Hybrid coupling system and vehicle

Abstract

The application provides a hybrid coupling system and a vehicle. In the hybrid coupling system, a transmission gear set is arranged between a second input shaft and a first output shaft, so that the second input shaft can drive the first output shaft to rotate. A driving wheel of a one-way clutch is connected to the first output shaft, and a driven wheel is connected to the second output shaft, so that when the driving wheel rotates relative to the driven wheel in a preset direction, the power of the first output shaft can be transmitted to the second output shaft. By controlling the operation of an engine, a first motor and a second motor, the rotating direction of the driving wheel is controlled, so that the power of the engine, the first motor and the second motor can be selectively transmitted to the second output shaft. The separate operation or joint operation of the engine, the first motor and the second motor is controlled, and the direction of power flow is controlled, so that the hybrid coupling system can provide multi-gear and multi-mode power driving modes.

Description

Hybrid power coupling system and vehicle Technical Field

[0001] This invention relates to the field of automotive powertrain systems, and particularly to a hybrid power coupling system and vehicle. Background Technology

[0002] Currently, hybrid electric vehicle (HEV) technology is widely used in new energy vehicles. Hybrid vehicles provide at least two power sources, typically an engine and an electric motor. The most representative hybrid coupling systems include series systems, parallel systems, and series-parallel systems.

[0003] A series drive system typically consists of one engine and two electric motors. One motor acts as a generator, and the other as a drive motor. The engine does not directly drive the vehicle; instead, it generates electricity for the generator and then transfers that electrical energy to the electric motors, which in turn drive the vehicle. Although the engine does not directly drive the vehicle and can always operate in its high-efficiency range, the system efficiency is relatively low due to the multiple energy conversions involved in the power path. Furthermore, because all power is provided by the drive motors, the motors have high requirements and are heavy and bulky.

[0004] Parallel systems can have three drive modes: pure electric, engine-driven, and hybrid. This system typically requires only one engine and one electric motor, with the motor acting as both a generator and a drive motor as needed. In a parallel system, the engine is used for continuous high-speed driving, while the electric motor, used for low-speed driving in urban areas, allows for more efficient power distribution, operating within its respective efficiency range. However, parallel systems forgo the advantages of series systems; the engine cannot always operate at its optimal state.

[0005] Hybrid systems (series and parallel systems) combine the advantages of series and parallel systems, but their structure is more complex. Summary of the Invention

[0006] One object of the present invention is to provide a hybrid power coupling system capable of providing multiple gears and multiple modes of power drive.

[0007] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0008] According to one aspect of the present invention, a hybrid power coupling system is provided, comprising: an engine connected to a first input shaft; a first motor connected to a second input shaft; a transmission unit connected to the first input shaft and the second input shaft respectively, for selectively transmitting power from the engine to the second input shaft; a one-way clutch including a driving wheel and a driven wheel; the driving wheel being connected to a first output shaft, and the driven wheel being connected to a second output shaft, such that when the driving wheel rotates relative to the driven wheel about a preset direction, power from the first output shaft can be transmitted to the second output shaft; a second motor drivingly connected to the second output shaft; and a transmission gear set connected between the second input shaft and the first output shaft; wherein the second output shaft is used to output power outward.

[0009] In some embodiments of this application, a second driving gear is connected to the motor shaft of the second motor, and a second driven gear that meshes with the second driving gear is connected to the second output shaft.

[0010] In some embodiments of this application, the second input shaft is an empty shaft; the motor shaft of the second motor is coaxially arranged with the second input shaft, and one end of the motor shaft of the second motor passes through and is sleeved inside the second input shaft.

[0011] In some embodiments of this application, the transmission unit is a planetary gear set; the planetary gear set includes a sun gear, a ring gear disposed on the outer periphery of the sun gear, and planet gears disposed between the sun gear and the ring gear; the planet gears mesh with the sun gear and the ring gear; the first input shaft is connected to the ring gear, and the second input shaft is connected to the sun gear.

[0012] In some embodiments of this application, the planetary gear set further includes a planet carrier connected to the planetary gears; the hybrid power coupling system further includes a brake connected to the planet carrier to selectively lock the planet carrier, thereby coupling and disengaging the planetary gears relative to the sun gear.

