Hybrid system, control method and vehicle

Abstract

The present invention discloses a hybrid system and a control method thereof and a vehicle, and relates to the technical field of hybrid vehicle, wherein the hybrid system comprises a power output shaft, a power module, a clutch module and a control module, the power module comprises an engine, a first drive motor and a second drive motor, the engine has an engine output shaft, the first drive motor has a first motor shaft, the second drive motor has a second motor shaft, the first motor shaft and the engine output shaft are connected by a first transmission assembly, the engine output shaft and the power output shaft are connected by a first transmission reduction mechanism, the second motor shaft and the power output shaft are connected by a second transmission reduction mechanism, the clutch module is arranged between the power module and the power output shaft, and is used to selectively control the connection and disconnection of the engine output shaft and / or the first motor shaft and the first transmission reduction mechanism, and the control module is electrically connected to the power module and the clutch module.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid vehicles, and in particular to a hybrid system and a control method thereof and a vehicle. Background Art

[0002] A hybrid electric vehicle is a vehicle that uses multiple energy sources, usually a conventional engine (ICE) that uses liquid fuel and a motor that uses electrical energy to drive the vehicle, allowing the hybrid vehicle to operate in multiple driving modes. However, due to limited battery capacity, the vehicle is mainly powered by engine combustion. However, the overall structure of existing hybrid systems is complex, the layout is difficult, and the fuel consumption is high. Summary of the invention

[0003] The main purpose of the present invention is to propose a hybrid system and a control method thereof and a vehicle, aiming to solve the problem of how to design a hybrid system with compact layout and low energy consumption.

[0004] To achieve the above object, the hybrid system proposed in the present invention includes:

[0005] Power output shaft;

[0006] A power module, comprising an engine, a first drive motor and a second drive motor, wherein the engine has an engine output shaft, the first drive motor has a first motor shaft, the second drive motor has a second motor shaft, the first motor shaft is transmission-connected to the engine output shaft via a first transmission assembly, the engine output shaft is transmission-connected to the power output shaft via a first transmission reduction mechanism, and the second motor shaft is transmission-connected to the power output shaft via a second transmission reduction mechanism;

[0007] A clutch module, disposed between the power module and the power output shaft, for selectively controlling the connection and disconnection between the engine output shaft and / or the first motor shaft and the first transmission reduction mechanism;

[0008] The control module is electrically connected to the power module and the clutch module.

[0009] In one embodiment, the first transmission reduction mechanism comprises:

[0010] A first transmission shaft is sleeved on the engine output shaft; and

[0011] The first transmission reduction structure is arranged between the first transmission shaft and the power output shaft, and is used for transmission connection between the first transmission shaft and the power output shaft.

[0012] In one embodiment, the clutch module includes a first clutch module disposed between the engine output shaft and the first transmission shaft, for selectively controlling the engagement and disengagement of the engine output shaft and the first transmission shaft.

[0013] In one embodiment, the clutch module is also a second clutch module disposed between the engine and the engine output shaft, for selectively controlling the connection and disconnection of the engine and the engine output shaft.

[0014] In one embodiment, the clutch module comprises:

[0015] A first clutch module is disposed between the engine output shaft and the first motor shaft, and is used to selectively control the engagement and disengagement of the engine output shaft and the first motor shaft; and

[0016] The second clutch module is disposed between the first motor shaft and the first transmission shaft, and is used to selectively control the engagement and disengagement of the first motor shaft and the first transmission shaft.

[0017] In one embodiment, the first transmission reduction structure further includes:

[0018] A second transmission shaft extends along the axial direction of the engine output shaft and is spaced apart from the engine output shaft in the radial direction thereof;

[0019] A first transmission gear set is disposed between the first transmission shaft and the second transmission shaft; and

[0020] The second transmission gear set is arranged between the second transmission shaft and the power output shaft.

[0021] In one embodiment, the first transmission reduction mechanism further includes a third transmission gear set disposed between the engine output shaft and the second transmission shaft, and the third transmission gear set has a different transmission ratio from the first transmission gear set;

[0022] The clutch module further includes a third clutch module disposed on the first transmission shaft, for selectively controlling the engagement and disengagement of the first transmission gear set or the third transmission gear set with the second transmission shaft.

[0023] In one embodiment, the hybrid system further comprises a differential structure drivingly connected to the first transmission reduction mechanism or the power output shaft, for selectively controlling the connection and disconnection of the first transmission reduction mechanism or the power output shaft and the output shaft of the differential structure;

[0024] The clutch module includes the differential structure.

[0025] In one embodiment, the differential structure is drivingly connected to the power output shaft, and the output shaft of the differential structure is arranged orthogonally to the engine output shaft; and / or,

[0026] The differential structure is drivingly connected to the first transmission reduction mechanism, and the output shaft of the differential structure is arranged in parallel with the output shaft of the engine;

[0027] Wherein, the power output shaft includes the output shaft of the differential.

[0028] In one embodiment, two differential structures are provided, and the two differential structures include an inter-wheel differential and an inter-axle differential. The inter-axle differential is drivingly connected to the first transmission reduction mechanism or the power output shaft, and the inter-wheel differential is drivingly connected to the inter-axle differential.

[0029] In one embodiment, the hybrid system further includes a first transmission assembly, the first transmission assembly includes a first transmission gear, a second transmission gear and a third transmission gear, the first transmission gear is arranged on the engine output shaft, the second transmission gear is arranged on the first motor shaft, and the third transmission gear is meshed with the first transmission gear and the second transmission gear; and / or,

[0030] The second transmission reduction mechanism includes two fourth transmission gears meshing with each other, one of the two fourth transmission gears is arranged on the power output shaft, and the other is arranged on the second motor shaft.

[0031] The present invention also provides a vehicle, comprising the above-mentioned hybrid system.

[0032] The present invention further provides a control method for a hybrid system. Based on the above hybrid system, the control method for the hybrid system comprises the following steps:

[0033] Get the type of power output mode;

[0034] According to the type of the power output mode, the power module and the clutch module are controlled to operate.

