Hybrid powertrain and vehicle

Abstract

A hybrid power system comprises a first motor (EM1) and a second motor (EM2), wherein the first motor (EM1) is coaxially arranged with an engine (ICE) and is always connected in transmission, and the second motor (EM2) is arranged in parallel with the first motor (EM1) and is staggered; a first input shaft (S1) of a transmission is controllably connected in transmission with the first motor (EM1) via a first clutch unit (C1), a second input shaft (S2) is controllably connected in transmission with the first motor (EM1) via a second clutch unit (C2), and a third input shaft (S3) is always connected in transmission with the second motor (EM2). The first input shaft (S1), the second input shaft (S2) and the third input shaft (S3) are always connected in transmission with an intermediate shaft (S4) via different gear pairs. The hybrid power system reduces the axial size of the entire system, improves the packaging space of the entire system, simplifies the structure and reduces the cost. A vehicle comprising the hybrid power system is also provided.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more particularly to a hybrid powertrain and a vehicle including the hybrid powertrain. Background Art

[0002] like Figure 1 As shown, in an existing hybrid power system, an engine ICE, a first motor EM1, a second motor EM2 and a transmission are included, wherein the first motor EM1 is mainly used as a generator, and the second motor EM2 is mainly used as a motor. The hybrid power system can operate in a variety of operating modes including a series operating mode and a parallel operating mode. The transmission includes a clutch C0, and the engagement / disengagement of different clutch units of the clutch C0 can change the operating state of the engine ICE, so that the engine ICE can drive the first motor EM1 and transmit the driving torque to the differential DM. In the hybrid power system, when the engine ICE is used to transmit the driving torque to the differential DM, the transmission has two gears available (shifting is performed using the synchronizer A of the transmission), and when the second motor EM2 is used to transmit the torque to the differential DM, the transmission has only one gear available.

[0003] However, in this hybrid power system, on the one hand, since the engine ICE and the first motor EM1 and the second motor EM2 are arranged in parallel and staggered, and the engine ICE, the first motor EM1 and the second motor EM2 require two intermediate shafts and a differential DM to achieve transmission connection, the packaging size of the entire hybrid power system is too large and the cost is relatively high; on the other hand, the engine ICE and the first motor EM1 need to be transmitted through an additional gear pair and a longer shaft, which also leads to a higher cost of the entire hybrid power system. Summary of the invention

[0004] This application is made based on the defects of the above-mentioned prior art. One object of this application is to provide a new hybrid power system, which can achieve the same or more working modes as the hybrid power system described in the background technology, and has a smaller package size and lower cost. Another object of this application is to provide a vehicle including the above-mentioned hybrid power system.

[0005] In order to achieve the above objectives, this application adopts the following technical solutions.

[0006] The present application provides a hybrid power system as follows, the hybrid power system comprising a first motor, a second motor, a dual clutch and a transmission, the first motor being coaxially arranged with an engine and being always transmission-connected with the engine, the second motor being arranged in parallel with the first motor and staggered with the first motor in a radial direction of the first motor,

[0007] The transmission includes a first input shaft, a second input shaft, a third input shaft and an intermediate shaft, the dual clutch includes a first clutch unit and a second clutch unit, the first input shaft is controllably transmission-connected to the first motor via the first clutch unit, the second input shaft is controllably transmission-connected to the first motor via the second clutch unit, the third input shaft is always transmission-connected to the second motor, and the first input shaft, the second input shaft and the third input shaft are always transmission-connected to the intermediate shaft via different gear pairs.

[0008] In an optional solution, the transmission further includes a first gear, a second gear, a third gear, a fourth gear, a fifth gear and a sixth gear.

[0009] The first gear is connected to the first input shaft in a torsion-proof manner, the second gear is connected to the second input shaft in a torsion-proof manner, the third gear is connected to the third input shaft in a torsion-proof manner, and the fourth gear, the fifth gear and the sixth gear are all connected to the intermediate shaft in a torsion-proof manner.

[0010] The first gear is always in meshing state with the fourth gear, the second gear is always in meshing state with the fifth gear, and the third gear is always in meshing state with the sixth gear.

[0011] In another optional solution, the hybrid power system further includes a differential, and an input gear of the differential is always in meshing state with one of the fourth gear, the fifth gear and the sixth gear.

