Hybrid powertrain and vehicle

Abstract

The application provides a hybrid power mechanism and a vehicle, the hybrid power mechanism comprises a first input shaft and a second input shaft, the first input shaft and the second input shaft are respectively connected with a first transmission assembly on a first intermediate shaft in a transmission mode, and are respectively connected with a second transmission assembly on a second intermediate shaft in a transmission mode; an output shaft comprises a first half shaft and a second half shaft, the first half shaft is connected with the first intermediate shaft and the second intermediate shaft in a transmission mode, the first half shaft is provided with a first transmission unit and a second transmission unit, and the second half shaft is provided with a third synchronizer; an engine is connected with the first input shaft and the second input shaft through a control mechanism, a first motor is connected with the first input shaft or the second input shaft in a transmission mode, and a second motor is connected with the output shaft. The hybrid power mechanism has the advantages of compact structure, short length, convenience for arrangement on the vehicle, corresponding ultra-low speed gears for each gear, more customer selection, adoption of the first motor and the second motor, and advantages of reducing fuel consumption and saving use cost.

Description

Technical Field

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

[0002] Hybrid vehicles have become increasingly widely used in recent years. Their powertrain can achieve engine drive mode, electric motor drive mode, and engine and electric motor combined drive mode, thus better meeting the needs of drivers.

[0003] However, existing powertrains require both an engine and an electric motor and are quite long, taking 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 fuel consumption.

[0004] Furthermore, existing multi-speed power transmission mechanisms require multiple sets of gears during power transmission, which reduces the efficiency of the transmission mechanism and results in poor off-road performance, failing to meet people's demand for low-cost and high-performance applications. Summary of the Invention

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

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

[0007] A hybrid powertrain includes an engine, a first motor, a second motor, a first input shaft, a second input shaft, a first intermediate shaft, a second intermediate shaft, and an output shaft, wherein:

[0008] The first intermediate shaft is provided with a first transmission assembly, and the first input shaft and the second input shaft are respectively connected to the first transmission assembly for transmission.

[0009] The second intermediate shaft is provided with a second transmission assembly, and the first input shaft and the second input shaft are respectively connected to the second transmission assembly for transmission.

[0010] The output shaft includes a first half-shaft and a second half-shaft; the first half-shaft is connected to the first intermediate shaft and the second intermediate shaft respectively, and the first half-shaft is provided with a first transmission unit and a second transmission unit; the second half-shaft is provided with a third synchronizer that selectively connects to the first transmission unit or the second transmission unit.

[0011] The engine is connected to the first input shaft and the second input shaft via a control mechanism. The control mechanism is used to control the power supply between the power output end of the engine and the first input shaft, as well as the power supply between the power output end of the engine and the second input shaft.

[0012] The first motor shaft of the first motor is connected to the first input shaft or the second input shaft, and the second motor shaft of the second motor is connected to the output shaft.

[0013] Furthermore, the first transmission unit includes a first gear disposed on the first half-shaft; the second half-shaft is provided with a second gear, which is connected to the second transmission unit in a transmission manner; the third synchronizer is used to connect the first gear or the second gear.

[0014] Furthermore, the second transmission unit includes a planetary gear mechanism; the sun gear of the planetary gear mechanism is disposed on the first half-shaft; the gear ring or planet carrier of the planetary gear mechanism is connected to the second gear; the first half-shaft and the second half-shaft are arranged coaxially.

[0015] Furthermore, the first input shaft passes through a shaft hole on the second input shaft, and the shaft hole extends through the second input shaft axially; the first input shaft is provided with a first drive wheel; the second input shaft is provided with a second drive wheel; the first drive wheel and the second drive wheel are respectively connected to the first transmission assembly; the first drive wheel and the second drive wheel are respectively connected to the second transmission assembly.

[0016] Furthermore, the first transmission assembly includes a first driven wheel, a second driven wheel, and a first synchronizer disposed on the first intermediate shaft; the first synchronizer is used to selectively connect the first driven wheel or the second driven wheel; the first driving wheel and the first driven wheel are drivenly connected; the second driving wheel and the second driven wheel are drivenly connected.

[0017] Furthermore, the second transmission assembly includes a third driven wheel, a fourth driven wheel, and a second synchronizer disposed on the second intermediate shaft; the second synchronizer is used to selectively connect the third driven wheel or the fourth driven wheel; the first driving wheel and the third driven wheel are drivenly connected; the second driving wheel and the fourth driven wheel are drivenly connected.

