Hybrid powertrain and vehicle

Abstract

The application provides a hybrid power system and a vehicle. The hybrid power system comprises an engine, a first input shaft, a first motor, a first double clutch, a second input shaft, a second motor, a first transmission gear set, a second output shaft, a second double clutch and a second transmission gear set. The power of the engine and the power of the first motor can be selectively transmitted to the second input shaft, the power on the first input shaft can be transmitted to the first output shaft or the power on the first output shaft can be transmitted to the second input shaft. The power on the second input shaft can be selectively transmitted to the second output shaft. The input and flow direction of the power are controlled by starting and stopping the electric motor, the first motor and the second motor and by disconnecting and connecting the first double clutch and the second double clutch. The first transmission gear and the second transmission gear have different transmission ratios, so that a multi-gear and multi-mode driving power driving mode can be realized.

Description

Technical Field

[0001] This invention relates to the field of automotive powertrain systems, and particularly to a hybrid powertrain 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 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 both series and parallel systems, but their structure is more complex. Summary of the Invention

[0006] The purpose of this invention is to provide a hybrid power system with a simple structure that can achieve multiple driving modes and multiple gears.

[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 system is provided, comprising: an engine connected to a first input shaft; a first motor; a first dual-clutch connected to a second input shaft; the first input shaft and the first motor being respectively connected to the first dual-clutch, such that power from both the engine and the first motor can be selectively transmitted to the second input shaft, or power from the first input shaft can be transmitted to the first motor for power generation by the first motor; a second motor connected to a first output shaft; a first transmission gear set disposed between the second input shaft and the first output shaft; a second dual-clutch connected to a second output shaft; a second transmission gear set disposed between the second input shaft and the second dual-clutch, such that power from the second input shaft can be selectively transmitted to the second output shaft; the first output shaft being connected to the second dual-clutch, such that power can be selectively transmitted between the first output shaft and the second dual-clutch; the first transmission gear and the second transmission gear having different transmission ratios; and the second output shaft for outputting power.

[0009] In some embodiments of this application, the first dual-clutch transmission includes a first drive disc and two first clutches disposed on opposite sides of the first drive disc; the two first clutches are separable and coupled to the first drive disc respectively; the first drive disc is drive-connected to the first motor; the first input shaft and the second input shaft are coaxially disposed; the two first clutches are respectively connected to the first input shaft and the second input shaft.

[0010] In some embodiments of this application, a central shaft is fixed on the first active disk; the central shaft and the second input shaft are coaxially arranged; the second input shaft is an empty shaft, and the second input shaft is nested outside the central shaft.

[0011] In some embodiments of this application, the second dual-clutch includes a second drive disc and two second clutches disposed on opposite sides of the second drive disc; the two second clutches are separable and coupled to the second drive disc respectively; the second drive disc is fixedly connected to the second output shaft; a second transmission gear set is disposed between one of the second clutches and the second input shaft, and the other second clutch is fixedly connected to the first output shaft; the first output shaft and the second output shaft are coaxially disposed.

[0012] In some embodiments of this application, the first output shaft is an empty shaft, and the first output shaft is nested outside the second output shaft.

[0013] In some embodiments of this application, the hybrid power system further includes an intermediate shaft and a differential mounted on the intermediate shaft; a driving reduction gear is fixed on the second 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 wheels.

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

[0015] In some embodiments of this application, the second transmission gear set includes a second driving gear sleeved and fixed on the outer periphery of the second input shaft, and a second driven gear fixedly connected to the second dual clutch; the second driven gear and the second driving gear mesh.

[0016] In some embodiments of this application, both the first motor and the second motor are electric generators.

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

[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, the connection between the first motor and the engine on the first dual-clutch is controlled by disengaging and engaging the first dual-clutch, allowing the power of both the engine and the first motor to be selectively transmitted to the second input shaft. A first gear set is provided between the second input shaft and the first output shaft, enabling the power on the first input shaft to be transmitted to the first output shaft, or vice versa. A second transmission gear is provided between the second input shaft and the second dual-clutch, allowing the power on the second input shaft to be selectively transmitted to the second output shaft. The disengagement and engagement of the second dual-clutch allows power to be transmitted between the first and second output shafts.

[0020] The input and flow direction of power are controlled by starting and stopping the electric motor, the first motor, and the second motor, as well as by disconnecting and connecting the first dual-clutch and the second dual-clutch; and the first transmission gear and the second transmission gear have different transmission ratios, thereby enabling multi-gear and multi-mode driving force. Attached Figure Description

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

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

[0023] Figure 3 This is a schematic diagram of power transmission in the single-motor, second-speed electric mode of a hybrid system.

