Hybrid power device and vehicle

Abstract

The application provides a hybrid power device and a vehicle, wherein the hybrid power device is characterized in that an input shaft and a transmission shaft are connected through a power transmission unit, the input shaft is selectively connected with the transmission shaft through a reverse gear mechanism, a planetary gear mechanism is arranged on the input shaft, a third synchronizer is arranged for controlling the power on-off between the reverse gear mechanism and the planetary gear mechanism, a power output end of an engine is selectively connected with the input shaft through a clutch, a power output end of a first motor is connected with the input shaft, a power output end of a second motor is connected with the transmission shaft, and the transmission shaft is used for connecting a power input end of a differential. The hybrid power device can realize an ultra-low speed gear mode and enrich the gear mode, two motors are arranged, both of which can work in a high-efficiency range and can realize energy recovery, the structure is compact, the cost is low, the power performance is good, and the application has good practicability.

Description

Technical Field

[0001] This invention relates to the field of vehicle component technology, and in particular to a hybrid powertrain. Furthermore, this invention also relates to a vehicle using this hybrid powertrain. Background Technology

[0002] In recent years, hybrid vehicles have been used more and more widely. Their power units can realize engine drive mode, electric motor drive mode, and engine and electric motor combined drive mode, which can better meet the needs of drivers.

[0003] However, existing power units require both an engine and an electric motor, which takes up a lot of space when placed in the vehicle's engine compartment. This is especially true when using a more complex transmission, which makes placement even more difficult and increases the vehicle's fuel consumption.

[0004] Furthermore, existing hybrid powertrains have poor off-road performance and cannot meet people's demands for low cost and high performance. In addition, implementing reverse gear requires a separate reverse gear shaft, which will further increase the space and cost of the powertrain. Summary of the Invention

[0005] In view of this, the present invention aims to provide a hybrid power device to improve its application performance.

[0006] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0007] A hybrid power unit includes an input shaft and a drive shaft arranged in parallel, an engine, a first motor, and a second motor;

[0008] The input shaft and the transmission shaft are connected by a power transmission unit.

[0009] The input shaft is also selectively connected to the drive shaft via a reverse gear mechanism. The input shaft is equipped with a third synchronizer and a planetary gear mechanism. The third synchronizer is used to control the power supply between the reverse gear mechanism and the planetary gear mechanism.

[0010] The power output end of the engine is selectively connected to the input shaft via a clutch. The power output end of the first motor is driven to the input shaft, and the power output end of the second motor is driven to the drive shaft. The drive shaft is used to connect to the power input end of the differential.

[0011] Furthermore, the reverse gear mechanism includes a fifth drive gear loosely fitted on the input shaft, and a second synchronizer disposed on the input shaft for selectively connecting the fifth drive gear. It also includes an intermediate shaft, an intermediate gear disposed on the intermediate shaft, and a fifth driven gear disposed on the transmission shaft. The intermediate gear is connected to the fifth drive gear and the fifth driven gear respectively.

[0012] Furthermore, the sun gear of the planetary gear mechanism is located on the input shaft; the third synchronizer is a bidirectional single-sided synchronizer fixed on the fifth drive gear, and the bidirectional single-sided synchronizer selectively connects to the ring gear / planet carrier of the planetary gear mechanism.

[0013] Furthermore, the intermediate shaft is a cantilever shaft.

[0014] Furthermore, relative to the end of the input shaft connected to the clutch, the third synchronizer and planetary gear mechanism are arranged close to the other end of the input shaft.

[0015] Furthermore, it also includes an output shaft, on which a sixth driven gear is provided; and a sixth driving gear is provided on the transmission shaft, wherein the sixth driving gear is meshed with the sixth driven gear.

[0016] The first end of the motor shaft of the second motor is connected to the transmission shaft via the output shaft, and the second end of the motor shaft is used to connect to the differential.

[0017] Furthermore, the sixth drive gear is arranged at one end of the drive shaft near the engine.

[0018] Furthermore, each group of power transmission units includes two gear trains with different transmission ratios, and the two gear trains are arranged with an axial distance between them on the input shaft; each gear train includes a driving gear on the input shaft and a driven gear on the transmission shaft, and the driving gear and the driven gear of the same gear train are connected in a transmission manner; each group of power transmission units also includes a first synchronizer disposed between the two driving gears, and / or, each group of power transmission units also includes a first synchronizer disposed between the two driven gears.

