Hybrid systems and vehicles

Abstract

The present disclosure provides a hybrid power system and a car, and belongs to the technical field of cars. The hybrid power system comprises an engine, a first motor and a gearbox. The gearbox comprises a first power input shaft, a second power input shaft, a power output shaft and a first clutch assembly. The second power input shaft is movably sleeved on the first power input shaft. The first power input shaft and the second power input shaft are in transmission connection with the power output shaft. The first clutch assembly comprises a first transmission cylinder, a first clutch and a second clutch. The first clutch and the second clutch are located in the first transmission cylinder. The first clutch is connected with the first transmission cylinder and the first power input shaft. The second clutch is connected with the first transmission cylinder and the second power input shaft. The first transmission cylinder is coaxially connected with the rotor of the first motor. The engine is in transmission connection with the closed end. The present disclosure can simplify the structure of the gearbox.

Description

Technical Field

[0001] This disclosure relates to the field of automotive technology, and in particular to a hybrid power system and an automobile. Background Technology

[0002] Traditional automobiles mostly use fossil fuels (such as gasoline and diesel) to power their engines, and the exhaust fumes they emit pollute the environment. Therefore, it is imperative to replace fossil fuels with pollution-free new energy sources (such as electricity) to power automobiles, and thus hybrid vehicles are the trend of development.

[0003] In related technologies, hybrid power systems are typically developed based on traditional transmissions, with the electric motor integrated at the front or rear of the transmission. For example, the electric motor is connected to the transmission's drive shaft via a gear system.

[0004] However, adding a gear train to the motor and connecting it to the gearbox would add more gears and other transmission components to the gearbox, and require a synchronizer to control whether the motor's power is on or off. This would make the gearbox structure more complex and increase its size, which would be detrimental to achieving a lightweight design. Summary of the Invention

[0005] This disclosure provides a hybrid power system and a vehicle that allows an electric motor to be connected to a transmission without increasing the number of transmission components, simplifying the transmission structure and achieving a lightweight design. The technical solution is as follows:

[0006] This disclosure provides a hybrid power system, comprising: an engine, a first electric motor, and a gearbox; the gearbox includes: a first power input shaft, a second power input shaft, a power output shaft, and a first clutch assembly; the second power input shaft is a hollow shaft, and is circumferentially movably fitted outside the first power input shaft; both the first and second power input shafts are drive-connected to the power output shaft, which is drive-connected to wheels; the first clutch assembly includes: a first transmission cylinder, a first clutch, and a second clutch; the first transmission cylinder has opposing open ends and closed ends, and the first clutch... The first and second clutches are arranged at intervals within the first transmission cylinder; the outer peripheral walls of the flywheels of the first and second clutches are connected to the inner wall of the first transmission cylinder; one end of each of the first and second power input shafts is inserted into the first transmission cylinder through the open end; one end of the first power input shaft is coaxially connected to the driven plate of the first clutch; one end of the second power input shaft is coaxially connected to the driven plate of the second clutch; the first transmission cylinder is located within the rotor of the first motor and is coaxially connected to the rotor of the first motor; the output shaft of the engine is coaxially connected to the closed end.

[0007] In one implementation of this disclosure, the hybrid power system further includes a second clutch assembly, which comprises a second transmission cylinder, a third clutch, and a fourth clutch. The third clutch and the fourth clutch are spaced apart within the second transmission cylinder. The outer peripheral wall of the flywheel of the third clutch is connected to the inner wall of the second transmission cylinder. The flywheel of the fourth clutch is circumferentially movably disposed within the second transmission cylinder. One end of the first power input shaft and the second power input shaft are both inserted into the second transmission cylinder. One end of the first power input shaft is coaxially connected to the driven plate of the third clutch and coaxially connected to the driven plate of the fourth clutch. The second transmission cylinder is drive-connected to the power output shaft, and the flywheel of the fourth clutch is drive-connected to the power output shaft.

[0008] In another implementation of this disclosure, the gearbox further includes a first gear train and a second gear train, both located on the side of the second transmission cylinder away from the first transmission cylinder; the input gear of the first gear train is coaxially connected to the second transmission cylinder, the output gear of the first gear train is sleeved on the power output shaft, the input gear of the second gear train is coaxially connected to the flywheel of the fourth clutch, and the output gear of the second gear train is sleeved on the power output shaft.

