Hybrid powertrain and vehicle

Abstract

The application provides a hybrid power system and a vehicle, the hybrid power system comprises a first input shaft, a second input shaft, a transmission shaft, a first motor, a second motor, a first transmission assembly, a second transmission assembly and a first control mechanism, the first input shaft is connected with the transmission shaft through the first transmission assembly, the second input shaft is connected with the transmission shaft through the second transmission assembly, the first control mechanism is arranged between the first transmission assembly and the second transmission assembly, a power output end of an engine is provided with a second control mechanism, the first motor is connected with the first input shaft or the second input shaft, and the second motor is connected with the transmission shaft, the hybrid power system has a compact overall structure, can realize an ultra-low speed gear mode, and is provided with the first motor and the second motor, so that the two motors can work in an efficient range, energy recovery is facilitated, and various driving modes are facilitated to be realized.

Description

Technical Field

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

[0002] A vehicle powertrain system is a mechanism used to drive a vehicle. A hybrid powertrain system is one type of existing vehicle powertrain system. It can couple the power of the engine and the electric motor in a certain way and can realize the driving modes of the engine alone, the electric motor alone, and the driving mode of the engine and the electric motor together.

[0003] Existing hybrid powertrain systems have a long overall structure, making vehicle layout difficult. In addition, the power transmission of hybrid powertrains requires multiple sets of gears, resulting in reduced efficiency and poor off-road performance. Furthermore, existing hybrid powertrains have few gears in pure electric mode, resulting in poor drivability and inadequate power, failing to adequately meet users' needs for energy conservation and cost-effective operation. Summary of the Invention

[0004] In view of this, the present invention aims to provide a hybrid power system to improve its performance.

[0005] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0006] A hybrid powertrain system includes an engine, a first electric motor, a second electric motor, a first input shaft, a second input shaft, and a drive shaft; wherein:

[0007] The first input shaft passes through the second input shaft, the second input shaft is connected to the drive shaft via a first transmission assembly, and the first input shaft is connected to the drive shaft via a second transmission assembly; a first control mechanism is provided between the first transmission assembly and the second transmission assembly to control the power supply between them;

[0008] The engine's power output end is provided with a second control mechanism, which is used to control the engine's power output end to be connected to at least one of the first input shaft and the second input shaft.

[0009] The power output end of the first motor is connected to the first input shaft or the second input shaft, and the power output end of the second motor is connected to the drive shaft, which is used to drive the differential.

[0010] Furthermore, the first transmission assembly includes a first driving wheel and a second driving wheel disposed on the second input shaft, a first driven wheel, a second driven wheel, and a first synchronizer disposed on the transmission shaft; the first driving wheel and the first driven wheel are drivenly connected, and the second driving wheel and the second driven wheel are drivenly connected; the first synchronizer is used to selectively connect the first driven wheel or the second driven wheel.

[0011] Furthermore, the second transmission assembly includes a third driving wheel and a fourth driving wheel disposed on the first input shaft, a third driven wheel, a fourth driven wheel, and a second synchronizer disposed on the transmission shaft; the third driving wheel and the third driven wheel are drivenly connected, and the fourth driving wheel and the fourth driven wheel are drivenly connected; the second synchronizer is used to selectively connect the third driven wheel or the fourth driven wheel.

[0012] Furthermore, the first control mechanism includes a third synchronizer disposed between the second driven wheel and the third driven wheel, the third synchronizer being capable of actuating the second driven wheel and the third driven wheel.

[0013] Furthermore, the first input shaft is selectively connected to the drive shaft via a reverse gear assembly; the reverse gear assembly includes a fifth drive wheel disposed on the first input shaft, a sixth driven wheel disposed on the drive shaft, an intermediate shaft, a fifth driven wheel and a fourth synchronizer disposed on the intermediate shaft, and a sixth drive wheel loosely fitted on the intermediate shaft; the intermediate shaft is selectively connected to the sixth drive wheel via the fourth synchronizer; the fifth drive wheel and the fifth driven wheel are drively connected, and the sixth drive wheel and the sixth driven wheel are drively connected.

[0014] Furthermore, the power output end of the first motor is provided with an eighth drive wheel; an intermediate wheel is provided on the intermediate shaft; the intermediate wheel is connected to the eighth drive wheel in a transmission connection; the intermediate wheel is connected to the second input shaft through the first transmission assembly, or the intermediate wheel is connected to the first input shaft through the second transmission assembly.

[0015] Furthermore, it also includes an output shaft, which is connected to the drive shaft and the power output end of the second motor respectively.

[0016] Furthermore, a seventh driving wheel is provided on the transmission shaft; a seventh driven wheel is provided on the output shaft; the seventh driving wheel and the seventh driven wheel are connected in a driving connection.

[0017] Furthermore, the second control mechanism includes a first clutch, a second clutch, a third clutch, and a third input shaft; the first end of the third input shaft is selectively connected to the power output end of the engine through the third clutch, the first clutch is provided between the second end of the third input shaft and the first input shaft, and the second clutch is provided between the second end and the second input shaft.