[0013] In some embodiments of this application, the transmission unit is a transmission gear connected between the first input shaft and the second input shaft.

[0014] In some embodiments of this application, the transmission gear set includes a first driving gear fixed on the second input shaft and a first driven gear fixed on the first output shaft; the first driven gear and the first driving gear mesh.

[0015] In some embodiments of this application, the hybrid power coupling system has a single-motor first-gear mode and a single-motor second-gear mode. In the single-motor first-gear mode, the engine and the second motor are not operating, while the first motor operates. The power of the first motor is sequentially transmitted to the second input shaft, the transmission gear set, the first output shaft, the one-way clutch, and the second output shaft. In the single-motor first-gear mode, the speed ratio between the first motor and the second output shaft is S1. In the single-motor second-gear mode, the engine and the first motor are not operating, while the second motor operates. The power of the second motor is transmitted to the second output shaft. In the single-motor second-gear mode, the speed ratio between the second motor and the second output shaft is S2. Wherein, S1 is greater than S2.

[0016] In some embodiments of this application, the hybrid power coupling system further includes an intermediate shaft and a differential mounted on the intermediate shaft; a driving reduction gear is fixed on the first output shaft, and a driven reduction gear is connected to the differential; the driving reduction gear and the driven reduction gear mesh; the intermediate shaft is used to transmit power to the tires.

[0017] According to another aspect of this application, this application provides a vehicle including the above-described hybrid power coupling system and a tire, wherein the second output shaft is driven to the tire.

[0018] As can be seen from the above technical solution, the present invention has at least the following advantages and positive effects:

[0019] In this invention, a transmission gear set is provided between the second input shaft and the first output shaft, so that the second input shaft can drive the first output shaft to rotate. A one-way clutch driving wheel is connected to the first output shaft, and a driven wheel is connected to the second output shaft, so that when the driving wheel rotates relative to the driven wheel about a preset direction, the power of the first output shaft can be transmitted to the second output shaft.

[0020] By controlling the operation of the engine, the first motor, and the second motor, and controlling the rotation direction of the drive wheel, the power from the engine, the first motor, and the second motor can be selectively delivered to the second output shaft. By controlling the individual or combined operation of the engine, the first motor, and the second motor, and controlling the direction of power flow, the hybrid power coupling system can provide multi-gear and multi-mode power drive modes. Attached Figure Description

[0021] Figure 1 is a simplified structural diagram of the first embodiment of the hybrid power coupling system of the present invention.

[0022] Figure 2 is a schematic diagram of power transmission in the single-motor first-gear electric mode in the first embodiment of the hybrid power coupling system.

[0023] Figure 3 is a schematic diagram of power transmission in the single-motor two-speed electric mode of the first embodiment of the hybrid power coupling system.

[0024] Figure 4 is a schematic diagram of power transmission in the dual-motor electric mode in the first embodiment of the hybrid power coupling system.

[0025] Figure 5 is a schematic diagram of power transmission in the range-extending mode of the first embodiment of the hybrid power coupling system.

[0026] Figure 6 is a schematic diagram of power transmission in the braking-generating mode of the first embodiment of the hybrid power coupling system.

[0027] Figure 7 is a simplified structural diagram of the second embodiment of the hybrid power coupling system.

[0028] Figure 8 is a simplified structural diagram of three embodiments of the hybrid power coupling system.

[0029] The reference numerals in the attached drawings are explained as follows: 100, engine; 110, first motor; 120, second motor; 121, second drive gear; 122, second driven gear; 124, motor shaft; 210, transmission unit; 211, sun gear; 212, ring gear; 213, planet gears; 214, planet carrier; 220, one-way clutch; 230, brake; 310, first input shaft; 320, second input shaft; 410, first output shaft; 420, second output shaft; 510, transmission gear set; 511, first drive gear; 512, first driven gear; 600, intermediate shaft; 610, differential; 620, drive reduction gear; 630, driven reduction gear; 900, tire. Detailed Implementation

[0030] Typical embodiments embodying the features and advantages of the present invention will be described in detail in the following description. It should be understood that the present invention can have various variations in different embodiments without departing from the scope of the present invention, and the descriptions and illustrations herein are for illustrative purposes only and not intended to limit the present invention.