[0012] In another optional solution, the dual clutch is located radially inside the rotor of the first motor.

[0013] In another optional solution, the hybrid power system further includes a control module, which can control the hybrid power system to achieve a pure motor driving mode.

[0014] Wherein, when the hybrid power system is in the pure motor driving mode, the second motor is in a driving state, the first clutch unit and the second clutch unit are both disengaged, and the second motor transmits torque to the transmission for driving.

[0015] In another optional solution, the hybrid power system further includes a control module and the engine, wherein the control module is capable of controlling the hybrid power system so that the hybrid power system realizes a pure engine driving mode.

[0016] When the hybrid system is in the pure engine driving mode, the engine is in a driving state, the second motor is in a non-operating state, the first clutch unit or the second clutch unit is engaged, and the engine transmits torque to the transmission for driving.

[0017] In another optional solution, the hybrid power system further includes a control module and the engine, wherein the control module is capable of controlling the hybrid power system so that the hybrid power system realizes a hybrid power driving mode.

[0018] When the hybrid system is in the hybrid driving mode, the engine is in a driving state, the second motor is in a driving state, the first clutch unit or the second clutch unit is engaged, and the engine and the second motor transmit torque to the transmission for driving.

[0019] In another optional solution, the hybrid power system further includes a control module and the engine, and the control module is capable of controlling the hybrid power system so that the hybrid power system can realize an engine start mode during driving.

[0020] When the hybrid system is in the engine start mode while driving, the engine is to be started, the first motor is in a driving state, the second motor is in a driving state, the first clutch unit and the second clutch unit are both disengaged, the second motor transmits torque to the transmission for driving, and the first motor transmits torque to the engine to start the engine.

[0021] In another optional solution, the hybrid power system further includes a control module, which is capable of controlling the hybrid power system to implement a braking energy recovery mode.

[0022] When the hybrid power system is in the brake energy recovery mode, the second motor is in a power generation state, the first clutch unit and the second clutch unit are both disengaged, and the second motor receives torque from the transmission for power generation.

[0023] The present application also provides a vehicle as follows, wherein the vehicle comprises a hybrid power system as described in any one of the above technical solutions.

[0024] By adopting the above technical solution, the present application provides a novel hybrid power system and a vehicle including the hybrid power system. The hybrid power system includes a first motor, a second motor, a dual clutch and a transmission. The first motor is used to be coaxially arranged with the engine and is used to be always connected to the engine in a transmission manner. The second motor is arranged in parallel with the first motor and is staggered with the first motor in the radial direction of the first motor. The transmission includes a first input shaft, a second input shaft, a third input shaft and an intermediate shaft, and the dual clutch includes a first clutch unit and a second clutch unit. The first input shaft is connected to the first motor in a controlled transmission manner via the first clutch unit, and the second input shaft is connected to the first motor in a controlled transmission manner via the second clutch unit. The third input shaft is always connected to the second motor in a transmission manner. The first input shaft, the second input shaft and the third input shaft are always connected to the intermediate shaft in a transmission manner through different gear pairs.

[0025] Here, preferably, the first gear is directly connected to the first input shaft, the second gear is directly connected to the second input shaft, the third gear is directly connected to the third input shaft, and the fourth gear, the fifth gear and the sixth gear are directly connected to the intermediate shaft.

[0026] In this way, since the first motor and the second motor are arranged in parallel and staggered, the package size of the entire system is reduced compared with the hybrid power system described in the background technology. Moreover, the first motor and the engine are coaxially arranged and the first motor and the second motor are arranged in parallel and staggered, which also improves the package space of the entire system, making the hybrid power system of the present application suitable for various vehicles. Furthermore, the engine, the first motor and the second motor are all connected to the differential through a common fifth gear and an intermediate shaft, which also simplifies the structure of the hybrid power system and reduces the cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 is a schematic diagram showing a topological structure of an existing hybrid power system.

[0028] Figure 2 Schematic diagram showing a topological structure of a hybrid power system according to an embodiment of the present application.

[0029] Figure 3A It shows Figure 2 Schematic diagram of the torque transmission path of the hybrid system in the pure motor driving mode, wherein the dotted line represents the transmission path of the driving torque of the second motor.