[0018] Compared with the prior art, the present invention has the following advantages:

[0019] (1) In the hybrid power system of the present invention, the power connected to the first input bearing is transmitted to the drive shaft via the second transmission assembly, or via the second transmission assembly, the first control mechanism and the first transmission assembly; the power connected to the second input bearing is transmitted to the drive shaft via the first transmission assembly, or via the first transmission assembly, the first control mechanism and the second transmission assembly, to achieve an ultra-low speed gear mode; the arrangement of the first transmission assembly facilitates the transmission of power from the second input shaft to the drive shaft, and the arrangement of the second transmission assembly facilitates the transmission of power from the first input shaft to the drive shaft.

[0020] The system is equipped with a first motor and a second motor. When one of the two motors is working, the other can recover energy. When the engine is driving alone, both the first motor and the second motor can recover energy, allowing both motors to operate in their high-efficiency range. This results in better fuel economy and lower operating costs. To achieve the same power output, using two motors reduces weight and cost, occupies less space, and is easier to arrange. This makes the hybrid powertrain system compact, low-cost, and powerful.

[0021] (2) The first transmission assembly includes a first driving wheel, a second driving wheel, a first driven wheel, a second driven wheel and a first synchronizer. The first driven wheel or the second driven wheel can be selectively connected through the first synchronizer to realize the transmission of power from the second input shaft to the transmission shaft. This is convenient for arrangement and facilitates gear shifting and vehicle speed adjustment.

[0022] (3) The second transmission assembly includes a third driving wheel, a fourth driving wheel, a third driven wheel, a fourth driven wheel, and a second synchronizer. The third driven wheel or the fourth driven wheel can be selectively connected through the second synchronizer to realize the transmission of power from the first input shaft to the transmission shaft. This is convenient for arrangement and facilitates gear shifting and vehicle speed adjustment.

[0023] (4) The first control mechanism includes a third synchronizer located between the second driven wheel and the third driven wheel, which is conducive to realizing a variety of different gear modes and can further enrich the performance of the hybrid power system.

[0024] (5) The first input shaft is connected to the drive shaft through the reverse gear assembly, which can realize the reverse gear function under any working condition, better meet the customer's needs, and facilitate the overall layout.

[0025] (6) An eighth drive wheel is provided at the power output end of the first motor, which is connected to the intermediate wheel. The intermediate wheel is also connected to the first or second transmission assembly, so that the power of the first motor can be transmitted to the first or second input shaft, thereby facilitating the realization of various gear modes of the first motor drive. Using the intermediate wheel on the intermediate shaft to realize the power transmission of the first motor facilitates the improvement of the smoothness of power transmission and meshing efficiency, and the overall space is more compact.

[0026] (7) The output shaft is designed so that the power of the drive shaft is transmitted outward through the output shaft, which helps to improve the smoothness of power transmission.

[0027] (8) The setting of the seventh driving wheel and the seventh driven wheel is conducive to improving transmission efficiency.

[0028] (9 By setting the second control mechanism at the power output end of the engine and controlling at least one of the first input shaft and the second input shaft to be connected to the power output end of the engine, the power of the engine can be transmitted to the transmission shaft via the first input shaft or the second input shaft. By connecting the transmission shaft and the power output end of the second motor, the power of the second motor can be transmitted directly or indirectly to the transmission shaft. This enables seven driving modes, including engine driving alone, first motor driving alone, second motor driving alone, engine and first motor driving simultaneously, engine and second motor driving simultaneously, first motor and second motor driving simultaneously, and engine, first motor and second motor driving simultaneously.

[0029] Another object of the present invention is to provide a vehicle equipped with the hybrid power system described above.

[0030] The vehicle described in this invention, by equipping itself with the aforementioned hybrid power system, has a convenient overall layout and can achieve an ultra-low speed gear mode, which is beneficial to improving the vehicle's off-road performance. It is equipped with two motors, which are lightweight, small in size, and low in cost. Both motors operate in the high-efficiency range, which helps to reduce vehicle fuel consumption and operating costs. It also facilitates the implementation of the seven driving modes mentioned above, thus better meeting the driving needs of passengers. Attached Figure Description

[0031] 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:

[0032] Figure 1 This is a schematic diagram of the hybrid power system under application conditions according to an embodiment of the present invention;

[0033] Figure 2 This is a schematic diagram of the power transmission route of the hybrid power system described in this embodiment of the invention when the engine is driving alone in the first gear mode;

[0034] Figure 3 This is a schematic diagram of the power transmission route of the hybrid power system described in this embodiment of the invention when the engine is driving alone in the second gear mode;

[0035] Figure 4 This is a schematic diagram of the power transmission route of the hybrid power system described in this embodiment of the invention when the engine is driving alone in the third gear mode;

[0036] Figure 5 This is a schematic diagram of the power transmission route of the hybrid power system described in this embodiment of the invention when the engine is driving alone in the fourth gear mode;

[0037] Figure 6 This is a schematic diagram of the power transmission route of the hybrid power system described in this embodiment of the invention when the engine is driving alone in reverse gear mode;

[0038] Figure 7 This is a schematic diagram of the power transmission route of the hybrid power system described in this embodiment of the invention when the engine is driving alone in an ultra-low speed gear mode;

[0039] Figure 8 This is a schematic diagram of the power transmission route of the hybrid power system described in this embodiment of the invention when the first motor is driven alone in the first gear mode;

[0040] Figure 9 This is a schematic diagram of the power transmission route of the hybrid power system described in this embodiment of the invention when the first motor is driven alone in the second gear mode;

