Single-motor hybrid power system and driving method

Abstract

The invention provides a single-motor hybrid power system and a driving method, and belongs to the technical field of hybrid power.The single-motor hybrid power system comprises a battery, a hybrid power domain controller and a hybrid driving assembly, and the battery is electrically connected with the hybrid power domain controller; the hybrid drive assembly comprises an engine, a first input shaft, a second input shaft, an output shaft, a gear shifting driving gear, a planet carrier, a plurality of planet gears, a sun gear, an inner gear ring, an outer gear ring, a clutch gear shifting assembly, a motor and a drive axle, the engine is in transmission connection with the first input shaft, and the clutch gear shifting assembly is used for gear shifting between the gear shifting driving gear and the sun gear. The first input shaft and the second input shaft are coaxially arranged, the first motor is in transmission connection with the second input shaft, and the input end of the drive axle is in transmission connection with the output shaft. The technical problems that in the prior art, dual-motor series-parallel connection hybrid power and dual-motor range extending hybrid power are large in motor electric control number, high in cost, large in no-load loss, low in direct-drive working condition efficiency and the like can be solved.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid power, and in particular to a single-motor hybrid system and a driving method. Background Art

[0002] A hybrid vehicle is a vehicle that combines an internal combustion engine and an electric motor, which can work independently or cooperatively to achieve optimal fuel efficiency and performance, reducing fuel consumption and exhaust emissions.

[0003] With the development of new energy vehicle technology, product application scenarios have become more diversified, and the degree of hybridization and electrification has become increasingly higher. Dual-motor series-parallel hybrid power and dual-motor extended-range hybrid power have become the mainstream of the market due to their driving comfort and economy.

[0004] However, the existing dual-motor series-parallel hybrid and dual-motor extended-range hybrid both have technical problems such as a large number of motors and electronic controls, high cost, large no-load losses, and low efficiency under direct drive conditions. Summary of the invention

[0005] Based on this, the purpose of the present invention is to provide a single-motor hybrid system and driving method to solve the technical problems in the prior art such as the large number of motors and electronic controls, high cost, large no-load losses, and low efficiency under direct drive conditions in both dual-motor series-parallel hybrid and dual-motor extended-range hybrid.

[0006] On the one hand, the present invention provides a single-motor hybrid system, including a battery, a hybrid power domain controller, and a hybrid drive assembly, wherein the battery is electrically connected to the hybrid power domain controller, and the hybrid drive assembly includes an engine, a first input shaft, a second input shaft, an output shaft, a shift driving gear, a planetary carrier, a plurality of planetary gears, a sun gear, an inner and outer gear ring, a clutch shift assembly, a motor, and a drive axle, wherein the engine is drivingly connected to the first input shaft, the first input shaft is coaxially arranged with the second input shaft, the shift driving gear is sleeved on the second input shaft and is drivingly connected to the output shaft, and the planetary carrier is sleeved On the first input shaft, the sun gear is loosely mounted on the second input shaft, and the plurality of planetary gears are loosely mounted on the planet carrier to surround the sun gear. The inner and outer sides of the planetary gears are respectively meshed with the sun gear and the inner and outer gear rings, and the inner and outer gear rings are drivingly connected to the output shaft. The clutch shift assembly is used to switch gears between the shift driving gear and the inner and outer gear rings. The first motor is drivingly connected to the second input shaft and is electrically connected to the hybrid domain controller. The input end of the drive axle is drivingly connected to the output shaft, and the output end of the first drive axle is used to connect wheels.

[0007] In addition, the above-mentioned single-motor hybrid system according to the present invention may also have the following additional technical features:

[0008] Furthermore, a first shift driven gear is sleeved on the output shaft, and the first shift driven gear is meshed with the shift driving gear.

[0009] Furthermore, a second shift driven gear is sleeved on the output shaft, and the second shift driven gear is meshed with the inner and outer gear rings.

[0010] Furthermore, the clutch shift assembly includes a first clutch and a second clutch, the active end of the first clutch is sleeved on the second input shaft, the passive end of the first clutch is arranged on the shift active gear, the active end of the second clutch is sleeved on the second input shaft, and the passive end of the second clutch is arranged on the sun gear.

[0011] Furthermore, a first reduction driving gear is sleeved on the driving shaft of the motor, and a first reduction driven gear meshing with the first reduction driving gear is sleeved on the second input shaft.

[0012] Furthermore, a parking lock gear is provided on the output shaft, and the parking lock gear is locked by a parking lock mechanism.