[0030] Figure 3B It shows Figure 2 Schematic diagram of the torque transmission path of the hybrid system in the first pure engine driving mode, wherein the dotted line represents the transmission path of the driving torque of the engine.

[0031] Figure 3C It shows Figure 2 Schematic diagram of the torque transmission path of the hybrid system in the second pure engine driving mode, wherein the dotted line represents the transmission path of the driving torque of the engine.

[0032] Figure 3D It shows Figure 2 Schematic diagram of the torque transmission path of the hybrid system in the first hybrid driving mode, wherein the dotted line represents the transmission path of the driving torque of the engine and the second motor.

[0033] Figure 3E It shows Figure 2 Schematic diagram of the torque transmission path of the hybrid system in the second hybrid driving mode, wherein the dotted line represents the transmission path of the driving torque of the engine and the second motor.

[0034] Figure 3F It shows Figure 2 FIG. 1 is a schematic diagram of a torque transmission path of a hybrid system in an engine-starting mode while driving, wherein the dotted line represents the transmission path of the driving torque of the first motor and the second motor.

[0035] Figure 3G It shows Figure 2 Schematic diagram of the torque transmission path of the hybrid system in the brake energy recovery mode, wherein the dotted line represents the torque transmission path transmitted to the second motor.

[0036] Description of Reference Numerals

[0037] ICE engine DMF dual mass flywheel EM1 first motor EM2 second motor C0 clutch C dual clutch C1 first clutch unit C2 second clutch unit A synchronizer S1 first input shaft S2 second input shaft S3 third input shaft S4 intermediate shaft G1 first gear G2 second gear G3 third gear G4 fourth gear G5 fifth gear G6 sixth gear DM differential. DETAILED DESCRIPTION

[0038] The specific embodiments of the present application will be described in detail below in conjunction with the drawings of the specification. It should be understood that these specific descriptions are only used to teach those skilled in the art how to implement the present application, and are not intended to exhaust all feasible methods of the present application, nor to limit the scope of the present application.

[0039] In the present application, "transmission connection" refers to a connection between two components that can transmit torque, and unless otherwise specified, includes a direct connection or an indirect connection between the two components.

[0040] In the present application, "torsion-resistant connection" refers to a connection in which two components can rotate together to transmit torque, for example, the above-mentioned torsion-resistant connection can be achieved between a gear and a shaft through a spline structure.

[0041] (Structure of a hybrid power system according to an embodiment of the present application)

[0042] like Figure 2 As shown, a hybrid system according to an embodiment of the present application includes an engine ICE, a dual mass flywheel DMF, a first motor EM1, a second motor EM2, a dual clutch C, a transmission, a differential DM, two half shafts and a battery (not shown).

[0043] Specifically, in this embodiment, the crankshaft of the engine ICE is always connected to the rotor support of the first motor EM1 via the dual mass flywheel DMF. The dual mass flywheel DMF is used to attenuate the torsional vibration from the engine ICE. The hybrid system of the present application can also use other structures of shock absorbers to achieve the function of attenuating torsional vibration. As a result, the torque of the engine ICE can be transmitted to the first motor EM1 to drive the first motor EM1 to generate electricity; in addition, the torque of the first motor EM1 can be transmitted to the engine ICE to start the engine ICE.

[0044] In this embodiment, the first motor EM1 includes a stator, a rotor that can rotate relative to the stator, and a rotor support fixed to the rotor. As described above, the rotor support of the first motor EM1 is connected to the crankshaft of the engine ICE, and the central axis of the rotor of the first motor EM1 is coaxial with the central axis of the crankshaft of the engine ICE, so that the first motor EM1 and the engine ICE are coaxially configured. Moreover, the rotor support is also torsionally connected to the outer hubs corresponding to the first clutch unit C1 and the second clutch unit C2 of the dual clutch C. In addition, the first motor EM1 is also electrically connected to the battery. In this way, when the first motor EM1 is supplied with electric energy by the battery, the first motor EM1 can start the engine ICE as an electric motor; when the first motor EM1 obtains torque from the engine ICE, the first motor EM1 charges the battery as a generator. The first motor EM1 is mainly used to generate electricity to charge the battery and start the engine ICE.