[0018] Furthermore, a fifth driving wheel is provided on the first intermediate shaft; a seventh driving wheel is provided on the second intermediate shaft; a seventh driven wheel is provided on the output shaft; the fifth driving wheel and the seventh driving wheel are respectively connected to the seventh driven wheel for transmission.

[0019] Furthermore, the control mechanism includes a first clutch, a second clutch, a third clutch, and a third input shaft; the first clutch is located between the first end of the third input shaft and the first input shaft, the second clutch is located between the first end and the second input shaft, and the third clutch is located between the second end of the third input shaft and the power output end of the engine.

[0020] Furthermore, the third input shaft is the motor shaft of the first motor.

[0021] Compared with the prior art, the present invention has the following advantages:

[0022] The hybrid power mechanism of the present invention allows the power of the engine and the first motor to be transmitted to the first input shaft and the second input shaft. The power transmitted to the first input shaft and the second input shaft can be transmitted to the first intermediate shaft via the first transmission component, or to the second intermediate shaft via the second transmission component, thereby facilitating the realization of a variety of different gear modes.

[0023] The output shaft includes a first half-shaft and a second half-shaft. The power on the first intermediate shaft or the power on the second intermediate shaft is transmitted to the second half-shaft via the first half-shaft and the first transmission unit, or via the first half-shaft and the second transmission unit. This saves space while greatly increasing the number of gear modes, thus better meeting the needs of customers.

[0024] By setting up a first motor and a second motor, the torque carried by a single motor can be reduced during pure electric drive, thereby enabling the use of a smaller and lighter motor to reduce the weight, cost, and space occupied by the transmission. Furthermore, by placing the second motor at the output shaft position, its efficiency is improved. When one of the first motors or the second motor is working, the other is charging the battery, thus achieving energy recovery.

[0025] The second transmission unit includes a planetary gear mechanism, with the sun gear mounted on the first half-shaft. The third synchronizer selectively connects to the first gear or the second gear, thereby enabling power to be transmitted to the second half-shaft via the first half-shaft, the first gear, and the third synchronizer, or via the first half-shaft, the planetary gear mechanism, the second gear, and the third synchronizer, thus achieving a corresponding ultra-low speed mode for each gear.

[0026] By passing the first input shaft through the second input shaft, the overall structure of the hybrid powertrain is made simpler and more compact, and easier to arrange in the vehicle. By setting a first drive wheel and a second drive wheel on the first and second input shafts respectively, it is easy to transmit power from the first or second input shaft to other shafts. The power transmission structure is simple and easy to arrange.

[0027] The first transmission assembly includes a first driven wheel, a second driven wheel, and a first synchronizer. The first driving wheel is connected to the first driven wheel, and the second driving wheel is connected to the second driven wheel. The first synchronizer can selectively connect either the first driven wheel or the second driven wheel, thereby enabling the power from the first input shaft and the second input shaft to be transmitted to the first intermediate shaft, which is convenient for layout and facilitates gear shifting and vehicle speed adjustment.

[0028] The second transmission assembly includes a third driven wheel, a fourth driven wheel, and a second synchronizer. The first driving wheel and the third driven wheel are connected by a drive, and the second driving wheel and the fourth driven wheel are also connected by a drive. The second synchronizer can selectively connect either the third driven wheel or the fourth driven wheel, thereby enabling the power from the first input shaft and the second input shaft to be transmitted to the second intermediate shaft, which is convenient for layout and facilitates gear shifting and vehicle speed adjustment.

[0029] The first intermediate shaft is provided with a fifth driving wheel, and the second intermediate shaft is provided with a seventh driving wheel. The fifth driving wheel and the seventh driving wheel are respectively connected to the seventh driven wheel provided on the output shaft. The power transmission structure is simple and facilitates the power transmission between the first intermediate shaft, the second intermediate shaft and the output shaft.

[0030] The first clutch, second clutch, third clutch, and third input shaft are configured to enable various driving modes by controlling the engagement or disengagement of each clutch, including engine-only drive mode, first motor-only drive mode, second motor-only drive mode, engine and first motor combined drive mode, engine and second motor combined drive mode, first motor and second motor combined drive mode, and engine, first motor, and second motor combined drive mode.

[0031] The first, second, and third clutches can all use existing standard parts, thus reducing the cost of the hybrid powertrain. The third input shaft can serve as the motor shaft for the first motor, allowing the first motor to drive the hybrid powertrain independently and making the overall structure more compact.