[0031] In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

[0032] Figure 1 is a simplified structural diagram of the first embodiment of the hybrid power coupling system of the present invention.

[0033] For ease of description and understanding, the state shown in Figure 1 is used as a reference, and the left and right directions in the figure are left and right directions.

[0034] Referring to Figure 1, this embodiment provides a hybrid power coupling system for use in a vehicle to power the rotation of tires 900. The hybrid power coupling system includes an engine 100, a first motor 110, a second motor 120, a transmission unit 210, a one-way clutch 220, a first input shaft 310, a second input shaft 320, a first output shaft 410, a second output shaft 420, and a transmission gear set 510.

[0035] In this embodiment, the transmission unit 210 is a planetary gear set, which includes a sun gear 211, a ring gear 212 disposed on the outer periphery of the sun gear 211, and planet gears 213 disposed between the sun gear 211 and the ring gear 212; the planet gears 213 mesh with the sun gear 211 and the ring gear 212; the first input shaft 310 is connected to the ring gear 212, and the second input shaft 320 is connected to the sun gear 211. The planetary gear set is configured to transmit power from the first input shaft 310 to the second input shaft 320.

[0036] The planetary gear set also includes a planet carrier 214, which connects to planet gears 213, enabling the planet gears 213 to couple or disconnect relative to the sun gear 211. The engagement of the planet gears 213 and the sun gear 211 allows power to be transmitted from the first input shaft 310 to the second input shaft 320. The disengagement of the planet gears 213 and the sun gear 211 disconnects the power transmission between the first input shaft 310 and the second input shaft 320.

[0037] In this embodiment, the planetary gear 213 can be coupled or disconnected from the sun gear 211. In some embodiments, the planetary gear 213 can be coupled or disconnected from the ring gear 212. In other embodiments, the planetary gear 213 can be coupled or disconnected relative to the sun gear 211 and the ring gear 212.

[0038] In this embodiment, the hybrid power coupling system further includes a brake 230 connected to the planet carrier 214 to selectively lock the planet carrier 214, thereby coupling or disengaging the planet gears 213 relative to the sun gear 211. Specifically, when the brake 230 is used to lock the planet carrier 214, the position of the planet gears 213 is fixed, so that the power of the connection between the sun gear 211 and the ring gear 212 can be transmitted.

[0039] The one-way clutch 220 includes a driving wheel and a driven wheel. When the driving wheel rotates relative to the driven wheel in a preset direction, the driving wheel can drive the driven wheel to rotate, thereby transmitting power from the driving wheel to the driven wheel. Specifically, regardless of whether the driven wheel rotates, the power of the driving wheel can be transmitted to the driven wheel when the driving wheel rotates relative to the driven wheel in a preset direction. When the driven wheel rotates relative to the driving wheel in a preset direction, the driving wheel and the driven wheel disengage.

[0040] The engine 100 is connected to the first input shaft 310 so that power from the engine 100 can be transmitted to the first input shaft 310. In this embodiment, the engine 100 and the first input shaft 310 are connected together by bolts. In some embodiments, the output shaft of the engine 100 is the first input shaft 310.

[0041] The transmission unit 210 is connected to the first input shaft 310 and the second input shaft 320 respectively. Specifically, the planetary gear set is connected to the first input shaft 310 and the second input shaft 320 respectively, so as to selectively transmit the power of the engine 100 to the second input shaft 320. The first input shaft 310 and the second input shaft 320 are located on opposite sides of the planetary gear set.

[0042] In this embodiment, the ring gear 212 of the planetary gear set and the end of the first input shaft 310 facing away from the engine 100 are connected together by a spline clearance fit. The sun gear 211 of the planetary gear set and the second input shaft 320 are connected together by a spline interference fit.

[0043] When the brake 230 is working and the engine 100 is working, the power of the engine 100 can be transmitted to the second input shaft 320 through the first input shaft 310 and the planetary gear set.