[0035] In the technical solution of the present invention, the power output shaft is provided to drive the vehicle, the first transmission reduction mechanism is provided to connect the engine output shaft and / or the first drive motor with the power output shaft so that the torque of the engine and / or the first drive motor can be transmitted to the power output shaft, the second transmission reduction mechanism is provided to directly connect the second motor shaft with the power output shaft so that the torque of the second drive motor can be transmitted to the power output shaft, and the clutch module is provided to control the on-off of the engine output shaft and / or the first motor shaft with the power output shaft so as to control the engine output shaft and / or The first motor shaft is connected to the power output shaft. In this way, the control module is set to control the action of the power module and the clutch module, so that the engine, the first drive motor and the second drive motor can drive the vehicle. When the vehicle is traveling at high speed, the engine output shaft can be connected to the power output shaft, so that the engine can directly drive the vehicle. When the vehicle is traveling at a low speed, the first motor shaft and / or the second motor shaft can be connected to the power output shaft, so that the first drive motor and / or the second drive motor can drive the vehicle, so that the engine can operate in the high-efficiency range for a long time, which is beneficial to reducing the fuel consumption of the whole vehicle and has a simple structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0037] Figure 1 A schematic structural diagram of an embodiment of a hybrid system provided by the present invention;

[0038] Figure 2 A schematic structural diagram of another embodiment of a hybrid system provided by the present invention;

[0039] Figure 3 A structural schematic diagram of another embodiment of a hybrid system provided by the present invention;

[0040] Figure 4 A structural schematic diagram of another embodiment of a hybrid system provided by the present invention;

[0041] Figure 5 A structural schematic diagram of another embodiment of a hybrid system provided by the present invention;

[0042] Figure 6 for Figure 1A schematic structural diagram of an embodiment of a differential structure of a hybrid system;

[0043] Figure 7 for Figure 6 A structural schematic diagram of the first clutch structure in the embodiment of the present invention when the first clutch structure is in the first position;

[0044] Figure 8 for Figure 6 A structural schematic diagram when the second clutch structure is in the first position;

[0045] Fig. 9 for Figure 6 A structural schematic diagram when the first clutch structure is in the second position;

[0046] Fig.10 for Figure 6 A structural schematic diagram of the second clutch structure in the embodiment of the present invention when the second clutch structure is in the second position;

[0047] Fig.11 for Figure 6 A structural schematic diagram when the first clutch structure is in the third position;

[0048] Fig.12 for Figure 6 A structural schematic diagram when the second clutch structure is in the third position;

[0049] Fig.13 Figure 1 A schematic structural diagram of another embodiment of a differential structure of a hybrid system;

[0050] Fig.14 A schematic diagram of the structure of a control module of a hardware operating environment involved in an embodiment of the present invention;

[0051] Fig.15 A schematic flow chart of a first embodiment of a method for controlling a power system provided by the present invention.

[0052] Description of Figure Numbers:

[0053] 100. Hybrid system; 1. Power output shaft; 2. Power module; 21. Engine output shaft; 22. First motor shaft; 23. Second motor shaft; 3. Clutch module; 31. First clutch module; 32. Second clutch module; 33. Third clutch module; 4. First transmission reduction mechanism; 41. First transmission shaft; 42. First transmission reduction structure; 421. Second transmission shaft; 422. First transmission gear set; 423. Second transmission gear set; 424. Third transmission gear set; 5. First transmission assembly; 6. Second transmission reduction mechanism; 7. Differential structure; 71. Differential body; 711. Housing; 712. Differential input gear; 713. Gear assembly; 7131. Planetary shaft; 7132, planetary gear; 7133, first half-shaft gear; 7134, second half-shaft gear; 72, first clutch structure; 721, first engaging portion; 7211, second extension portion; 722, first clutch portion; 7221, first extension portion; 7222, first armature; 723, first driving member; 7231, first electromagnetic coil; 724, first return spring; 73, second clutch structure; 731, second engaging portion; 7311, fourth extension portion; 732, second clutch portion; 7321, third extension portion; 7322, second armature; 733, second driving member; 7331, second electromagnetic coil; 734, second return spring; 74, compound clutch portion.

[0054] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0055] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0056] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0057] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of the features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or solutions that satisfy both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0058] A hybrid electric vehicle is a vehicle that uses multiple energy sources, usually a conventional engine (ICE) that uses liquid fuel and a motor that uses electrical energy to drive the vehicle, allowing the hybrid vehicle to operate in multiple driving modes. However, due to limited battery capacity, the vehicle is mainly powered by engine combustion. However, the overall structure of existing hybrid systems is complex, the layout is difficult, and the fuel consumption is high.

[0059] Based on this, the present invention proposes a hybrid system. The purpose is to solve the problem of how to design a hybrid system with compact layout and low energy consumption. Figures 1 to 5 14 is a schematic diagram of the structure of a control module of a hardware operating environment involved in an embodiment of the invention; Fig.15 A schematic flow chart of a control method for a hybrid system provided by the present invention.

[0060] See also Figures 1 to 5 In one embodiment of the present invention, the hybrid system 100 includes a power output shaft 1, a power module 2, a clutch module 3 and a control module. The power module 2 includes an engine, a first drive motor and a second drive motor. The engine has an engine output shaft 21, the first drive motor has a first motor shaft 22, and the second drive motor has a second motor shaft 23. The first motor shaft 22 is connected to the engine output shaft 21 through a first transmission assembly 5. The engine output shaft 21 is connected to the power output shaft 1 through a first transmission reduction mechanism 4. The second motor shaft 23 is connected to the power output shaft 1 through a second transmission reduction mechanism. The clutch module 3 is arranged between the power module 2 and the power output shaft 1 to selectively control the connection and disconnection of the engine output shaft 21 and / or the first motor shaft 22 and the first transmission reduction mechanism 4. The control module is electrically connected to the power module 2 and the clutch module 3.

[0061] In the technical solution of the present invention, the power output shaft 1 is provided to drive the vehicle, the first transmission reduction mechanism 4 is provided to connect the engine output shaft 21 and / or the first drive motor to the power output shaft 1, so that the torque of the engine and / or the first drive motor can be transmitted to the power output shaft 1, the second transmission reduction mechanism is provided to directly connect the second motor shaft 23 to the power output shaft 1, so that the torque of the second drive motor can be transmitted to the power output shaft 1, and the clutch module 3 is provided to control the on-off of the engine output shaft 21 and / or the first motor shaft 22 and the power output shaft 1, so as to control the engine output shaft 21 and / or the connection between the first motor shaft 22 and the power output shaft 1. In this way, the control module is set to control the action of the power module 2 and the clutch module 3, so that the engine, the first drive motor and the second drive motor can drive the vehicle, so that when the vehicle is traveling at high speed, the engine output shaft 21 can be connected to the power output shaft 1, so that the engine can directly drive the vehicle; when the vehicle is traveling at a low speed, the first motor shaft 22 and / or the second motor shaft 23 can be connected to the power output shaft 1, so that the first drive motor and / or the second drive motor can drive the vehicle, so that the engine can operate in the high-efficiency range for a long time, which is beneficial to reducing the fuel consumption of the whole vehicle and has a simple structure.