[0024] Figure 4 This is a schematic diagram of power transmission in the single-motor three-speed electric mode of a hybrid system.

[0025] Figure 5 This is a schematic diagram of power transmission in the single-motor four-speed electric mode of a hybrid system.

[0026] Figure 6 This is a schematic diagram of power transmission in the first-gear electric mode of a hybrid system with dual motors.

[0027] Figure 7 This is a schematic diagram of power transmission in the dual-motor, two-speed electric mode of a hybrid power system.

[0028] Figure 8 This is a schematic diagram of power transmission in the direct drive first gear mode of a hybrid power system engine.

[0029] Figure 9 This is a schematic diagram of power transmission in the direct drive second gear mode of a hybrid power system engine.

[0030] Figure 10 This is a schematic diagram of power transmission in a hybrid system in parallel hybrid primary mode.

[0031] Figure 11 This is a schematic diagram of power transmission in the parallel hybrid secondary mode of a hybrid power system.

[0032] Figure 12 This is a schematic diagram of power transmission in the parallel hybrid three-stage mode of a hybrid power system.

[0033] Figure 13 This is a schematic diagram of power transmission in the parallel hybrid four-level mode of a hybrid power system.

[0034] Figure 14 This is a schematic diagram of power transmission in the range-extending first gear mode of a hybrid system.

[0035] Figure 15 This is a schematic diagram of power transmission in the range-extending second-gear mode of a hybrid power system.

[0036] Figure 16 This is a schematic diagram of power transmission in the braking-generating mode of a hybrid power system.

[0037] The reference numerals in the attached drawings are explained as follows: 100, engine; 110, first motor; 120, second motor; 210, first dual-clutch; 211, first drive disc; 212, first clutch; 213, first clutch; 214, central shaft; 220, second dual-clutch; 221, second drive disc; 222, second clutch; 223, second clutch; 310, first input shaft; 320, second input shaft; 410, first output shaft; 420, second output shaft; 510, first transmission gear set; 511, first drive gear; 512, first driven gear; 520, second transmission gear set; 521, second drive gear; 522, second driven gear; 600, intermediate shaft; 610, differential; 620, drive reduction gear; 630, driven reduction gear; 900, wheel. Detailed Implementation

[0038] 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.

[0039] 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.

[0040] Figure 1 This is a simplified structural diagram of the hybrid power system of the present invention.

[0041] For ease of description and understanding, Figure 1 The state shown is for reference, and the left and right directions in the figure are left and right directions.

[0042] See Figure 1This embodiment provides a hybrid power system for use in a vehicle to power the rotation of wheels 900. The hybrid power system includes an engine 100, a first motor 110, a second motor 120, a first dual-clutch transmission 210, a second dual-clutch transmission 220, a first input shaft 310, a second input shaft 320, a first output shaft 410, a second output shaft 420, a first transmission gear set 510, and a second transmission gear set 520.

[0043] The first dual-clutch transmission 210 includes a first drive plate 211 and two first clutches (212, 213) disposed on opposite sides of the first drive plate 211. The two first clutches (212, 213) are separable and can be coupled to the first drive plate 211 respectively. The two first clutches (212, 213) share a first drive plate 211. The two first clutches (212, 213) are disposed opposite to each other so that the integrated structure of the two first clutches (212, 213) is small in size, thereby making the hybrid power system simple and compact in structure, and the overall size of the hybrid power system small, so as to facilitate installation in the limited space of the vehicle.

[0044] The first dual-clutch 210 is configured to disconnect and engage between the first clutch (212, 213) and the first drive plate 211, so that power can be transmitted between the first drive plate 211 and the two first clutches (212, 213).

[0045] The first drive disc 211 is connected to the first motor 110; the first input shaft 310 and the second input shaft 320 are coaxially arranged; two first clutches (212, 213) are respectively connected to the first input shaft 310 and the second input shaft 320 through spline interference fit. The first clutch 212 is connected to the first input shaft 310. The first clutch 213 is connected to the second input shaft 320.

[0046] In this embodiment, a central shaft 214 is fixed on the first drive disc 211. The first drive disc 211 is connected to the central shaft 214 via a spline interference fit, and the first drive disc 211 rotates around the central shaft 214. The central shaft 214 and the second input shaft 320 are coaxially arranged; the second input shaft 320 is an empty shaft, nested outside the central shaft 214, thereby making the hybrid power system structure more compact within a limited space. Specifically, a bearing is provided between the outer circumference of the central shaft 214 and the inner circumference of the second input shaft 320, so that the second input shaft 320 can rotate relative to the central shaft 214. This bearing is a needle roller bearing or a ball bearing, etc.

