Hybrid power systems and their control methods and vehicles

Abstract

This invention discloses a hybrid power system, its control method, and a vehicle. The system includes: an engine, with its direct-drive shaft arranged longitudinally in the vehicle, meshing with a power output gear in a hybrid transmission; the hybrid transmission is connected to the front wheels of the vehicle via a front drive shaft and to the rear wheels via a rear drive shaft; a drive motor, with a hollow output shaft through which the engine's direct-drive shaft passes, meshing with a power output gear in the hybrid transmission; and a generator, coaxially arranged with the drive motor, its output shaft being air-structured, through which the engine's direct-drive shaft passes, meshing with a power output gear in the hybrid transmission.

Description

Technical Field

[0001] This invention relates to the automotive field, and more specifically, to a hybrid power system, its control method, and a vehicle. Background Technology

[0002] In the current automotive industry environment, hybrid vehicles have attracted widespread attention from domestic and foreign OEMs due to their excellent fuel efficiency. However, the control systems used in existing hybrid vehicles cannot be applied to all models, resulting in low control accuracy.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides a hybrid power system, its control method, and a vehicle, to at least solve the technical problem of low control accuracy in vehicle control in related technologies.

[0005] According to one aspect of the present invention, a hybrid power system is provided, comprising: an engine, a direct drive shaft of the engine being arranged in the longitudinal direction of the vehicle, the direct drive shaft of the engine meshing with a power output gear of the engine in a hybrid transmission, the hybrid transmission being connected to the front wheels of the vehicle via a front drive shaft and to the rear wheels of the vehicle via a rear drive shaft; a drive motor, the output shaft of the drive motor having a hollow structure, the direct drive shaft of the engine passing through the output shaft of the drive motor, the output shaft of the drive motor meshing with a power output gear of the drive motor in the hybrid transmission; and a generator, coaxially arranged with the drive motor, the output shaft of the generator having an air structure, the direct drive shaft of the engine passing through the output shaft of the generator, the output shaft of the generator meshing with a power output gear of the drive motor in the hybrid transmission.

[0006] Optionally, the hybrid transmission further includes: a first clutch, the input end of which is connected to the output shaft of the engine, and the output end of which is connected to the direct drive shaft of the engine; a second clutch, the input end of which is connected to the output shaft of the engine, and the output end of which is connected to the input end of the generator; and a third clutch, the input end of which is connected to the output shaft of the generator, and the output end of which is connected to the output shaft of the drive motor.

[0007] Optionally, the engine's output shaft is connected to the input end of the first clutch and the input end of the second clutch via a torsional damper.

[0008] Optionally, the hybrid transmission further includes: a first synchronizer, wherein the first gear of the first synchronizer is connected to the power output gear of the engine, the second gear of the first synchronizer is connected to the power output gear of the drive motor, the third gear of the first synchronizer is neutral, and the output shaft of the first synchronizer is connected to the first gear and the second gear via splines; and a second synchronizer, wherein the first gear of the second synchronizer is connected to the first gear, the second gear of the second synchronizer is connected to the second gear, the third gear of the second synchronizer is neutral, and the output shaft of the second synchronizer is connected to the third gear and the fourth gear via splines, the third gear is connected to the gear of the front drive shaft, and the fourth gear is connected to the gear of the rear drive shaft.

[0009] Optionally, the hybrid transmission also includes: a fourth clutch located on the rear driveshaft; and a fifth clutch located on the front driveshaft.

[0010] Optionally, the hybrid system also includes a power battery for providing energy to the generator and drive motor.

[0011] Optionally, the operating modes of the hybrid system include: single-motor pure electric drive mode, dual-motor pure electric drive mode, series drive mode, parallel drive mode, engine direct drive mode, single-motor energy recovery mode, dual-motor energy recovery mode, power generation mode, four-wheel drive mode, front-wheel drive mode, and rear-wheel drive mode. In each of these different operating modes, the states of the engine, generator, drive motor, power battery, and different components in the hybrid transmission are different.

[0012] Optionally, in the single-motor pure electric drive mode of the hybrid system, the engine and generator stop working, the drive motor is in a driving state, the first clutch, second clutch, and third clutch are disengaged, the first synchronizer is in its second gear position, and the power battery is discharging; in the dual-motor pure electric drive mode of the hybrid system, the engine stops working, the generator starts working, the drive motor is in a driving state, the first and second clutches are disengaged, the third clutch is engaged, the first synchronizer is in its second gear position, and the power battery is discharging; in the series drive mode of the hybrid system... In the first case, the engine and generator start and operate, the drive motor is in driving mode, the first and third clutches are disengaged, the second clutch is engaged, the first synchronizer is in its second gear position, and the power battery is in standby mode. In the parallel drive mode of the hybrid system, the engine and generator start and operate, the drive motor is in driving mode, the first and third clutches are disengaged, the second clutch is engaged, the first synchronizer is in its second gear position, and the power battery is discharging. In the direct drive mode of the hybrid system, the engine starts and operates, and the generator and drive motor stop operating. In the first hybrid system operation mode (single-motor energy recovery mode), the first clutch is engaged, the second and third clutches are disengaged, the first synchronizer is in its first gear, and the power battery is in standby mode. In the single-motor energy recovery mode, the engine and generator stop operating, the drive motor is generating electricity, the first, second, and third clutches are all disengaged, the first synchronizer is in its second gear, and the power battery is charging. In the dual-motor energy recovery mode, the engine stops operating, the generator and drive motor are generating electricity, the first and second clutches are disengaged, and the third clutch is engaged. In the engaged state, the first synchronizer is in its second gear position, and the power battery is charging. When the hybrid system operates in generator mode, the engine and generator start, the drive motor stops, the second clutch is engaged, the third clutch is disengaged, and the power battery is charging. Specifically, when the first clutch is engaged, the first synchronizer is in its first gear position; when the first clutch is disengaged, the first synchronizer is in its third gear position, and the power battery is charging. In the four-wheel drive mode, both the fourth and fifth clutches are engaged.When the hybrid system operates in front-wheel drive mode, the fourth clutch is disengaged and the fifth clutch is engaged; when the hybrid system operates in rear-wheel drive mode, the fourth clutch is engaged and the fifth clutch is disengaged.

[0013] According to another aspect of the present invention, a control method for a hybrid power system is also provided, comprising: acquiring vehicle status information during vehicle operation, wherein the status information includes at least: current vehicle speed, accelerator pedal opening information, and remaining battery charge; determining the vehicle's drive power based on the current vehicle speed and accelerator pedal opening information; and controlling the operating mode of the hybrid power system based on the vehicle's drive power, current vehicle speed, and remaining battery charge.