[0041] Figure 10 This is a schematic diagram of the power transmission route of the hybrid power system described in this embodiment of the invention when the first motor is driven alone in the third gear mode;

[0042] Figure 11 This is a schematic diagram of the power transmission route of the hybrid power system described in this embodiment of the invention when the first motor is driven alone in the fourth gear mode;

[0043] Figure 12 This is a schematic diagram of the power transmission route of the hybrid power system described in this embodiment of the invention when the first motor is driven alone in reverse gear mode;

[0044] Figure 13This is a schematic diagram of the power transmission route of the hybrid power system described in this embodiment of the invention when the first motor is driven alone in ultra-low speed gear mode;

[0045] Figure 14 This is a schematic diagram of a power transmission route for energy recovery from the first motor when the second motor drives the hybrid power system described in this embodiment of the invention.

[0046] Explanation of reference numerals in the attached figures:

[0047] 1. First input shaft; 101. Third drive wheel; 102. Fourth drive wheel; 103. Fifth drive wheel;

[0048] 2. Second input shaft; 201. First drive wheel; 202. Second drive wheel;

[0049] 3. Drive shaft; 301. First driven wheel; 302. Second driven wheel; 303. Third driven wheel; 304. Fourth driven wheel; 305. First synchronizer; 306. Second synchronizer; 307. Third synchronizer; 308. Seventh driving wheel; 309. Sixth driven wheel;

[0050] 4. Intermediate shaft; 401. Intermediate pulley; 402. Fifth driven pulley; 403. Sixth driving pulley; 404. Fourth synchronizer;

[0051] 5. Output shaft; 501. Seventh driven wheel;

[0052] 6. Engine; 7. First clutch; 8. Second clutch; 9. Third clutch; 10. Third input shaft;

[0053] 11. First motor; 1101. Eighth drive wheel; 12. Second motor; 13. Differential. Detailed Implementation

[0054] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0055] 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.

[0056] 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.

[0057] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0058] Example 1

[0059] This embodiment relates to a hybrid power system, the overall structure of which is as follows: Figure 1 As shown, it mainly includes an engine 6, a first motor 11, a second motor 12, a first input shaft 1, a second input shaft 2, and a transmission shaft 3.

[0060] The first input shaft 1 is inserted into the second input shaft 2, which makes the structure compact and occupies less space. The second input shaft 2 is connected to the transmission shaft 3 through the first transmission assembly, and the first input shaft 1 is connected to the transmission shaft 3 through the second transmission assembly. The first control mechanism is used to control the power supply between the first transmission assembly and the second transmission assembly.

[0061] The above structure allows the power received by the second input shaft 2 to be transmitted to the drive shaft 3 via the first transmission assembly, and also via the first transmission assembly, the first control mechanism, and the second transmission assembly. The power received by the first input shaft 1 can be transmitted to the drive shaft 3 via the second transmission assembly, and also via the second transmission assembly, the first control mechanism, and the first transmission assembly. The drive shaft 3, as a power output shaft, is directly used to output power to the differential 13.

[0062] The power output end of the engine 6 is equipped with a second control mechanism. This second control mechanism controls the connection between the power output end of the engine 6 and at least one of the first input shaft 1 and the second input shaft 2, thereby enabling the power of the engine 6 to be transmitted to either the first input shaft 1 or the second input shaft 2, or simultaneously to both. The power output end of the first motor 11 is connected to either the first input shaft 1 or the second input shaft 2, enabling the power of the first motor 11 to be transmitted to either the first input shaft 1 or the second input shaft 2. The power output end of the second motor 12 is connected to the drive shaft 3, enabling the power of the second motor 12 to be transmitted to the drive shaft 3.

[0063] The aforementioned first transmission assembly is used to transmit power from the second input shaft 2 to the transmission shaft 3. In a preferred embodiment, the first transmission assembly includes a first driving wheel 201 and a second driving wheel 202 fixed to the second input shaft 2, a first driven wheel 301 and a second driven wheel 302 loosely fitted onto the transmission shaft 3, and a first synchronizer 305 fixed to the transmission shaft 3. The first driving wheel 201 and the first driven wheel 301 are connected by gear transmission, as are the second driving wheel 202 and the second driven wheel 302. The first synchronizer 305 is used to selectively connect either the first driven wheel 301 or the second driven wheel 302.

[0064] The aforementioned second transmission assembly is used to transmit power from the first input shaft 1 to the transmission shaft 3. In a preferred embodiment, the second transmission assembly includes a third driving wheel 101 and a fourth driving wheel 102 fixed to the first input shaft 1, a third driven wheel 303 and a fourth driven wheel 304 loosely fitted onto the transmission shaft 3, and a second synchronizer 306 fixed to the transmission shaft 3. The third driving wheel 101 and the third driven wheel 303 are connected by gear transmission, as are the fourth driving wheel 102 and the fourth driven wheel 304. The second synchronizer 306 is used to selectively connect either the third driven wheel 303 or the fourth driven wheel 304.

[0065] It should be noted that, in order to realize multiple gear modes, a third synchronizer 307 is sleeved on the transmission shaft 3. The third synchronizer 307 is located between the second driven wheel 302 and the third driven wheel 303. The third synchronizer 307 is the first control mechanism in this embodiment. It is preferably a bidirectional single-sided synchronizer that is loosely sleeved on the transmission shaft 3, and the bidirectional single-sided synchronizer can link the second driven wheel 302 and the third driven wheel 303.

