generation state, while the other part of the power is transmitted to the input shaft (508) of the permanent magnet coupler (5). The output shaft (509) of the permanent magnet coupler (5) transmits the power to the second transmission shaft (7), and after passing through the mode clutch (9), the power is transmitted to the power output shaft (8); E, Regenerative Braking Mode The ring gear (301) in the planetary gear mechanism (3) is in a locked state, the engine (1) is turned off, and when the mode clutch (9) is in the first engaged state, the first transmission shaft (6) is connected to the power output shaft (8). The kinetic energy of the vehicle can be transmitted to the drive motor (4) through the power output shaft (8), the mode clutch (9), the first transmission shaft (6), the planet carrier (302), and the sun gear (303). At this time, the drive motor (4) operates in the power generation state.

2. A power system for a hybrid electric vehicle based on compound drive according to claim 1, characterized in that: The permanent magnet coupler (5) includes an input shaft (508), an output shaft (509), a first bracket (501), a second bracket (502), a conductive metal disc (503), a magnetically conductive active disc (504), a positioning post (506), a fixing post (500), a flange disc (510), and an air gap adjusting mechanism (507). The input shaft (508) and the output shaft (509) are coaxially arranged. The input shaft (508) passes through the flange disc (510) and is detachably connected to the first bracket (501). One end of the output shaft (509) is connected to the middle of the conductive metal disc (503), and the other end of the output shaft (509) passes through the second bracket (502) to connect the load. The positioning post (506) and the fixing post (500) are oppositely installed. The positioning post (506) is successively installed on the first bracket (501), the magnetically conductive active disc (504), and the second bracket (502). Both ends of the positioning post (506) are fixedly connected to the upper ends of the first bracket (501) and the second bracket (502), and both ends of the fixing post (500) are fixedly connected to the lower ends of the first bracket (501) and the second bracket (502). The air gap adjusting mechanism (507) is fixedly installed on the fixing post (500); the speed change function is achieved by changing the gap between the magnetically conductive active disc (504) and the conductive metal disc (503) through the air gap adjusting mechanism (507); a plurality of permanent magnets (505) are assembled on the magnetically conductive active disc (504).

3. The power system of a hybrid electric vehicle based on compound drive according to claim 2, characterized in that: The conductive metal disc (503) is a copper disc.

4. A hybrid vehicle power system based on compound drive according to claim 2, characterized in that: The air gap adjusting mechanism (507) drives the magnetically conductive active disc (504) to slide axially along the positioning post (506).

5. The power system of a hybrid electric vehicle based on compound drive as claimed in claim 2, wherein: The air gap adjusting mechanism (507) is a linear motor.

6. A method for switching the operating mode of a power system of a hybrid electric vehicle based on compound drive according to claim 1, characterized in that: The torque transmitted by the permanent magnet coupler (5) is directly related to the size of its magnetic gap. When the magnetically conductive driving disk (504) slides axially along the positioning post (506) under the drive of the air gap adjusting mechanism (507), if the magnetic gap increases, the transmission torque between the magnetically conductive driving disk (504) and the conductive metal disk (503) decreases; conversely, the torque of electromagnetic drive becomes larger. According to the working conditions of the vehicle, by precisely controlling the linear motor to adjust the magnetic gap, the function of torque variation can be achieved.

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