[0062] In one embodiment of the present invention, the first transmission reduction mechanism 4 includes a first transmission shaft 41 and a first transmission reduction structure 42, the first transmission shaft 41 is sleeved on the engine output shaft 21, and the first transmission reduction structure 42 is arranged between the first transmission shaft 41 and the power output shaft 1, for transmission connection between the first transmission shaft 41 and the power output shaft 1, so that the first transmission shaft 41 is arranged to be connected with the engine output shaft 21 and / or the first motor shaft 22, and the first transmission reduction structure 42 is arranged to connect the first transmission shaft 41 with the power output shaft 1, so that the torque of the engine output shaft 21 and / or the first motor shaft 22 can be transmitted to the power output shaft 1, so that the engine and / or the first drive motor can drive the vehicle.

[0063] In order to control the on-off of the engine output shaft 21 and the power output shaft 1, in one embodiment of the present invention, refer to Figure 1The clutch module 3 includes a first clutch module 31 disposed between the engine output shaft 21 and the first transmission shaft 41, which is used to selectively control the engagement and disengagement of the engine output shaft 21 and the first transmission shaft 41. When the first clutch module 31 is closed, the engine output shaft 21 is combined with the first transmission shaft 41 to connect the engine output shaft 21 with the first transmission shaft 41. When the first clutch module 31 is disconnected, the engine output shaft 21 is separated from the first transmission shaft 41 to disconnect the engine output shaft 21 from the first transmission shaft 41. In this way, the engine output shaft 21 is controlled to engage and disengage with the first transmission shaft 41 through the activity of the first clutch module 31, thereby controlling the on and off of the engine output shaft 21 and the power output shaft 1. It can be understood that the first clutch module 31 can be a clutch, a synchronizer, etc., and the present invention is not limited to this.

[0064] For further information, see Figure 2 The clutch module 3 is also provided with a second clutch module 32 between the engine and the engine output shaft 21, so as to selectively control the connection and disconnection of the engine and the engine output shaft 21. When the second clutch module 32 is closed, the engine output shaft 21 is connected to the engine so that the engine is connected to the engine output shaft 21. When the second clutch module 32 is disconnected, the engine is disconnected from the engine output shaft 21. In this way, the connection and disconnection of the engine and the engine output shaft 21 can be controlled through the activity of the second clutch module 32, so that the engine can be coupled or decoupled with the first drive motor.

[0065] In order to control the on-off of the engine output shaft 21 and the power output shaft 1, in another embodiment of the present invention, refer to Figure 4The clutch module 3 includes a first clutch module 31 and a second clutch module 32. The first clutch module 31 is arranged between the engine output shaft 21 and the first motor shaft 22, and is used to selectively control the engagement and disengagement of the engine output shaft 21 and the first motor shaft 22. The second clutch module 32 is arranged between the first motor shaft 22 and the first transmission shaft 41, and is used to selectively control the engagement and disengagement of the first motor shaft 22 and the first transmission shaft 41. When the first clutch module 31 moves to the left, the engine output shaft 21 is combined with the first motor shaft 22 to connect the engine output shaft 21 with the first motor shaft 22. When the first clutch module 31 moves to the right, the engine output shaft 21 is connected to the first motor shaft 22. A motor shaft 22 is separated to disconnect the engine output shaft 21 from the first motor shaft 22. When the second clutch module 32 moves to the left, the first motor shaft 22 is combined with the first transmission shaft 41 to connect the first motor shaft 22 to the first transmission shaft 41. When the second clutch moves to the right, the first motor shaft 22 is separated from the first transmission shaft 41 to disconnect the first motor shaft 22 from the first transmission shaft 41. In this way, through the activities of the first clutch module 31 and the second clutch module 32, the engagement and disengagement of the engine output shaft 21 and / or the first motor shaft 22 and the first transmission shaft 41 are controlled, thereby controlling the connection and disconnection of the engine output shaft 21 and / or the first motor shaft 22 and the power output shaft 1.

[0066] In order to transmit the torque of the first transmission shaft 41 to the power output shaft 1, in one embodiment of the present invention, refer to Figures 1 to 3The first transmission reduction structure 42 also includes a second transmission shaft 421, a first transmission gear set 422 and a second transmission gear set 423. The second transmission shaft 421 extends along the axial direction of the engine output shaft 21 and is spaced apart from the engine output shaft 21 in its radial direction. The first transmission gear set 422 is arranged between the first transmission shaft 41 and the second transmission shaft 421, and the second transmission gear set 423 is arranged between the second transmission shaft 421 and the power output shaft 1. In this way, by setting the first transmission shaft 41, the first transmission gear set 422 and the second transmission gear set 423 are set. By setting the first transmission gear set 422, the first transmission shaft 41 is connected with the second transmission shaft 421 so that the torque of the first transmission shaft 41 can be transmitted to the second transmission shaft 421. And by setting the second transmission gear set 423, the second transmission shaft 421 is connected with the power output shaft 1 so that the torque of the second transmission shaft 421 can be transmitted to the power output shaft 1. Furthermore, the transmission ratio of the first transmission gear set 422 and the transmission ratio of the second transmission gear set 423 may be the same or different, and the present invention does not limit this. Specifically, in the present embodiment, the transmission ratios of the first transmission gear set 422 and the second transmission gear set 423 are different. Thus, different transmission ratios are adopted so that the total transmission ratio of the first transmission gear set 422 and the second transmission gear set 423 meets the driving requirements of the vehicle.

[0067] Further, the first transmission reduction mechanism 4 also includes a third transmission gear set 424 arranged between the engine output shaft 21 and the second transmission shaft 421, and the transmission ratio of the third transmission gear set 424 is different from that of the first transmission gear set 422. The clutch module 3 also includes a third clutch module 33 arranged on the first transmission shaft 41, which is used to selectively control the engagement and disengagement of the first transmission gear set 422 or the third transmission gear set 424 with the second transmission shaft 421. When the third clutch structure moves to the left side, the third clutch structure is coupled to the first transmission gear set 422, so that the first transmission shaft 41 is connected to the second transmission shaft 421 through the first transmission gear set 422. When the third clutch structure moves to the middle, the third clutch structure is separated from the first transmission gear set 422 and the third transmission gear set 424, so that the first transmission shaft 4 1 is disconnected from the second transmission shaft 421. When the third clutch structure moves to the right, the third clutch structure is coupled with the third transmission gear set 424, so that the first transmission shaft 41 is connected to the second transmission shaft 421 through the third transmission gear set 424. In this way, by setting the activity of the third clutch structure, the first transmission shaft 41 can be connected to the second transmission shaft 421 through the first transmission gear set 422 or the third transmission gear set 424, and the transmission ratio of the first transmission gear set 422 is different from that of the third transmission gear set 424, so that the hybrid system 100 can form two output gears, so that the engine can be directly driven at both low gear and high gear, which is beneficial to expand the output range of the engine, help to improve the power output of the hybrid system 100, and make the hybrid system 100 suitable for off-road vehicles.