[0019] Furthermore, the power transmission unit is in multiple sets, and the multiple sets of power transmission units are arranged sequentially along the axial direction of the input shaft.

[0020] Compared with the prior art, the present invention has the following advantages:

[0021] The hybrid power unit of this invention can achieve an ultra-low speed gear mode and enrich the gear modes, with good off-road performance, which is conducive to front wheel traction and obstacle crossing; it adopts a dual-motor architecture, in which one motor drives while the other motor charges the power battery. Both motors can operate in the high-efficiency range and can realize energy recovery, which helps to save costs; while achieving the same power, using two motors is lighter, smaller, and cheaper, and is also easier to arrange, making the hybrid power unit compact, low-cost, and with good power performance.

[0022] The hybrid power unit of the present invention can realize seven driving modes: engine driving alone, first motor driving alone, second motor driving alone, engine and first motor driving together, engine and second motor driving together, first motor and second motor driving together, and engine, first motor and second motor driving together.

[0023] By incorporating a reverse gear mechanism and a planetary gear mechanism on the input shaft, the gear modes can be enriched, resulting in a compact overall structure and convenient layout. The fifth drive gear and second synchronizer are mounted on the input shaft, along with an intermediate shaft and intermediate gear, providing reverse gear functionality under any operating condition to meet customer requirements. The intermediate shaft is a cantilever shaft, which helps reduce overall weight and facilitates overall layout.

[0024] The sixth driving gear meshes with the sixth driven gear, enabling power from the drive shaft to be transmitted to the output shaft and then to the differential. This meets the needs of different gear positions. The gear transmission structure is simple, easy to implement, and provides good transmission performance. The input shaft is connected to the drive shaft through multiple power transmission units, facilitating the implementation of various gear modes. It also requires relatively little space and is easy to arrange.

[0025] Another object of the present invention is to provide a vehicle equipped with a hybrid power unit as described above.

[0026] The vehicle described in this invention, by employing the above-mentioned hybrid power unit, can realize multiple driving modes and multiple different gear modes. It can achieve ultra-low speed gears for better off-road and obstacle-avoidance performance, has a reverse gear function under any working condition, and has a pure electric drive mode in any gear, which can better meet the usage needs of passengers. Attached Figure Description

[0027] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0028] Figure 1 This is a schematic diagram of the hybrid power unit described in an embodiment of the present invention;

[0029] Figure 2 This is a schematic diagram of the power transmission route of the hybrid power unit described in this embodiment of the invention when the engine is driven alone in the first gear mode;

[0030] Figure 3 This is a schematic diagram of the power transmission route of the hybrid power unit described in this embodiment of the invention when the engine is driven alone in the second gear mode;

[0031] Figure 4 This is a schematic diagram of the power transmission route of the hybrid power unit described in this embodiment of the invention when the engine is driving alone in the third gear mode;

[0032] Figure 5 This is a schematic diagram of the power transmission route of the hybrid power unit described in this embodiment of the invention when the engine is driving alone in the fourth gear mode;

[0033] Figure 6 This is a schematic diagram of the power transmission route of the hybrid power unit described in this embodiment of the invention when the engine is driven alone in reverse gear mode;

[0034] Figure 7 This is a schematic diagram of the power transmission route of the hybrid power unit described in this embodiment of the invention when the engine is driven alone in ultra-low speed gear mode.

[0035] Figure 8 This is a schematic diagram of the power transmission route of the hybrid power unit described in this embodiment of the invention when the motor is driven alone in the first gear mode;

[0036] Figure 9 This is a schematic diagram of the power transmission route of the hybrid power unit described in this embodiment of the invention when the motor is driven alone in the second gear mode;

[0037] Figure 10 This is a schematic diagram of the power transmission route of the hybrid power unit described in this embodiment of the invention when the motor is driven alone in the third gear mode;

[0038] Figure 11 This is a schematic diagram of the power transmission route of the hybrid power unit described in this embodiment of the invention when the motor is driven alone in the fourth gear mode;

[0039] Figure 12 This is a schematic diagram of the power transmission route of the hybrid power unit described in this embodiment of the invention when it is in reverse gear mode when the motor is driven alone;

[0040] Figure 13 This is a schematic diagram of the power transmission route of the hybrid power unit described in this embodiment of the invention when the motor is driven alone in ultra-low speed mode.