[0014] Optionally, based on the vehicle's drive power, current vehicle speed, and remaining battery charge, the operating mode of the hybrid system is controlled, including: comparing the drive power with the discharge power limit of the power battery, and the remaining battery charge with the remaining battery charge limit; in response to the drive power being less than the discharge power limit, or the remaining battery charge being greater than the remaining battery charge limit, controlling the operating mode to a pure electric drive mode; in response to the drive power being greater than or equal to the discharge power limit, or the remaining battery charge being less than or equal to the remaining battery charge limit, controlling the operating mode to an engine direct drive mode or a series drive mode based on the current vehicle speed and vehicle performance.

[0015] Optionally, based on the current vehicle speed and vehicle performance, the control operating mode is either engine direct drive mode or series drive mode, including: in response to the current vehicle speed being greater than or equal to the vehicle speed threshold corresponding to the engine direct drive mode, and the vehicle performance meeting the performance requirements corresponding to the engine direct drive mode, the control operating mode is set to engine direct drive mode; in response to the current vehicle speed being less than the vehicle speed threshold, or the vehicle performance not meeting the performance requirements, the control operating mode is set to series drive mode.

[0016] Optionally, the method further includes: determining whether a start command to activate the four-wheel drive mode has been received; in response to receiving the start command, controlling the operating mode to four-wheel drive mode; and in response to not receiving the start command, controlling the operating mode to two-wheel drive mode.

[0017] According to another aspect of the present invention, a vehicle is also provided, comprising: any of the above-described hybrid power systems.

[0018] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, the device where the computer-readable storage medium is located executes the control method of any of the above-described hybrid power systems.

[0019] According to another aspect of the present invention, a processor is also provided, which is used to run a program, wherein the program executes the control method of any of the above embodiments of the hybrid power system.

[0020] In this embodiment of the invention, the hybrid power system may include: an engine, the engine's direct drive shaft being arranged in the longitudinal direction of the vehicle, the engine's direct drive shaft meshing with the engine's power output gear in the hybrid transmission, the hybrid transmission being connected to the front wheels of the vehicle via a front drive shaft, and the hybrid transmission being connected to the rear wheels of the vehicle via a rear drive shaft; a drive motor, the drive motor's output shaft having a hollow structure, the engine's direct drive shaft passing through the drive motor's output shaft, and the drive motor's output shaft meshing with the drive motor's power output gear in the hybrid transmission; and a generator, coaxially arranged with the drive motor, the generator's output shaft having an air structure, the engine's direct drive shaft passing through the generator's output shaft, and the generator's output shaft meshing with the drive motor's power output gear in the hybrid transmission. It is noteworthy that the engine, drive motor, and generator in this invention are longitudinally arranged in the vehicle. The hybrid transmission is connected to the front and rear wheels of the vehicle via front and rear drive shafts, respectively. The engine's direct drive shaft meshes with the engine's power output gear in the hybrid transmission, and the output shaft of the drive motor meshes with the drive motor's power output gear in the hybrid transmission. The output shaft of the generator meshes with the drive motor's power output gear in the hybrid transmission. This achieves the goal of accurately controlling the vehicle, thereby improving the control accuracy and solving the technical problem of low control accuracy in related technologies. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0022] Figure 1 This is a schematic diagram of a hybrid power system according to an embodiment of the present invention;

[0023] Figure 2 This is a schematic diagram of an optional longitudinal four-wheel drive system according to an embodiment of the present invention;

[0024] Figure 3 This is a schematic diagram of an optional longitudinally mounted front drive system according to an embodiment of the present invention;

[0025] Figure 4 This is a schematic diagram of an optional longitudinally mounted rear drive system according to an embodiment of the present invention;

[0026] Figure 5 This is a flowchart of a control method for a hybrid power system according to an embodiment of the present invention;

[0027] Figure 6 This is a schematic diagram of the topology of an optional power system according to an embodiment of the present invention;

[0028] Figure 7 This is a flowchart of an optional power system drive control method according to an embodiment of the present invention. Detailed Implementation

[0029] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0030] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0031] Hybrid vehicle configuration, as one of the core technologies of hybrid power, determines the operating mode and related performance of hybrid vehicles. Currently, there are various hybrid vehicle configurations. For example, Toyota's power-split configuration, with its excellent fuel economy, is widely recognized in the market. However, it is relatively complex, difficult to produce and develop, and its application in mid-to-large-sized longitudinally mounted passenger cars requires an additional transmission system, increasing costs. Honda's dual-motor series-parallel configuration offers good fuel economy, but it can only be applied to small-to-medium-sized transversely mounted models, not mid-to-large-sized longitudinally mounted models. Furthermore, to achieve four-wheel drive, an electric rear axle is needed, resulting in significant modifications to the base model and high costs. Volkswagen's P2 configuration can be applied to both transverse and longitudinally mounted models with minimal modifications to the base model and maximum commonality with traditional vehicles. However, the P2 configuration itself has a relatively low fuel economy, and the overall vehicle energy-saving effect is not significant.

[0032] Example 1

[0033] According to an embodiment of the present invention, a hybrid power system is provided.

[0034] Figure 1 This is a schematic diagram of a hybrid power system according to an embodiment of the present invention, such as... Figure 1 As shown, the hybrid power system includes the following components:

[0035] Engine 10 has a direct drive shaft arranged in the longitudinal direction of the vehicle. The direct drive shaft meshes with the power output gear of the engine in the hybrid transmission. The hybrid transmission is connected to the front wheels of the vehicle via a front drive shaft and to the rear wheels via a rear drive shaft. The output shaft of drive motor 12 has a hollow structure. The direct drive shaft of the engine passes through the output shaft of drive motor, and the output shaft of drive motor meshes with the power output gear of drive motor in hybrid transmission. Generator 14 is arranged coaxially with drive motor. The output shaft of generator has a hollow structure. The direct drive shaft of engine passes through the output shaft of generator, and the output shaft of generator meshes with the power output gear of drive motor in hybrid transmission.

[0036] The aforementioned engine can be an engine for hybrid vehicles, or an engine for new energy vehicles, but it is not limited to these. The engine primarily provides power to the vehicle.

[0037] The aforementioned engine direct drive shaft can be a drive shaft that enables the engine to directly drive the front and rear wheels; the longitudinal direction can be from the front wheels to the rear wheels.