[0047] The second dual-clutch 220 includes a second drive plate 221 and two second clutches (222, 223) disposed on opposite sides of the second drive plate 221. The two second clutches (222, 223) can be separable and coupled to the second drive plate 221 respectively. The two second clutches (222, 223) share a second drive plate 221. The two second clutches (222, 223) are disposed opposite to each other so that the integrated structure of the two second clutches (222, 223) is small in size, thereby making the power system structure simple and compact, and the overall hybrid system small in size, so as to facilitate installation in the limited space of the vehicle.

[0048] By setting the second dual clutch 220, the two second clutches (222, 223) and the second drive plate 221 are disengaged and engaged, so that power can be transmitted between the second drive plate 221 and the two second clutches (222, 223).

[0049] The second drive disc 221 is fixedly connected to the second output shaft 420; a second transmission gear set 520 is provided between a second clutch 222 and the second input shaft 320, and another second clutch 223 is fixedly connected to the first output shaft 410; the first output shaft 410 and the second output shaft 420 are coaxially arranged. In this embodiment, the second drive disc 221 and the second output shaft 420 are connected together by a spline interference fit.

[0050] The engine 100 is connected to a first input shaft 310, and the first input shaft 310 is connected to a first dual-clutch 210 for transmitting power to the first dual-clutch 210. In this embodiment, the engine 100 and the first input shaft 310 are bolted together. In some embodiments, the output shaft of the engine 100 is the first input shaft 310.

[0051] The engine 100 is driven by the first dual-clutch 210, and the first motor 110 is also driven by the first dual-clutch 210, allowing power from the engine 100 to be transmitted to the first dual-clutch 210. The first motor 110 is driven by the first dual-clutch 210 to transmit power to the first motor 110, or to transmit power from the first dual-clutch 210 to the first motor 110. The rotor of the first motor 110 is integrated with the first drive disc 211.

[0052] The first motor 110 is an electric motor 100, capable of both outputting power and generating electricity. A first dual-clutch 210 is connected to a second input shaft 320; the first input shaft 310 and the first motor 110 are respectively connected to the first dual-clutch 210, allowing the power from both the motor 100 and the first motor 110 to be selectively transmitted to the second input shaft 320, or allowing the power from the first input shaft 310 to be transmitted to the first motor 110 for power generation. In this embodiment, the rotor of the first motor 110 is connected to the second input shaft 320 via a spline and an interference fit.

[0053] The engine 100 and the first motor 110 can operate independently, thereby transmitting power to the second input shaft 320 respectively. The engine 100 and the first motor 110 can also operate simultaneously, transmitting power from both to the second input shaft 320. The power from the engine 100 can also be transmitted to the first motor 110, causing it to rotate and generate electricity.

[0054] The second motor 120 is an electric generator. The second motor 120 is connected to the first output shaft 410 to transmit power from the second motor 120 to the first output shaft 410; or to enable the power from the first output shaft 410 to be transmitted to the second motor 120 so that the second motor 120 rotates to generate electricity. The rotor of the second motor 120 and the first output shaft 410 are press-fitted together by an interference fit.

[0055] A first transmission gear set 510 is provided between the second input shaft 320 and the first output shaft 410, so that power can be transmitted between the second input shaft 320 and the first output shaft 410.

[0056] In this embodiment, the first transmission gear set 510 includes a first driving gear 511 sleeved and fixed on the outer periphery of the second input shaft 320, and a first driven gear 512 sleeved and fixed on the outer periphery of the first output shaft 410; the first driven gear 512 and the first driving gear 511 mesh.

[0057] The second dual-clutch 220 is connected to the second output shaft 420; a second transmission gear set 520 is provided between the second input shaft 320 and the second dual-clutch 220 so that the power on the second input shaft 320 can be selectively transmitted to the second output shaft 420; the first output shaft 410 is connected to the second dual-clutch 220; the first transmission gear set 510 and the second transmission gear set 520 have different transmission ratios; the second output shaft 420 is used to transmit power outward.

[0058] The second transmission gear set 520 includes a second driving gear 521 sleeved and fixed on the outer periphery of the second input shaft 320, and a second driven gear 522 fixedly connected to the second dual clutch 220; the second driven gear 522 meshes with the second driving gear 521. The second driven gear 522 is connected to the second clutch 222.

[0059] The second input shaft 320 can be connected to the first drive gear 511 and the second drive gear 521 by spline interference fit, or the first drive gear 511 and the second drive gear 521 can be directly generated on the second input shaft 320.