[0009] In another implementation of the present disclosure, the hybrid power system further includes a second motor, the output shaft of the second motor being drivenly connected to the first power input shaft, and the connection point between the second motor and the first power input shaft being located between the first transmission cylinder and the second transmission cylinder.

[0010] In another implementation of the present disclosure, the hybrid power system further includes a power supply component, which includes a battery and an inverter, wherein the inverter is connected to the battery, and both the first motor and the second motor are connected to the inverter.

[0011] In another implementation of the present disclosure, the hybrid power system further includes a fifth clutch, the outer peripheral wall of the flywheel of the fifth clutch being connected to the inner wall of the second power input shaft, and the driven disc of the fifth clutch being sleeved outside the first power input shaft.

[0012] In another implementation of the present disclosure, the flywheel of the fifth clutch has a plurality of circumferentially spaced locking grooves on its end face, and the driven plate of the fifth clutch has locking protrusions that correspond one-to-one with the locking grooves on its end face; or, the flywheel of the fifth clutch has a plurality of circumferentially spaced locking protrusions on its end face, and the driven plate of the fifth clutch has locking grooves that correspond one-to-one with the locking protrusions on its end face.

[0013] In another implementation of the present disclosure, the gearbox further includes a third gear train, a fourth gear train, and a synchronizer. The input gears of the third gear train and the fourth gear train are both sleeved outside the second power input shaft. The output gears of the third gear train and the fourth gear train are both movably sleeved outside the power output shaft. The synchronizer is located outside the power output shaft and between the output gears of the third gear train and the fourth gear train.

[0014] In another implementation of the present disclosure, the gearbox further includes a fifth gear train, the input gear of which is sleeved outside the power output shaft, and the output gear of which is connected to the wheel drive.

[0015] This disclosure provides an automobile that includes a hybrid power system as described above.

[0016] The beneficial effects of the technical solutions provided in this disclosure include at least the following:

[0017] The first clutch assembly of the hybrid power system provided in this embodiment includes a first transmission cylinder, a first clutch, and a second clutch. The two clutches are spaced apart within the first transmission cylinder, and the outer peripheral walls of the flywheels of both clutches are connected to the inner wall of the first transmission cylinder. Thus, when the first transmission cylinder rotates, it can drive the flywheels of both clutches to rotate together. The two driven discs are coaxially connected to the first power input shaft and the second power input shaft, respectively. By controlling the engagement or disengagement of the two clutches, power can be selectively transmitted from the first transmission cylinder to the first power input shaft and the second power input shaft.

[0018] Because the first transmission cylinder is located inside the rotor of the first motor, and the rotor of the first motor and the first transmission cylinder are coaxially connected, the power of the first motor can be transmitted to the power input shaft through the first transmission cylinder to drive the power output shaft of the gearbox to rotate. Compared with related technologies, since there is no need to set up a gear system for the first motor, but instead connects the first motor to the gearbox through a clutch assembly, not only are there no additional transmission components, but the clutch assembly in the gearbox is also integrated inside the first motor, reducing the overall size of the hybrid power system and effectively simplifying the structure of the gearbox, thus achieving a lightweight design. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the structure of a hybrid power system provided in an embodiment of this disclosure;

[0021] Figure 2 This is a schematic diagram of another hybrid power system provided in an embodiment of this disclosure;

[0022] Figure 3 This is a schematic diagram of the structure of the fifth clutch provided in an embodiment of this disclosure;

[0023] Figure 4 This is a schematic diagram of energy transfer in a hybrid power system provided in an embodiment of this disclosure;

[0024] Figure 5 This is a schematic diagram of energy transfer in a hybrid power system provided in an embodiment of this disclosure;

[0025] Figure 6 This is a schematic diagram of energy transfer in a hybrid power system provided in an embodiment of this disclosure;

[0026] Figure 7This is a schematic diagram of energy transfer in a hybrid power system provided in an embodiment of this disclosure;

[0027] Figure 8 This is a schematic diagram of energy transfer in a hybrid power system provided in an embodiment of this disclosure.