[0038] The aforementioned hybrid transmission enables hybrid vehicles to perform acceleration, deceleration, or gear shifting functions.

[0039] The aforementioned drive motor can be a drive motor for hybrid vehicles, or a drive motor for new energy vehicles, but it is not limited to these. The drive motor mainly provides driving force for the vehicle to move.

[0040] The hybrid power system provided in this invention is a series-parallel longitudinally mounted four-wheel drive multi-speed multi-mode hybrid power system, offering multiple operating modes and solving the problems of hybrid powertrain layout and fuel economy in medium and large longitudinally mounted vehicles. This invention employs a dual-motor hybrid system, and through ingenious structural design and integration with the reduction system, solves the problem of powertrain layout in the vehicle; and achieves better fuel economy in medium and large longitudinally mounted vehicles through dual-motor hybrid control technology and fuel-saving mechanisms.

[0041] Optionally, the hybrid transmission further includes: a first clutch, the input end of which is connected to the output shaft of the engine, and the output end of which is connected to the direct drive shaft of the engine; a second clutch, the input end of which is connected to the output shaft of the engine, and the output end of which is connected to the input end of the generator; and a third clutch, the input end of which is connected to the output shaft of the generator, and the output end of which is connected to the output shaft of the drive motor.

[0042] Optionally, the engine's output shaft is connected to the input end of the first clutch and the input end of the second clutch via a torsional damper.

[0043] The aforementioned torsional damper can reduce torsional vibrations during engine rotation, allowing power to be transmitted smoothly to the rear and improving the overall ride comfort of the vehicle.

[0044] Optionally, the hybrid transmission further includes: a first synchronizer, wherein the first gear of the first synchronizer is connected to the power output gear of the engine, the second gear of the first synchronizer is connected to the power output gear of the drive motor, the third gear of the first synchronizer is neutral, and the output shaft of the first synchronizer is connected to the first gear and the second gear via splines; and a second synchronizer, wherein the first gear of the second synchronizer is connected to the first gear, the second gear of the second synchronizer is connected to the second gear, the third gear of the second synchronizer is neutral, and the output shaft of the second synchronizer is connected to the third gear and the fourth gear via splines, the third gear is connected to the gear of the front drive shaft, and the fourth gear is connected to the gear of the rear drive shaft.

[0045] Optionally, the hybrid transmission also includes: a fourth clutch located on the rear driveshaft; and a fifth clutch located on the front driveshaft.

[0046] In one alternative embodiment, Figure 2 This is a schematic diagram of an optional longitudinal four-wheel drive system according to an embodiment of the present invention, as shown below. Figure 2 As shown, the hybrid power system can consist of an engine 10, a front wheel 20, a torsional damper 21, a first clutch 22, a second clutch 23, a generator 14, a third clutch 24, a drive motor 12, a drive motor output shaft 25, a drive motor power output gear 26, an engine direct drive shaft 27, a first synchronizer 28, an engine power output gear 29, a first synchronizer output shaft 210, a second synchronizer 211, a first gear 212, a second gear 213, a second synchronizer output shaft 214, a third gear 215, a fourth gear 216, a fourth clutch 217, a rear drive shaft 218, a front drive shaft 219, a rear wheel 220, and a fifth clutch 221.

[0047] The engine 10's direct drive shaft is arranged in the longitudinal direction of the vehicle. The engine direct drive shaft 27 meshes with the engine power output gear 29. The hybrid transmission is connected to the front wheels 20 of the vehicle via the front drive shaft 219 and to the rear wheels 220 of the vehicle via the rear drive shaft 218. The output shaft of the drive motor 12 has a hollow structure. The engine direct drive shaft 27 passes through the drive motor output shaft 25, which meshes with the drive motor power output gear 26 in the hybrid transmission. The generator 14 is arranged coaxially with the drive motor 12. The output shaft of the generator 14 has a hollow structure. The engine direct drive shaft 27 passes through the generator's output shaft, which meshes with the drive motor power output gear 26 in the hybrid transmission.

[0048] In another alternative embodiment, such as Figure 2 As shown, the input end of the first clutch 22 is connected to the output shaft of the engine, and the output end of the first clutch is connected to the direct drive shaft 27 of the engine; the input end of the second clutch 23 is connected to the output shaft of the engine, and the output end of the second clutch is connected to the input end of the generator; the input end of the third clutch 24 is connected to the output shaft of the generator, and the output end of the third clutch 24 is connected to the output shaft 25 of the drive motor.

[0049] In another alternative embodiment, such as Figure 2 As shown, the engine's output shaft is connected to the input end of the first clutch 22 and the input end of the second clutch 23 via a torsional damper 21.

[0050] In another alternative embodiment, such as Figure 2 As shown, the first gear of the first synchronizer 28 is connected to the engine power output gear 29, the second gear of the first synchronizer 28 is connected to the drive motor power output gear 26, and the third gear of the first synchronizer 28 is neutral. The output shaft 210 of the first synchronizer is connected to the first gear 212 and the second gear 213 via splines. The second synchronizer 211 has its first gear connected to the first gear 212, its second gear connected to the second gear 213, and its third gear neutral. The output shaft 214 of the second synchronizer is connected to the third gear 215 and the fourth gear 216 via splines. The third gear 215 is connected to the gear of the front drive shaft 219, and the fourth gear 216 is connected to the gear of the rear drive shaft 218.

[0051] In yet another alternative embodiment, such as Figure 2 As shown, the fourth clutch 217 is mounted on the rear drive shaft 218; the fifth clutch 221 is mounted on the front drive shaft 219. The fourth clutch and the fifth clutch are mounted in the middle of the front and rear drive shafts respectively to realize the functions of front-wheel drive, rear-wheel drive and four-wheel drive.

[0052] Optionally, the hybrid system also includes a power battery for providing energy to the generator and drive motor.

[0053] The aforementioned power battery can be a power battery in a hybrid vehicle or a power battery in a new energy vehicle, but it is not limited to these.

[0054] In one alternative embodiment, the hybrid system may further include a power battery, which can provide kinetic energy to the vehicle's engine and drive motor.

[0055] Optionally, the operating modes of the hybrid system include: single-motor pure electric drive mode, dual-motor pure electric drive mode, series drive mode, parallel drive mode, engine direct drive mode, single-motor energy recovery mode, dual-motor energy recovery mode, power generation mode, four-wheel drive mode, front-wheel drive mode, and rear-wheel drive mode. In each of these different operating modes, the states of the engine, generator, drive motor, power battery, and different components in the hybrid transmission are different.