[0032] Another object of the present invention is to provide a vehicle equipped with a hybrid powertrain as described above.

[0033] The vehicle of this invention, by applying the above-mentioned hybrid power mechanism, can realize the transmission of engine power to the first input shaft and the second input shaft respectively, thereby realizing a variety of different gear modes and facilitating the control of switching between different gears; the output shaft includes a structure of two half shafts, and is equipped with a first transmission unit, a second transmission unit and a third synchronizer, so that each gear has a corresponding ultra-low speed mode, which helps to broaden the range of choices for customers; the dual motor configuration reduces costs, weight and space occupation, while helping to reduce fuel consumption and improve the overall vehicle economy, while also having good power performance. Attached Figure Description

[0034] 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:

[0035] Figure 1 This is a schematic diagram of the hybrid power mechanism described in an embodiment of the present invention;

[0036] Figure 2 This is a schematic diagram of the power transmission route of the hybrid powertrain mechanism described in this embodiment of the invention when the engine is in the first gear mode;

[0037] Figure 3 This is a schematic diagram of the power transmission route of the hybrid powertrain mechanism described in this embodiment of the invention when the engine is in the second gear mode;

[0038] Figure 4 This is a schematic diagram of the power transmission route of the hybrid powertrain mechanism described in this embodiment of the invention when the engine is in the third gear mode;

[0039] Figure 5 This is a schematic diagram of the power transmission route of the hybrid powertrain mechanism described in this embodiment of the invention when the engine is in the fourth gear mode;

[0040] Figure 6 This is a schematic diagram of the power transmission route of the hybrid powertrain mechanism described in this embodiment of the invention when the engine is driven in an ultra-low speed gear mode;

[0041] Figure 7 This is a schematic diagram of the power transmission route of the hybrid power mechanism described in this embodiment of the invention when the second motor is working and the first motor is charging the power battery.

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

[0043] 1. Engine; 2. First motor; 3. Second motor; 4. Differential;

[0044] 5. First input shaft; 501. First drive wheel;

[0045] 6. Second input shaft; 601. Second drive wheel;

[0046] 7. First intermediate shaft; 701. First driven wheel; 702. Second driven wheel; 703. First synchronizer; 704. Fifth driving wheel;

[0047] 8. Second intermediate shaft; 801. Third driven wheel; 802. Fourth driven wheel; 803. Second synchronizer; 804. Seventh driving wheel;

[0048] 9. Output shaft; 901. First half-shaft; 902. Second half-shaft; 9011. Sun gear; 9012. Planet gears; 9013. Ring gear; 9014. Planet carrier; 9015. First gear; 9016. Seventh driven gear; 9021. Second gear; 9022. Third synchronizer;

[0049] 10. Third input shaft; 11. First clutch; 12. Second clutch; 13. Third clutch. Detailed Implementation

[0050] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0051] 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.

[0052] 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.

[0053] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0054] This embodiment relates to a hybrid power mechanism, such as... Figure 1As shown, the overall structure mainly includes an engine 1, a first motor 2, a second motor 3, a first input shaft 5, a second input shaft 6, a first intermediate shaft 7, a second intermediate shaft 8, and an output shaft 9.

[0055] The first intermediate shaft 7 is provided with a first transmission assembly, and the first input shaft 5 and the second input shaft 6 are respectively connected to the first transmission assembly for transmission, so that the power received on the first input shaft 5 and the second input shaft 6 can be transmitted to the first intermediate shaft 7 through the first transmission assembly.

[0056] The second intermediate shaft 8 is provided with a second transmission assembly. The first input shaft 5 and the second input shaft 6 are respectively connected to the second transmission assembly. This arrangement facilitates the transmission of the power received by the first input shaft 5 and the second input shaft 6 to the second intermediate shaft 8 via the second transmission assembly.

[0057] Engine 1 is connected to first input shaft 5 and second input shaft 6 through a control mechanism. The control mechanism is used to control the power supply between the power output end of engine 1 and first input shaft 5, as well as the power supply between the power output end of engine 1 and second input shaft 6, so that the power of engine 1 can be transmitted to first input shaft 5 or second input shaft 6, or simultaneously to first input shaft 5 and second input shaft 6.