[0045] In this embodiment, the second motor EM2 includes a stator and a rotor that can rotate relative to the stator. The rotor of the second motor EM2 is torsionally connected to the third input shaft S3 of the transmission. The central axis of the rotor of the second motor EM2 is parallel to the central axis of the rotor of the first motor EM1 and is staggered by a certain distance, so that the second motor EM2 and the first motor EM1 are configured in parallel and staggered. In addition, the second motor EM2 is also electrically connected to the battery. In this way, when the second motor EM2 is supplied with electrical energy by the battery, the second motor EM2 can transmit driving torque to the transmission as an electric motor; when the second motor EM2 obtains torque from the transmission, the second motor EM2 charges the battery as a generator. The second motor EM2 is mainly used for driving and braking energy recovery.

[0046] In this embodiment, the dual clutch C is, for example, a wet friction dual clutch, that is, the dual clutch C can use hydraulic oil to control the engagement and disengagement of its clutch unit (including friction disc and pressure plate). The dual clutch C is integrated into the radial inner side of the rotor of the first motor EM1, so that the dual clutch C and the first motor EM1 are overlapped in the axial direction, which can shorten the axial size of the entire hybrid system. The dual clutch C includes a first clutch unit C1 and a second clutch unit C2 that can work independently. The outer hub corresponding to the first clutch unit C1 and the outer hub corresponding to the second clutch unit C2 are both torsionally connected to the rotor support of the first motor EM1, the inner hub corresponding to the first clutch unit C1 is torsionally connected to the first input shaft S1 of the transmission, and the inner hub corresponding to the second clutch unit C2 is torsionally connected to the second input shaft S2 of the transmission. In this way, when the first clutch unit C1 is engaged, the rotor support of the first motor EM1 is transmission-connected to the first input shaft S1 of the transmission; when the first clutch unit C1 is disengaged, the transmission connection between the rotor support of the first motor EM1 and the first input shaft S1 of the transmission is released. When the second clutch unit C2 is engaged, the rotor support of the first motor EM1 is transmission-coupled to the second input shaft S2 of the transmission; when the second clutch unit C2 is disengaged, the rotor support of the first motor EM1 is transmission-coupled to the second input shaft S2 of the transmission.

[0047] In this embodiment, if Figure 2 As shown, the transmission includes a first input shaft S1, a second input shaft S2, a third input shaft S3 and an intermediate shaft S4. The first input shaft S1 is a hollow shaft, and the second input shaft S2 is a solid shaft. The second input shaft S2 passes through the first input shaft S1 in a coaxial manner with the first input shaft S1, and the first input shaft S1 and the second input shaft S2 can rotate independently of each other. The third input shaft S3 and the intermediate shaft S4 are arranged in parallel with the first input shaft S1 and the second input shaft S2, and the third input shaft S3 and the intermediate shaft S4 are staggered with the first input shaft S1 and the second input shaft S2 in the radial direction of the transmission.

[0048] The transmission also includes a first gear G1, a second gear G2, a third gear G3, a fourth gear G4, a fifth gear G5 and a sixth gear G6. The first gear G1 is connected to the first input shaft S1 in a torsion-proof manner. The second gear G2 is connected to the second input shaft S2 in a torsion-proof manner. The third gear G3 is connected to the third input shaft S3 in a torsion-proof manner. The fourth gear G4, the fifth gear G5 and the sixth gear G6 are connected to the intermediate shaft S4 in a torsion-proof manner. The first gear G1 and the fourth gear G4 are always in a meshing state, so that the first input shaft S1 is always connected to the intermediate shaft S4 via the gear pair formed by the first gear G1 and the fourth gear G4. The second gear G2 and the fifth gear G5 are always in a meshing state, so that the second input shaft S2 is always connected to the intermediate shaft S4 via the gear pair formed by the second gear G2 and the fifth gear G5. The third gear G3 and the sixth gear G6 are always in a meshing state, so that the third input shaft S3 is always connected to the intermediate shaft S4 via the gear pair formed by the third gear G3 and the sixth gear G6. The fifth gear G5 is always in external meshing with the input gear of the differential DM, so that the intermediate shaft S4 is always in driving connection with the differential DM. The fifth gear G5 is used as a gear for transmitting torque to the differential DM without setting other gears, which can reduce the number of components, reduce the cost of the hybrid system, and help shorten the axial size of the entire system.