[0028] The markings in the diagram are explained as follows:

[0029] 10. Engine; 11. First motor; 12. Second motor;

[0030] 21. First power input shaft; 22. Second power input shaft; 23. Power output shaft;

[0031] 31. First transmission cylinder; 32. First clutch; 33. Second clutch;

[0032] 41. Second transmission cylinder; 42. Third clutch; 43. Fourth clutch;

[0033] 50. Power supply components; 51. Battery; 52. Inverter;

[0034] 60. Fifth clutch; 61. Flywheel of the fifth clutch; 62. Driven plate of the fifth clutch; 601. Locking groove; 602. Locking protrusion;

[0035] 71. First gear train; 72. Second gear train; 73. Third gear train; 74. Fourth gear train; 75. Fifth gear train; 76. Synchronizer;

[0036] 80. Wheel. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of this disclosure clearer, the embodiments of this disclosure will be described in further detail below with reference to the accompanying drawings.

[0038] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms “first,” “second,” “third,” and similar terms used in this patent application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms “an” or “a” and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms “comprising” or “including” and similar terms mean that the elements or objects preceding “comprising” or “including” encompass the elements or objects listed following “comprising” or “including” and their equivalents, and do not exclude other elements or objects. The terms “connected” or “linked” and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms “upper,” “lower,” “left,” “right,” “top,” and “bottom,” etc., are used only to indicate relative positional relationships, and these relative positional relationships may change accordingly when the absolute position of the described objects changes.

[0039] Figure 1 This is a schematic diagram of a hybrid power system provided in an embodiment of this disclosure. Figure 1 As shown, the hybrid power system includes an engine 10, a first electric motor 11, and a gearbox.

[0040] like Figure 1 As shown, the gearbox includes: a first power input shaft 21, a second power input shaft 22, a power output shaft 23, and a first clutch assembly. The second power input shaft 22 is a hollow shaft and is circumferentially mounted on the outside of the first power input shaft 21. Both the first power input shaft 21 and the second power input shaft 22 are connected to the power output shaft 23 for transmission. The power output shaft 23 is connected to the wheel 80 for transmission.

[0041] like Figure 1 As shown, the first clutch assembly includes: a first transmission cylinder 31, a first clutch 32 and a second clutch 33. The first transmission cylinder 31 has an open end and a closed end, and the first clutch 32 and the second clutch 33 are arranged at intervals within the first transmission cylinder 31.

[0042] like Figure 1 As shown, the outer peripheral wall of the flywheel of the first clutch 32 and the outer peripheral wall of the flywheel of the second clutch 33 are both connected to the inner wall of the first transmission cylinder 31. One end of the first power input shaft 21 and the second power input shaft 22 are both inserted into the first transmission cylinder 31 through the open end. One end of the first power input shaft 21 is coaxially connected to the driven plate of the first clutch 32, and one end of the second power input shaft 22 is coaxially connected to the driven plate of the second clutch 33.

[0043] like Figure 1 As shown, the first transmission cylinder 31 is located inside the rotor of the first motor 11 and is coaxially connected to the rotor of the first motor 11. The output shaft of the engine 10 is coaxially connected to the closed end.

[0044] The first clutch 32 assembly of the hybrid power system provided in this embodiment includes a first transmission cylinder 31, a first clutch 32, and a second clutch 33. The two clutches are spaced apart within the first transmission cylinder 31, and the outer peripheral walls of the flywheels of both clutches are connected to the inner wall of the first transmission cylinder 31. Thus, when the first transmission cylinder 31 rotates, it can rotate the flywheels of both clutches together. The two driven discs are coaxially connected to the first power input shaft 21 and the second power input shaft 22, respectively. By controlling the engagement or disengagement of the two clutches, power can be selectively transmitted from the first transmission cylinder 31 to the first power input shaft 21 and the second power input shaft 22.

[0045] Since the first transmission cylinder 31 is located inside the rotor of the first motor 11, and the rotor of the first motor 11 and the first transmission cylinder 31 are coaxially connected, the power of the first motor 11 can be transmitted to the power input shaft through the first transmission cylinder 31 to drive the power output shaft 23 of the gearbox to rotate. Compared with related technologies, since there is no need to set up a gear system for the first motor 11, but instead connects the first motor 11 to the gearbox through a clutch assembly, not only is there no increase in transmission components, but the clutch assembly in the gearbox is also integrated inside the first motor 11, reducing the overall size of the hybrid power system and effectively simplifying the structure of the gearbox, thus achieving a lightweight design.