[0066] In other words, when the third synchronizer 307 is engaged, the second driven wheel 302 and the third driven wheel 303 can rotate synchronously. This facilitates the transmission of power from the first input shaft 1 to the second input shaft 2 via the third driving wheel 101, the third driven wheel 303, the third synchronizer 307, the second driven wheel 302, and the second driving wheel 202. This bidirectional synchronizer allows for the addition of off-road gears, better meeting customers' off-road needs. Furthermore, both existing bidirectional double-sided synchronizers and bidirectional single-sided synchronizers are feasible.

[0067] In a preferred embodiment, the first input shaft 1 is selectively connected to the drive shaft 3 via a reverse gear assembly. The reverse gear assembly is arranged near the other end of the first input shaft 1 relative to the end of the first input shaft 1 that is closer to the engine 6. The reverse gear assembly includes a fifth drive wheel 103 disposed on the first input shaft 1, a sixth driven wheel 309 disposed on the drive shaft 3, an intermediate shaft 4, a fifth driven wheel 402 and a fourth synchronizer 404 disposed on the intermediate shaft 4, and a sixth drive wheel 403 loosely fitted on the intermediate shaft 4.

[0068] In terms of specific structure, the fifth driven wheel 402 and the sixth driving wheel 403 are axially spaced apart on the intermediate shaft 4. The intermediate shaft 4 selectively connects to the sixth driving wheel 403 via the fourth synchronizer 404. The fifth driving wheel 103 and the fifth driven wheel 402 are connected by gear transmission, and the sixth driving wheel 403 and the sixth driven wheel 309 are connected by gear transmission. In this way, the power on the first input shaft 1 can be transmitted to the drive shaft 3 through the fifth driving wheel 103, the fifth driven wheel 402, the intermediate shaft 4, the fourth synchronizer 404, the sixth driving wheel 403, and the sixth driven wheel 309.

[0069] It should be noted that at least one of the fifth driving wheel 103, the fifth driven wheel 402, the sixth driving wheel 403, and the sixth driven wheel 309 should be selectively connected to the corresponding shaft so as to control the power supply between the first input shaft 1 and the transmission shaft 3 through the reverse gear assembly. The aforementioned sixth driving wheel 403 being mounted on the intermediate shaft 4, and the fourth synchronizer 404 selectively connecting the intermediate shaft 4 and the sixth driving wheel 403, is only a preferred embodiment. Alternatively, the fifth driven wheel 402 can be loosely fitted onto the intermediate shaft 4, and a synchronizer can be installed on the intermediate shaft 4 to selectively connect the intermediate shaft 4 and the fifth driven wheel 402; in this case, the sixth driving wheel 403 can be fixed to the intermediate shaft 4.

[0070] Alternatively, the fifth drive wheel 103 can be loosely fitted on the first input shaft 1. In this case, a synchronizer that can selectively connect the first input shaft 1 and the fifth drive wheel 103 should be provided on the first input shaft 1. The sixth driven wheel 309 can also be loosely fitted on the transmission shaft 3. In this case, a synchronizer that can selectively connect the transmission shaft 3 and the sixth driven wheel 309 should be provided on the transmission shaft 3.

[0071] In a preferred embodiment, the power output end of the first motor 11 is provided with an eighth drive wheel 1101, and an intermediate wheel 401 is provided on the intermediate shaft 4. The intermediate wheel 401 is connected to the eighth drive wheel 1101 in a transmission connection. The intermediate wheel 401 is connected to the second input shaft 2 through the first transmission assembly, or the intermediate wheel 401 is connected to the first input shaft 1 through the second transmission assembly.

[0072] For example Figure 1The shown embodiment, in which the intermediate wheel 401 is connected to the fourth driving wheel 102, is only a preferred embodiment. Of course, the intermediate wheel 401 can also be connected to the first driving wheel 201, the second driving wheel 202, or the third driving wheel 101. Furthermore, the power output end of the first motor 11 can be directly connected to the first input shaft 1, or the eighth driving wheel 1101 can be connected to any one of the first driving wheel 201, the second driving wheel 202, the third driving wheel 101, and the fourth driving wheel 102.

[0073] It should also be noted that in this embodiment, the shaft of the intermediate wheel 401 is coaxially arranged with the intermediate shaft 4 in the aforementioned reverse gear assembly, which makes the structure compact and occupies less space. In addition, the shaft of the intermediate wheel 401 and the intermediate shaft 4 in the aforementioned reverse gear assembly can also be set separately.

[0074] In a preferred embodiment, the hybrid power system of this embodiment further includes an output shaft 5, which is connected to the power input end of the differential 13, and is also connected to the power output end of the drive shaft 3 and the second motor 12. In a preferred embodiment, the drive shaft 3 is provided with a seventh drive wheel 308, and the output shaft 5 is provided with a seventh driven wheel 501. The seventh drive wheel 308 and the seventh driven wheel 501 are connected by gear transmission, which is beneficial to improving meshing efficiency and the smoothness of power transmission. Alternatively, the output shaft 5 may not be provided, in which case the drive shaft 3 can be directly connected to the power input end of the differential 13.