[0060] The second drive disc 221 is connected to the second output shaft 420 by a spline interference fit. The second driven gear 522 is supported on the second output shaft 420 by a needle roller bearing. The second driven gear 522 is connected to the second clutch 222 by a spline clearance fit.

[0061] In this embodiment, the hybrid power 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 second output shaft 420, 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 wheels 900.

[0062] In this embodiment, one end of the first input shaft 310 is fixedly connected to the engine 100 by bolts, and the other end of the first input shaft 310 is connected to the first clutch 212 by a spline clearance fit. One end of the second input shaft 320 is connected to the first clutch 213 by a spline clearance fit.

[0063] The second output shaft 420 is integrally formed with the active reduction gear 620. The first output shaft 410 is an empty shaft, nested on the second output shaft 420 by a needle roller bearing. The first output shaft 410 and the second clutch 223 are connected together by a spline clearance fit. The rotor of the second motor 120 is press-fitted onto the first output shaft 410 by an interference fit. The first driven gear 512 and the first output shaft 410 are connected together by a spline interference fit.

[0064] In this embodiment, a vehicle is also provided, including the aforementioned hybrid power system and wheels 900, with a second output shaft 420 drivingly connected to the wheels 900.

[0065] In this invention, the connection between the first motor 110 and the engine 100 on the first dual-clutch 210 is controlled by opening and closing the first dual-clutch 210, allowing the power of both the engine 100 and the first motor 110 to be selectively transmitted to the second input shaft 320. A first gear set is provided between the second input shaft 320 and the first output shaft 410, allowing power from the first input shaft 310 to be transmitted to the first output shaft 410, or vice versa. A second transmission gear is provided between the second input shaft 320 and the second dual-clutch 220, allowing power from the second input shaft 320 to be selectively transmitted to the second output shaft 420. The opening and closing of the second dual-clutch 220 allows power to be transmitted between the first output shaft 410 and the second output shaft 420.

[0066] The input and flow direction of power are controlled by starting and stopping the electric motor, the first motor 110, and the second motor 120, as well as by disconnecting and connecting the first dual-clutch 210 and the second dual-clutch 220; and the first transmission gear and the second transmission gear have different transmission ratios, thereby enabling multi-gear and multi-mode driving force driving modes.

[0067] The first input shaft 310, the second input shaft 320, and the central shaft 214 are coaxially arranged, with the second input shaft 320 being an empty shaft and fitted around the outer periphery of the central shaft 214, so that the axes of the second input shaft 320 and the central shaft 214 partially coincide, thus making the structure more compact. The first output shaft 410 and the second output shaft 420 are coaxially arranged; the first output shaft 410 is an empty shaft and fitted around the outer periphery of the second output shaft 420, so that the axes of the first output shaft 410 and the second output shaft 420 partially coincide, thus making the structure compact. The coaxial arrangement of the first input shaft 310, the second input shaft 320, and the central shaft 214, as well as the coaxial arrangement of the first output shaft 410 and the second output shaft 420, ensures that the hybrid power system has only two axes of rotation, resulting in a compact hybrid power system structure.

[0068] The first dual-clutch 210 and the second dual-clutch 220 are both back-to-back dual-clutches, and one back-to-back dual-clutch is integrated with the rotor of the first motor 110. The overall mechanism is simple, compact, and the system size is small.

[0069] Based on the above structure, this hybrid power system has a variety of different operating modes.

[0070] Figure 2 This is a schematic diagram of power transmission in the single-motor, first-gear electric mode of a hybrid system.

[0071] See Figure 2 , Figure 2 The direction of the arrow indicates the direction of power transmission. In single-motor first-gear electric mode, neither the engine 100 nor the first motor 110 operates. The two first clutches (212, 213) of the first dual-clutch 210 disengage from the first drive plate 211. The second clutch 223 disengages from the second drive plate 221. The second motor 120 starts, and the second clutch 222 engages with the second drive plate 221. The power transmission path has one path, and the power transmission direction is as follows: second motor 120, second output shaft 420, first transmission gear set 510, second input shaft 320, second transmission gear set 520, second output shaft 420, drive reduction gear 620, driven reduction gear 630, differential 610, and intermediate shaft 600, and is transmitted to the wheels 900 through the intermediate shaft 600. When the vehicle is traveling at full speed, this system can be driven in single-motor first-gear drive mode.

[0072] Figure 3 This is a schematic diagram of power transmission in the single-motor, second-speed electric mode of a hybrid system.