[0046] Furthermore, the engine's output shaft is coaxially connected to the closed end of the first transmission cylinder, and the first clutch and the second clutch are simultaneously connected to the first transmission cylinder. Therefore, the engine's power can also be transmitted to the first power input shaft and the second power input shaft respectively through the first clutch assembly. This allows the engine to transmit power through the power output shaft that is connected to the wheel drive through different power input shafts, giving the engine multiple power transmission paths.

[0047] Optionally, such as Figure 1 As shown, the hybrid power system also includes a second clutch assembly, which includes a second transmission cylinder 41, a third clutch 42, and a fourth clutch 43.

[0048] like Figure 1As shown, the third clutch 42 and the fourth clutch 43 are arranged at intervals inside the second transmission cylinder 41. The outer peripheral wall of the flywheel of the third clutch 42 is connected to the inner wall of the second transmission cylinder 41. The flywheel of the fourth clutch 43 is circumferentially movable inside the second transmission cylinder 41. One end of the first power input shaft 21 and the second power input shaft 22 are both inserted into the second transmission cylinder 41. One end of the first power input shaft 21 is coaxially connected to the driven plate of the third clutch 42 and coaxially connected to the driven plate of the fourth clutch 43.

[0049] like Figure 1 As shown, the second transmission cylinder 41 is connected to the power output shaft 23, and the flywheel of the fourth clutch 43 is connected to the power output shaft 23.

[0050] In the above implementation, the third clutch 42 and the fourth clutch 43 of the second clutch assembly are arranged at intervals within the second transmission cylinder 41. The flywheel of the third clutch 42 is connected to the inner wall of the second transmission cylinder 41, meaning the flywheel of the third clutch 42 and the second transmission cylinder 41 are circumferentially fixed. The flywheel of the fourth clutch 43 is circumferentially movable within the second transmission cylinder 41. The driven discs of both clutches are coaxially connected to the first power input shaft 21, and the second transmission cylinder 41 is drive-connected to the power output shaft 23. The flywheel of the fourth clutch 43 is also drive-connected to the power output shaft 23. This allows the second clutch assembly to receive power from the first power input shaft 21 and transmit it to the power output shaft 23 via the second transmission cylinder 41 and the flywheel of the fourth clutch 43, respectively. This allows for selective transmission of power from the first power input shaft 21 to the power output shaft 23 via either the third clutch 42 or the fourth clutch 43.

[0051] The radial dimension of the fourth clutch 43 is smaller than the inner diameter of the second transmission cylinder 41, so that the fourth clutch 43 will not contact the second transmission cylinder 41 when it is installed inside the second transmission cylinder 41. Furthermore, using a single transmission cylinder to surround both clutches avoids increasing the axial dimension of the hybrid power system by using multiple separate clutches.

[0052] Optionally, such as Figure 1 As shown, the gearbox also includes a first gear train 71 and a second gear train 72, both of which are located on the side of the second transmission cylinder 41 away from the first transmission cylinder 31.

[0053] like Figure 1 As shown, the input gear of the first gear train 71 is coaxially connected to the second transmission cylinder 41, and the output gear of the first gear train 71 is sleeved on the power output shaft 23. The input gear of the second gear train 72 is coaxially connected to the flywheel of the fourth clutch 43, and the output gear of the second gear train 72 is sleeved on the power output shaft 23.

[0054] By setting up two gear trains, one gear train is connected to the second transmission cylinder 41, which in turn is connected to the third clutch 42; the other gear train is connected to the fourth clutch 43. In this way, the first power input shaft 21 can be controlled to output power using two different gear trains through the two clutches, thus realizing two gear modes.

[0055] The gear system includes at least an input gear and an output gear, which can directly mesh to achieve a transmission connection between them. At least one connecting gear can also be provided between the input and output gears. For example, when only one connecting gear is provided, the connecting gear meshes with both the input and output gears to achieve a transmission connection between them.

[0056] It should be noted that the specific number of gears in the gear train can be determined based on actual needs. Since the number of gears in the gear train affects the gear ratio, the number of gears can be adjusted according to the vehicle's power requirements.

[0057] In some other implementations, a synchronizer can be installed on the first power input shaft of the gearbox. The synchronizer is positioned between the first gear train and the second gear train, so that the first power input shaft can be controlled to output power using two different gear trains to achieve two gear modes.