[0075] In a preferred embodiment, the power output end of the second motor 12 is connected to the output shaft 5. Since the transmission shaft 3 and the output shaft 5 are connected by a transmission connection, the power output end of the second motor 12 can be connected to the transmission shaft 3 by a transmission connection. In a preferred embodiment, the output shaft 5 can be used as the motor shaft of the second motor 12 to reduce the space occupied. Alternatively, the power output end of the second motor 12 can be connected to the output shaft 5 by a gear pair, or the power output end of the second motor 12 can be directly connected to the output shaft 5.

[0076] In a preferred embodiment, the second control mechanism includes a first clutch 7, a second clutch 8, a third clutch 9, and a third input shaft 10. The first end of the third input shaft 10 is selectively connected to the power output end of the engine 6 via the third clutch 9. The first clutch 7 is provided between the second end of the third input shaft 10 and the first input shaft 1, and the second clutch 8 is provided between the second end and the second input shaft 2.

[0077] In addition, the second control mechanism may consist only of a first clutch 7 and a second clutch 8. The first clutch 7 is located between the power output end of the engine 6 and the first input shaft 1, and the second clutch 8 is located between the power output end of the engine 6 and the second input shaft 2. With this configuration, the first clutch 7 can selectively connect the first input shaft 1 and the power output end of the engine 6, while the second clutch 8 can selectively connect the second input shaft 2 and the power output end of the engine 6.

[0078] The hybrid power system of this embodiment, by setting up an engine 6, a first motor 11 and a second motor 12, can realize seven driving modes: engine 6 driving alone, first motor 11 driving alone, second motor 12 driving alone, engine 6 and first motor 11 driving together, engine 6 and second motor 12 driving together, first motor 11 and second motor 12 driving together, and engine 6, first motor 11 and second motor 12 driving together. Each driving mode has multiple different gear modes, as detailed below.

[0079] In engine 6 independent drive mode, the modes for each gear are as follows:

[0080] a) When the engine is in drive mode 6, the power transmission route of the hybrid power system in first gear mode can be as follows: Figure 2 As shown, the first clutch 7 is disengaged, the second clutch 8 is engaged, the third clutch 9 is engaged, and the first synchronizer 305 and the first driven wheel 301 are engaged. This gear mode can be used as the first gear of a hybrid powertrain.

[0081] At this time, the power transmission route is: engine 6 → third clutch 9 → third input shaft 10 → second clutch 8 → second input shaft 2 → first driving wheel 201 → first driven wheel 301 → first synchronizer 305 → drive shaft 3 → seventh driving wheel 308 → seventh driven wheel 501 → output shaft 5 → differential 13.

[0082] b) When the engine is in drive mode 6, the power transmission route of the hybrid power system in the second gear mode can be as follows: Figure 3 As shown, the first clutch 7 is engaged, the second clutch 8 is disengaged, the third clutch 9 is engaged, and the second synchronizer 306 and the third driven wheel 303 are engaged. This gear mode can be used as the second gear of a hybrid powertrain.

[0083] At this time, the power transmission route is: engine 6 → third clutch 9 → third input shaft 10 → first clutch 7 → first input shaft 1 → third drive wheel 101 → third driven wheel 303 → second synchronizer 306 → drive shaft 3 → seventh drive wheel 308 → seventh driven wheel 501 → output shaft 5 → differential 13.

[0084] c) When the engine is in drive mode 6, the power transmission route of the hybrid power system in the third gear mode can be as follows: Figure 4 As shown, the first clutch 7 is disengaged, the second clutch 8 is engaged, the third clutch 9 is engaged, and the first synchronizer 305 and the second driven wheel 302 are engaged. This gear mode can be used as the third gear of the hybrid powertrain.

[0085] At this time, the power transmission route is: engine 6 → third clutch 9 → third input shaft 10 → second clutch 8 → second input shaft 2 → second drive wheel 202 → second driven wheel 302 → first synchronizer 305 → drive shaft 3 → seventh drive wheel 308 → seventh driven wheel 501 → output shaft 5 → differential 13.

[0086] d) When the engine is in 6-speed drive mode, the power transmission route of the hybrid power system in fourth gear mode can be as follows: Figure 5 As shown, the first clutch 7 is engaged, the second clutch 8 is disengaged, the third clutch 9 is engaged, and the second synchronizer 306 and the fourth driven wheel 304 are engaged. This gear mode can be used as the fourth gear in a hybrid powertrain.

[0087] At this time, the power transmission route is: engine 6 → third clutch 9 → third input shaft 10 → first clutch 7 → first input shaft 1 → fourth drive wheel 102 → fourth driven wheel 304 → second synchronizer 306 → drive shaft 3 → seventh drive wheel 308 → seventh driven wheel 501 → output shaft 5 → differential 13.

[0088] e) When the engine is in drive mode 6, the power transmission route of the hybrid power system in reverse gear mode can be as follows: Figure 6 As shown, the first clutch 7 is engaged, the second clutch 8 is disengaged, the third clutch 9 is engaged, and the fourth synchronizer 404 and the sixth drive wheel 403 are engaged. This gear mode can be used as reverse gear in a hybrid powertrain.