[0049] In this embodiment, the differential DM may be a bevel gear differential. Although the differential DM is not included in the transmission in this embodiment, the differential DM may be integrated into the transmission as required. Further, one end of the two half shafts is respectively mounted on the bevel gears of the differential DM, and the other end is respectively mounted on the two wheels (not shown in the figure).

[0050] Thus, through the above structure, a new type of hybrid power system is realized, which has a smaller package size and lower cost than the hybrid power system described in the background art. The working mode of the hybrid power system will be described below.

[0051] (Working mode of a hybrid power system according to an embodiment of the present application)

[0052] exist Figure 2 The hybrid power system according to an embodiment of the present application shown in the figure includes a control module (not shown in the figure), which can control the hybrid power system so that the hybrid power system has multiple operating modes, including but not limited to a pure motor drive mode, a first pure engine drive mode, a second pure engine drive mode, a first hybrid power drive mode, a second hybrid power drive mode, an engine start while driving mode, and a brake energy recovery mode.

[0053] Table 1 below shows the operating states of the engine ICE, the first electric machine EM1 , the second electric machine EM2 , the first clutch unit C1 and the second clutch unit C2 of the dual clutch C in the above exemplary operating mode.

[0054]

Table 1

[0055] model ICE EM1 EM2 C1 C2 EV █ ENG1 █ █ ENG2 █ █ HV1 █ █ █ HV2 █ █ █ RES █ █ REC █

[0056] The contents in Table 1 above are explained as follows.

[0057] 1. About the patterns in Table 1

[0058] EV means pure electric driving mode.

[0059] ENG1 represents a first pure engine driving mode.

[0060] ENG2 represents the second pure engine driving mode.

[0061] HV1 represents a first hybrid driving mode.

[0062] HV2 represents a second hybrid driving mode.

[0063] RES means the engine start mode while driving.

[0064] REC stands for Braking Energy Recovery mode.

[0065] 2. ICE, EM1, EM2, C1, C2 in the first row of Table 1 are respectively Figure 2 The reference numerals in the figure correspond to each other, namely, Figure 2 An engine, a first motor, a second motor, a first clutch unit, and a second clutch unit in a hybrid power system.

[0066] 3. About the symbol “█”

[0067] For the columns where ICE, EM1, and EM2 are located in Table 1, the presence of the symbol indicates that the engine ICE, the first motor EM1, and the second motor EM2 are in operation, and the absence of the symbol indicates that the engine ICE, the first motor EM1, and the second motor EM2 are in non-operation.

[0068] For the column where C1 in Table 1 is located, the presence of the symbol indicates that the first clutch unit C1 is engaged, and the absence of the symbol indicates that the first clutch unit C1 is disengaged.

[0069] For the column where C2 is located in Table 1, the presence of the symbol indicates that the second clutch unit C2 is engaged, and the absence of the symbol indicates that the second clutch unit C2 is disengaged.

[0070] Combined with the above Table 1, Figure 2The working mode of the hybrid system is explained in more detail.

[0071] As shown in Table 1, Figure 2 The control module of the hybrid system in the vehicle can control the hybrid system so that the hybrid system can achieve a pure motor driving mode EV.

[0072] When the hybrid system is in pure electric drive mode EV,

[0073] The engine ICE can be in a non-operating state;

[0074] The first motor EM1 may be in a non-operating state;

[0075] The second motor EM2 is in a driving state;

[0076] The first clutch unit C1 is disengaged, and the second clutch unit C2 is disengaged.

[0077] In this way, Figure 3A As shown, the second motor EM2 transmits torque to the differential DM for driving via the third input shaft S3 →the third gear G3 →the sixth gear G6 →the intermediate shaft S4 →the fifth gear G5.

[0078] It can be understood that in the pure motor driving mode EV, the engine ICE and the first motor EM1 can still be in working state, so that the engine ICE can drive the first motor EM1 to generate electricity while the second motor EM2 drives the vehicle to travel.