[0056] The aforementioned single-motor pure electric drive mode can be a mode where the engine is off, the generator is off, the first clutch is disengaged, the second clutch is disengaged, the third clutch is disengaged, the power battery provides energy to drive the motor, and the power is transmitted to the drive motor power output gear through the drive motor output shaft. At the same time, the first synchronizer is engaged in left gear, and the power is transmitted to the drive mode on the output shaft of the first synchronizer.

[0057] The aforementioned dual-motor pure electric drive mode can be characterized by the engine being stopped, the first clutch being disengaged, the second clutch being disengaged, and the third clutch being engaged. Energy is provided by the battery, and the generator and drive motor are working. Power is transmitted to the drive motor power output gear through the drive motor output shaft, while the first synchronizer is engaged in left gear, and power is transmitted to the output shaft of the first synchronizer.

[0058] In the aforementioned series drive mode, the first clutch is disengaged, the second clutch is engaged, the engine works and drives the generator to generate electricity, the third clutch is disengaged, the generator generates electricity and sends it to the drive motor, the drive motor works, and the power is transmitted to the drive motor power output gear through the drive motor output shaft. At the same time, the first synchronizer is engaged in left gear, and the power is transmitted to the output shaft of the first synchronizer.

[0059] In the parallel drive mode described above, the first clutch is disengaged, the second clutch is engaged, the engine operates and drives the generator to generate electricity, the third clutch is disengaged, the generator generates electricity and sends it to the drive motor, the drive motor operates, and transmits power to the drive motor power output gear through the drive motor output shaft. At the same time, the first synchronizer is engaged to the left gear, and power is transmitted to the first synchronizer output shaft. At this time, the power battery provides power to the drive motor, the drive motor operates, and transmits power to the drive motor power output gear through the drive motor output shaft. At the same time, the first synchronizer is engaged to the left gear, and power is transmitted to the first synchronizer output shaft.

[0060] In the aforementioned engine direct drive mode, the engine is running, the first clutch is engaged, the second clutch is disengaged, the third clutch is disengaged, the generator and drive motor are not working, and power is transmitted to the engine power output gear through the engine direct drive shaft. At this time, the first synchronizer is engaged in right gear, and power is transmitted to the output shaft of the first synchronizer.

[0061] The aforementioned single-motor energy recovery mode allows the power system to convert the vehicle's kinetic energy into electrical energy, which is then stored in the power battery. In this mode, the engine stops, the first clutch disengages, the second clutch disengages, and the third clutch disengages. Power from the front wheels is transmitted to the output shaft of the second synchronizer. Based on the control strategy, the second synchronizer selects the left or right gear, transmitting power to the output shaft of the first synchronizer. The first synchronizer selects the left gear, transmitting power to the drive motor, which then generates electricity and stores the electrical energy in the power battery.

[0062] The aforementioned dual-motor energy recovery mode allows the power system to convert the vehicle's kinetic energy into electrical energy, which is then stored in the power battery. In this mode, the engine stops, the first clutch disengages, the second clutch disengages, and the third clutch engages. Power from the front wheels is transmitted to the output shaft of the second synchronizer. Based on the control strategy, the second synchronizer selects the left or right gear, transmitting power to the output shaft of the first synchronizer. The first synchronizer selects the left gear, transmitting power to the drive motor and generator, which then generate electricity, storing the electrical energy in the power battery.

[0063] The aforementioned power generation mode can be such that when the battery charge is lower than a threshold control value, the engine starts, drives the generator to generate electricity, and stores the electrical energy in the power battery. The threshold control value can be the minimum amount of electrical energy the battery can provide. When the battery charge is lower than the threshold control value, it indicates that the power battery cannot provide energy to the drive motor and generator, therefore the power battery needs to be charged, which is the power generation mode.

[0064] Optionally, in the single-motor pure electric drive mode of the hybrid system, the engine and generator stop working, the drive motor is in a driving state, the first clutch, second clutch, and third clutch are disengaged, the first synchronizer is in its second gear position, and the power battery is discharging; in the dual-motor pure electric drive mode of the hybrid system, the engine stops working, the generator starts working, the drive motor is in a driving state, the first and second clutches are disengaged, the third clutch is engaged, the first synchronizer is in its second gear position, and the power battery is discharging; in the series drive mode of the hybrid system... In the first case, the engine and generator start and operate, the drive motor is in driving mode, the first and third clutches are disengaged, the second clutch is engaged, the first synchronizer is in its second gear position, and the power battery is in standby mode. In the parallel drive mode of the hybrid system, the engine and generator start and operate, the drive motor is in driving mode, the first and third clutches are disengaged, the second clutch is engaged, the first synchronizer is in its second gear position, and the power battery is discharging. In the direct drive mode of the hybrid system, the engine starts and operates, and the generator and drive motor stop operating. In the first hybrid system operation mode (single-motor energy recovery mode), the first clutch is engaged, the second and third clutches are disengaged, the first synchronizer is in its first gear, and the power battery is in standby mode. In the single-motor energy recovery mode, the engine and generator stop operating, the drive motor is generating electricity, the first, second, and third clutches are all disengaged, the first synchronizer is in its second gear, and the power battery is charging. In the dual-motor energy recovery mode, the engine stops operating, the generator and drive motor are generating electricity, the first and second clutches are disengaged, and the third clutch is engaged. In the engaged state, the first synchronizer is in its second gear position, and the power battery is charging. When the hybrid system operates in generator mode, the engine and generator start, the drive motor stops, the second clutch is engaged, the third clutch is disengaged, and the power battery is charging. Specifically, when the first clutch is engaged, the first synchronizer is in its first gear position; when the first clutch is disengaged, the first synchronizer is in its third gear position, and the power battery is charging. In the four-wheel drive mode, both the fourth and fifth clutches are engaged.When the hybrid system operates in front-wheel drive mode, the fourth clutch is disengaged and the fifth clutch is engaged; when the hybrid system operates in rear-wheel drive mode, the fourth clutch is engaged and the fifth clutch is disengaged.

[0065] Figure 3 This is a schematic diagram of an optional longitudinally mounted front drive system according to an embodiment of the present invention, as shown below. Figure 3 As shown, the longitudinally mounted front drive system comprises: an engine 10, a front wheel 20, a torsional damper 21, a first clutch 22, a second clutch 23, a generator 14, a third clutch 24, a drive motor 12, a drive motor output shaft 25, a drive motor power output gear 26, an engine direct drive shaft 27, a first synchronizer 28, an engine power output gear 29, a first synchronizer output shaft 210, a second synchronizer 211, a first gear 212, a second gear 213, a second synchronizer output shaft 214, a third gear 215, a front drive shaft 219, a rear wheel 220, and a fifth clutch 221.