[0089] At this time, the power transmission route is: engine 6 → third clutch 9 → third input shaft 10 → first clutch 7 → first input shaft 1 → fifth drive wheel 103 → fifth driven wheel 402 → intermediate shaft 4 → fourth synchronizer 404 → sixth drive wheel 403 → sixth driven wheel 309 → drive shaft 3 → seventh drive wheel 308 → seventh driven wheel 501 → output shaft 5 → differential 13.

[0090] f) When the engine is in drive mode 6, the power transmission route of the hybrid power system in ultra-low speed gear mode can be as follows: Figure 7 As shown, the first clutch 7 is engaged, the second clutch 8 is disengaged, the third clutch 9 is engaged, the third synchronizer 307 is engaged with the second driven wheel 302 and the third driven wheel 303, and the first synchronizer 305 is engaged with the first driven wheel 301. This gear mode can be used as an ultra-low speed gear in a hybrid powertrain.

[0091] At this time, the power transmission route is: engine 6 → third clutch 9 → third input shaft 10 → first clutch 7 → first input shaft 1 → third drive wheel 101 → third driven wheel 303 → third synchronizer 307 → second driven wheel 302 → second drive wheel 202 → second input shaft 2 → first drive wheel 201 → first driven wheel 301 → first synchronizer 305 → drive shaft 3 → seventh drive wheel 308 → seventh driven wheel 501 → output shaft 5 → differential 13.

[0092] In the independent drive mode of the first motor 11, the various gear modes are as follows:

[0093] a) When the first motor 11 is driving, the power transmission route of the hybrid power system in the first gear mode can be as follows: Figure 8 As shown, the first clutch 7 is engaged, the second clutch 8 is engaged, the third clutch 9 is disengaged, and the first synchronizer 305 and the first driven wheel 301 are engaged. This gear mode can be used as the first gear of a hybrid powertrain.

[0094] At this time, the power transmission route is as follows: First motor 11 → Eighth drive wheel 1101 → Intermediate wheel 401 → Fourth drive wheel 102 → First input shaft 1 → First clutch 7 → Third input shaft 10 → Second clutch 8 → Second input shaft 2 → First drive wheel 201 → First driven wheel 301 → First synchronizer 305 → Drive shaft 3 → Seventh drive wheel 308 → Seventh driven wheel 501 → Output shaft 5 → Differential 13.

[0095] b) When the first motor 11 is driving, the power transmission route of the hybrid power system in the second gear mode can be as follows: Figure 9 As shown, the first clutch 7 is disengaged, the second clutch 8 is disengaged, the third clutch 9 is disengaged, and the second synchronizer 306 and the third driven wheel 303 are engaged. This gear mode can be used as the second gear of a hybrid powertrain.

[0096] At this time, the power transmission route is: first motor 11 → eighth drive wheel 1101 → intermediate wheel 401 → fourth drive wheel 102 → first input shaft 1 → third drive wheel 101 → third driven wheel 303 → second synchronizer 306 → transmission shaft 3 → seventh drive wheel 308 → seventh driven wheel 501 → output shaft 5 → differential 13.

[0097] c) When the first motor 11 is driving, the power transmission route of the hybrid power system in the third gear mode can be as follows: Figure 10 As shown, the first clutch 7 is engaged, the second clutch 8 is engaged, the third clutch 9 is disengaged, and the first synchronizer 305 and the second driven wheel 302 are engaged. This gear mode can be used as the third gear of a hybrid powertrain.

[0098] At this time, the power transmission route is as follows: First motor 11 → Eighth drive wheel 1101 → Intermediate wheel 401 → Fourth drive wheel 102 → First input shaft 1 → First clutch 7 → Third input shaft 10 → Second clutch 8 → Second input shaft 2 → Second drive wheel 202 → Second driven wheel 302 → First synchronizer 305 → Drive shaft 3 → Seventh drive wheel 308 → Seventh driven wheel 501 → Output shaft 5 → Differential 13.

[0099] d) When the first motor 11 is driving, the power transmission route of the hybrid power system in the fourth gear mode can be as follows: Figure 11 As shown, the first clutch 7 is disengaged, the second clutch 8 is disengaged, the third clutch 9 is disengaged, and the second synchronizer 306 and the fourth driven wheel 304 are engaged. This gear mode can be used as the fourth gear of the hybrid powertrain.

[0100] At this time, the power transmission route is: first motor 11 → eighth driving wheel 1101 → intermediate wheel 401 → fourth driving wheel 102 → fourth driven wheel 304 → second synchronizer 306 → drive shaft 3 → seventh driving wheel 308 → seventh driven wheel 501 → output shaft 5 → differential 13.

[0101] e) When the first motor 11 is driven, the power transmission route of the hybrid power system in reverse gear mode can be as follows: Figure 12 As shown, the first clutch 7 is disengaged, the second clutch 8 is disengaged, the third clutch 9 is disengaged, and the fourth synchronizer 404 and the sixth drive wheel 403 are engaged. This gear mode can be used as reverse gear in a hybrid powertrain.

[0102] At this time, the power transmission route is as follows: First motor 11 → Eighth driving wheel 1101 → Intermediate wheel 401 → Fourth driving wheel 102 → First input shaft 1 → Fifth driving wheel 103 → Fifth driven wheel 402 → Intermediate shaft 4 → Fourth synchronizer 404 → Sixth driving wheel 403 → Sixth driven wheel 309 → Transmission shaft 3 → Seventh driving wheel 308 → Seventh driven wheel 501 → Output shaft 5 → Differential 13.