[0041] Figure 14 This is a schematic diagram of a power transmission route for energy recovery from the first motor when the hybrid power unit described in this embodiment of the invention is driven by the second motor.

[0042] Explanation of reference numerals in the attached figures:

[0043] 1. Input shaft; 101. First drive gear; 102. Second drive gear; 103. Third drive gear; 104. Fourth drive gear; 105. Second synchronizer; 106. Fifth drive gear; 107. Third synchronizer; 108. Sun gear; 109. Planet gears; 110. Planet carrier; 111. Ring gear; 112. Clutch;

[0044] 2. Drive shaft; 201. First driven gear; 202. First synchronizer A; 203. Second driven gear; 204. Third driven gear; 205. First synchronizer B; 206. Fourth driven gear; 207. Sixth driving gear; 208. Fifth driven gear;

[0045] 3. First motor; 4. Second motor;

[0046] 5. Intermediate shaft; 501. Intermediate gear;

[0047] 6. Differential; 7. Engine;

[0048] 8. Output shaft; 801. Sixth driven gear. Detailed Implementation

[0049] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0050] In the description of this invention, it should be noted that the terms "upper," "lower," "inner," and "back," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and for 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. Therefore, they should not be construed as limitations on this invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0051] Furthermore, in the description of this invention, unless otherwise explicitly defined, the terms "installation," "connection," "linking," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention in light of the specific circumstances.

[0052] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0053] This embodiment relates to a hybrid power unit, the overall structure of which is as follows: Figure 1 As shown, it mainly includes a parallel-arranged input shaft 1 and transmission shaft 2, an engine 7, a first motor 3, and a second motor 4.

[0054] The input shaft 1 and the drive shaft 2 are connected by a power transmission unit. The input shaft 1 is also selectively connected to the drive shaft 2 via a reverse gear mechanism. The input shaft 1 is equipped with a planetary gear mechanism and a third synchronizer 107. The third synchronizer 107 is used to control the power supply between the reverse gear mechanism and the planetary gear mechanism. The power output end of the engine 7 is selectively connected to the input shaft 1 via a clutch 112. The power output end of the first motor 3 is connected to the input shaft 1, and the power output end of the second motor 4 is connected to the drive shaft 2. The drive shaft 2 is used to connect to the power input end of the differential 6.

[0055] Based on the above overview, an exemplary structure of the hybrid power unit in this embodiment is as follows: Figure 1 As shown, the input shaft 1 and the transmission shaft 2 are arranged in parallel. Preferably, in this embodiment, two sets of power transmission units are arranged sequentially along the axial direction of the input shaft 1, and each first synchronizer is located on the transmission shaft 2.

[0056] For ease of description, such as Figure 1 As shown, from left to right, the power transmission units are referred to as the first power transmission unit and the second power transmission unit, respectively. The gear system on the left side of the first power transmission unit includes a first driving gear 101 fixed to the input shaft 1 and a first driven gear 201 loosely fitted on the transmission shaft 2. The gear system on the right side of the first power transmission unit includes a second driving gear 102 fixed to the input shaft 1 and a second driven gear 203 loosely fitted on the transmission shaft 2.

[0057] The gear system located on the left side of the second power transmission unit includes a third driving gear 103 fixed on the input shaft 1 and a third driven gear 204 loosely fitted on the transmission shaft 2. The gear system located on the right side of the second power transmission unit includes a fourth driving gear 104 fixed on the input shaft 1 and a fourth driven gear 206 loosely fitted on the transmission shaft 2.

[0058] For ease of description below, in this embodiment, the first synchronizer located between the first driven gear 201 and the second driven gear 203 is referred to as the first synchronizer A202, and the first synchronizer located between the third driven gear 204 and the fourth driven gear 206 is referred to as the first synchronizer B205.

[0059] In this embodiment, the arrangement of two sets of power transmission units allows the power received by the input shaft 1 to be selectively transmitted to the drive shaft 2 via a gear train, providing four gear modes and thus enriching the usage modes of the transmission. Simultaneously, the structure of each set of power transmission units and the first synchronizer is simple and easy to arrange. The arrangement of the input shaft 1, drive shaft 2, and four gear trains also helps to shorten the overall length of the transmission, thereby reducing space occupancy and further facilitating the implementation of the transmission. Furthermore, it requires relatively little installation space. Of course, in specific implementations, the number of power transmission units can be adaptively increased or decreased according to usage requirements.