[0058] The first motor shaft of the first motor 2 is connected to the first input shaft 5 or the second input shaft 6, so that the power of the first motor 2 can be transmitted to the first input shaft 5 or the second input shaft 6. The second motor shaft of the second motor 3 is connected to the output shaft 9, so that the power of the second motor 3 can be transmitted to the output shaft 9.

[0059] The output shaft 9 can be directly used as the input shaft of the differential 4, directly outputting power to the differential 4. In a preferred embodiment, the output shaft 9 includes a first half-shaft 901 and a second half-shaft 902. The first half-shaft 901 is connected to the first intermediate shaft 7 and the second intermediate shaft 8, respectively, and is equipped with a first transmission unit and a second transmission unit. The second half-shaft 902 is equipped with a third synchronizer 9022, which is used to selectively connect to either the first transmission unit or the second transmission unit. Thus, power from either the first intermediate shaft 7 or the second intermediate shaft 8 can be transmitted to the second half-shaft 902 via the first half-shaft 901 and the first transmission unit, or vice versa.

[0060] Furthermore, as a preferred arrangement, the first half-shaft 901 and the second half-shaft 902 in this embodiment are arranged coaxially, which facilitates the arrangement of the gear assembly and makes the vehicle power mechanism of this embodiment more compact in structure and occupies less space.

[0061] The aforementioned first transmission unit, in a preferred embodiment, includes a first gear 9015 fixed on a first half-shaft 901. The first gear 9015 is driveably connected to a second half-shaft 902 via a third synchronizer 9022. Additionally, a second gear 9021 is loosely fitted onto the second half-shaft 902, and the second gear 9021 is driveably connected to the second transmission unit. The connection between the third synchronizer 9022 and the first gear 9015 or the second gear 9021 facilitates the transmission of power received by the first half-shaft 901 to the second half-shaft 902 via the first gear 9015 and the third synchronizer 9022, or facilitates the transmission of power received by the first half-shaft 901 to the second half-shaft 902 via the second transmission unit, the second gear 9021, and the third synchronizer 9022.

[0062] Furthermore, the aforementioned second transmission unit, as a preferred and feasible implementation, includes a planetary gear mechanism. This mechanism mainly comprises a sun gear 9011, a ring gear 9013, and planet gears 9012 that are respectively connected to the sun gear 9011 and the ring gear 9013. The sun gear 9011 is fixed to the first half-shaft 901, and the ring gear 9013 is fixed to the housing of the transmission mechanism. The second gear 9021 is connected to the planet carrier 9014 of the planetary gear mechanism. In this case, the third synchronizer 9022 can be connected to the planet carrier 9014 by connecting to the second gear 9021.

[0063] It should be noted that if the planet carrier 9014 of the planetary gear mechanism is fixed to the housing of the transmission mechanism, the second gear 9021 can be connected to the gear ring 9013, and the third synchronizer 9022 can be connected to the gear ring 9013 by connecting to the second gear 9021. This arrangement also allows the third synchronizer 9022 to selectively connect to the planetary gear mechanism.

[0064] Furthermore, to achieve a more compact internal structure for the hybrid powertrain, in a preferred implementation, the first input shaft 5 passes through a shaft hole on the second input shaft 6, with the shaft hole extending axially through the second input shaft 6. To facilitate the transmission of power from the first input shaft 5 and the second input shaft 6 to the first intermediate shaft 7 and the second intermediate shaft 8, in a preferred implementation, a first drive wheel 501 is provided on the first input shaft 5, and a second drive wheel 601 is provided on the second input shaft 6. The first drive wheel 501 and the second drive wheel 601 are respectively connected to the first transmission assembly, and are also respectively connected to the second transmission assembly.

[0065] In addition, to facilitate the transmission of power received on the first input shaft 5 and the second input shaft 6 to the first intermediate shaft 7 or the second intermediate shaft 8, preferably, the first drive wheel 501 and the second drive wheel 601 are fixed on the first input shaft 5 and the second input shaft 6, respectively.

[0066] In terms of specific structure, the first transmission assembly includes a first driven wheel 701, a second driven wheel 702, and a first synchronizer 703 disposed on a first intermediate shaft 7. The first synchronizer 703 is used to selectively connect either the first driven wheel 701 or the second driven wheel 702, and the first driving wheel 601 and the first driven wheel 701 are connected by gear meshing, as are the second driving wheel 601 and the second driven wheel 702.