[0066] Depend on Figure 3 It can be seen that, compared to Figure 2 The output shaft of the second synchronizer is designed with only the third gear, which is directly connected to the front drive shaft gear. Compared with the longitudinal four-wheel drive system, the fourth gear, fourth clutch and rear drive shaft and other related structures are eliminated.

[0067] Figure 4 This is a schematic diagram of an optional longitudinally mounted rear drive system according to an embodiment of the present invention, as shown below. Figure 4 As shown, the longitudinally mounted rear drive system comprises: an engine 10, a front wheel 20, a torsional damper 21, a first clutch 22, a second clutch 23, a generator 14, a third clutch 24, a drive motor 12, a drive motor output shaft 25, a drive motor power output gear 26, an engine direct drive shaft 27, a first synchronizer 28, an engine power output gear 29, a first synchronizer output shaft 210, a second synchronizer 211, a first gear 212, a second gear 213, a second synchronizer output shaft 214, a fourth gear 216, a fourth clutch 217, a rear drive shaft 218, and a rear wheel 220.

[0068] Depend on Figure 4 It can be seen that, compared to Figure 2 The output shaft of the second synchronizer is designed with only the fourth gear, which is directly connected to the rear drive shaft gear. Compared with the longitudinal four-wheel drive system, the third gear, fifth clutch and front drive shaft and other related structures are eliminated.

[0069] The main operating modes achievable by the configuration described in this invention include: single-motor pure electric drive mode, dual-motor pure electric drive mode, series drive mode, parallel drive mode, engine direct drive mode, single-motor energy recovery mode, dual-motor energy recovery mode, power generation mode, four-wheel drive mode, front-wheel drive mode, and rear-wheel drive mode. The operating states of each assembly under each drive mode are described below:

[0070] 1. Single-motor pure electric drive mode: The engine is off, the first, second, and third clutches are disengaged, and the battery provides energy to drive the motor. Power is transmitted to the drive motor's power output gear through the drive motor's output shaft. Simultaneously, the first synchronizer is engaged in left gear, and power is transmitted to the first synchronizer's output shaft. In single-motor pure electric mode, this configuration can achieve two gear ratios.

[0071] The powertrain's operating status under two single-motor pure electric drive modes is described as follows:

[0072] A) Single-motor pure electric drive mode: After the power is transmitted to the output shaft of the first synchronizer, the second synchronizer is in the left position. The power is transmitted to the output shaft of the second synchronizer through the first gear, and then transmitted to the wheels by the output shaft of the second synchronizer.

[0073] B) Two-speed single-motor pure electric drive mode: After the power is transmitted to the output shaft of the first synchronizer, the second synchronizer is in the left position. The power is transmitted to the output shaft of the second synchronizer through the first gear, and then transmitted to the wheels by the output shaft of the second synchronizer.

[0074] The powertrain's operating status in single-motor pure electric drive mode is described as follows:

[0075] A) Single-motor pure electric front-drive mode: After the power is transmitted to the output shaft of the first synchronizer, the fifth clutch engages and the fourth clutch disengages. The power is then transmitted from the synchronizer output shaft to the front drive shaft to achieve the front-drive mode.

[0076] B) Single-motor pure electric rear-drive mode: After the power is transmitted to the synchronizer output shaft, the fifth clutch is disengaged and the fourth clutch is engaged. The power is then transmitted from the synchronizer output shaft to the rear drive shaft to achieve the rear-drive mode.

[0077] C) Single-motor pure electric four-wheel drive mode: After the power is transmitted to the synchronizer output shaft, the fifth clutch engages, the fourth clutch engages, and the power is transmitted from the synchronizer output shaft to the front drive shaft and the rear drive shaft at the same time to realize the four-wheel drive mode.

[0078] 2. Dual-motor pure electric drive mode: When the engine stops, the first clutch disengages, the second clutch disengages, and the third clutch engages. Energy is provided by the battery, and the generator and drive motor work. Power is transmitted to the drive motor power output gear through the drive motor output shaft. At the same time, the first synchronizer is engaged to the left gear, and power is transmitted to the output shaft of the second synchronizer.

[0079] In dual-motor pure electric drive mode, this configuration can achieve two speed ratios. The description of the assembly's operating status in the two-speed dual-motor pure electric drive mode is the same as the description of the assembly's operating status in the single-motor pure electric drive mode.

[0080] In dual-motor pure electric drive mode, three modes can also be achieved: front-wheel drive, rear-wheel drive, and four-wheel drive. The powertrain operating status descriptions for each dual-motor pure electric drive mode are consistent with those for single-motor pure electric drive.

[0081] 3. Series drive mode: The first clutch is disengaged, the second clutch is engaged, the engine works and drives the generator to generate electricity, the third clutch is disengaged, the generator generates electricity and sends it to the drive motor, the drive motor works, and the power is transmitted to the drive motor power output gear through the drive motor output shaft. At the same time, the synchronizer is engaged to the left gear, and the power is transmitted to the output shaft of the second synchronizer.

[0082] In series drive mode, two speed ratios can also be achieved. For a description of the assembly working status in two-speed series drive mode, please refer to the description of the assembly working status in two-speed single-motor pure electric drive mode.

[0083] In series drive mode, three modes can also be achieved: front-wheel drive, rear-wheel drive, and four-wheel drive. The powertrain operating status descriptions for each series drive mode are consistent with those for single-motor pure electric vehicles.

[0084] 4. Parallel Drive Mode: The first clutch is disengaged, the second clutch is engaged, the engine works and drives the generator to generate electricity, the third clutch is disengaged, the generator generates electricity and sends it to the drive motor, the drive motor works, and the power is transmitted to the drive motor power output gear through the drive motor output shaft. At the same time, the synchronizer is engaged to the left gear, and the power is transmitted to the output shaft of the first synchronizer. At this time, the power battery provides power to the drive motor, the drive motor works, and the power is transmitted to the drive motor power output gear through the drive motor output shaft. At the same time, the first synchronizer is engaged to the left gear, and the power is transmitted to the output shaft of the first synchronizer, thus realizing the parallel drive mode.

[0085] In parallel drive mode, two speed ratios can also be achieved. For a description of the assembly working status in two-speed parallel drive mode, please refer to the description of the assembly working status in two-speed single-motor pure electric drive mode.