[0060] It should be noted that, taking the first power transmission unit as an example, the first driving gear 101 and the second driving gear 102 can be fixed on the input shaft 1, while the first driven gear 201 and the second driven gear 203 are loosely fitted on the transmission shaft 2. At this time, the first synchronizer A202 is set on the transmission shaft 2 and located between the first driven gear 201 and the second driven gear 203.

[0061] Alternatively, the first driving gear 101 and the second driving gear 102 can be loosely fitted onto the input shaft 1, and the first driven gear 201 and the second driven gear 203 can be loosely fitted onto the transmission shaft 2. In this case, a first synchronizer A202 can be provided on both the input shaft 1 and the transmission shaft 2, with the first synchronizer A202 on the input shaft 1 located between the first driving gear 101 and the second driving gear 102, and the first synchronizer A202 on the transmission shaft 2 located between the first driven gear 201 and the second driven gear 203.

[0062] It should also be noted that, since the structures of the remaining power transmission units can all adopt any of the above structures, the structures of each group of power transmission units can be the same or different. However, it is more beneficial to the overall layout to have the first synchronizers on adjacent groups of power transmission units arranged in an alternating manner. An alternating arrangement means that the first synchronizer of the first group of power transmission units is located on the input shaft 1, the first synchronizer of the second group of power transmission units is located on the drive shaft 2, and so on. Alternatively, the first synchronizer of the first group of power transmission units can be located on the drive shaft 2, the first synchronizer of the second group of power transmission units can be located on the input shaft 1, and so on.

[0063] The hybrid power unit described in this embodiment has an input shaft 1 connected to a transmission shaft 2 via multiple sets of power transmission units, which facilitates the realization of various gear modes. A first synchronizer between the two gear systems is located on the transmission shaft 2, which facilitates the arrangement of the first synchronizer. In addition, the hybrid power unit has a simple structure, is easy to implement, helps reduce production costs, and also helps improve transmission efficiency, thereby enhancing the performance of the hybrid power unit.

[0064] In a preferred embodiment, the reverse gear mechanism is arranged near the other end of the input shaft 1, relative to the end connected to the clutch 112. It includes an intermediate shaft 5 and an intermediate gear 501 mounted on the intermediate shaft 5. A fifth drive gear 106 is loosely fitted on the input shaft 1, and a second synchronizer 105 is provided that can be connected to the fifth drive gear 106. At the same time, a fifth driven gear 208 is also provided on the transmission shaft 2. The intermediate gear 501 is engaged with both the fifth drive gear 106 and the fifth driven gear 208, so that the power on the input shaft 1 can be transmitted to the transmission shaft 2 in sequence through the second synchronizer 105, the fifth drive gear 106, the intermediate gear 501 and the fifth driven gear 208, thereby realizing the reverse gear mode.

[0065] The reverse gear mechanism allows the transmission to have reverse gear functionality under any operating condition, which helps meet customer requirements. In this structure, the fifth driven gear 106 can be used as a parking gear, integrating the reverse gear mechanism with the parking mechanism, thus reducing the required layout space.

[0066] In a preferred embodiment, the planetary gear mechanism mainly includes a sun gear 108, a ring gear 111, and planet gears 109 that are respectively connected to the sun gear 108 and the ring gear 111. The sun gear 108 is fixed to the input shaft 1, and the planet gears 109 are rotatably mounted on the planet carrier 110. The planet carrier 110 is fixed to the housing of the transmission. The ring gear 111 is sleeved on each planet gear 109. The third synchronizer 107 is preferably a bidirectional single-sided synchronizer mounted on the fifth drive gear 106. The engagement teeth that can engage with the bidirectional single-sided synchronizer are mounted on the ring gear 111, so that the bidirectional single-sided synchronizer can selectively connect to the ring gear 111, which facilitates the control of the power supply between the reverse gear mechanism and the planetary gear mechanism.

[0067] It should be noted that if the ring gear 111 of the planetary gear mechanism is located on the housing of the transmission, the engagement teeth that can engage with the bidirectional single-sided synchronizer are located on the planet carrier 110. The third synchronizer 107 can then selectively connect to the planet carrier 110. With this configuration, the third synchronizer 107 can also control the power supply between the reverse gear mechanism and the planetary gear mechanism.