[0103] f) When the first motor 11 is driving, the power transmission route of the hybrid power system in ultra-low speed mode can be as follows: Figure 13 As shown, the first clutch 7 is disengaged, the second clutch 8 is disengaged, the third clutch 9 is disengaged, the third synchronizer 307 is engaged with the second driven wheel 302 and the third driven wheel 303, and the first synchronizer 305 is engaged with the first driven wheel 301. This gear mode can be used as an ultra-low speed gear in a hybrid powertrain.

[0104] At this time, the power transmission route is as follows: First motor 11 → Eighth drive wheel 1101 → Intermediate wheel 401 → Fourth drive wheel 102 → First input shaft 1 → Third drive wheel 101 → Third driven wheel 303 → Third synchronizer 307 → Second driven wheel 302 → Second drive wheel 202 → Second input shaft 2 → First drive wheel 201 → First driven wheel 301 → First synchronizer 305 → Transmission shaft 3 → Seventh drive wheel 308 → Seventh driven wheel 501 → Output shaft 5 → Differential 13.

[0105] The gear modes in the joint drive mode of engine 6 and first electric motor 11 are as follows:

[0106] a) The first clutch 7 engages, the second clutch 8 engages, the third clutch 9 engages, and the first synchronizer 305 engages with the first driven wheel 301. The power transmission route driven by the engine 6 can be referred to... Figure 2 As shown, the power transmission route driven by the first motor 11 can be referred to Figure 8 As shown.

[0107] b) The first clutch 7 engages, the second clutch 8 disengages, the third clutch 9 engages, and the second synchronizer 306 engages with the third driven pulley 303. The power transmission route driven by the engine 6 can be referred to... Figure 3 As shown, the power transmission route driven by the first motor 11 can be referred to Figure 9 As shown.

[0108] c) The first clutch 7 engages, the second clutch 8 engages, the third clutch 9 engages, and the first synchronizer 305 engages with the second driven pulley 302. The power transmission route driven by the engine 6 can be referred to... Figure 4 As shown, the power transmission route driven by the first motor 11 can be referred to Figure 10 As shown.

[0109] d) The first clutch 7 engages, the second clutch 8 disengages, the third clutch 9 engages, and the second synchronizer 306 engages with the fourth driven pulley 304. The power transmission route driven by the engine 6 can be found in [reference needed]. Figure 5 As shown, the power transmission route driven by the first motor 11 can be referred to Figure 11 As shown.

[0110] e) The first clutch 7 engages, the second clutch 8 disengages, the third clutch 9 engages, and the fourth synchronizer 404 engages with the sixth drive wheel 403. The power transmission route driven by the engine 6 can be found in [reference needed]. Figure 6 As shown, the power transmission route driven by the first motor 11 can be referred to Figure 12 As shown.

[0111] f) The first clutch 7 engages, the second clutch 8 disengages, the third clutch 9 engages, the third synchronizer 307 engages with the second driven pulley 302 and the third driven pulley 303, and the first synchronizer 305 engages with the first driven pulley 301. The power transmission route driven by the engine 6 can be referenced... Figure 7 As shown, the power transmission route driven by the first motor 11 can be referred to Figure 13 As shown.

[0112] When the second motor 12 is driven alone, the power transmission route of the hybrid power system can be as follows: Figure 14 As shown, the first clutch 7, the second clutch 8, and the third clutch 9 are all disengaged. At this time, the power transmission route is: second motor 12 → output shaft 5 → differential 13. In this drive mode, the power of the second motor 12 can be transmitted to the first input shaft 1, which in turn charges the power battery through the first motor 11 to achieve energy recovery. The power transmission route can be referenced... Figure 14 As shown by the dashed line in the image.

[0113] It should be noted that in the independent drive mode of the second motor 12, the energy recovered can also transmit power through other power paths. The specific transmission route can be referred to any gear mode in the independent drive mode of the engine 6 or the independent drive mode of the first motor 11.

[0114] When the engine 6 and the second motor 12 drive together, when the first motor 11 and the second motor 12 drive together, and when the engine 6, the first motor 11 and the second motor 12 drive together, the power transmission path of each gear can refer to the power transmission path of each gear when the engine 6 drives alone.

[0115] In addition, in the engine 6 driving mode alone, energy can be recovered by at least one of the first motor 11 and the second motor 12. In the engine 6 driving mode in conjunction with one of the first motor 11 and the second motor 12, energy can be recovered by the other of the first motor 11 and the second motor 12.

[0116] In this embodiment, the hybrid powertrain system employs a hybrid mode of engine 6 and first motor 11 under high-speed operating conditions, ensuring both motors operate within their high-efficiency range and reducing motor costs. When the vehicle is traveling at low speeds, it is driven by the second motor 12, and... Figure 14 As shown, while driving the vehicle, the second motor 12 can keep the first motor 11 working in the high-efficiency range and transmit the excess speed to the first input shaft 1 through the gear system. The first motor 11 charges the power battery, which means that the excess energy of the second motor 12 is recovered by the first motor 11, thereby realizing energy recovery, reducing the fuel consumption of the whole vehicle, and improving the economy of the whole vehicle.