[0086] In parallel drive mode, three modes can also be achieved: front-wheel drive, rear-wheel drive, and four-wheel drive. The powertrain operating status descriptions for each parallel drive mode are consistent with those for single-motor pure electric vehicles.

[0087] 5. Engine direct drive mode: When the engine is running, the first clutch is engaged, the second clutch is disengaged, and the third clutch is disengaged. The generator and drive motor are not working. Power is transmitted to the engine power output gear through the engine direct drive shaft. At this time, the first synchronizer is engaged in right gear, and power is transmitted to the output shaft of the first synchronizer.

[0088] In engine direct drive mode, two gear ratios can also be achieved. For a description of the assembly working status in two-speed engine direct drive mode, please refer to the description of the assembly working status in two-speed single-motor pure electric drive mode.

[0089] In engine direct drive mode, three modes are also possible: front-wheel drive, rear-wheel drive, and four-wheel drive. The powertrain operating status descriptions for each engine direct drive mode are consistent with those for single-motor pure electric mode.

[0090] 6. Single-motor energy recovery mode: In this mode, the power system converts the vehicle's kinetic energy into electrical energy, which is stored in the power battery. At this time, the engine stops, the first clutch disengages, the second clutch disengages, and the third clutch disengages. The power from the front wheels is transmitted to the output shaft of the second synchronizer. Based on the control strategy, the second synchronizer selects the left or right gear, and the power is transmitted to the output shaft of the first synchronizer. The first synchronizer selects the left gear, and the power is transmitted to the drive motor, which generates electricity and stores the electrical energy in the power battery.

[0091] 7. Dual-motor energy recovery mode: In this mode, the power system converts the vehicle's kinetic energy into electrical energy, which is stored in the power battery. At this time, the engine stops, the first clutch disengages, the second clutch disengages, and the third clutch engages. Power from the front wheels is transmitted to the output shaft of the second synchronizer. Based on the control strategy, the second synchronizer selects the left or right gear, transmitting power to the output shaft of the first synchronizer. The first synchronizer selects the left gear, transmitting power to the drive motor and generator, which then generate electricity and store it in the power battery.

[0092] 8. Power Generation Mode: In this mode, when the battery charge falls below a threshold control value, the engine starts to drive the generator to generate electricity, which is then stored in the power battery. This mode can be further divided into driving power generation and idling power generation, depending on whether the vehicle is in motion.

[0093] The assembly operating status under various power generation modes is described below:

[0094] A) Driving power generation mode: The first and second clutches are engaged, the third clutch is disengaged, the engine operates, and drives the generator to generate electricity. Simultaneously, the electrical energy is stored in the power battery via the high-voltage wiring harness. The drive motor is not operating, and power is transmitted to the engine's power output gear through the engine's direct drive shaft. At this time, the first synchronizer is engaged in right gear, and power is transmitted to the first synchronizer output shaft. Two-speed ratios can also be achieved in driving power generation mode. For a description of the assembly's operating status in two-speed driving power generation mode, please refer to the description of the assembly's operating status in two-speed single-motor pure electric drive mode.

[0095] B) Idle power generation mode: The engine operates and drives the generator to generate electricity, which is then stored through the high-voltage wiring harness.

[0096] Table 1 is a schematic table illustrating the operating states of the engine, clutch, generator, drive motor, synchronizer, and power battery under various operating modes according to an embodiment of the present invention. As shown in Table 1, the operating states of each powertrain are as follows:

[0097] Table 1

[0098]

[0099] Example 2

[0100] According to another aspect of the present invention, a control method for a hybrid power system is also provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0101] Figure 5 This is a flowchart of a control method for a hybrid power system according to an embodiment of the present invention, such as... Figure 5 As shown, the method includes the following steps:

[0102] Step S502: During vehicle operation, acquire vehicle status information, which includes at least: current vehicle speed, accelerator pedal opening information, and remaining power of the power battery.

[0103] Step S504: Determine the vehicle's drive power based on the current vehicle speed and opening information;

[0104] Step S506: Based on the vehicle's drive power, current vehicle speed, and remaining battery power, control the operating mode of the hybrid system.

[0105] The aforementioned accelerator pedal opening information can be the angle information between the accelerator pedal and the horizontal plane. The smaller the angle, the greater the acceleration, which means the greater the current speed of the vehicle. The larger the angle, the smaller the acceleration, which means the smaller the current speed of the vehicle.

[0106] The aforementioned driving power can be the power required for the vehicle to drive normally under the corresponding vehicle speed and opening information. The specific value is not specifically limited in this embodiment, but is determined based on the vehicle speed and opening information.

[0107] In one optional embodiment, when the vehicle is in operation, the vehicle's status information can be acquired in real time, wherein the status information includes at least: the current vehicle speed, the accelerator pedal opening information, and the remaining power of the power battery.

[0108] In another alternative embodiment, after obtaining the current vehicle speed and opening information, the vehicle's driving power can be determined based on the vehicle speed and opening information.

[0109] In another alternative embodiment, the operating mode of the hybrid system can be controlled based on the vehicle's drive power, current vehicle speed, and remaining battery power.

[0110] Optionally, the operating mode of the hybrid system can be controlled by comparing the drive power with the discharge power limit of the power battery and the remaining charge with the remaining charge limit; in response to the drive power being less than the discharge power limit or the remaining charge being greater than the remaining charge limit, controlling the operating mode to pure electric drive mode; in response to the drive power being greater than or equal to the discharge power limit or the remaining charge being less than or equal to the remaining charge limit, controlling the operating mode to engine direct drive mode or series drive mode based on the current vehicle speed and vehicle performance.

[0111] The aforementioned discharge power limit can be the minimum discharge value that the power battery can guarantee the normal operation of the current vehicle. When the driving power is less than the discharge power limit, it means that the power battery can provide enough electrical energy for the normal operation of the vehicle.

[0112] The aforementioned remaining power limit can be the minimum power value that the power battery can guarantee the normal operation of the vehicle. When the remaining power is greater than the remaining power limit, it means that the power battery has enough power to provide energy for the vehicle to run.

[0113] In one optional embodiment, the driving power can first be compared with the discharge power limit of the power battery, and the remaining charge can be compared with the remaining charge limit. When the driving power is less than the discharge power limit, or the remaining charge is greater than the remaining charge limit, it indicates that the power battery has enough energy to support the normal driving of the vehicle. When the driving power is greater than or equal to the discharge power limit, or the remaining charge is less than or equal to the remaining charge limit, it indicates that the power battery cannot provide enough energy for the normal driving of the vehicle. Therefore, based on the current vehicle speed and the vehicle's performance, the vehicle's operating mode can be controlled to be either engine direct drive mode or series drive mode.