[0068] In this embodiment, the third synchronizer 107 can be either a bidirectional single-sided synchronizer or a bidirectional double-sided synchronizer. When it is a bidirectional double-sided synchronizer, the gear hub is loosely fitted on the input shaft 1. By moving the gear sleeve with the shift fork, the synchronizer ring can be driven to engage with the engagement teeth on the fifth drive gear 106 and the gear ring 111 / planet carrier 110 located on both sides, thereby realizing the power switching between the fifth drive gear 106 and the planetary gear mechanism.

[0069] In this embodiment, the hybrid power unit has the reverse gear mechanism and planetary gear mechanism arranged together, which is compact, low in cost, and has a variety of gear modes. In the ultra-low speed gear mode, when a greater torque is required, the motor can work with the engine to output driving force, thus achieving full-scenario off-road coverage and improving the user's driving pleasure.

[0070] In a preferred embodiment, the transmission further includes an output shaft 8, on which a sixth driven gear 801 is fixedly mounted, and a sixth driving gear 207 is fixedly mounted on the drive shaft 2. The sixth driving gear 207 meshes with the sixth driven gear 801, thereby transmitting power from the drive shaft 2 to the output shaft 8. Preferably, the sixth driving gear 207 and the fifth driven gear 208 are arranged close to both ends of the drive shaft 2, and the sixth driving gear 207 is located at the end of the drive shaft 2 closest to the differential 6, which facilitates the arrangement of internal components and improves transmission performance.

[0071] The aforementioned output shaft 8 is connected to the input shaft 1 of the differential 6, thereby transmitting power from the output shaft 8 to the differential 6. It should be noted that in this embodiment, the output shaft 8, the sixth driven gear 801, and the sixth driving gear 207 may be omitted, and the drive shaft 2 may be connected to the input shaft 1 of the differential 6, thus allowing the power from the drive shaft 2 to be directly transmitted to the differential 6.

[0072] Meanwhile, the hybrid power unit of this embodiment also includes an engine 7 and a clutch 112. The clutch 112 is located between the power output end of the engine 7 and the input shaft 1, and can selectively connect or disconnect the output end of the engine 7 from the input shaft 1, thereby controlling the power supply between the engine 7 and the input shaft 1. The clutch 112 here is a mature product, easy to implement, and helps to reduce the production cost of the hybrid power unit.

[0073] In a preferred embodiment, one end of the motor shaft of the first motor 3 is connected to the input shaft 1, and the other end is connected to the clutch 112. One end of the motor shaft of the second motor 4 is connected to the output shaft 8, and the other end is connected to the power input end of the differential 6. Preferably, the power of the first motor 3 is less than that of the second motor 4, which is more conducive to the overall layout and allows each motor to achieve its optimal performance.

[0074] In addition to the above arrangement, a gear can also be installed on the motor shaft of the first motor 3, which can mesh with any driving gear on the input shaft. The second motor 4 can be placed on both sides of the sixth driven gear 801, separate from the differential 6. In this case, the motor shaft can be directly connected to the output shaft or connected by a gear transmission, or it can be connected to the transmission shaft 2 when the output shaft 8 is set.

[0075] The hybrid power unit of this embodiment can realize seven driving modes: engine 7 driving alone, first motor 3 driving alone, second motor 4 driving alone, engine 7 and first motor 3 driving together, engine 7 and second motor 4 driving together, first motor 3 and second motor 4 driving together, and engine 7, first motor 3 and second motor 4 driving together. Each driving mode has multiple different gear modes, which can be referred to in detail below.

[0076] The gear selection modes in engine 7's independent drive mode are as follows:

[0077] a) When engine 7 is driving, the power transmission route of the hybrid power unit in the first gear mode can be as follows: Figure 2 As shown, clutch 112 is engaged, and first synchronizer A202 is engaged with first driven gear 201. This gear mode can be used as the first gear of the hybrid power unit.

[0078] At this time, the power transmission route is: engine 7 → clutch 112 → input shaft 1 → first driving gear 101 → first driven gear 201 → first synchronizer A202 → transmission shaft 2 → sixth driving gear 207 → sixth driven gear 801 → output shaft 8 → differential 6.

[0079] b) When engine 7 is driving, the power transmission route of the hybrid power unit in the second gear mode can be as follows: Figure 3 As shown, clutch 112 is engaged, and first synchronizer A202 is engaged with second driven gear 203. This gear mode can be used as the second gear of the hybrid power unit.