[0058] Optionally, such as Figure 1 As shown, the hybrid power system also includes a second motor 12, the output shaft of which is connected to the first power input shaft 21. In the axial direction of the first power input shaft 21, the connection between the second motor 12 and the first power input shaft 21 is located between the first transmission cylinder 31 and the second transmission cylinder 41.

[0059] By setting up a second motor 12, the power of the second motor 12 can be transmitted to the first power input shaft 21. In this way, the second motor 12 can also transmit power to the first gear train 71 or the second gear train 72 through the second clutch assembly, so that the second motor 12 can work in two gear modes.

[0060] Optionally, such as Figure 1 As shown, the hybrid power system also includes a power supply component 50, which includes a battery 51 and an inverter 52. The inverter 52 is connected to the battery 51, and the first motor 11 and the second motor 12 are both connected to the inverter 52.

[0061] For example, the power supply assembly includes two inverters 52, each of which is connected to a battery 51, a first motor 11 connected to one of the two inverters 52, and a second motor 12 connected to the other of the two inverters 52.

[0062] Two inverters 52 are provided, one for connecting the battery 51 and the first motor 11, and the other for connecting the battery 51 and the second motor 12. The battery 51 is a rechargeable battery, and the inverters 52 are located on the output circuit of the battery 51 to convert the DC power output by the battery 51 into three-phase AC power to drive the first motor 11 or the second motor 12.

[0063] In some other implementations, the power supply component may also include an inverter that is connected to both the first and second motors and receives power from the battery to supply alternating current to both motors.

[0064] Figure 2 This is a schematic diagram of another hybrid power system provided in an embodiment of this disclosure. Figure 2 As shown, the hybrid power system also includes a fifth clutch 60, the outer peripheral wall of the flywheel 61 of the fifth clutch 60 is connected to the inner wall of the second power input shaft 22, and the driven plate 62 of the fifth clutch 60 is sleeved outside the first power input shaft 21.

[0065] By setting a fifth clutch 60 in the annular space between the first power input shaft 21 and the second power input shaft 22, the first power input shaft 21 and the second power input shaft 22 are merged into the same input shaft. In this way, the power of the second motor 12 can also be transmitted to the second power input shaft 22 through the first power input shaft 21, so that the second motor 12 can achieve other gear modes through the second power input shaft 22.

[0066] It should be noted that when the fifth clutch is engaged, the first and second clutches are both disengaged to prevent the power from the second motor from being transmitted to the engine or the first motor, thus preventing energy loss.

[0067] In one implementation, Figure 3 This is a schematic diagram of the structure of the fifth clutch 60 provided in an embodiment of this disclosure. Figure 3 As shown, the flywheel 61 of the fifth clutch 60 has multiple circumferentially spaced locking grooves 601 on its end face, and the driven plate 62 of the fifth clutch 60 has locking protrusions 602 that correspond one-to-one with the locking grooves 601 on its end face.

[0068] By providing a locking groove 601 on the end face of the flywheel, when the driven plate engages with the flywheel, the locking protrusion 602 rotates with the driven plate and falls into the locking groove 601, thus achieving engagement between the flywheel and the driven plate. Compared to the engagement method of the flywheel and driven plate through friction, this concave-convex insertion engagement method allows for a more stable engagement between the flywheel and the driven plate, improving the reliability of the clutch.

[0069] For example, the depth of a portion of the locking grooves 601 is less than the depth of another portion of the locking grooves 601. The locking protrusions 602 are all of the same height, and the height of each locking protrusion 602 is not less than the minimum depth of the locking groove 601, and the height of each locking protrusion 602 is not greater than the maximum depth of the locking groove 601.

[0070] During the engagement of the locking protrusion 602 and the locking groove 601, the bottom of the locking groove 601 with the smaller groove depth will contact the end face of the locking protrusion 602 first. That is, during clutch use, the bottom of some locking grooves 601 will abut against the end face of the locking protrusion 602, while the bottom of other locking grooves 601 will not abut against the end face of the locking protrusion 602. Relatively speaking, the locking grooves 601 whose bottoms are not abutted by the locking protrusion 602 experience less wear. Thus, when the locking grooves 601 with the smaller groove depth wear down to the same depth as the other locking grooves 601 during use, all locking grooves 601 will engage with the locking protrusion 602, making the clutch more tightly engaged. By engaging the locking grooves 601 and the locking protrusion 602 in batches, the service life of the clutch can be significantly increased, maintenance frequency reduced, and clutch reliability improved.