[0117] The hybrid power system in this embodiment adopts a dual-motor architecture, which makes all motors have low power, small size, and cost savings, while also having good power performance.

[0118] The hybrid power system in this embodiment, by adding a third synchronizer 307, can achieve an ultra-low speed gear function, thereby increasing the input of wheel-end torque and achieving good obstacle-crossing and traction-avoidance performance. In addition, the addition of the second motor 12 can increase the output of wheel-end torque, further enhancing off-road and traction-avoidance capabilities; at the same time, given a fixed wheel-end torque requirement for the entire vehicle, the gear ratio can be reduced with the second motor 12, further reducing the size, weight, and cost of the hybrid power system.

[0119] Example 2

[0120] This embodiment relates to a vehicle equipped with the hybrid powertrain system of Embodiment 1. The vehicle of this embodiment, by applying the hybrid powertrain system of Embodiment 1, has the same beneficial effects compared to the prior art, and will not be elaborated further here.

[0121] 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 system, characterized in that: It includes an engine (6), a first motor (11), a second motor (12), a first input shaft (1), a second input shaft (2), and a transmission shaft (3); The first input shaft (1) passes through the second input shaft (2), the second input shaft (2) is connected to the transmission shaft (3) through the first transmission assembly, and the first input shaft (1) is connected to the transmission shaft (3) through the second transmission assembly; a first control mechanism is provided between the first transmission assembly and the second transmission assembly to control the power supply between them; The power output end of the engine (6) is provided with a second control mechanism, which is used to control the power output end of the engine (6) to be connected to at least one of the first input shaft (1) and the second input shaft (2); The power output end of the first motor (11) is connected to the first input shaft (1) or the second input shaft (2) in a transmission connection, and the power output end of the second motor (12) is connected to the transmission shaft (3) in a transmission connection, and the transmission shaft (3) is used to connect to the differential (13) in a transmission connection. The first transmission assembly includes a first driving wheel (201) and a second driving wheel (202) disposed on the second input shaft (2), a first driven wheel (301), a second driven wheel (302) and a first synchronizer (305) disposed on the transmission shaft (3); the first driving wheel (201) and the first driven wheel (301) are connected in a transmission connection, and the second driving wheel (202) and the second driven wheel (302) are connected in a transmission connection; the first synchronizer (305) is used to selectively connect the first driven wheel (301) or the second driven wheel (302). The second transmission assembly includes a third driving wheel (101) and a fourth driving wheel (102) disposed on the first input shaft (1), a third driven wheel (303), a fourth driven wheel (304) disposed on the transmission shaft (3), and a second synchronizer (306); the third driving wheel (101) and the third driven wheel (303) are connected in a transmission, and the fourth driving wheel (102) and the fourth driven wheel (304) are connected in a transmission; the second synchronizer (306) is used to selectively connect the third driven wheel (303) or the fourth driven wheel (304). The first control mechanism includes a third synchronizer (307) disposed between the second driven wheel (302) and the third driven wheel (303). The third synchronizer (307) is sleeved on the transmission shaft (3) and can link the second driven wheel (302) and the third driven wheel (303).

2. The hybrid power system according to claim 1, characterized in that: The first input shaft (1) is selectively connected to the drive shaft (3) via a reverse gear assembly; The reverse gear assembly includes a fifth drive wheel (103) disposed on the first input shaft (1), a sixth driven wheel (309) disposed on the transmission shaft (3), an intermediate shaft (4), a fifth driven wheel (402) and a fourth synchronizer (404) disposed on the intermediate shaft (4), and a sixth drive wheel (403) loosely fitted on the intermediate shaft (4). The intermediate shaft (4) is selectively connected to the sixth drive wheel (403) via the fourth synchronizer (404). The fifth driving wheel (103) and the fifth driven wheel (402) are connected by a transmission, and the sixth driving wheel (403) and the sixth driven wheel (309) are connected by a transmission.

3. The hybrid power system according to claim 2, characterized in that: The power output end of the first motor (11) is provided with an eighth drive wheel (1101). An intermediate wheel (401) is provided on the intermediate shaft (4); The intermediate wheel (401) is connected to the eighth driving wheel (1101) in a transmission connection; The intermediate wheel (401) is connected to the second input shaft (2) via the first transmission assembly, or the intermediate wheel (401) is connected to the first input shaft (1) via the second transmission assembly.

4. The hybrid power system according to claim 1, characterized in that: It also includes an output shaft (5), which is connected to the power output end of the transmission shaft (3) and the second motor (12) respectively.

5. The hybrid power system according to claim 4, characterized in that: The drive shaft (3) is provided with a seventh drive wheel (308); The output shaft (5) is provided with a seventh driven wheel (501); The seventh driving wheel (308) and the seventh driven wheel (501) are connected by a transmission.

6. The hybrid power system according to any one of claims 1-5, characterized in that: The second control mechanism includes a first clutch (7), a second clutch (8), a third clutch (9), and a third input shaft (10). The first end of the third input shaft (10) is selectively connected to the power output end of the engine (6) through the third clutch (9). The first clutch (7) is provided between the second end of the third input shaft (10) and the first input shaft (1), and the second clutch (8) is provided between the second end and the second input shaft (2).

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

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