[0080] At this time, the power transmission route is: engine 7 → clutch 112 → input shaft 1 → second driving gear 102 → second driven gear 203 → first synchronizer A202 → transmission shaft 2 → sixth driving gear 207 → sixth driven gear 801 → output shaft 8 → differential 6.

[0081] c) When engine 7 is driving, the power transmission route of the hybrid power unit in the third gear mode can be as follows: Figure 4 As shown, clutch 112 is engaged, first synchronizer B205 is engaged with third driven gear 204, and this gear mode can be used as the third gear of the hybrid power unit.

[0082] At this time, the power transmission route is: engine 7 → clutch 112 → input shaft 1 → third drive gear 103 → third driven gear 204 → first synchronizer B205 → drive shaft 2 → sixth drive gear 207 → sixth driven gear 801 → output shaft 8 → differential 6.

[0083] d) When the engine is in drive mode 7, the power transmission route of the hybrid power unit in fourth gear mode can be as follows: Figure 5 As shown, clutch 112 is engaged, and first synchronizer B205 is engaged with fourth driven gear 206. This gear mode can be used as a fourth gear in a hybrid power unit.

[0084] At this time, the power transmission route is: engine 7 → clutch 112 → input shaft 1 → fourth drive gear 104 → fourth driven gear 206 → first synchronizer B205 → drive shaft 2 → sixth drive gear 207 → sixth driven gear 801 → output shaft 8 → differential 6.

[0085] e) When engine 7 is driving, the power transmission route of the hybrid power unit in reverse mode can be as follows: Figure 6 As shown, clutch 112 is engaged, and second synchronizer 105 is engaged with fifth drive gear 106.

[0086] At this time, the power transmission route is: engine 7 → clutch 112 → input shaft 1 → second synchronizer 105 → fifth drive gear 106 → intermediate gear 501 → fifth driven gear 208 → drive shaft 2 → sixth drive gear 207 → sixth driven gear 801 → output shaft 8 → differential 6.

[0087] f) When engine 7 is driving, the power transmission route of the hybrid power unit in ultra-low gear mode can be as follows: Figure 7 As shown, clutch 112 is engaged, and third synchronizer 107 is engaged with fifth drive gear 106 and gear ring 111.

[0088] At this time, the power transmission route is: engine 7 → clutch 112 → input shaft 1 → sun gear 108 → planet gear 109 → ring gear 111 → third synchronizer 107 → fifth drive gear 106 → intermediate gear 501 → fifth driven gear 208 → drive shaft 2 → sixth drive gear 207 → sixth driven gear 801 → output shaft 8 → differential 6.

[0089] The gear modes in the stand-alone drive mode of the first motor 3 are as follows:

[0090] a) When the first motor 3 is driven alone, the power transmission route of the hybrid power unit in the first gear mode can be as follows: Figure 8 As shown, clutch 112 is disengaged, and first synchronizer A202 is engaged with first driven gear 201.

[0091] At this time, the power transmission route is: first motor 3 → input shaft 1 → first driving gear 101 → first driven gear 201 → first synchronizer A202 → transmission shaft 2 → sixth driving gear 207 → sixth driven gear 801 → output shaft 8 → differential 6.

[0092] b) When the first motor 3 is driven alone, the power transmission route of the hybrid power unit in the second gear mode can be as follows: Figure 9 As shown, clutch 112 is disengaged, and first synchronizer A202 is engaged with second driven gear 203.

[0093] At this time, the power transmission route is: first motor 3 → input shaft 1 → second driving gear 102 → second driven gear 203 → first synchronizer A202 → transmission shaft 2 → sixth driving gear 207 → sixth driven gear 801 → output shaft 8 → differential 6.

[0094] c) When the first motor 3 is driven alone, the power transmission route of the hybrid power unit in the third gear mode can be as follows: Figure 10 As shown, clutch 112 is disengaged, and first synchronizer B205 is engaged with third driven gear 204.

[0095] At this time, the power transmission route is: first motor 3 → input shaft 1 → third driving gear 103 → third driven gear 204 → first synchronizer B205 → transmission shaft 2 → sixth driving gear 207 → sixth driven gear 801 → output shaft 8 → differential 6.

[0096] d) When the first motor 3 is driven alone, the power transmission route of the hybrid power unit in the fourth gear mode can be as follows: Figure 11 As shown, clutch 112 is disengaged, and first synchronizer B205 is engaged with fourth driven gear 206.