[0067] As a preferred implementation method, such as Figure 1 As shown, the first driven wheel 701 and the second driven wheel 702 are both loosely fitted on the first intermediate shaft 7, while the first synchronizer 703 is fixed on the first intermediate shaft 7. The first driving wheel 501 is connected to the first driven wheel 701 by gear meshing, and the second driving wheel 601 is connected to the second driven wheel 702 by gear meshing. By selectively connecting the first driven wheel 701 and the second driven wheel 702 with the first synchronizer 703, the first intermediate shaft 7 can receive the power transmitted from the first input shaft 5 and the second input shaft 6 respectively, thereby facilitating the switching of different gears.

[0068] In a preferred embodiment, the second transmission assembly includes a third driven wheel 801, a fourth driven wheel 802, and a second synchronizer 803 disposed on the second intermediate shaft 8. The second synchronizer 803 is used to selectively connect either the third driven wheel 801 or the fourth driven wheel 802, and the first driving wheel 601 and the third driven wheel 801 are drive-connected, as are the second driving wheel 601 and the fourth driven wheel 802.

[0069] Still Figure 1 As shown, preferably, the third driven wheel 801 and the fourth driven wheel 802 are loosely fitted on the second intermediate shaft 8, the second synchronizer 803 is fixed on the second intermediate shaft 8, and the first driving wheel 501 and the third driven wheel 801 are connected by gear meshing, the second driving wheel 601 and the fourth driven wheel 802 are connected by gear meshing, and by selectively connecting the third driven wheel 801 and the fourth driven wheel 802 with the second synchronizer 803, the second intermediate shaft 8 can receive the power transmitted from the first input shaft 5 and the second input shaft 6 respectively, thereby facilitating the switching of different gears.

[0070] For ease of arrangement, a fifth driving wheel 704 is provided on the first intermediate shaft 7, and a seventh driven wheel 9016 is provided on the output shaft 9. The fifth driving wheel 704 and the seventh driven wheel 9016 are connected by a transmission. Preferably, the fifth driving wheel 704 is fixed on the first intermediate shaft 7, and the seventh driven wheel 9016 is preferably fixed on the output shaft 9. The fifth driving wheel 704 and the seventh driven wheel 9016 are connected by gear meshing, so the power received on the first intermediate shaft 7 can be transmitted to the output shaft 9 through the fifth driving wheel 704 and the seventh driven wheel 9016. The power transmission is smooth and the transmission efficiency is high.

[0071] A seventh driving wheel 804 is provided on the second intermediate shaft 8, and the seventh driving wheel 804 and the seventh driven wheel 9016 are connected by a transmission. Preferably, the seventh driving wheel 804 is fixed on the second intermediate shaft 8, and the seventh driving wheel 804 and the seventh driven wheel 9016 are connected by gear meshing, so that the power received on the second intermediate shaft 8 can be transmitted to the output shaft 9 through the seventh driving wheel 804 and the seventh driven wheel 9016.

[0072] In a preferred embodiment, the aforementioned control mechanism includes a first clutch 11, a second clutch 12, a third clutch 13, and a third input shaft 10. The first clutch 11 is located between the first end of the third input shaft 10 and the first input shaft 5, the second clutch 12 is located between the first end and the second input shaft 6, and the third clutch 13 is located between the second end of the third input shaft 10 and the power output end of the engine 1.

[0073] In addition, in a preferred embodiment, the third input shaft 10 is the motor shaft of the first motor 2, and by controlling the disengagement of the third clutch 13, it is easy to realize the independent drive mode of the first motor 2.

[0074] To facilitate the transmission of power from the second motor 3 to the output shaft 9, as a preferred arrangement, in this embodiment, one end of the second motor shaft of the second motor 3 is connected to the second half-shaft 902, and the other end is connected to the differential 4. This arrangement makes the second motor 3 more efficient and facilitates the transmission of power from the second motor 3 to the differential 4. It also facilitates the transmission of the power output by the second motor 3 to the first motor 2 via the output shaft 9. Thus, when the second motor 3 drives the hybrid power mechanism alone, its output power can be transmitted to the first motor 2, and then the first motor 2 can charge the power battery.

[0075] Under high-speed operating conditions, when the engine 1 and the electric motor are driven together, by setting up two electric motors, both of which can be used for energy recovery, the first electric motor 2 and the second electric motor 3 can work in the high-efficiency range, thereby improving the working efficiency of the hybrid power mechanism.