[0044] The first motor 110 is connected to the second input shaft 320, and the first motor 110 and the second input shaft 320 are connected by a transmission connection. In this embodiment, the sun gear 211 is connected to one end of the second input shaft 320, and the rotor of the first motor 110 is connected to the second input shaft 320 by a spline and an interference fit.

[0045] The one-way clutch 220 has its driving wheel connected to the first output shaft 410 and its driven wheel connected to the second output shaft 420. This allows the power on the first output shaft 410 to be transmitted to the second output shaft 420 when the first input shaft 310 rotates relative to the second output shaft 420 in a preset direction.

[0046] A transmission gear set 510 is connected between the second input shaft 320 and the first output shaft 410 to drive the first output shaft 410 and the second input shaft 320 to rotate in opposite directions. In this embodiment, the transmission gear set 510 includes a first driving gear 511 fixed on the second input shaft 320 and a first driven gear 512 fixed on the first output shaft 410; the first driven gear 512 and the first driving gear 511 mesh, thereby enabling the second input shaft 320 to drive the first output shaft 410 to rotate, and causing the second input shaft 320 and the first output shaft 410 to rotate in opposite directions.

[0047] The second motor 120 is driven by the second output shaft 420, enabling power transmission between the second motor 120 and the second output shaft 420. In this embodiment, a second driving gear 121 is connected to the motor shaft 124 of the second motor 120, and a second driven gear 122 meshing with the second driving gear 121 is connected to the second output shaft 420. The motor shaft 124 and the second driving gear 121 of the second motor 120 are connected together by a spline interference fit. The rotor of the second motor 120 and the motor shaft 124 are press-fitted together by an interference fit.

[0048] In this embodiment, the motor shaft 124 of the second motor 120 is misaligned relative to the second input shaft 320 and the second output shaft 420.

[0049] In some embodiments, the second motor 120 is directly connected to the second output shaft 420.

[0050] In this embodiment, the hybrid power coupling system also includes an intermediate shaft 600 and a differential 610 disposed on the intermediate shaft 600; a driving reduction gear 620 is fixed on the first output shaft 410, and a driven reduction gear 630 is connected to the differential 610; the driving reduction gear 620 and the driven reduction gear 630 mesh; the intermediate shaft 600 is used to transmit power to the tires 900.

[0051] Based on the unidirectional torque transmission property of the one-way clutch 220, this invention stipulates that, when viewed from the engine 100 side, the one-way clutch 220 is engaged when the driving wheel rotates counterclockwise relative to the driven wheel; conversely, it is disengaged when the driving wheel rotates clockwise relative to the driven wheel. Furthermore, based on the property of the one-way clutch 220, it is also disengaged when the rotational speed of the driven wheel about a preset direction is greater than the rotational speed of the driving wheel about a preset direction.

[0052] In this invention, a transmission gear set 510 is provided between the second input shaft 320 and the first output shaft 410, so that the second input shaft 320 can drive the first output shaft 410 to rotate. A one-way clutch 220 has its driving wheel connected to the first output shaft 410 and its driven wheel connected to the second output shaft 420, so that when the driving wheel rotates relative to the driven wheel in a preset direction, the power of the first output shaft 410 can be transmitted to the second output shaft 420.

[0053] By controlling the operation of the engine 100, the first motor 110, and the second motor 120, and controlling the rotation direction of the drive wheel, the power from the engine 100, the first motor 110, and the second motor 120 can be selectively delivered to the second output shaft 420. By controlling the individual or combined operation of the engine 100, the first motor 110, and the second motor 120, and controlling the direction of power flow, the hybrid power coupling system can provide multi-gear and multi-mode power drive, improving the vehicle's power performance, economy, and high speed.

[0054] It should be noted that both the first motor 110 and the second motor 120 are electric generators.

[0055] In this invention, by controlling the individual or joint operation of the engine 100, the first motor 110 and the second motor 120 and controlling the direction of power flow, the hybrid power coupling system has the following single-motor electric first-gear electric mode, single-motor electric second-gear electric mode, single-motor electric third-gear electric mode, range-extended electric mode, dual-motor electric mode and braking power generation mode.