[0114] Optionally, based on the current vehicle speed and vehicle performance, the control operating mode is either engine direct drive mode or series drive mode, including: in response to the current vehicle speed being greater than or equal to the vehicle speed threshold corresponding to the engine direct drive mode, and the vehicle performance meeting the performance requirements corresponding to the engine direct drive mode, the control operating mode is set to engine direct drive mode; in response to the current vehicle speed being less than the vehicle speed threshold, or the vehicle performance not meeting the performance requirements, the control operating mode is set to series drive mode.

[0115] The aforementioned vehicle speed threshold can be the minimum speed that the user sets in advance to enable the engine direct drive mode. When the current vehicle speed is greater than or equal to the vehicle speed threshold, it means that the engine direct drive mode can be enabled. When the vehicle speed is less than the vehicle speed threshold, it means that the engine direct drive mode cannot be enabled.

[0116] The performance requirements corresponding to the aforementioned engine direct drive mode can be the performance requirements that the user has preset to enable the engine direct drive mode. These can include, for example, power, fuel economy, braking, handling stability, smoothness, and off-road capability, but are not limited to these. When the vehicle's performance meets the performance requirements corresponding to the engine direct drive mode, it indicates that the vehicle can currently activate the engine direct drive mode.

[0117] In one optional embodiment, when the current vehicle speed is greater than or equal to the vehicle speed threshold corresponding to the engine direct drive mode, and the vehicle performance meets the performance requirements corresponding to the engine direct drive mode, the vehicle's operating mode is controlled to be the engine direct drive mode; when the current vehicle speed is less than the vehicle speed threshold, or the vehicle performance does not meet the performance requirements, the vehicle's operating mode is controlled to be the series drive mode.

[0118] Optionally, the method further includes: determining whether a start command to activate the four-wheel drive mode has been received; in response to receiving the start command, controlling the operating mode to four-wheel drive mode; and in response to not receiving the start command, controlling the operating mode to two-wheel drive mode.

[0119] The aforementioned start command can be a user-issued command, which can be text, voice, etc. For example, it can be text input in the central control system saying "Start four-wheel drive mode", or it can be voice input saying "Start four-wheel drive mode", but it is not limited to these.

[0120] In one optional embodiment, after the current vehicle receives a start command to activate the four-wheel drive mode, the vehicle's operating mode can be controlled to be four-wheel drive mode; if the current vehicle does not receive a start command to activate the four-wheel drive mode, the vehicle's operating mode can be controlled to be two-wheel drive mode.

[0121] Figure 6 This is a schematic diagram of an optional power system topology according to an embodiment of the present invention, such as... Figure 6 As shown, the power system includes: an engine controller 60 (Engine Management System, EMS), a transmission controller 61 (Transmission Control Unit, TCU), a motor controller 62 (Motor Control Unit, MCU), a battery management system 63 (Battery Management System, BMS), a vehicle controller 64 (Hybrid Control Unit, HCU), a power battery 65, an inverter 66, an engine 10, a generator 14, a drive motor 12, a transmission 67, front wheels 20, and rear wheels 220. The engine controller 60, transmission controller 61, motor controller 62, and battery management system 63 are each connected to their respective controlled objects. The vehicle controller 64 is connected to all the above controllers via a controller area network (CAN) bus, and the controllers exchange information via the CAN bus. The power battery 65 is connected to the inverter 67 via a high-voltage wiring harness. The inverter 67 is connected to the generator 14 and the drive motor 12 to transfer driving / braking energy.

[0122] In this diagram, gray lines represent mechanical connections, black lines represent high-voltage wiring harnesses, lines with arrows represent control signal lines, and dashed lines represent the CAN bus.

[0123] The system works as follows: The HCU and the controllers of each assembly are connected via a CAN bus to form a local area network. Each assembly transmits its status information through its own controller, and data flows and is shared on the CAN bus. The HCU determines the operating mode of the powertrain by monitoring the vehicle status and combining the driver's input through the vehicle's human-machine interface (including accelerator pedal travel, brake pedal travel, mode selection switch, battery discharge power limit, battery SOC limit, etc.). Based on the predefined control strategies for each mode, the HCU sends commands to each assembly via the CAN bus. Each assembly controller receives the commands from the HCU and controls the assembly to respond to the request. Ultimately, the output of each assembly is converted into force at the wheel ends, driving the vehicle to accelerate or decelerate.

[0124] Figure 7 This is a flowchart of an optional power system drive control method according to an embodiment of the present invention, such as... Figure 7 As shown, the method includes the following steps:

[0125] In step S700, the HCU calculates the driver's drive torque and power requirements;

[0126] Step S701: Determine whether the power demand is less than the set battery discharge power limit. If it is less, proceed to step S702; if it is greater, proceed to step S703.

[0127] Step S702: Determine whether the power battery (State of Charge, SOC) is greater than the minimum SOC limit. If it is less than the minimum SOC limit, proceed to step S714; if it is greater than the minimum SOC limit, proceed to step S703.

[0128] Step S703, engine start;

[0129] Step S704: Determine whether the current vehicle speed is suitable for direct engine drive. If yes, proceed to step S705; otherwise, proceed to step S710.

[0130] Step S705: Determine whether the engine is more economical. If yes, proceed to step S706; otherwise, proceed to step S710.

[0131] Step S706: Select engine direct drive mode;

[0132] Step S707: Determine whether the driver has selected four-wheel drive mode. If yes, proceed to step S708; otherwise, proceed to step S709.

[0133] Step S708: Enter engine direct drive four-wheel drive mode;

[0134] Step S709: Enter engine direct drive two-wheel drive mode;

[0135] Step S710: Select the serial drive mode;

[0136] Step S711: Determine whether the driver has selected four-wheel drive mode. If yes, proceed to step S712; otherwise, proceed to step S713.

[0137] Step S712, enter the series drive four-wheel drive mode;

[0138] Step S713: Enter the series drive two-wheel drive mode;

[0139] Step S714: Enter pure electric drive mode;

[0140] Step S715: Determine whether the driver has selected four-wheel drive mode. If yes, proceed to step S716; otherwise, proceed to step S717.

[0141] Step S716: Enter pure electric four-wheel drive mode;

[0142] Step S717: Enter pure electric two-wheel drive mode;

[0143] Step S718: Output driving force to the wheel end;

[0144] Step S719: Determine whether the working mode meets the driver's needs. If it does, end the step; otherwise, return to step 700.