[0076] It should be understood that the power output end of the second motor 3 is connected to the output shaft 9 in a transmission connection. In addition to the connection method described above, the power output shaft 9 of the second motor 3 can also be connected to the second half-shaft 902 through a gear system, or the power output shaft 9 of the second motor 3 can be directly connected to the first half-shaft 901 or connected through a gear system.

[0077] The hybrid powertrain in this embodiment has multiple different gear modes, especially each gear has an ultra-low speed gear, which gives the vehicle good obstacle crossing and getting out of trouble. In addition, by setting two motors, it is beneficial to reduce the torque borne by each motor and make the motor size smaller, thereby reducing the cost and weight of the transmission and improving the power performance in pure electric mode.

[0078] In addition, the drive shaft mainly includes a first input shaft 5, a second input shaft 6, a first intermediate shaft 7, and a second intermediate shaft 8. Since the first input shaft 5 passes through the second input shaft 6, a three-axis transmission structure can be formed, which can make full use of space and make the structure more compact.

[0079] The hybrid power system of this embodiment has multiple driving modes, including engine 1 driving alone, first motor 2 driving alone, second motor 3 driving alone, engine 1 and first motor 2 driving together, engine 1 and second motor 3 driving together, first motor 2 and second motor 3 driving together, and engine 1 driving together with first motor 2 and second motor 3. In each driving mode, it can achieve multiple different gears.

[0080] In engine 1-only drive mode, the power transmission routes for each gear in the hybrid powertrain are as follows:

[0081] a) When engine 1 is driving, the power transmission route of the hybrid powertrain in the first gear mode can be as follows: Figure 2 As shown, at this time, the third clutch 13 is engaged, the first clutch 11 is engaged, the second clutch 12 is disengaged, and the first synchronizer 703 is engaged with the first driven wheel 701.

[0082] The power transmission route is as follows: Engine 1 → Third Clutch 13 → Third Input Shaft 10 → First Clutch 11 → First Input Shaft 5 → First Driving Wheel 501 → First Driven Wheel 701 → First Synchronizer 703 → First Intermediate Shaft 7 → Fifth Driving Wheel 704 → Seventh Driven Wheel 9016 → First Half Shaft 901 → First Gear 9015 → Third Synchronizer 9022 → Second Half Shaft 902 → Differential 4.

[0083] b) When engine 1 is driving, the power transmission route of the hybrid powertrain in the second gear mode can be as follows: Figure 3As shown, at this time, the third clutch 13 is engaged, the second clutch 12 is engaged, the first clutch 11 is disengaged, and the first synchronizer 703 is engaged with the second driven wheel 702.

[0084] The power transmission route is as follows: Engine 1 → Third Clutch 13 → Third Input Shaft 10 → Second Clutch 12 → Second Input Shaft 6 → Second Driving Wheel 601 → Second Driven Wheel 702 → First Synchronizer 703 → First Intermediate Shaft 7 → Fifth Driving Wheel 704 → Seventh Driven Wheel 9016 → First Half Shaft 901 → First Gear 9015 → Third Synchronizer 9022 → Second Half Shaft 902 → Differential 4.

[0085] c) When engine 1 is driving, the power transmission route of the hybrid powertrain in the third gear mode can be as follows: Figure 4 As shown, at this time, the third clutch 13 is engaged, the first clutch 11 is engaged, the second clutch 12 is disengaged, and the second synchronizer 803 is engaged with the third driven wheel 801.

[0086] The power transmission route is as follows: Engine 1 → Third Clutch 13 → Third Input Shaft 10 → First Clutch 11 → First Input Shaft 5 → First Driving Wheel 501 → Third Driven Wheel 801 → Second Synchronizer 803 → Second Intermediate Shaft 8 → Seventh Driving Wheel 804 → Seventh Driven Wheel 9016 → First Half Shaft 901 → First Gear 9015 → Third Synchronizer 9022 → Second Half Shaft 902 → Differential 4.

[0087] d) When engine 1 is driving, the power transmission route of the hybrid powertrain in fourth gear mode can be as follows: Figure 5 As shown, at this time, the third clutch 13 is engaged, the second clutch 12 is engaged, the first clutch 11 is disengaged, and the second synchronizer 803 is engaged with the fourth driven wheel 802.

[0088] The power transmission route is as follows: Engine 1 → Third Clutch 13 → Third Input Shaft 10 → Second Clutch 12 → Second Input Shaft 6 → Second Driving Wheel 601 → Fourth Driven Wheel 802 → Second Synchronizer 803 → Second Intermediate Shaft 8 → Seventh Driving Wheel 804 → Seventh Driven Wheel 9016 → First Half Shaft 901 → First Gear 9015 → Third Synchronizer 9022 → Second Half Shaft 902 → Differential 4.