[0056] Figure 2 is a schematic diagram of power transmission in the single-motor first-gear electric mode in the first embodiment of the hybrid power coupling system.

[0057] Referring to Figure 2, the power transmission direction in Figure 2 is as shown by the arrow. In the single-motor first-gear electric mode, the engine 100 and the second motor 120 are not working, while the first motor 110 is working; the brake 230 is not working. The first motor 110 drives the driving wheel of the one-way clutch 220 to rotate around a preset direction, thereby driving the driven wheel to rotate.

[0058] The power transmission has a single path, and the power transmission direction is sequentially through the first motor 110, the second input shaft 320, the transmission gear set 510, the first output shaft 410, the one-way clutch 220, the second output shaft 420, the active reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600, and is transmitted to the tire 900 through the intermediate shaft 600.

[0059] At this time, viewed from the engine 100 side, the first motor 110 rotates clockwise, and the first output shaft 410, together with the drive wheel of the one-way clutch 220, rotates counterclockwise. The one-way clutch 220 is engaged, enabling power output. When the vehicle is traveling at low, medium, or medium-high speeds and the battery is fully charged, this system can operate in single-motor, first-gear drive mode.

[0060] It should be noted that in the single-motor first-speed electric mode, the speed ratio between the first motor 110 and the second output shaft 420 is S1.

[0061] Figure 3 is a schematic diagram of power transmission in the single-motor two-speed electric mode of the first embodiment of the hybrid power coupling system.

[0062] Referring to Figure 3, the power transmission direction in Figure 3 is as shown by the arrow in the figure. In the single motor second-speed electric mode, the engine 100 and the first motor 110 are not working, while the second motor 120 is working.

[0063] The power transmission has a single path, with the power transmission direction sequentially through the second motor 120, the second output shaft 420, the active reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600, and then transmitted to the tire 900 through the intermediate shaft 600.

[0064] When the vehicle is traveling at full speed, this system can operate in single-motor second-speed drive mode. When the vehicle is traveling at medium or high speed, using single-motor second-speed drive mode can reduce the drive speed of the second motor 120, allowing the second motor 120 to operate in a more efficient drive range.

[0065] In single-motor two-speed mode, the speed ratio between the second motor 120 and the second output shaft 420 is S2; S2 is less than S1.

[0066] When the vehicle is in single-motor first-gear electric mode, it is driven by the first motor 110, with the second motor 120 rotating accordingly. The one-way clutch 220 is engaged, and power is transmitted from the driving wheel to the driven wheel of the one-way clutch 220 at the same speed. When switching from single-motor first-gear electric mode to single-motor second-gear drive mode, the second motor 120 is started and its speed is increased. This causes the driven wheel of the one-way clutch 220 to rotate faster than the driving wheel, disengaging the one-way clutch 220. At this point, the vehicle enters single-motor second-gear electric mode, driven by the second motor 120, and the first motor 110 is deactivated. Power is continuously transmitted to the vehicle throughout the entire shifting process, without any power interruption.

[0067] Figure 4 is a schematic diagram of power transmission in the dual-motor electric mode in the first embodiment of the hybrid power coupling system.

[0068] Referring to Figure 4, the power transmission direction in Figure 4 is as shown by the arrow in the figure. In the dual-motor first gear electric mode, the engine 100 does not work, and the first motor 110 and the second motor 120 work. The first motor 110 drives the one-way clutch drive wheel to rotate around the preset direction, which in turn drives the driven wheel to rotate.

[0069] The power transmission has two paths. The first power transmission direction is sequentially through the first motor 110, the second input shaft 320, the transmission gear set 510, the first output shaft 410, the one-way clutch 220, the second output shaft 420, the active reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600, and is transmitted to the tire 900 through the intermediate shaft 600.

[0070] The second power transmission route is sequentially through the second motor 120, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600, and transmits power to the tire 900 via the intermediate shaft 600.

[0071] At this time, viewed from the engine 100 side, both the first motor 110 and the second motor 120 rotate clockwise, while the driving wheel and driven wheel of the one-way clutch 220 rotate counterclockwise at the same speed, allowing for power coupling and transmission. When the vehicle is undergoing rapid acceleration at low to medium speeds (providing greater power), this system can be driven in dual-motor electric mode.