[0079] Furthermore, as shown in Table 1, Figure 2 The control module of the hybrid system can control the hybrid system so that the hybrid system achieves the first pure engine driving mode ENG1.

[0080] When the hybrid system is in the first pure engine driving mode ENG1,

[0081] The engine ICE is in driving state;

[0082] The first motor EM1 may be in a non-operating state;

[0083] The second motor EM2 is in a non-operating state;

[0084] The first clutch unit C1 is engaged, and the second clutch unit C2 is disengaged.

[0085] In this way, Figure 3BAs shown, the engine ICE transmits torque to the differential DM via the dual mass flywheel DMF→first clutch unit C1→first input shaft S1→first gear G1→fourth gear G4→intermediate shaft S4→fifth gear G5 for driving. The first engine drive mode ENG1 is suitable for the vehicle medium speed state.

[0086] It can be understood that, optionally, in the first pure engine driving mode ENG1 , the first electric machine EM1 can be in a working (generating) state.

[0087] Furthermore, as shown in Table 1, Figure 2 The control module of the hybrid system can control the hybrid system so that the hybrid system can achieve the second pure engine driving mode ENG2.

[0088] When the hybrid system is in the second pure engine driving mode ENG2,

[0089] The engine ICE is in driving state;

[0090] The first motor EM1 may be in a non-operating state;

[0091] The second motor EM2 is in a non-operating state;

[0092] The first clutch unit C1 is disengaged, and the second clutch unit C2 is engaged.

[0093] In this way, Figure 3C As shown, the engine ICE transmits torque to the differential DM via the dual mass flywheel DMF→the second clutch unit C2→the second input shaft S2→the second gear G2→the fifth gear G5 for driving. The second engine drive mode ENG2 is suitable for the vehicle high speed state.

[0094] It can be understood that, optionally, in the second pure engine driving mode ENG2 , the first electric machine EM1 can be in a working (generating) state.

[0095] Furthermore, as shown in Table 1, Figure 2 The control module of the hybrid system in the embodiment can control the hybrid system so that the hybrid system realizes the first hybrid driving mode HV1.

[0096] When the hybrid system is in the first hybrid driving mode HV1,

[0097] The engine ICE is in driving state;

[0098] The first motor EM1 may be in a non-operating state;

[0099] The second motor EM2 is in a driving state;

[0100] The first clutch unit C1 is engaged, and the second clutch unit C2 is disengaged.

[0101] In this way, Figure 3D As shown, on the one hand, the second motor EM2 transmits torque to the differential DM via the third input shaft S3→the third gear G3→the sixth gear G6→the intermediate shaft S4→the fifth gear G5 for driving; on the other hand, the engine ICE transmits torque to the differential DM via the dual mass flywheel DMF→the first clutch unit C1→the first input shaft S1→the first gear G1→the fourth gear G4→the intermediate shaft S4→the fifth gear G5 for driving. The first hybrid drive mode HV1 is suitable for the vehicle at a medium speed.

[0102] Furthermore, as shown in Table 1, Figure 2 The control module of the hybrid system can control the hybrid system so that the hybrid system achieves a second hybrid driving mode HV2.

[0103] When the hybrid system is in the second hybrid driving mode HV2,

[0104] The engine ICE is in driving state;

[0105] The first motor EM1 may be in a non-operating state;

[0106] The second motor EM2 is in a driving state;

[0107] The first clutch unit C1 is disengaged, and the second clutch unit C2 is engaged.

[0108] In this way, Figure 3E As shown, on the one hand, the second motor EM2 transmits torque to the differential DM via the third input shaft S3→the third gear G3→the sixth gear G6→the intermediate shaft S4→the fifth gear G5 for driving; on the other hand, the engine ICE transmits torque to the differential DM via the dual mass flywheel DMF→the second clutch unit C2→the second input shaft S2→the second gear G2→the fifth gear G5 for driving. The second hybrid drive mode HV2 is suitable for the vehicle high speed state.

[0109] Furthermore, as shown in Table 1, Figure 2 The control module of the hybrid system can also control the hybrid system so that the hybrid system can start the engine mode RES while driving.

[0110] When the hybrid system is in the driving start engine mode RES,

[0111] The engine ICE is in a non-operating state and is ready to be started;

[0112] The first motor EM1 is in a driving state;

[0113] The second motor EM2 is in a driving state;

[0114] The first clutch unit C1 is disengaged, and the second clutch unit C2 is disengaged.