[0068] There are many ways to set the first motor shaft 22 and / or the second motor shaft 23 and the engine output shaft 21, which can be parallel or vertical, etc. The present invention is not limited to this. Specifically, in this embodiment, the first motor shaft 22 and / or the second motor shaft 23 are arranged in parallel with the engine output shaft 21, so that the first motor shaft 22, the second motor shaft 23 and the engine output shaft 21 are arranged in parallel, so as to reduce the axial dimension of the hybrid system 100 along the engine output shaft 21, so that the layout of the hybrid system 100 is more compact, so that the hybrid system 100 can be adapted to different vehicle models.

[0069] In order to connect the engine output shaft 21 with the first motor shaft 22, in the present embodiment, the hybrid system 100 further includes a first transmission assembly 5, the first transmission assembly 5 including a first transmission gear, a second transmission gear and a third transmission gear, the first transmission gear being arranged on the engine output shaft 21, the second transmission gear being arranged on the first motor shaft 22, the third transmission gear being meshed with the first transmission gear and the second transmission gear. In this way, by providing a plurality of transmission gears, the engine output shaft 21 can be connected with the first motor shaft 22, and the distance between the engine output shaft 21 and the first motor shaft 22 can be expanded to avoid interference.

[0070] In order to connect the second motor shaft 23 with the power output shaft 1, in the present embodiment, the second transmission reduction mechanism 6 includes a fourth transmission gear set, and the fourth transmission gear set includes two fourth transmission gears meshing with each other, one of the two fourth transmission gears is arranged on the power output shaft 1, and the other is arranged on the second motor shaft 23. In this way, by setting the fourth transmission gear set, the second motor shaft 23 is connected to the power output shaft 1 to reduce speed and increase torque, so that the second drive motor has sufficient power to drive the vehicle, thereby making the hybrid system 100 suitable for off-road vehicles.

[0071] In one embodiment of the present invention, the hybrid system 100 also includes a differential structure 7 that is transmission-connected to the first transmission reduction mechanism 4 or the power output shaft 1, so as to selectively control the on-off of the output shaft of the first transmission reduction mechanism 4 or the power output shaft 1 and the differential structure 7. The clutch module 3 includes the differential structure 7. Thus, by setting the differential structure 7, the on-off of the power output shaft 1 can be controlled so that the power output shaft 1 can drive the vehicle or stop driving the vehicle.

[0072] In order to make the hybrid system 100 applicable to longitudinal vehicles, in this embodiment, please refer to Figures 1 to 3 The differential structure 7 is drivingly connected to the power output shaft 1, and the output shaft of the differential structure 7 is orthogonally arranged with the engine output shaft 21, so that the hybrid system 100 can be arranged longitudinally, thereby making the hybrid system 100 adaptable to longitudinal vehicle models.

[0073] In order to make the hybrid system 100 applicable to a transverse vehicle, in this embodiment, please refer to Figure 4The differential structure 7 is drivingly connected to the first transmission reduction mechanism 4, and the output shaft of the differential structure 7 is arranged in parallel with the engine output shaft 21, wherein the power output shaft 1 includes the output shaft of the differential, so that the hybrid can be arranged transversely, thereby enabling the hybrid system 100 to be adapted to a transverse vehicle model.

[0074] There is no limit to the number of the differential structures, which may be one or two. The present invention does not impose any limitation on this. Specifically, in the present embodiment, two differential structures 7 are provided, and the two differential structures 7 include an inter-wheel differential and an inter-axle differential. The inter-axle differential is transmission-connected to the first transmission reduction mechanism 4 or the power output shaft 1, and the inter-wheel differential is transmission-connected to the inter-axle differential. In this way, by providing the inter-wheel differential and the inter-axle differential, the hybrid system 100 can drive four wheels respectively, so that the hybrid system 100 realizes four-wheel drive.

[0075] It can be understood that the inter-axle differential is arranged between the front axle and the rear axle of the vehicle so that the front axle and the rear axle can operate differentially, and the inter-wheel differential is arranged on the front axle or the rear axle of the vehicle so that the vehicle can achieve front-wheel drive or rear-wheel drive.

[0076] It should be noted that the differential structure 7 has three states, including a differential state, a disconnected state and a locked state, wherein when the differential structure 7 is in the differential state, the two output shafts of the differential structure 7 can realize differential transmission, when the differential structure 7 is in the disconnected state, the input shaft and the output shaft of the differential structure 7 are disconnected, so that the output shaft of the differential structure 7 no longer outputs torque, and when the differential structure 7 is in the locked state, the two output shafts of the differential structure 7 are locked so that the two output shafts rotate synchronously, wherein the disconnected state of the differential is mainly suitable for four-wheel drive vehicles, when the differential is disconnected, one of the front axle and the rear axle has no power output, and the other outputs power, which can reduce the system efficiency loss, and when the differential structure 7 is locked, the power of the front axle or the rear axle is evenly distributed to avoid wheel slippage, which is mainly used for special working conditions such as off-road (such as crossing ditches, crossing bumps, and crossing obstacles).

[0077] For further information, see Figure 6 and Fig.13The differential structure 7 includes a differential body 71, a first clutch structure 72 and a second clutch structure 73. The differential body 71 includes a housing 711, a differential input gear 712 and a gear assembly 713. The differential input gear 712 is sleeved outside the housing 711 to drive the housing 711 to rotate. The gear assembly 713 includes a planetary shaft 7131, a planetary gear 7132, and a first half-shaft gear 7133 and a second half-shaft gear 7134 coaxially arranged and located on both sides of the planetary shaft 7131. The second half-shaft gear 7134, the planetary gear 7132 is sleeved on the planetary shaft 7131 and meshes with the first half-shaft gear 7133 and the second half-shaft gear 7134 for transmission, the first clutch structure 72 is arranged between the shell 711 and the planetary gear 7132, and is used to connect or disconnect the shell 711 and the planetary shaft 7131, the second clutch structure 73 is arranged between the first half-shaft gear 7133 and the shell 711, and is used to connect or disconnect the first half-shaft gear 7133 and the shell 711.