[0145] Example 3

[0146] According to another aspect of the present invention, a vehicle is also provided, comprising: a hybrid power system of any of the above embodiments.

[0147] Example 4

[0148] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to execute the control method of any of the above embodiments of a hybrid power system.

[0149] Example 5

[0150] According to another aspect of the present invention, a processor is also provided, which is used to run a program, wherein the program executes the control method of any of the above embodiments of the hybrid power system.

[0151] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0152] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0153] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0154] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0155] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0156] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0157] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A hybrid power system, characterized in that, include: An engine, wherein the direct drive shaft of the engine is arranged in the longitudinal direction of the vehicle, the direct drive shaft of the engine meshes with the power output gear of the engine in the hybrid transmission, the hybrid transmission is connected to the front wheels of the vehicle via a front drive shaft, and the hybrid transmission is connected to the rear wheels of the vehicle via a rear drive shaft. The drive motor has a hollow output shaft, the engine's direct drive shaft passes through the output shaft of the drive motor, and the output shaft of the drive motor meshes with the power output gear of the drive motor in the hybrid gearbox. A generator is arranged coaxially with the drive motor. The output shaft of the generator adopts the hollow structure. The direct drive shaft of the engine passes through the output shaft of the generator. The output shaft of the generator meshes with the power output gear of the drive motor in the hybrid gearbox. The hybrid transmission further includes: a first clutch, the input end of which is connected to the output shaft of the engine, and the output end of which is connected to the direct drive shaft of the engine; a second clutch, the input end of which is connected to the output shaft of the engine, and the output end of which is connected to the input end of the generator; and a third clutch, the input end of which is connected to the output shaft of the generator, and the output end of which is connected to the output shaft of the drive motor. The hybrid transmission further includes: a first synchronizer, wherein a first gear of the first synchronizer is connected to the power output gear of the engine, a second gear of the first synchronizer is connected to the power output gear of the drive motor, and a third gear of the first synchronizer is neutral; the output shaft of the first synchronizer is connected to a first gear and a second gear via a spline; and a second synchronizer, wherein a first gear of the second synchronizer is connected to the first gear, a second gear of the second synchronizer is connected to the second gear, a third gear of the second synchronizer is neutral, and the output shaft of the second synchronizer is connected to a third gear and a fourth gear via a spline; the third gear is connected to a gear on the front drive shaft, and the fourth gear is connected to a gear on the rear drive shaft.

2. The hybrid power system according to claim 1, characterized in that, The engine's output shaft is connected to the input ends of the first clutch and the second clutch via a torsional damper.

3. The hybrid power system according to claim 1, characterized in that, The hybrid transmission also includes: The fourth clutch is located on the rear drive shaft; The fifth clutch is located on the front drive shaft.

4. The hybrid power system according to claim 1, characterized in that, Also includes: A power battery is used to provide energy to the generator and the drive motor.

5. The hybrid power system according to any one of claims 1 to 3, characterized in that, The operating modes of the hybrid power system include: single-motor pure electric drive mode, dual-motor pure electric drive mode, series drive mode, parallel drive mode, engine direct drive mode, single-motor energy recovery mode, dual-motor energy recovery mode, power generation mode, four-wheel drive mode, front-wheel drive mode, and rear-wheel drive mode. The states of the engine, generator, drive motor, power battery, and different components in the hybrid transmission are different in different operating modes.

6. The hybrid power system according to claim 5, characterized in that, When the hybrid system is operating in the single-motor pure electric drive mode, the engine and the generator stop working, the drive motor is in the drive state, the first clutch, the second clutch and the third clutch are in the disengaged state, the first synchronizer is in the second gear, and the power battery is in the discharge state. When the hybrid system is operating in the dual-motor pure electric drive mode, the engine stops working, the generator starts working, the drive motor is in a driving state, the first clutch and the second clutch are in a disengaged state, the third clutch is in a engaged state, the gear of the first synchronizer is the second gear of the first synchronizer, and the power battery is in a discharging state. When the hybrid power system is operating in the series drive mode, the engine and the generator start working, the drive motor is in the drive state, the first clutch and the third clutch are in the disengaged state, the second clutch is in the engaged state, the first synchronizer is in the second gear, and the power battery is in the standby state. When the hybrid power system is operating in the parallel drive mode, the engine and the generator start working, the drive motor is in a driving state, the first clutch and the third clutch are in a disengaged state, the second clutch is in a engaged state, the first synchronizer is in the second gear, and the power battery is in a discharging state. When the hybrid power system operates in the engine direct drive mode, the engine starts working, the generator and the drive motor stop working, the first clutch is engaged, the second clutch and the third clutch are disengaged, the first synchronizer is in the first gear, and the power battery is in standby mode. When the hybrid power system is operating in the single-motor energy recovery mode, the engine and the generator stop working, the drive motor is in the generator state, the first clutch, the second clutch and the third clutch are all in the disengaged state, the first synchronizer is in the second gear, and the power battery is in the charging state. When the hybrid power system is operating in the dual-motor energy recovery mode, the engine stops working, the generator and the drive motor are both generating electricity, the first clutch and the second clutch are disengaged, the third clutch is engaged, the first synchronizer is in the second gear, and the power battery is charging. When the hybrid power system is operating in the power generation mode, the engine and the generator start working, the drive motor stops working, the second clutch is engaged, the third clutch is disengaged, and the power battery is charging. When the first clutch is engaged, the first synchronizer is in the first gear position; when the first clutch is disengaged, the first synchronizer is in the third gear position, and the power battery is charging. When the hybrid system is operating in the four-wheel drive mode, both the fourth and fifth clutches are engaged. When the hybrid system is operating in the front-wheel drive mode, the fourth clutch is disengaged and the fifth clutch is engaged. When the hybrid system is operating in the rear-wheel drive mode, the fourth clutch is engaged and the fifth clutch is disengaged.

7. A control method for a hybrid power system, characterized in that, Applied to the hybrid power system according to any one of claims 1 to 6, wherein the method comprises: During vehicle operation, the vehicle's status information is acquired, wherein the status information includes at least: current vehicle speed, accelerator pedal opening information, and remaining power of the power battery; Based on the current vehicle speed and the opening information, the driving power of the vehicle is determined; The operating mode of the hybrid system is controlled based on the vehicle's drive power, current vehicle speed, and remaining battery power.

8. A vehicle, characterized in that, include: The hybrid power system according to any one of claims 1 to 6.

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