[0073] See Figure 3 , Figure 3 The direction of the arrow indicates the direction of power transmission. In single-motor second-gear electric mode, neither the engine 100 nor the first motor 110 operates. The two first clutches (212, 213) of the first dual-clutch 210 disengage from the first drive plate 211. The second clutch 222 disengages from the second drive plate 221. The second motor 120 starts, and the second clutch 223 engages with the second drive plate 221. The power transmission path has one path, and the power transmission direction is as follows: second motor 120, first output shaft 410, second output shaft 420, drive reduction gear 620, driven reduction gear 630, differential 610, and intermediate shaft 600, and is transmitted to the wheels 900 through the intermediate shaft 600. When the vehicle is traveling at medium to high speeds, this system can operate in single-motor second-gear drive mode, which can reduce the drive speed of the second motor 120, allowing the second motor 120 to operate in a more efficient drive range.

[0074] Figure 4 This is a schematic diagram of power transmission in the single-motor three-speed electric mode of a hybrid system.

[0075] See Figure 4 , Figure 4The direction of the middle arrow indicates the direction of power transmission. In single-motor three-speed electric mode, the engine 100 and the second motor 120 are not working. The first clutch 212 and the first drive plate 211 are disengaged, and the second clutch 223 and the first drive plate 211 are engaged. The second clutch 222 and the second drive plate 221 are engaged, and the second clutch 223 and the second drive plate 221 are disengaged, and the first motor 110 is working.

[0076] The power transmission path has one route, with the power transmitted sequentially through the first motor 110, the second input shaft 320, the second transmission gear set 520, 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 wheels 900 via the intermediate shaft 600. When the vehicle is in medium to high speed operating conditions, this system can be driven in a single motor three-speed mode.

[0077] Figure 5 This is a schematic diagram of power transmission in the single-motor four-speed electric mode of a hybrid system.

[0078] See Figure 5 , Figure 5 The power transmission direction is shown by the arrow in the figure. In the single-motor four-speed electric mode, the engine 100 and the second motor 120 are not working. The first clutch 212 and the first drive plate 211 are disengaged, and the second clutch 223 and the first drive plate 211 are engaged. The second clutch 222 and the second drive plate 221 are disengaged, and the second clutch 223 and the second drive plate 221 are engaged, and the first motor 110 is working.

[0079] The power transmission path has one route, with the power transmission direction sequentially as follows: first motor 110, second input shaft 320, first transmission gear set 510, first output shaft 410, second output shaft 420, driving reduction gear 620, driven reduction gear 630, differential 610, and intermediate shaft 600, and then transmitted to the wheels 900 through the intermediate shaft 600. When the vehicle is in high-speed operation, this system can be driven in single-motor four-speed electric mode.

[0080] Figure 6 This is a schematic diagram of power transmission in the first-gear electric mode of a hybrid system with dual motors.

[0081] See Figure 6 , Figure 6 The power transmission direction is shown by the arrow in the diagram. In the dual-motor first-gear electric mode, the engine 100 is not working, while the first motor 110 and the second motor 120 are working. The first clutch 212 is disengaged from the first drive plate 211, and the first clutch 213 is engaged with the first drive plate 211. The second clutch 222 is engaged with the second drive plate 221, and the second clutch 223 is disengaged from the second drive plate 221.

[0082] The power transmission path has two paths. The power transmission direction of the first path is as follows: second motor 120, first output shaft 410, second output shaft 420, active reduction gear 620, driven reduction gear 630, differential 610 and intermediate shaft 600, and the power is transmitted to the wheel 900 through the intermediate shaft 600.

[0083] The power transmission direction of the second path is as follows: second motor 120, second output shaft 420, first transmission gear set 510, second input shaft 320, second transmission gear set 520, second output shaft 420, active reduction gear 620, driven reduction gear 630, differential 610, and intermediate shaft 600, with power transmitted to the wheels 900 via the intermediate shaft 600. When the vehicle is at low speed and accelerating rapidly, this system can be driven in dual-motor first-gear electric mode to provide greater power.

[0084] Figure 7 This is a schematic diagram of power transmission in the dual-motor, two-speed electric mode of a hybrid power system.

[0085] See Figure 7 , Figure 7 The power transmission direction is shown by the arrow in the diagram. In the dual-motor, second-gear electric mode, engine 100 is not working, while the first motor 110 and the second motor 120 are working. The first clutch 212 is disengaged from the first drive plate 211, and the first clutch 213 is engaged with the first drive plate 211. The second clutch 222 is disengaged from the second drive plate 221, and the second clutch 223 is engaged with the second drive plate 221.

[0086] The power transmission path has two paths. The power transmission direction of the first path is as follows: first motor 110, second input shaft 320, first transmission gear set 510, first output shaft 410, second output shaft 420, active reduction gear 620, driven reduction gear 630, differential 610 and intermediate shaft 600, and then transmitted to wheel 900 through intermediate shaft 600.