[0071] In another implementation, the flywheel 61 of the fifth clutch 60 has multiple circumferentially spaced locking protrusions 602 on its end face, and the driven disc 62 of the fifth clutch 60 has locking grooves 601 that correspond one-to-one with the locking protrusions 602 on its end face.

[0072] By providing a locking protrusion 602 on the end face of the flywheel, when the driven plate engages with the flywheel, the locking protrusion 602 rotates with the flywheel and falls into the locking groove 601, thus achieving engagement between the flywheel and the driven plate. Compared to the engagement method of the flywheel and driven plate through friction, this concave-convex insertion engagement method allows for a more stable engagement between the flywheel and the driven plate, improving the reliability of the clutch.

[0073] Optionally, such as Figure 1 , 2 As shown, the gearbox also includes a third gear train 73, a fourth gear train 74, and a synchronizer 76. The input gears of the third gear train 73 and the fourth gear train 74 are both sleeved outside the second power input shaft 22. The output gears of the third gear train 73 and the fourth gear train 74 are both movably sleeved outside the power output shaft 23. The synchronizer 76 is located outside the power output shaft 23 and between the output gears of the third gear train 73 and the fourth gear train 74.

[0074] By setting up two gear trains, both of which are connected to the second power input shaft 22, the power from the first motor 11 or the engine 10 can be transmitted to the input gears of both gear trains when the second clutch 33 is engaged. Then, the synchronizer 76 selectively connects the output gears of the two gear trains to the power output shaft 23, allowing the first motor 11 or the engine 10 to operate in two different gear modes.

[0075] The gear system includes at least an input gear and an output gear, which can directly mesh to achieve a transmission connection between them. At least one connecting gear can also be provided between the input and output gears. For example, when only one connecting gear is provided, the connecting gear meshes with both the input and output gears to achieve a transmission connection between them.

[0076] It should be noted that the specific number of gears in the gear train can be determined based on actual needs. Since the number of gears in the gear train affects the gear ratio, the number of gears can be adjusted according to the vehicle's power requirements.

[0077] Optionally, such as Figure 1 , 2 As shown, the gearbox also includes a fifth gear train 75, the input gear of the fifth gear train 75 is sleeved outside the power output shaft 23, and the output gear of the fifth gear train 75 is connected to the wheel 80 for transmission.

[0078] For example, the input gear of the fifth gear train 75 is coaxially connected to the power output shaft 23, and the output gear of the fifth gear train 75 is connected to the differential drive, and the power is transmitted to the wheel 80 through the differential to drive the wheel 80 to rotate.

[0079] Alternatively, the power take-off shaft can be directly connected to the wheel drive. For example, an output gear is mounted on the power take-off shaft, and the output gear is connected to the differential drive, thereby transmitting power from the power take-off shaft to the wheels.

[0080] This disclosure provides an embodiment of a vehicle that includes a hybrid power system and a vehicle body as described above, wherein the hybrid power system is located within the vehicle body.

[0081] The following is Figure 1 The following describes the various operating conditions of a hybrid power system, using the hybrid power system shown as an example:

[0082] Pure Engine 10 Mode:

[0083] Figure 4 This is a schematic diagram of energy transfer in a hybrid power system provided in an embodiment of this disclosure. Figure 4This illustrates the first and second gear modes under direct engine drive conditions. For example... Figure 4 As shown, during the initial stage of vehicle startup, the wheel 80 requires a lower speed and a higher torque. The first clutch 32 is engaged and the second clutch 33 is disengaged, allowing the power of the engine 10 to be input to the first power input shaft 21 through the first clutch 32.

[0084] Then, control the third clutch 42 to engage, transmitting power to the first gear train 71, allowing the engine 10 to operate in first gear mode; or, control the fourth clutch 43 to engage, transmitting power to the second gear train 72, allowing the engine 10 to operate in second gear mode.

[0085] In some other implementations, Figure 5 This is a schematic diagram of energy transfer in a hybrid power system provided in an embodiment of this disclosure. Figure 4 This illustrates the third and fourth gear modes under direct-drive engine conditions. For example... Figure 5 As shown, the first clutch 32, the third clutch 42 and the fourth clutch 43 can be disengaged, and the second clutch 33 can be engaged, so that the power of the engine 10 is transmitted to the second power input shaft 22. Then, through the adjustment of the synchronizer 76, the power of the engine 10 is transmitted to the power output shaft 23 by the third gear system 73 or the fourth gear system 74, so as to realize the third and fourth gear drive of the engine 10.