[0089] e) When engine 1 is driving, the power transmission route of the hybrid powertrain in ultra-low speed gear mode can be as follows: Figure 6 As shown, at this time, the third clutch 13 is engaged, the first clutch 11 is engaged, the second clutch 12 is disengaged, and the third synchronizer 9022 is engaged with the second gear 9021.

[0090] The power transmission route is as follows: Engine 1 → Third Clutch 13 → Third Input Shaft 10 → First Clutch 11 → First Input Shaft 5 → First Driving Wheel 501 → First Driven Wheel 701 → First Synchronizer 703 → First Intermediate Shaft 7 → Fifth Driving Wheel 704 → Seventh Driven Wheel 9016 → First Half Shaft 901 → Sun Gear 9011 → Planet Gear 9012 → Planet Carrier 9014 → Second Gear 9021 → Third Synchronizer 9022 → Second Half Shaft 902 → Differential 4.

[0091] Since the third input shaft 10 is the motor shaft of the first motor 2, six gear modes can be achieved in three driving modes: engine 1 driving alone, engine 1 and first motor 2 driving together, and first motor 2 driving alone. When the hybrid powertrain is in engine 1 driving alone mode, the third clutch 13 is engaged, but the first motor 2 is not started; when the hybrid powertrain is in engine 1 and first motor 2 driving together mode, the third clutch 13 is engaged, and the first motor 2 starts; when the hybrid powertrain is in first motor 2 driving alone mode, the third clutch 13 is disengaged, and the first motor 2 starts. Apart from the above differences, the remaining power transmission routes of the six gear modes are the same in the three driving modes. Therefore, the power transmission paths of the hybrid powertrain in each gear mode when the first motor 2 is driving alone and when the first motor 2 and engine 1 are driving together will not be described in detail here.

[0092] Additionally, it should be noted that in the three driving modes mentioned above, the second motor 3 can be turned on or off. When the differential 4 requires a larger torque to meet the off-road needs of the vehicle, the second motor 3 can be activated to increase the torque of the output shaft 9 to meet the off-road needs of the vehicle.

[0093] When the vehicle is traveling at low speed, power can also be transmitted to the differential 4 solely through the second motor 3, such as... Figure 7 As shown, the power transmitted by the second motor 3 can not only be transmitted to the differential 4, but also transmitted in the opposite direction to the position of the first motor 2 via the aforementioned power transmission route, so that the first motor 2 can charge the battery. At this time, the third clutch 13 is disengaged, and the power transmission path can be referred to Figures 2 to 6 any of them, Figure 7 The indicated darker dashed line is that it uses... Figure 4 The power transmission path is as follows. In the drive mode of engine 1 and first motor 2, the power battery can be charged by the second motor 3, and the power transmission path can still refer to [the previous description]. Figures 2 to 6 Any one of them.

[0094] In addition, this hybrid powertrain can also achieve a driving mode where engine 1 and second motor 3 drive together, as well as a driving mode where first motor 2 and second motor 3 drive together. The power transmission route can be referenced. Figures 2 to 6As shown, when the first motor 2 and the second motor 3 are driven together, the third clutch 13 needs to be disengaged.

[0095] In high gears, both motors can engage, greatly improving the power of the gear and providing a better driving experience for customers. When one of the two motors is working, excess energy can be transferred to the other motor, which then charges the battery, completing energy recovery. Both motors can operate in a high-efficiency range, further reducing overall vehicle fuel consumption and improving the vehicle's economy.

[0096] In this embodiment, the pure electric mode can be used with two motors. When the customer needs sufficient power, the first motor 2 can be used. By changing the torque of each speed ratio, different usage scenarios can be met. If the customer does not have a high demand for power, the second motor 3 can be used. At the same time, the first motor 2 can charge the power battery to achieve energy recovery.

[0097] Meanwhile, this embodiment also relates to a vehicle, which has the same beneficial effects as the aforementioned hybrid power system compared to the prior art, and will not be described in detail here.