[0078] In the technical solution of the present invention, by setting the first clutch structure 72, the on-off of the housing 711 and the planetary gear 7132 is realized, so that when connected, the power of the differential input gear 712 is transmitted to the planetary gear 7132 through the housing 711, so that the system can realize the differential function, and when disconnected, the power of the differential input gear 712 cannot be transmitted to the two half-axles, reducing the oil stirring loss of the power drive device, etc., and improving the fuel economy or driving range of the system; by setting the second clutch structure 73, the on-off of the first half-axle gear 7133 and the housing 711 is realized, so that when connected, the first half-axle gear 7133 and the housing 711 rotate synchronously, so that the second half-axle gear 7134 and the first half-axle gear 7133 are synchronized, so that the system can realize the function of differential locking, improve the off-road escape capability of the vehicle, and improve the driving performance of the whole vehicle.

[0079] In order to improve the compactness of the system structure, further, the first clutch structure 72 and the second clutch structure 73 are both arranged on the side of the planetary shaft 7131 away from the second side gear 7134. In this design, the first clutch structure 72 and the second clutch structure 73 are integrated on one side of the system, and the spatial arrangement is more reasonable, which is convenient for the subsequent layout of the circuit. Correspondingly, the reducer assembly can be arranged on the other side of the planetary shaft 7131, thereby improving the overall balance of the system and making full use of the space in the system.

[0080] In order to further improve the compactness of the system structure, the planetary shaft 7131 is clearance-matched with the housing 711. Such a design can not only ensure that the housing 711 and the planetary shaft 7131 do not interfere with each other, but also shorten the distance between the components in the system as much as possible, and reduce the overall radial size of the system.

[0081] For details, please refer to Figure 6 and Fig.12 In one embodiment of the present invention, the first clutch structure 72 includes a first engaging portion 721 and a first clutch portion 722, the first engaging portion 721 is fixedly mounted on the planetary shaft 7131, the first clutch portion 722 is movably mounted on the housing 711 along the axis direction of the first side gear 7133, and the first clutch portion 722 has a connection state in which the first engaging portion 721 is connected to the first clutch portion 722, and a disconnection state in which the first engaging portion 721 is separated from the first clutch portion 722 in its movable stroke; the second clutch structure 73 includes a second engaging portion 731 and a second clutch portion 732, the second engaging portion 731 is fixedly mounted on the first side gear 7133, the second clutch portion 732 is movably mounted on the housing 711 along the axis direction of the first side gear 7133, and the second clutch portion 732 has a locking state in which the second engaging portion 731 is connected to the second clutch portion 732, and an unlocking state in which the second engaging portion 731 is separated from the second clutch portion 732 in its movable stroke. With such a design, the differential can be switched on and off by moving the first clutch part 722, and the differential can be locked and unlocked by moving the second clutch part 732, which has a simple structure and is easy to control. It can be understood that a cavity for the first clutch part 722 and the second clutch part 732 to move is provided in the housing 711, and during the movement, the first clutch part 722 and the second clutch part 732 are still connected to the housing 711. Specifically, in one embodiment, a slider is provided on the first clutch part 722 and the second clutch part 732, and a slide groove cooperating with the slider is correspondingly provided on the inner wall of the cavity. In another embodiment, the first clutch part 722 and the second clutch part 732 are weakly magnetically connected to the cavity.

[0082] It should be noted that the present invention does not limit the specific implementation form of the first clutch part 722 and the second clutch part 732. In an embodiment of the present invention, please refer to Figures 5 to 10, the first clutch part 722 and the second clutch part 732 are integrally arranged to form a composite clutch part 74, and the composite clutch part 74 has a first position in its movable stroke where the first clutch part 722 is in a disconnected state and the second clutch part 732 is in an unlocked state, a second position where the first clutch part 722 is in a connected state and the second clutch part 732 is in an unlocked state, and a third position where the first clutch part 722 is in a connected state and the second clutch part 732 is in a locked state. With such an arrangement, the functions of disconnection, connection and locking of the differential can be realized through the movable composite clutch part 74, corresponding to the composite clutch part 74 being in the first position, the second position and the third position, the structure is simple, and only one driving structure needs to be arranged later, which saves space inside the housing 711 and is more reasonable in design.

[0083] Further, the first clutch portion 722 has a first extension portion 7221 extending along the axis direction of the first side gear 7133, the first combination portion has a second extension portion 7211 extending along the axis direction of the first side gear 7133, and the first extension portion 7221 and the second extension portion 7211 are arranged in a staggered manner; the second clutch portion 732 has a third extension portion 7321 extending along the axis direction of the first side gear 7133, the second combination portion has a fourth extension portion 7311 extending along the axis direction of the first side gear 7133, and the third extension portion 7321 and the fourth extension portion 7311 are arranged in a staggered manner. In this way, the distance between the first extension portion 7221 and the second extension portion 7211 is greater than the distance between the third extension portion 7321 and the fourth extension portion 7311.

[0084] It should be noted that the present invention does not limit the specific implementation form of the combination of the first clutch part 722 and the first engaging part 721. For example, in a preferred embodiment of the present invention, the first clutch part 722 is provided with a plurality of protrusions arranged at intervals, and the first engaging part 721 is correspondingly provided with grooves that cooperate with the protrusions. Such a design has a simple structure and a tight fit. In another embodiment, the first clutch part 722 and the first engaging part 721 are configured as magnetic materials that attract each other so that the two can fit tightly when in contact. It can be understood that this solution does not limit the specific form of the combination of the second clutch part 732 and the second engaging part 731. The specific implementation form can be the same as the combination form of the first clutch part 722 and the first engaging part 721, or it can be different, and no further elaboration is given here.

[0085] In another embodiment of the present invention, please refer to Fig.13The first clutch part 722 and the second clutch part 732 are relatively movable. With such arrangement, the first clutch part 722 and the second clutch part 732 can be controlled independently, and each has only two gears, namely, the gears connected or disconnected with the first engaging part 721 or the second engaging part 731, respectively, which is convenient for subsequent programmed control, and there is no need to design an identification device for the intermediate position, and the structure is relatively simple and easy to implement.

[0086] Furthermore, the first clutch structure 72 further includes a first driving member 723, which is disposed in the housing 711 and is used to drive the first clutch part 722 to move; the second clutch structure 73 further includes a second driving member 733, which is disposed in the housing 711 and is used to drive the second clutch part 732 to move. With such a design, the first clutch part 722 and the second clutch part 732 are driven to move by the first driving member 723 and the second driving member 733, thereby improving the automation of the system and facilitating the subsequent setting of a control system to realize intelligent control of the differential system.