[0097] The power transmission route is as follows: first motor 3 → input shaft 1 → fourth driving gear 104 → fourth driven gear 206 → first synchronizer B205 → transmission shaft 2 → sixth driving gear 207 → sixth driven gear 801 → output shaft 8 → differential 6.

[0098] e) When the first motor 3 is driven independently, the power transmission route of the hybrid-specific transmission in reverse mode can be as follows: Figure 12 As shown, clutch 112 is disengaged, and second synchronizer 105 is engaged with fifth drive gear 106.

[0099] The power transmission route is as follows: first motor 3 → input shaft 1 → second synchronizer 105 → fifth drive gear 106 → intermediate gear 501 → fifth driven gear 208 → transmission shaft 2 → sixth drive gear 207 → sixth driven gear 801 → output shaft 8 → differential 6.

[0100] f) When the first motor 3 is driven alone, the power transmission route of the hybrid power unit in ultra-low speed mode can be as follows: Figure 13 As shown, clutch 112 is disengaged, and third synchronizer 107 engages with fifth drive gear 106 and gear ring 111.

[0101] The power transmission route is as follows: First motor 3 → Input shaft 1 → Sun gear 108 → Planet gear 109 → Ring gear 111 → Third synchronizer 107 → Fifth driving gear 106 → Intermediate gear 501 → Fifth driven gear 208 → Transmission shaft 2 → Sixth driving gear 207 → Sixth driven gear 801 → Output shaft 8 → Differential 6.

[0102] The gear modes in the joint drive mode of engine 7 and first motor 3 are as follows:

[0103] a) Clutch 112 engages, and the first synchronizer A202 engages with the first driven gear 201. The power transmission route driven by engine 7 can be referred to... Figure 2 As shown, the power transmission route driven by the first motor 3 can be referred to Figure 8 As shown.

[0104] b) Clutch 112 engages, and the first synchronizer A202 engages with the second driven gear 203. The power transmission route driven by engine 7 can be referred to... Figure 3 As shown, the power transmission route driven by the first motor 3 can be referred to Figure 9 As shown.

[0105] c) Clutch 112 engages, and the first synchronizer B205 engages with the third driven gear 204. The power transmission route driven by engine 7 can be referred to... Figure 4 As shown, the power transmission route driven by the first motor 3 can be referred to Figure 10 As shown.

[0106] d) Clutch 112 engages, and the first synchronizer B205 engages with the fourth driven gear 206. The power transmission route driven by engine 7 can be referenced... Figure 5 As shown, the power transmission route driven by the first motor 3 can be referred to Figure 11 As shown.

[0107] e) Clutch 112 engages, and the second synchronizer 105 engages with the fifth drive gear 106. The power transmission route driven by engine 7 can be referred to... Figure 6 As shown, the power transmission route driven by the first motor 3 can be referred to Figure 12 As shown.

[0108] f) Clutch 112 engages, and third synchronizer 107 engages with fifth drive gear 106 and ring gear 111. The power transmission route driven by engine 7 can be referred to... Figure 7 As shown, the power transmission route driven by the first motor 3 can be referred to Figure 13 As shown.

[0109] When the second motor 4 is driven alone, the power transmission route of the hybrid power unit can be as follows: Figure 14 As shown, clutch 112 is disengaged. At this time, the power transmission route is: second motor 4 → output shaft 8 → differential 6.

[0110] In this driving mode, the power of the second motor 4 can be transmitted to the input shaft 1 via the fourth driven gear 206 and the fourth driving gear 104, and then the first motor 3 can charge the power battery, thereby realizing energy recovery.

[0111] It should be noted that in this drive mode, the energy recovered can also transmit power through other gear systems. The specific transmission route can be referred to any gear mode in the engine-only drive mode or the electric motor-only drive mode.

[0112] In the mode where the first motor 3 is driven alone, the clutch 112 is disengaged, and the power of the first motor 3 is directly transmitted to the input shaft 1. Furthermore, the power transmission path for each gear in the mode where the first motor 3 is driven alone is the same as the power transmission path for each gear when the engine 7 is driven alone. Similarly, when the engine 7 and the first motor 3 are driven together, when the engine 7 and the second motor 4 are driven together, and when the engine 7, the first motor 3, and the second motor 4 are driven together, the power transmission path for each gear can refer to the power transmission path for each gear when the engine 7 is driven alone.