[0087] The power transmission direction of the second path is as follows: second motor 120, first output shaft 410, second output shaft 420, active reduction gear 620, driven reduction gear 630, differential 610, and intermediate shaft 600, and then transmitted to the wheels 900 through the intermediate shaft 600. When the car is at medium to high speed and under rapid acceleration conditions, this system can be driven in dual-motor second-speed electric mode.

[0088] Figure 8 This is a schematic diagram of power transmission in the direct drive first gear mode of a hybrid power system engine.

[0089] See Figure 8, Figure 8 The power transmission direction is shown by the arrow in the diagram. In the direct drive first gear mode of engine 100, engine 100 is working, and the first motor 110 and the second motor 120 are not working. The first clutch 212 and the first drive plate 211 are engaged, and the first clutch 213 and the first drive plate 211 are engaged. The second clutch 222 and the second drive plate 221 are engaged, and the second clutch 223 and the second drive plate 221 are disengaged.

[0090] The power transmission path has one route, with the power transmission direction sequentially as follows: engine 100, first input shaft 310, second input shaft 320, second transmission gear set 520, second output shaft 420, active reduction gear 620, driven reduction gear 630, differential 610, and intermediate shaft 600, and then transmitted to the wheels 900 via the intermediate shaft 600. When the vehicle is in a medium-speed operating condition, this system can be driven in the direct drive first gear mode of engine 100.

[0091] Figure 9 This is a schematic diagram of power transmission in the direct drive second gear mode of a hybrid power system engine.

[0092] See Figure 9 , Figure 9 The power transmission direction is shown by the arrow in the diagram. In the direct drive second gear mode of engine 100, engine 100 is working, while the first motor 110 and the second motor 120 are not working. The first clutch 212 and the first drive plate 211 are engaged, and the first clutch 213 and the first drive plate 211 are engaged. The second clutch 222 and the second drive plate 221 are disengaged, and the second clutch 223 and the second drive plate 221 are engaged.

[0093] The power transmission path has one route, with the power transmission direction sequentially as follows: engine 100, first input shaft 310, second input shaft 320, first transmission gear set 510, first output shaft 410, second output shaft 420, active reduction gear 620, driven reduction gear 630, differential 610, and intermediate shaft 600, and then transmitted to the wheels 900 through the intermediate shaft 600. When the vehicle is in high-speed operation, this system can drive in the direct drive second gear mode of engine 100.

[0094] Figure 10 This is a schematic diagram of power transmission in the parallel hybrid primary mode of a hybrid power system.

[0095] See Figure 10 , Figure 10The power transmission direction is shown by the arrow in the diagram. In the parallel hybrid primary mode, engine 100 and second motor 120 are working, while first motor 110 is not working. First clutch 212 and first drive plate 211 are engaged, and first clutch 213 and first drive plate 211 are engaged. Second clutch 222 and second drive plate 221 are engaged, and second clutch 223 and second drive plate 221 are disengaged.

[0096] The power transmission path has two paths. The power transmission direction of the first path is as follows: engine 100, first input shaft 310, second input shaft 320, second transmission gear set 520, second output shaft 420, active reduction gear 620, driven reduction gear 630, differential 610 and intermediate shaft 600, and then transmitted to the wheel 900 through the intermediate shaft 600.

[0097] The power transmission direction of the second path is as follows: second motor 120, second output shaft 420, first transmission gear set 510, second input shaft 320, second transmission gear set 520, second output shaft 420, active reduction gear 620, driven reduction gear 630, differential 610, and intermediate shaft 600, and then transmitted to the wheels 900 through the intermediate shaft 600. When the vehicle is at low speed and under rapid acceleration conditions, this system can drive in parallel hybrid first-level mode.

[0098] Figure 11 This is a schematic diagram of power transmission in the parallel hybrid secondary mode of a hybrid power system.

[0099] See Figure 11 , Figure 11 The power transmission direction is shown by the arrow in the diagram. In the parallel hybrid two-stage mode, engine 100 and second motor 120 are working, while first motor 110 is not working. First clutch 212 and first drive plate 211 are engaged, and first clutch 213 and first drive plate 211 are engaged. Second clutch 222 and second drive plate 221 are disengaged, and second clutch 223 and second drive plate 221 are engaged.

[0100] The power transmission path has two paths. The transmission direction of the first path is as follows: engine 100, first input shaft 310, second input shaft 320, first transmission gear set 510, first output shaft 410, second output shaft 420, active reduction gear 620, driven reduction gear 630, differential 610 and intermediate shaft 600, and then transmitted to the wheel 900 through the intermediate shaft 600.