[0072] Figure 5 is a schematic diagram of power transmission in the range-extending mode of the first embodiment of the hybrid power coupling system.

[0073] Referring to Figure 5, the power transmission direction in Figure 5 is as shown by the arrow. In range-extending mode, the engine 100 and the second motor 120 are working, and the one-way clutch 220 is not working.

[0074] The power transmission follows a single path, with the power transmitted sequentially through the second motor 120, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600, and then transmitted to the tire 900 via the intermediate shaft 600. The second motor 120 is used to drive the tire 900 to rotate.

[0075] At the same time, the rotation of the engine 100 drives the first motor 110 to rotate, thereby generating electricity through the first motor 110.

[0076] At this time, viewed from the engine 100 side, the second motor 120 rotates counterclockwise, and the engine 100 rotates clockwise. After the planetary gear set speeds up and reverses, the second input shaft 320, together with the first drive gear 511, rotates counterclockwise. The drive wheel of the one-way clutch 220 rotates clockwise, and the driven wheel of the one-way clutch 220 rotates counterclockwise. The one-way clutch 220 is in the disengaged state.

[0077] Figure 6 is a schematic diagram of power transmission in the braking-generating mode of the first embodiment of the hybrid power coupling system.

[0078] Referring to Figure 6, the power transmission direction in Figure 6 is as shown by the arrow. In the braking power generation mode, the engine 100 and the first motor 110 are not working, the brake 230 is not working, the one-way clutch 220 is not working, and the power of the vehicle braking is transmitted from the tire 900 end to the second motor 120 for power generation.

[0079] Figure 7 is a simplified structural diagram of the second embodiment of the hybrid power coupling system.

[0080] Referring to Figure 7, the second embodiment of the hybrid power coupling system refers to the structure of the hybrid power coupling system in the first embodiment. The difference between the second and first embodiments is that the second input shaft 320 is an empty shaft; the motor shaft 124 of the second motor 120 is coaxially arranged with the second input shaft 320, and one end of the motor shaft 124 of the second motor 120 passes through and is fitted inside the second input shaft 320. The coaxial arrangement of the second input shaft 320 and the motor shaft 124 of the second motor 120 makes the structure of the hybrid power coupling system more compact, facilitating its arrangement within a limited space.

[0081] Figure 8 is a simplified structural diagram of three embodiments of the hybrid power coupling system.

[0082] Referring to Figure 8, the three embodiments of the hybrid power coupling system refer to the structure of the hybrid power coupling system in the second embodiment. The difference between the second and second embodiments is that in the second embodiment, the transmission unit 210 is a transmission gear connected between the first input shaft 310 and the second input shaft 320. The first input shaft 310 is connected to the output shaft of the engine 100.

[0083] It should be noted that the transmission unit 210 in the first embodiment can also be a transmission gear.

[0084] In this invention, by using different power transmission directions, a single motor can achieve two-speed drive modes. By setting a reasonable speed ratio, the use of the motor can be effectively adjusted according to needs, thereby improving efficiency.

[0085] The two gear shifts of the single motor are achieved through two motors and a one-way clutch 220. The first gear of the single motor is set to the output of the first motor 110, with a high speed ratio. The second gear of the single motor is set to the output of the second motor 120, with a relatively lower speed ratio. The third gear of the single motor is set to the output of the first motor 110, with the lowest speed ratio. Simultaneously, the driving wheel of the one-way clutch 220 is connected to the first motor 110, and the driven end is directly connected to the second motor 120 and the wheel end. Due to the nature of the one-way clutch 220, when the speed of the driven end exceeds the speed of the driving end, the one-way clutch 220 is disengaged, thus achieving uninterrupted power shifting.

[0086] Based on the properties of the one-way clutch 220, the rotational speeds of the wheel end and the first motor 110 can be decoupled at higher vehicle speeds, reducing the high-speed requirements on the first motor 110. Furthermore, since the second-gear ratio of a single motor is relatively small, the speed of the second motor 120 will not be very high even at high vehicle speeds. This configuration allows for meeting the high-speed requirements of the vehicle.