[0087] It should be noted that this solution does not limit the specific implementation form and specific installation position of the driving member. For example:

[0088] In a preferred embodiment, the first clutch part 722 is further provided with a first armature 7222; the first driving member 723 includes a first electromagnetic coil 7231, which is arranged on the side of the first clutch part 722 away from the second side gear 7134, and is used to repel the first armature 7222 when power is turned on; the first clutch structure 72 also includes a first return spring 724, which is arranged between the first armature 7222 and the first electromagnetic coil 7231, and is used to apply a direction elastic force to the first clutch part 722 close to the first engagement part 721. With such a design, the first clutch part 722 and the first engagement part 721 can be in a connected state for a long time, so that the differential structure 7 can maintain the differential connected state in a natural state, reducing the loss of the system, and when the first electromagnetic coil 7231 is powered off, the first return spring 724 can immediately return the first clutch part 722 to the disconnected position, and the structure is simple and the degree of automation is high.

[0089] In another preferred embodiment, the second clutch part 732 is further provided with a second armature 7322; the second driving member 733 further includes a second electromagnetic coil 7331, which is arranged on the side of the second clutch part 732 away from the second half-shaft gear 7134, and is used to attract the second armature 7322 when power is turned on; the second clutch structure 73 further includes a second return spring 734, which is arranged between the second armature 7322 and the second electromagnetic coil 7331, and is used to apply an elastic force to the second clutch part 732 in a direction away from the second engagement part 731. With such a design, the second clutch part 732 and the second engagement part 731 can be in a disconnected state for a long time, so that the differential structure 7 maintains a differential function in a natural state, reducing the loss of the system, and when the second electromagnetic coil 7331 is powered off, the second return spring 734 can immediately return the second clutch part 732 to the unlocked position, which has a simple structure and a high degree of automation.

[0090] In order to realize the synchronous rotation of the first clutch part 722, the second clutch part 732 and the housing 711, specifically, the first clutch part 722 and the second clutch part 732 are both key-connected to the housing 711. Such a design ensures the stability of the connection while being simple in structure and easy to disassemble. It is understandable that the length of the keyway on the housing 711 is greater than the length of the key, so as to ensure that the first clutch part 722 and the second clutch part 732 can slide relative to the housing 711.

[0091] The following will describe in detail the working process of the differential structure 7 in this embodiment when facing different working conditions. The vehicle in this embodiment is a four-wheel drive vehicle. During normal driving of the vehicle, the first electromagnetic coil 7231 and the second electromagnetic coil 7331 are powered off, the first clutch part 722 is connected to the first joint part 721, the second joint part 731 is disconnected from the second clutch part 732, and the planetary shaft 7131 can rotate driven by the housing 711, thereby realizing a normal differential function; when the vehicle is trapped in a muddy section, the first electromagnetic coil 7231 is powered off, the second electromagnetic coil 7331 is powered on, the first clutch part 722 is connected to the first joint part 721, the second joint part 731 is connected to the second clutch part 732, The first half-shaft gear 7133 rotates synchronously with the housing 711, thereby realizing the locking function of the differential, increasing the power of the tire on the road side, and improving the vehicle's off-road escape ability; when driving on a good road, the first electromagnetic coil 7231 is energized, the second electromagnetic coil 7331 is de-energized, the first clutch part 722 is disconnected from the first engagement part 721, and the second engagement part 731 is disconnected from the first half-shaft gear 7133, so that the power of the differential output gear cannot be transmitted to the planetary shaft 7131, thereby disconnecting the power of a drive shaft in the vehicle, reducing the oil stirring loss of the power drive device, and improving the system fuel economy or driving range.

[0092] See also Figures 1 to 4 The hybrid system 100 provided by the present invention can generate a variety of combined working modes, including pure electric drive mode, engine direct drive mode, power generation mode, series mode, parallel mode and power recovery mode. Figure 1 As an example, the working mode of the hybrid system 100 is described.

[0093] When the hybrid system 100 is in the first working mode, the engine and the first drive motor are stopped, the second drive motor is driven, the first clutch module 31 is disconnected, the engine output shaft 21 is separated from the first transmission shaft 41, so that the engine output shaft 21 is disconnected from the first transmission shaft 41, the differential structure 7 is in a differential state, the third clutch module 33 moves to the middle, and the third clutch module 33 is separated from the first transmission gear set 422 and the third transmission gear set 424, so that the first transmission shaft 41 is disconnected from the first transmission reduction structure 42. This mode is the first implementation mode of the pure electric drive mode. At this time, the second drive motor drives the vehicle alone, and the transmission route of the hybrid system 100 is: the driving force of the second drive motor is transmitted to the power output shaft 1 via the second transmission reduction mechanism 6.

[0094] When the hybrid system 100 is in the second working mode, the engine is driven, the first drive motor generates electricity, the second drive motor stops, the first clutch module 31 is disconnected, the engine output shaft 21 is separated from the first transmission shaft 41, so that the engine output shaft 21 is disconnected from the first transmission shaft 41, the differential structure 7 is in a differential state, the third clutch module 33 moves to the middle, and the third clutch module 33 is separated from the first transmission gear set 422 and the third transmission gear set 424, so that the first transmission shaft 41 is disconnected from the first transmission reduction structure 42. This mode is a first implementation mode of the parking power generation mode. At this time, the engine drives the first drive motor to park and generate electricity. The transmission route of the hybrid system 100 is: the driving force of the engine is transmitted to the first motor shaft 22 via the first transmission component 5.

[0095] When the hybrid system 100 is in the third working mode, the engine drives, the first drive motor generates electricity, the second drive motor drives, the first clutch module 31 is disconnected, the engine output shaft 21 is separated from the first transmission shaft 41, so that the engine output shaft 21 is disconnected from the first transmission shaft 41, the differential structure 7 is in a differential state, the third clutch module 33 moves to the middle, and the third clutch module 33 is separated from the first transmission gear set 422 and the third transmission gear set 424, so that the first transmission shaft 41 is disconnected from the first transmission reduction structure 42. This mode is a first implementation mode of the series mode. At this time, the engine drives the first drive motor to generate electricity, and the second drive motor drives the vehicle. The transmission route of the hybrid system 100 is: the driving force of the engine is transmitted to the first motor shaft 22 via the first transmission assembly 5, and at the same time, the driving force of the second drive motor is transmitted to the power output shaft 1 via the second transmission reduction mechanism 6.