[0115] In this way, Figure 3F As shown, on the one hand, the second motor EM2 transmits torque to the differential DM via the third input shaft S3→third gear G3→sixth gear G6→intermediate shaft S4→fifth gear G5 for driving; on the other hand, the first motor EM1 transmits torque to the engine ICE via the dual mass flywheel DMF to start the engine ICE.

[0116] Furthermore, as shown in Table 1, Figure 2 The control module of the hybrid system can also control the hybrid system so that the hybrid system can achieve a braking energy recovery mode REC.

[0117] When the hybrid system is in the REC mode,

[0118] The engine ICE can be in a non-operating state;

[0119] The first motor EM1 may be in a non-operating state;

[0120] The second electric machine EM2 is in a generating state;

[0121] The first clutch unit C1 is disengaged, and the second clutch unit C2 is disengaged.

[0122] In this way, Figure 3G As shown, the torque from the wheels is transmitted to the second motor EM2 via two half shafts→differential DM→fifth gear G5→intermediate shaft S4→sixth gear G6→third gear G3→third input shaft S3 for power generation.

[0123] It can be understood that, optionally, in the braking energy recovery mode REC, the first electric machine EM1 can be in a working (generating) state.

[0124] Therefore, the hybrid power system of the present application can realize various operation modes as required, and has the same or more operation modes as the hybrid power system described in the background art, so as to be applicable to various driving conditions of the vehicle.

[0125] It should be understood that the above embodiments are only exemplary and are not intended to limit the present application. Those skilled in the art may make various modifications and changes to the above embodiments under the guidance of the present application without departing from the scope of the present application. In addition, the following supplementary explanations are provided.

[0126] i. Such as Figure 2As shown, in the hybrid system of the present application, each shaft (including but not limited to the first input shaft S1, the second input shaft S2, the third input shaft S3 and the intermediate shaft S4), the rotors of the first motor EM1 and the second motor EM2 and the two half shafts are supported by bearings. The bearings may be ball bearings or tapered roller bearings.

[0127] ii. When the hybrid system according to the present application is in the hybrid driving mode, the engine ICE and the second motor EM2 realize power splitting on the intermediate shaft S4. To realize such power splitting, the transmission ratio of the gear pair can be adjusted to match the speed of the engine ICE and the second motor EM2.

[0128] iii. In the above specific embodiments, it is described that the transmission connection between the intermediate shaft S4 and the differential DM is realized by the gear pair composed of the fifth gear G5 and the input gear of the differential DM, but the present application is not limited thereto. The transmission connection between the intermediate shaft S4 and the differential DM can also be realized by selecting the gear pair composed of the fourth gear G4 or the sixth gear G6 and the input gear of the differential DM. In this way, the position of the differential DM can be flexibly adjusted as needed and the transmission ratio of the torque transmission path can be changed accordingly.

[0129] iv. The present application also provides a vehicle including the above hybrid power system, which has the same functions and effects as the above hybrid power system.

[0130] v. It is understood that, although in the above description, it is explained that the hybrid power system includes a control module, and the control module can control the hybrid power system so that the hybrid power system has multiple operating modes. However, the control module does not have to be mechanically integrated with the hybrid power system, especially the components or features shown in the accompanying drawings, and the control module does not have to be specifically used to control the hybrid power system. The control module may include multiple control units. A submodule or control unit of the control module may be a control module or control unit of the vehicle.