[0087] Although the invention has been described with reference to several typical embodiments, it should be understood that the terminology used is illustrative and exemplary, and not restrictive. Since the invention can be embodied in many forms without departing from the spirit or essence of the invention, it should be understood that the above embodiments are not limited to any of the foregoing details, but should be interpreted broadly within the spirit and scope defined by the appended claims. Therefore, all variations and modifications falling within the scope of the claims or their equivalents should be covered by the appended claims.

Claims

1. A hybrid power coupling system, characterized in that, include: An engine, which is connected to a first input shaft; The first motor is connected to the second input shaft; A transmission unit, connected to the first input shaft and the second input shaft respectively, is used to selectively transmit the engine's power to the second input shaft; a one-way clutch includes a driving wheel and a driven wheel; the driving wheel is connected to a first output shaft, and the driven wheel is connected to a second output shaft, so that when the driving wheel rotates relative to the driven wheel about a preset direction, the power of the first output shaft can be transmitted to the second output shaft; when the driven wheel rotates relative to the driving wheel about a preset direction, the driving wheel and the driven wheel separate; a second motor is drivenly connected to the second output shaft; a transmission gear set is connected between the second input shaft and the first output shaft; wherein, the second output shaft... Used for outputting power; the hybrid power coupling system has at least a single-motor first-gear mode, a single-motor second-gear mode, and a range-extending mode; when in single-motor first-gear mode, the engine and the second motor are not working, and the first motor is working; the power of the first motor is sequentially transmitted to the second input shaft, the transmission gear set, the first output shaft, the one-way clutch, and the second output shaft; when in single-motor second-gear mode, the engine and the first motor are not working, and the second motor is working; the power of the second motor is transmitted to the second output shaft; when in range-extending mode, the power of the second motor is transmitted to the second output shaft, and the engine rotation drives the first motor to rotate, thereby generating electricity through the first motor.

2. The hybrid power coupling system according to claim 1, characterized in that, The second motor has a second driving gear connected to its motor shaft, and the second output shaft has a second driven gear that meshes with the second driving gear.

3. The hybrid power coupling system according to claim 1 or 2, characterized in that, The second input shaft is an empty shaft; the motor shaft of the second motor is coaxial with the second input shaft, and one end of the motor shaft of the second motor passes through and is sleeved inside the second input shaft.

4. The hybrid power coupling system according to claim 3, characterized in that, The transmission unit is a planetary gear set; the planetary gear set includes a sun gear, a ring gear disposed on the outer periphery of the sun gear, and planet gears disposed between the sun gear and the ring gear; the planet gears mesh with the sun gear and the ring gear; the first input shaft is connected to the ring gear, and the second input shaft is connected to the sun gear.

5. The hybrid power coupling system according to claim 4, characterized in that, The planetary gear set also includes a planet carrier connected to the planet gears; the hybrid power coupling system also includes a brake connected to the planet carrier to selectively lock the planet carrier, thereby coupling and disengaging the planet gears relative to the sun gear.

6. The hybrid power coupling system according to claim 3, characterized in that, The transmission unit is a transmission gear connected between the first input shaft and the second input shaft.

7. The hybrid power coupling system according to claim 1, characterized in that, The transmission gear set includes a first driving gear fixed on the second input shaft and a first driven gear fixed on the first output shaft; the first driven gear and the first driving gear mesh.

8. The hybrid power coupling system according to claim 1, characterized in that, In single-motor first-gear mode, the speed ratio between the first motor and the second output shaft is S1; in single-motor second-gear mode, the speed ratio between the second motor and the second output shaft is S2; wherein, S1 is greater than S2.

9. The hybrid power coupling system according to claim 1, characterized in that, The hybrid power coupling system also includes an intermediate shaft and a differential mounted on the intermediate shaft; a driving reduction gear is fixed on the first output shaft, and a driven reduction gear is connected to the differential; the driving reduction gear and the driven reduction gear mesh; the intermediate shaft is used to transmit power to the tires.

10. A vehicle, characterized in that, The system includes a hybrid power coupling system as described in any one of claims 1 to 9 and a tire, wherein the second output shaft is driven to the tire.

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