[0096] When the hybrid system 100 is in the fourth working mode, the engine is driven, the first drive motor and the second drive motor are stopped, the first clutch module 31 is closed, the engine output shaft 21 is combined with the first transmission shaft 41, so that the engine output shaft 21 is connected to the first transmission shaft 41, the differential structure 7 is in a differential state, the third clutch module 33 moves to the right, and the third clutch module 33 is combined with the third transmission gear set 424, so that the first transmission shaft 41 is connected to the first transmission reduction structure 42. This mode is a first implementation mode of the engine direct drive mode. At this time, the engine drives the vehicle in a low gear. The transmission route of the hybrid system 100 is: the driving force of the engine is sequentially transmitted to the power output shaft 1 through the first clutch module 31, the first transmission shaft 41, the third clutch module 33, the third transmission gear set 424 and the first transmission reduction structure 42.

[0097] When the hybrid system 100 is in the fifth working mode, the engine is driven, the first drive motor and the second drive motor are stopped, the first clutch module 31 is closed, the engine output shaft 21 is combined with the first transmission shaft 41, so that the engine output shaft 21 is connected to the first transmission shaft 41, the differential structure 7 is in a differential state, the third clutch module 33 moves to the left, and the third clutch module 33 is combined with the first transmission gear set 422, so that the first transmission shaft 41 is connected to the first transmission reduction structure 42. This mode is a second implementation of the engine direct drive mode. At this time, the engine drives the vehicle in a high gear. The transmission route of the hybrid system 100 is: the driving force of the engine is sequentially transmitted to the power output shaft 1 through the first clutch module 31, the first transmission shaft 41, the third clutch module 33, the first transmission gear set 422 and the first transmission reduction structure 42.

[0098] When the hybrid system 100 is in the sixth working mode, the engine is driven, the first drive motor is stopped, the second drive motor is driven, the first clutch module 31 is closed, the engine output shaft 21 is combined with the first transmission shaft 41, so that the engine output shaft 21 is connected to the first transmission shaft 41, the differential structure 7 is in a differential state, the third clutch module 33 moves to the right, and the third clutch module 33 is combined with the third transmission gear set 424, so that the first transmission shaft 41 is connected to the first transmission reduction structure 42. This mode is the first implementation mode of the parallel mode. At this time, the engine and the second drive motor drive the vehicle at the same time. The transmission route of the hybrid system 100 is: the driving force of the engine is sequentially transmitted to the power output shaft 1 through the first clutch module 31, the first transmission shaft 41, the third clutch module 33, the third transmission gear set 424 and the first transmission reduction structure 42, and at the same time, the driving force of the second drive motor is transmitted to the power output shaft 1 through the second transmission reduction mechanism 6.

[0099] When the hybrid system 100 is in the seventh working mode, the engine is driven, the first drive motor is stopped, the second drive motor is driven, the first clutch module 31 is closed, the engine output shaft 21 is combined with the first transmission shaft 41, so that the engine output shaft 21 is connected to the first transmission shaft 41, the differential structure 7 is in a differential state, the third clutch module 33 moves to the left, and the third clutch module 33 is combined with the first transmission gear set 422, so that the first transmission shaft 41 is connected to the first transmission reduction structure 42. This mode is a second implementation of the parallel mode. At this time, the engine and the second drive motor drive the vehicle at the same time. The transmission route of the hybrid system 100 is: the driving force of the engine is sequentially transmitted to the power output shaft 1 through the first clutch module 31, the first transmission shaft 41, the third clutch module 33, the first transmission gear set 422 and the first transmission reduction structure 42, and at the same time, the driving force of the second drive motor is transmitted to the power output shaft 1 through the second transmission reduction mechanism 6.

[0100] When the hybrid system 100 is in the eighth working mode, the engine stops, the first drive motor stops, the second drive motor generates electricity, the first clutch module 31 is disconnected, the engine output shaft 21 is separated from the first transmission shaft 41, so that the engine output shaft 21 is disconnected from the first transmission shaft 41, the differential structure 7 is in a differential state, the third clutch module 33 moves to the middle, and the third clutch module 33 is separated from the first transmission gear set 422 and the third transmission gear set 424, so that the first transmission shaft 41 is disconnected from the first transmission reduction structure 42. This mode is the first implementation mode of the power recovery mode. At this time, the second drive motor recovers power, and the transmission route of the hybrid system 100 is: the power of the power output shaft 1 is transmitted to the second motor shaft 23 via the fourth transmission gear set.

[0101] The present invention further provides a vehicle, which includes the hybrid system 100. The specific structure of the hybrid system 100 refers to the above embodiments. Since the present vehicle adopts all the technical solutions of all the above embodiments, it at least has all the beneficial effects brought by the technical solutions of the above embodiments, which will not be described one by one here.

[0102] See also Fig.14 , Fig.14 It is a schematic diagram of the structure of a control module of a hardware operating environment involved in an embodiment of the present invention.

[0103] like Fig.14 As shown, the control module may include: a processor 1001, such as a CPU, a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface and a wireless interface. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as a WI-FI interface). The memory 1005 may be a high-speed RAM memory, or a stable memory (non-volatile memory), such as a disk memory. The memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0104] Those skilled in the art will understand that Fig.14 The structure shown in the figure does not constitute a limitation on the control module, and may include more or less components than those shown in the figure, or combine certain components, or arrange the components differently.

[0105] Based on the above hybrid system 100, the present invention further proposes a control method of the hybrid system 100. Fig.15 , Fig.15 FIG. 1 is a diagram showing an embodiment of a control method of a hybrid system 100 according to the present invention.

[0106] The control method of the hybrid system 100 comprises the following steps:

[0107] Step S10: obtaining the type of power output mode;

[0108] It should be noted that the power output shaft 1 has multiple modes, such as pure electric drive mode, engine direct drive mode, power generation mode, series mode, parallel mode and power recovery mode, etc., and the present invention does not limit this.

[0109] Step S20: Controlling the power module 2 and the clutch module 3 to operate according to the type of the power output mode.

[0110] In the above steps, the power module 2 and the clutch module 3 are controlled to operate so as to connect and disconnect the engine output shaft 21 and / or the first motor shaft 22 and the first transmission reduction mechanism 4, thereby enabling the hybrid system 100 to achieve multiple operating modes.

[0111] It should be noted that the type of the power output mode can be obtained by automatic vehicle identification or by driver operation. For example, the selection between the engine direct drive mode and the pure electric drive mode can be selected by the driver according to the vehicle load and driving conditions, and the selection of different gears can be performed by the driver to shift gears according to driving needs. Of course, in other embodiments, the vehicle can also make a selection based on its own driving conditions. Specifically, this application is not limited to this.

[0112] In addition, it should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or system including the element.

[0113] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0114] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product is stored in a storage medium (such as a read-only memory (ROM) / RAM, a magnetic disk, or an optical disk), and includes a number of instructions for a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) to control the wall-breaking machine to execute the methods described in each embodiment of the present invention.