Claims

1. A hybrid power system, comprising a first motor (EM1), a second motor (EM2), a dual clutch (C) and a transmission, wherein the first motor (EM1) is coaxially arranged with an engine (ICE) and is always in transmission connection with the engine (ICE), the second motor (EM2) is arranged in parallel with the first motor (EM1) and staggered with the first motor (EM1) in a radial direction of the first motor (EM1), The transmission comprises a first input shaft (S1), a second input shaft (S2), a third input shaft (S3) and an intermediate shaft (S4); the dual clutch (C) comprises a first clutch unit (C1) and a second clutch unit (C2); the first input shaft (S1) and the first motor (EM1) are controllably transmission-connected via the first clutch unit (C1); the second input shaft (S2) and the first motor (EM1) are controllably transmission-connected via the second clutch unit (C2); the third input shaft (S3) and the second motor (EM2) are always transmission-connected; the first input shaft (S1), the second input shaft (S2) and the third input shaft (S3) are always transmission-connected with the intermediate shaft (S4) via different gear pairs; the transmission further comprises a first gear (G1), a second gear (G2), a third gear (G3), a fourth gear (G4), a fifth gear (G5) and a sixth gear (G6); The first gear (G1) is connected to the first input shaft (S1) in a torsion-proof manner, the second gear (G2) is connected to the second input shaft (S2) in a torsion-proof manner, the third gear (G3) is connected to the third input shaft (S3) in a torsion-proof manner, and the fourth gear (G4), the fifth gear (G5) and the sixth gear (G6) are all connected to the intermediate shaft (S4) in a torsion-proof manner. The first gear (G1) and the fourth gear (G4) are always in meshing state, the second gear (G2) and the fifth gear (G5) are always in meshing state, and the third gear (G3) and the sixth gear (G6) are always in meshing state. in, The transmission connection between the intermediate shaft (S4) and the differential (DM) is realized through a gear pair formed by a fourth gear (G4) or a fifth gear (G5) or a sixth gear (G6) and an input gear of the differential (DM).

2. The hybrid power system according to claim 1, characterized in that: The hybrid system further includes a differential (DM), an input gear of the differential (DM) being always in meshing state with one of the fourth gear (G4), the fifth gear (G5) and the sixth gear (G6).

3. The hybrid power system according to any one of claims 1 to 2, characterized in that: The dual clutch (C) is located radially inside the rotor of the first electric machine (EM1).

4. The hybrid power system according to any one of claims 1 to 3, characterized in that: The hybrid power system further includes a control module, which can control the hybrid power system to achieve a pure motor driving mode. When the hybrid system is in the pure motor drive mode, the second motor (EM2) is in a driving state, the first clutch unit (C1) and the second clutch unit (C2) are both separated, and the second motor (EM2) transmits torque to the transmission for driving.

5. The hybrid power system according to any one of claims 1 to 4, characterized in that: The hybrid power system further includes a control module and the engine (ICE), wherein the control module is capable of controlling the hybrid power system so that the hybrid power system realizes a pure engine driving mode. When the hybrid system is in the pure engine driving mode, the engine (ICE) is in a driving state, the second motor (EM2) is in a non-working state, the first clutch unit (C1) or the second clutch unit (C2) is engaged, and the engine (ICE) transmits torque to the transmission for driving.

6. The hybrid power system according to any one of claims 1 to 5, characterized in that: The hybrid power system further includes a control module and the engine (ICE), wherein the control module is capable of controlling the hybrid power system so that the hybrid power system realizes a hybrid power driving mode. When the hybrid system is in the hybrid driving mode, the engine (ICE) is in a driving state, the second motor (EM2) is in a driving state, the first clutch unit (C1) or the second clutch unit (C2) is engaged, and the engine (ICE) and the second motor (EM2) transmit torque to the transmission for driving.

7. The hybrid power system according to any one of claims 1 to 6, characterized in that: The hybrid power system further includes a control module and the engine (ICE), wherein the control module is capable of controlling the hybrid power system so that the hybrid power system realizes an engine start mode during driving. When the hybrid system is in the engine start mode while driving, the engine (ICE) is ready to be started, the first motor (EM1) is in a driving state, the second motor (EM2) is in a driving state, the first clutch unit (C1) and the second clutch unit are both disengaged, the second motor (EM2) transmits torque to the transmission for driving, and the first motor (EM1) transmits torque to the engine (ICE) to start the engine (ICE).

8. The hybrid power system according to any one of claims 1 to 7, characterized in that: The hybrid power system further includes a control module, which can control the hybrid power system to realize a braking energy recovery mode. When the hybrid system is in the braking energy recovery mode, the second motor (EM2) is in a power generation state, the first clutch unit (C1) and the second clutch unit (C2) are both disengaged, and the second motor (EM2) receives torque from the transmission for power generation.

9. A vehicle comprising the hybrid power system according to any one of claims 1 to 8.

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