[0086] In pure electric mode:

[0087] Figure 6 This is a schematic diagram of energy transfer in a hybrid power system provided in an embodiment of this disclosure. Figure 6 This illustrates the pure electric drive mode. For example... Figure 6 As shown, in pure electric mode, the low-speed battery 51 transmits power to the second motor 12 through the inverter 52. The second motor 12 transmits power to the first power input shaft 21, and then through the third clutch 42 or the fourth clutch 43, the second motor 12 can transmit power to the power output shaft 23 through the first gear system 71 or the second gear system 72 to achieve two-speed drive.

[0088] Hybrid mode:

[0089] Figure 7 This is a schematic diagram of energy transfer in a hybrid power system provided in an embodiment of this disclosure. Figure 7 As shown, Figure 7 This illustrates the power operating conditions. In the first hybrid mode, which is suitable for low to medium vehicle speeds, the first clutch 32 is disengaged and the second clutch 33 is engaged, causing the engine 10 to drive the first motor 11 to generate electricity. The electrical energy is stored in the battery 51 through the inverter 52, or directly supplied to the second motor 12 through the inverter 52.

[0090] The power output of engine 10 is sent to the second power input shaft 22, and then through the adjustment of synchronizer 76, the power of engine 10 is transmitted to the power output shaft 23 by the third gear train 73 or the fourth gear train 74, so as to realize the two-speed drive of engine 10.

[0091] At the same time, the power output of the second motor 12 is sent to the first power input shaft 21. The third clutch 42 or the fourth clutch 43 is engaged, so that the power of the second motor 12 is transmitted to the power output shaft 23 through the first gear system 71 or the second gear system 72, thereby realizing the two-speed drive of the second motor 12.

[0092] In this mode, the power of the engine 10 and the second motor 12 is combined to achieve maximum torque drive.

[0093] Figure 8 This is a schematic diagram of energy transfer in a hybrid power system provided in an embodiment of this disclosure. Figure 8 This illustrates the range-extended operating mode. For example... Figure 8 As shown, in the second hybrid mode, the first clutch 32 is engaged and the second clutch 33 is disengaged. All the power of the engine 10 is output from the first transmission cylinder 31 to the rotor of the first motor 11, which drives the first motor 11 to generate electricity. The electricity is stored in the battery 51 through the inverter 52, or directly transmitted to the second motor 12 through the inverter 52.

[0094] At the same time, the power output of the second motor 12 is sent to the first power input shaft 21. The third clutch 42 or the fourth clutch 43 is engaged, so that the power of the second motor 12 is transmitted to the power output shaft 23 through the first gear system 71 or the second gear system 72, thereby realizing the two-speed drive of the second motor 12.

[0095] In this mode, the engine 10 drives the first motor 11 to generate electricity, and the generated electricity is used to power the second motor 12, which can effectively improve the driving range of the battery 51.

[0096] In reverse mode:

[0097] The first clutch 32 and the second clutch 33 are both disengaged, the third clutch 42 or the fourth clutch 43 is engaged, and the second motor 12 is reversed to achieve the reversing function.

[0098] The above is not intended to limit this disclosure in any way. Although this disclosure has been disclosed above through embodiments, it is not intended to limit this disclosure. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the technical solution of this disclosure. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of this disclosure without departing from the content of the technical solution of this disclosure shall still fall within the scope of the technical solution of this disclosure.