[0115] The above description is only an exemplary embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the technical concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A hybrid system, characterized in that: include: Power output shaft; A power module, comprising an engine, a first drive motor and a second drive motor, wherein the engine has an engine output shaft, the first drive motor has a first motor shaft, the second drive motor has a second motor shaft, the first motor shaft is transmission-connected to the engine output shaft via a first transmission assembly, the engine output shaft is transmission-connected to the power output shaft via a first transmission reduction mechanism, and the second motor shaft is transmission-connected to the power output shaft via a second transmission reduction mechanism; A clutch module, disposed between the power module and the power output shaft, for selectively controlling the connection and disconnection between the engine output shaft and / or the first motor shaft and the first transmission reduction mechanism; A control module electrically connecting the power module and the clutch module; The hybrid system further comprises a differential structure drivingly connected to the first transmission reduction mechanism or the power output shaft, for selectively controlling the connection and disconnection of the first transmission reduction mechanism or the power output shaft and the output shaft of the differential structure; The clutch module includes the differential structure; The differential structure comprises: The differential body comprises a housing, a differential input gear and a gear assembly, wherein the differential input gear is sleeved on the outside of the housing to drive the housing to rotate, and the gear assembly comprises a planetary shaft, a planetary gear, and a first side shaft gear and a second side shaft gear coaxially arranged and located on both sides of the planetary shaft, wherein the planetary gear is sleeved on the planetary shaft and meshes with the first side shaft gear and the second side shaft gear for transmission; A first clutch structure is provided between the housing and the planetary gear, and is used to connect or disconnect the housing and the planetary shaft; and A second clutch structure, provided between the first side gear and the housing, for connecting or disconnecting the first side gear and the housing; The first clutch structure comprises: A first joint portion is fixedly mounted on the planetary shaft; and A first clutch part, movably mounted on the housing along the axis direction of the first side gear, wherein the first clutch part has a connection state in which the first engaging part is connected to the first clutch part, and a disconnection state in which the first engaging part is separated from the first clutch part; The second clutch structure comprises: A second engaging portion is fixedly mounted on the first side gear; and A second clutch part is movably mounted on the housing along the axis direction of the first side gear, and the second clutch part has a locked state in which the second engagement part is connected to the second clutch part, and an unlocked state in which the second engagement part is separated from the second clutch part; The first clutch part and the second clutch part are integrally arranged to form a composite clutch part, and the composite clutch part has a first position in its movable stroke in which the first clutch part is in a disconnected state and the second clutch part is in an unlocked state, a second position in which the first clutch part is in a connected state and the second clutch part is in an unlocked state, and a third position in which the first clutch part is in a connected state and the second clutch part is in a locked state; The first clutch portion has a first extension portion extending along the axis direction of the first side gear, the first engagement portion has a second extension portion extending along the axis direction of the first side gear, and the first extension portion and the second extension portion are arranged in a staggered manner; The second clutch portion has a third extension portion extending along the axis direction of the first side gear, and the second engagement portion has a fourth extension portion extending along the axis direction of the first side gear, and the third extension portion and the fourth extension portion are arranged in a staggered manner; A distance between the first extension portion and the second extension portion is greater than a distance between the third extension portion and the fourth extension portion.

2. The hybrid system according to claim 1, characterized in that: The first transmission reduction mechanism comprises: A first transmission shaft is sleeved on the engine output shaft; and The first transmission reduction structure is arranged between the first transmission shaft and the power output shaft, and is used for transmission connection between the first transmission shaft and the power output shaft.

3. The hybrid system according to claim 2, characterized in that: The clutch module includes a first clutch module disposed between the engine output shaft and the first transmission shaft, and is used to selectively control the engagement and disengagement of the engine output shaft and the first transmission shaft.

4. The hybrid system according to claim 3, characterized in that: The clutch module is also provided at a second clutch module of the engine and the engine output shaft, so as to selectively control the on and off of the engine and the engine output shaft.

5. The hybrid system according to claim 2, characterized in that: The clutch module comprises: A first clutch module is disposed between the engine output shaft and the first motor shaft, and is used to selectively control the engagement and disengagement of the engine output shaft and the first motor shaft; and The second clutch module is disposed between the first motor shaft and the first transmission shaft, and is used to selectively control the engagement and disengagement of the first motor shaft and the first transmission shaft.

6. The hybrid system according to claim 2, characterized in that: The first transmission reduction structure also includes: A second transmission shaft extends along the axial direction of the engine output shaft and is spaced apart from the engine output shaft in the radial direction thereof; A first transmission gear set is disposed between the first transmission shaft and the second transmission shaft; and The second transmission gear set is arranged between the second transmission shaft and the power output shaft.

7. The hybrid system according to claim 6, characterized in that: The first transmission reduction mechanism further comprises a third transmission gear set disposed between the engine output shaft and the second transmission shaft, the third transmission gear set having a different transmission ratio from the first transmission gear set; The clutch module further includes a third clutch module disposed on the first transmission shaft, for selectively controlling the engagement and disengagement of the first transmission gear set or the third transmission gear set with the second transmission shaft.

8. The hybrid system according to claim 1, characterized in that: The differential structure is drivingly connected to the power output shaft, and the output shaft of the differential structure is arranged orthogonally to the engine output shaft; and / or, The differential structure is drivingly connected to the first transmission reduction mechanism, and the output shaft of the differential structure is arranged in parallel with the output shaft of the engine; Wherein, the power output shaft includes the output shaft of the differential.

9. The hybrid system according to claim 1, characterized in that: Two differential structures are provided, and the two differential structures include an inter-wheel differential and an inter-axle differential. The inter-axle differential is drivingly connected to the first transmission reduction mechanism or the power output shaft, and the inter-wheel differential is drivingly connected to the inter-axle differential.

10. The hybrid system according to claim 1, characterized in that: The hybrid system further includes a first transmission assembly, the first transmission assembly includes a first transmission gear, a second transmission gear and a third transmission gear, the first transmission gear is arranged on the engine output shaft, the second transmission gear is arranged on the first motor shaft, and the third transmission gear is meshed with the first transmission gear and the second transmission gear; and / or, The second transmission reduction mechanism includes two fourth transmission gears meshing with each other, one of the two fourth transmission gears is arranged on the power output shaft, and the other is arranged on the second motor shaft.

11. A vehicle, characterized in that: Comprising a hybrid system as claimed in any one of claims 1 to 10.

12. A control method for a hybrid system, based on the hybrid system according to any one of claims 1 to 10, characterized in that: The control method of the hybrid system comprises the following steps: Get the type of power output mode; According to the type of the power output mode, the power module and the clutch module are controlled to operate.

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