[0113] In addition, in the mode where the first motor 3 drives alone, or in the mode where the engine 7 and the first motor 3 drive simultaneously, the second motor 4 can also charge the power battery by rotating the output shaft 8, thus realizing energy recovery.

[0114] In this embodiment, the hybrid powertrain employs a hybrid mode of engine 7 and first motor 3 under high-speed conditions, allowing both motors to operate in their high-efficiency range and reducing motor costs. When the vehicle is traveling at low speeds, it is driven by the second motor 4, and... Figure 14 As shown, when in fourth gear, the second motor 4 can maintain high-efficiency operation while driving the vehicle, and transmit excess speed to the input shaft 1 through the gear system. The first motor 3 then charges the power battery, which means that the excess energy of the second motor 4 is recovered by the first motor 3, thus achieving energy recovery.

[0115] In this embodiment, when one of the two motors is operating, excess energy can be transferred to the other motor, which then charges the battery, completing energy recovery. Under low-speed, high-torque and high-speed, low-torque conditions, the motors can work in conjunction with the engine to output driving force. Both motors can operate within their high-efficiency range, further reducing overall vehicle fuel consumption and improving overall vehicle economy. Simultaneously, the hybrid powertrain in this embodiment employs a dual-motor architecture, resulting in all motors having low power consumption, small size, and cost savings while also providing good power performance.

[0116] Meanwhile, this embodiment also relates to a vehicle, which has the same beneficial effects as the aforementioned hybrid power unit compared to the prior art, and will not be described in detail here.

[0117] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A hybrid power unit, characterized in that: It includes a parallel arrangement of an input shaft and a drive shaft, an engine, a first motor, and a second motor; The input shaft and the transmission shaft are connected by a power transmission unit; each power transmission unit includes two gear trains with different transmission ratios, and the two gear trains are arranged at an axial distance from the input shaft. Each gear system includes a driving gear on the input shaft and a driven gear on the transmission shaft, and the driving gear and the driven gear of the same gear system are connected in a transmission connection. Each group of power transmission units further includes a first synchronizer disposed between the two driving gears, and / or, each group of power transmission units further includes a first synchronizer disposed between the two driven gears; The input shaft is also selectively connected to the drive shaft via a reverse gear mechanism. The input shaft is equipped with a third synchronizer and a planetary gear mechanism. The third synchronizer is used to control the power supply between the reverse gear mechanism and the planetary gear mechanism. The power output end of the engine is selectively connected to the input shaft via a clutch. The power output end of the first motor is driven to the input shaft, and the power output end of the second motor is driven to the drive shaft. The drive shaft is used to connect to the power input end of the differential. The reverse gear mechanism includes a fifth drive gear loosely fitted on the input shaft, and a second synchronizer disposed on the input shaft for selectively connecting the fifth drive gear. It also includes an intermediate shaft, an intermediate gear disposed on the intermediate shaft, and a fifth driven gear disposed on the transmission shaft. The intermediate gear is connected to the fifth driving gear and the fifth driven gear respectively; The sun gear of the planetary gear mechanism is mounted on the input shaft; The third synchronizer is a bidirectional single-sided synchronizer fixed on the fifth drive gear, which selectively connects to the gear ring / planet carrier of the planetary gear mechanism; or, the third synchronizer is a bidirectional double-sided synchronizer, in which the gear hub is loosely fitted on the input shaft, and the synchronizing ring engages with the engaging teeth on the fifth drive gear and gear ring / planet carrier located on both sides.

2. The hybrid power unit according to claim 1, characterized in that: The intermediate shaft is a cantilever shaft.

3. The hybrid power unit according to claim 1, characterized in that: The third synchronizer and the planetary gear mechanism are arranged close to the other end of the input shaft relative to the end connected to the clutch.

4. The hybrid power unit according to claim 1, characterized in that: It also includes an output shaft, on which a sixth driven gear is provided; The drive shaft is provided with a sixth driving gear, which meshes with the sixth driven gear. The first end of the motor shaft of the second motor is connected to the transmission shaft via the output shaft, and the second end of the motor shaft is used to connect to the differential.

5. The hybrid power unit according to claim 4, characterized in that: The sixth drive gear is located at the end of the drive shaft near the engine.

6. The hybrid power unit according to claim 1, characterized in that: The power transmission unit consists of multiple sets, which are arranged sequentially along the axial direction of the input shaft.

7. A vehicle, characterized in that: The vehicle is equipped with a hybrid power unit as described in any one of claims 1-6.

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