[0101] The power transmission direction of the second path is as follows: second motor 120, first output shaft 410, second output shaft 420, active reduction gear 620, driven reduction gear 630, differential 610, and intermediate shaft 600, and then transmitted to the wheels 900 through the intermediate shaft 600. When the car is at medium to high speed and under rapid acceleration conditions, this system can drive in parallel hybrid secondary mode.

[0102] Figure 12 This is a schematic diagram of power transmission in the parallel hybrid three-stage mode of a hybrid power system.

[0103] See Figure 12 , Figure 12 The power transmission direction is shown by the arrow in the diagram. In the parallel hybrid three-stage mode, engine 100 and the first motor 110 are working, while the second motor 120 is not working. The first clutch 212 and the first drive plate 211 are engaged, as are the first clutch 213 and the first drive plate 211. The second clutch 222 and the second drive plate 221 are engaged, while the second clutch 223 and the second drive plate 221 are disengaged.

[0104] The power transmission path has two paths. The power transmission direction of the first path is as follows: engine 100, first input shaft 310, second input shaft 320, second transmission gear set 520, second output shaft 420, active reduction gear 620, driven reduction gear 630, differential 610 and intermediate shaft 600, and then transmitted to the wheel 900 through the intermediate shaft 600.

[0105] The power transmission direction of the second path is as follows: first motor 110, second input shaft 320, second transmission gear set 520, second output shaft 420, active reduction gear 620, driven reduction gear 630, differential 610, and intermediate shaft 600, and then transmitted to the wheels 900 through the intermediate shaft 600. When the car is at medium to high speed and in acceleration conditions, this system can drive in a parallel hybrid three-level mode.

[0106] Figure 13 This is a schematic diagram of power transmission in the parallel hybrid four-level mode of a hybrid power system.

[0107] See Figure 13 , Figure 13 The power transmission direction is shown by the arrow in the diagram. In the parallel hybrid four-stage mode, engine 100 and the first motor 110 are working, while the second motor 120 is not working. The first clutch 212 and the first drive plate 211 are engaged, as are the first clutch 213 and the first drive plate 211. The second clutch 222 and the second drive plate 221 are disengaged, while the second clutch 223 and the second drive plate 221 are engaged.

[0108] The power transmission path has two paths. The power transmission direction of the first path is as follows: engine 100, first input shaft 310, second input shaft 320, first transmission gear set 510, first output shaft 410, second output shaft 420, active reduction gear 620, driven reduction gear 630, differential 610 and intermediate shaft 600, and then transmitted to the wheel 900 through the intermediate shaft 600.

[0109] The power transmission direction of the second path is as follows: first motor 110, second input shaft 320, first transmission gear set 510, first output shaft 410, second output shaft 420, active reduction gear 620, driven reduction gear 630, differential 610, and intermediate shaft 600, and then transmitted to the wheels 900 through the intermediate shaft 600. When the vehicle is at high speed and accelerating, this system can drive in parallel hybrid four-level mode.

[0110] Figure 14 This is a schematic diagram of power transmission in the range-extending first gear mode of a hybrid system.

[0111] See Figure 14 , Figure 14 The power transmission direction is shown by the arrow in the figure. In range-extending mode, the engine 100 and the second motor 120 are both operating. The first clutch 212 engages with the first drive plate 211, and the first clutch 213 disengages from the first drive plate 211. The second clutch 222 engages with the second drive plate 221, and the second clutch 223 disengages from the second drive plate 221. The power from the engine 100 is sequentially transmitted to the first input shaft 310 and the first motor 110, driving the first motor 110 to rotate and generate electricity.

[0112] The power transmission direction of the second motor 120 is sequentially through the second output shaft 420, the first transmission gear set 510, the second input shaft 320, the second transmission gear set 520, 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 wheel 900 through the intermediate shaft 600.

[0113] Figure 15 This is a schematic diagram of power transmission in the range-extending second-gear mode of a hybrid power system.

[0114] See Figure 15 , Figure 15The power transmission direction is shown by the arrow in the diagram. In range-extending second-gear mode, the engine 100 and the second motor 120 are operating. The first clutch 212 and the first drive plate 211 are engaged, and the first clutch 213 and the first drive plate 211 are disengaged. The second clutch 222 and the second drive plate 221 are disengaged, and the second clutch 223 and the second drive plate 221 are engaged. The power from the engine 100 is sequentially transmitted to the first input shaft 310 and the first motor 110 to drive the first motor 110 to rotate, thereby generating electricity.

[0115] The power transmission direction of the second motor 120 is sequentially through the first output shaft 410, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600, and is transmitted to the wheel 900 through the intermediate shaft 600.