[0098] 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 mechanism, characterized in that: comprising an engine (1), a first motor (2), a second motor (3), a first input shaft (5), a second input shaft (6), a first intermediate shaft (7), a second intermediate shaft (8) and an output shaft (9); a first transmission assembly is arranged on the first intermediate shaft (7), and the first input shaft (5) and the second input shaft (6) are respectively in transmission connection with the first transmission assembly; a second transmission assembly is arranged on the second intermediate shaft (8), and the first input shaft (5) and the second input shaft (6) are respectively in transmission connection with the second transmission assembly; the output shaft (9) comprises a first half shaft (901) and a second half shaft (902); the first half shaft (901) is in transmission connection with the first intermediate shaft (7) and the second intermediate shaft (8) respectively, and the first half shaft (901) is provided with a first transmission unit and a second transmission unit; the second half shaft (902) is provided with a third synchronizer (9022) which selectively connects the first transmission unit or the second transmission unit; the engine (1) is connected with the first input shaft (5) and the second input shaft (6) through a control mechanism, and the control mechanism is used for controlling the power on-off between the power output end of the engine (1) and the first input shaft (5) and the power on-off between the power output end of the engine (1) and the second input shaft (6); the first motor shaft of the first motor (2) is in transmission connection with the first input shaft (5) or the second input shaft (6), and the second motor shaft of the second motor (3) is in transmission connection with the output shaft (9).

2. The hybrid power mechanism according to claim 1, characterized in that: the first transmission unit comprises a first gear (9015) arranged on the first half shaft (901); the second half shaft (902) is provided with a second gear (9021), and the second gear (9021) is in transmission connection with the second transmission unit; and the third synchronizer (9022) is used for connecting the first gear (9015) or the second gear (9021).

3. The hybrid power mechanism according to claim 2, characterized in that: the second transmission unit comprises a planetary gear mechanism; a sun gear (9011) of the planetary gear mechanism is arranged on the first half shaft (901); a ring gear (9013) or a planet carrier (9014) of the planetary gear mechanism is connected with the second gear (9021); and the first half shaft (901) and the second half shaft (902) are coaxially arranged.

4. The hybrid power mechanism according to claim 1, characterized in that: the first input shaft (5) passes through an axle hole on the second input shaft (6), and the axle hole penetrates the second input shaft (6) in the axial direction of the second input shaft (6); the first input shaft (5) is provided with a first driving wheel (501), and the second input shaft (6) is provided with a second driving wheel (601). ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The first driving wheel (501) and the second driving wheel (601) are connected with the first transmission assembly respectively. The first driving wheel (501) and the second driving wheel (601) are connected with the second transmission assembly respectively.

5. The hybrid power mechanism according to claim 4, characterized in that: The first transmission assembly comprises a first driven wheel (701), a second driven wheel (702) and a first synchronizer (703) arranged on the first intermediate shaft (7); The first synchronizer (703) is used for selectively connecting the first driven wheel (701) or the second driven wheel (702); The first driving wheel (501) and the first driven wheel (701) are drivingly connected; The second driving wheel (601) and the second driven wheel (702) are drivingly connected.

6. The hybrid power mechanism according to claim 4, characterized in that: The second transmission assembly comprises a third driven wheel (801), a fourth driven wheel (802) and a second synchronizer (803) arranged on the second intermediate shaft (8); The second synchronizer (803) is used for selectively connecting the third driven wheel (801) or the fourth driven wheel (802); The first driving wheel (501) and the third driven wheel (801) are drivingly connected; The second driving wheel (601) and the fourth driven wheel (802) are drivingly connected.

7. The hybrid power mechanism according to claim 2, characterized in that: The first intermediate shaft (7) is provided with a fifth driving wheel (704); The second intermediate shaft (8) is provided with a seventh driving wheel (804); The output shaft (9) is provided with a seventh driven wheel (9016); The fifth driving wheel (704) and the seventh driving wheel (804) are drivingly connected with the seventh driven wheel (9016) respectively.

8. The hybrid power mechanism according to any one of claims 1-7, characterized in that: The control mechanism comprises a first clutch (11), a second clutch (12), a third clutch (13) and a third input shaft (10); The first clutch (11) is arranged between the first end of the third input shaft (10) and the first input shaft (5), the second clutch (12) is arranged between the first end and the second input shaft (6), and the third clutch (13) is arranged between the second end of the third input shaft (10) and the power output end of the engine (1).

9. The hybrid power mechanism according to claim 8, characterized in that: The third input shaft (10) is a motor shaft of the first motor (2).

10. A vehicle characterized by: The vehicle is provided with the hybrid power mechanism according to any one of claims 1-9.

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