Claims

1. A hybrid power system, characterized in that, The hybrid power system includes: an engine (10), a first electric motor (11), and a gearbox; The gearbox includes: a first power input shaft (21), a second power input shaft (22), a power output shaft (23), and a first clutch assembly. The second power input shaft (22) is a hollow shaft and is circumferentially mounted on the outside of the first power input shaft (21). Both the first power input shaft (21) and the second power input shaft (22) are connected to the power output shaft (23) in a transmission connection. The power output shaft (23) is connected to the wheel (80) in a transmission connection. The first clutch assembly includes: a first transmission cylinder (31), a first clutch (32), and a second clutch (33). The first transmission cylinder (31) has an open end and a closed end, and the first clutch (32) and the second clutch (33) are arranged at intervals inside the first transmission cylinder (31). The outer peripheral wall of the flywheel of the first clutch (32) and the outer peripheral wall of the flywheel of the second clutch (33) are both connected to the inner wall of the first transmission cylinder (31). One end of the first power input shaft (21) and the second power input shaft (22) are both inserted into the first transmission cylinder (31) through the open end. One end of the first power input shaft (21) is coaxially connected to the driven plate of the first clutch (32), and one end of the second power input shaft (22) is coaxially connected to the driven plate of the second clutch (33). The first transmission cylinder (31) is located inside the rotor of the first motor (11) and is coaxially connected to the rotor of the first motor (11). The output shaft of the engine (10) is coaxially connected to the closed end. The hybrid power system also includes a second clutch assembly, which includes a second transmission cylinder (41), a third clutch (42), and a fourth clutch (43). The third clutch (42) and the fourth clutch (43) are arranged at intervals in the second transmission cylinder (41). The outer peripheral wall of the flywheel of the third clutch (42) is connected to the inner wall of the second transmission cylinder (41). The flywheel of the fourth clutch (43) is circumferentially movable in the second transmission cylinder (41). One end of the first power input shaft (21) and the second power input shaft (22) are inserted into the second transmission cylinder (41). One end of the first power input shaft (21) is coaxially connected to the driven plate of the third clutch (42) and coaxially connected to the driven plate of the fourth clutch (43). The second transmission cylinder (41) is connected to the power output shaft (23) in a transmission connection, and the flywheel of the fourth clutch (43) is connected to the power output shaft (23) in a transmission connection. The hybrid power system also includes a second motor (12), the output shaft of which is connected to the first power input shaft (21) in a transmission connection, and the connection between the second motor (12) and the first power input shaft (21) is located between the first transmission cylinder (31) and the second transmission cylinder (41); The hybrid power system also includes a fifth clutch (60), the outer peripheral wall of the flywheel of the fifth clutch (60) is connected to the inner wall of the second power input shaft (22), and the driven plate of the fifth clutch (60) is sleeved outside the first power input shaft (21) so that when the fifth clutch (60) is engaged, the power of the second motor (12) can be transmitted to the second power input shaft (22) through the first power input shaft (21), so that the second motor (12) can achieve other gear modes through the second power input shaft (22).

2. The hybrid power system according to claim 1, characterized in that, The gearbox also includes a first gear train (71) and a second gear train (72), both of which are located on the side of the second transmission cylinder (41) away from the first transmission cylinder (31). The input gear of the first gear train (71) is coaxially connected to the second transmission cylinder (41), and the output gear of the first gear train (71) is sleeved on the power output shaft (23). The input gear of the second gear train (72) is coaxially connected to the flywheel of the fourth clutch (43), and the output gear of the second gear train (72) is sleeved on the power output shaft (23).

3. The hybrid power system according to claim 1, characterized in that, The hybrid power system also includes a power supply component (50), which includes a battery (51) and an inverter (52). The inverter (52) is connected to the battery (51), and the first motor (11) and the second motor (12) are both connected to the inverter (52).

4. The hybrid power system according to claim 1, characterized in that, The flywheel end face of the fifth clutch (60) is provided with a plurality of circumferentially spaced locking grooves (601), and the driven plate end face of the fifth clutch (60) is provided with locking protrusions (602) corresponding one-to-one with the locking grooves (601); or, The flywheel of the fifth clutch has multiple circumferentially spaced locking protrusions on its end face, and the driven plate of the fifth clutch has locking grooves that correspond one-to-one with the locking protrusions on its end face.

5. The hybrid power system according to any one of claims 1 to 4, characterized in that, The gearbox also includes a third gear train (73), a fourth gear train (74), and a synchronizer (76). The input gears of the third gear train (73) and the fourth gear train (74) are both sleeved outside the second power input shaft (22). The output gears of the third gear train (73) and the fourth gear train (74) are both movably sleeved outside the power output shaft (23). The synchronizer (76) is located outside the power output shaft (23) and between the output gears of the third gear train (73) and the fourth gear train (74).

6. The hybrid power system according to any one of claims 1 to 4, characterized in that, The gearbox also includes a fifth gear train (75), the input gear of which is sleeved outside the power output shaft (23), and the output gear of which is connected to the wheel (80) in a transmission.

7. A car, characterized in that, The vehicle includes a hybrid power system as described in any one of claims 1 to 6.

Images