[0116] Figure 16 This is a schematic diagram of power transmission in the braking-generating mode of a hybrid power system.

[0117] See Figure 16 , Figure 16 The direction of power transmission is shown by the arrow in the diagram. In braking-generating mode, the engine 100 and the first motor 110 are not operating. The first clutch 212 and the first drive plate 211 are disengaged, as are the first clutch 213 and the first drive plate 211. The second clutch 222 and the second drive plate 221 are disengaged, while the second clutch 223 and the second drive plate 221 are engaged. The power generated during vehicle braking is transmitted from the wheels 900 to the second motor 120 for power generation.

[0118] In this invention, the hybrid powertrain system can achieve multiple operating modes, improving the vehicle's power, economy, and high speed. Furthermore, it can achieve four drive modes for a single motor, allowing for effective adjustment of the motor's efficient use as needed, thus enhancing efficiency.

[0119] The single-motor first-gear drive mode is achieved through a gear mechanism around the input shaft, resulting in a three-stage reduction and a smaller, more compact structure. Meanwhile, the single-motor second-gear mode outputs directly through a reduction gear, achieving high efficiency with a single-stage reduction.

[0120] Third, the two motors are not directly connected to the wheel 900 end through the clutch, thus decoupling the motor speed from the vehicle speed. This reduces the maximum motor speed requirement and increases the vehicle's maximum speed.

[0121] 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 system characterized by comprising: The hybrid power system comprises: an engine connected with a first input shaft; a first motor; a first double clutch connected with a second input shaft; the first input shaft and the first motor are connected with the first double clutch, so that the power of the engine and the first motor can be selectively transmitted to the second input shaft, or the power on the first input shaft can be transmitted to the first motor for power generation of the first motor; a second motor connected with a first output shaft; a first transmission gear set is arranged between the second input shaft and the first output shaft; a second double clutch connected with a second output shaft; a second transmission gear set is arranged between the second input shaft and the second double clutch, so that the power on the second input shaft can be selectively transmitted to the second output shaft; the first output shaft is connected to the second double clutch, so that the power can be selectively transmitted between the first output shaft and the second double clutch; the first transmission gear and the second transmission gear have different transmission ratios; the second output shaft is used for outputting power to the outside; the first double clutch comprises a first driving disc and two first clutches arranged on the opposite sides of the first driving disc; the two first clutches can be respectively decoupled and coupled with the first driving disc; the first driving disc is in transmission connection with the first motor; the first input shaft and the second input shaft are coaxially arranged; the two first clutches are connected with the first input shaft and the second input shaft respectively; the rotor of the first motor is integrated with the first driving disc, and the rotor of the first motor is located on the circumferential outside of the first driving disc.

2. The hybrid system according to claim 1, characterized by a central shaft is fixed on the first driving disc; the central shaft and the second input shaft are coaxially arranged; the second input shaft is a hollow shaft, and the second input shaft is nested outside the central shaft.

3. The hybrid system according to claim 1, characterized by the second double clutch comprises a second driving disc and two second clutches arranged on the opposite sides of the second driving disc; the two second clutches can be respectively decoupled and coupled with the second driving disc; the second driving disc is fixedly connected with the second output shaft; a second transmission gear set is arranged between one of the second clutches and the second input shaft, and the other second clutch is fixedly connected with the first output shaft; the first output shaft and the second output shaft are coaxially arranged.

4. The hybrid system of claim 1, wherein, the first output shaft is a hollow shaft, and the first output shaft is nested outside the second output shaft.

5. The hybrid system of claim 1, wherein, the hybrid power system further comprises an intermediate shaft and a differential gear arranged on the intermediate shaft; a driving reduction gear is fixed on the second output shaft, and a driven reduction gear is connected to the differential gear; the driving reduction gear and the driven reduction gear are in meshing engagement; the intermediate shaft is used for transmitting power to wheels.

6. The hybrid system of claim 1, wherein, the first transmission gear set comprises a first driving gear sleeved and fixed on the outer circumference of the second input shaft, and a first driven gear sleeved and fixed on the outer circumference of the first output shaft; the first driven gear and the first driving gear are in meshing engagement.

7. The hybrid system of claim 1, wherein, The second transmission gear set comprises a second driving gear sleeved and fixed on the outer periphery of the second input shaft, and a second driven gear fixedly connected to the second double clutch; the second driven gear and the second driving gear are in engagement.

8. The hybrid system of claim 1, wherein, The first motor and the second motor are motor-generators.

9. A vehicle characterized by comprising: The hybrid system as claimed in any one of claims 1 to 8, and a wheel, the second output shaft being drivingly connected to the wheel.

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