[0013] Furthermore, the parking lock mechanism includes a parking motor, a parking drive shaft assembly, a positioning seat, a double gear, and a rotatable parking arm assembly. The parking drive shaft assembly includes a parking drive shaft assembly housing, a drive shaft, a cam and a drive gear. The drive shaft is rotatably arranged on the parking drive shaft assembly housing, the cam and the drive gear are both sleeved on the drive shaft, and a cam-shaped groove is provided on the drive gear. The positioning seat is used to position the drive gear. The central axis of the double gear is transmission-connected to the parking motor, and the double gear is meshed with the drive gear. The free end of the parking arm assembly is slidably arranged in the cam-shaped groove; wherein, when the drive shaft rotates, the cam moves the free end of the parking arm assembly to fit into the tooth groove of the parking lock gear.

[0014] Furthermore, the engine is drivingly connected to the first input shaft via the one-way clutch assembly.

[0015] Furthermore, the engine is arranged transversely, and the first input shaft, the second input shaft, the output shaft and a drive shaft of the engine are arranged in parallel.

[0016] On the other hand, based on the same inventive concept, the present invention further provides a driving method applied to the aforementioned single-motor hybrid system, the method comprising the following steps:

[0017] Obtain the state parameters of the vehicle, where the state parameters include one or more of the vehicle driving speed, the torque of the engine, the torque of the motor, the rotational speed of the engine, the rotational speed of the motor, the gear position of the engine, the gear position of the motor, the battery power, the required torque of the vehicle, the driving efficiency of the engine, and the driving efficiency of the motor;

[0018] According to the state parameters, control the clutch shifting assembly to perform corresponding actions, and control the engine and the motor to perform corresponding actions to control the single-motor hybrid system to enter the corresponding working mode.

[0019] The present invention has the following beneficial effects:

[0020] 1. In the formed series-parallel drive mode, through the zero-torque control of the motor, efficient direct drive of the engine can be achieved to transfer all the power to the wheel end. Compared with the existing dual-motor range-extended hybrid power, it reduces the multiple energy losses of converting mechanical energy into electrical energy by the generator and then converting electrical energy into mechanical energy by the motor, improving the system efficiency. And compared with the existing series-parallel hybrid power, the no-load loss of the dual-motor is reduced to the no-load loss of the single-motor, also improving the system efficiency.

[0021] 2. In the formed driving power split mode, the special power split structure has a non-fixed speed ratio. By adjusting the rotational speed and torque of the motor and the engine, the engine can achieve efficient driving and the motor can achieve efficient power generation in a relatively wide vehicle speed range.

[0022] 3. Through the cooperation of the parking lock gear, the parking lock mechanism, and the internal and external gear rings, when parking on a slope, it can prevent the motor from losing power suddenly due to stalling and overheating, reducing the safety risk.

[0023] 4. Through the hybrid power domain controller, the communication delay between multiple power sources can be reduced, and the problem of untimely or over-response of torque between different power sources can be solved. In addition, according to the different response requirements of the driver for power performance and economy, the hybrid power domain controller can formulate different hybrid operation strategies, covering multiple operation modes such as series-parallel drive, driving power split drive, pure electric drive, parking power generation, and energy braking recovery, improving the vehicle performance and reducing fuel consumption. Description of the Drawings

[0024] Figure 1 It is a schematic structural diagram of a single-motor hybrid system in an embodiment of the present invention;

[0025] Figure 2 It is a schematic structural diagram of a hybrid drive assembly in a single-motor hybrid system in an embodiment of the present invention;

[0026] Figure 3Schematic diagram of the parking locking mechanism in an embodiment of the present invention;

[0027] Figure 4 Power transmission path diagram of the longitudinally-mounted single-motor hybrid system in the parking power generation mode in an embodiment of the present invention;

[0028] Figure 5 Power transmission path diagram of the longitudinally-mounted single-motor hybrid system in the driving power split mode in an embodiment of the present invention;

[0029] Figure 6 Power transmission path diagram of the longitudinally-mounted single-motor hybrid system in the pure electric drive mode in an embodiment of the present invention;

[0030] Figure 7 Power transmission path diagram of the longitudinally-mounted single-motor hybrid system in the hybrid drive mode in an embodiment of the present invention;

[0031] Figure 8 Power transmission path diagram of the longitudinally-mounted single-motor hybrid system in the hybrid drive mode in an embodiment of the present invention;

[0032] Description of main component symbols:

[0033] Battery 340, three-phase AC wiring harness 310, hybrid power domain controller 320, DC bus 330;

[0034] Hybrid drive assembly 200, engine 100, one-way clutch assembly 110, first input shaft 201, second input shaft 213, output shaft 216, shift driving gear 215, planet carrier 202, planet gear 203, sun gear 205, internal and external gear ring 204, motor 211, first shift driven gear 217, second shift driven gear 219, driving end of the first clutch 208, driven end of the first clutch 209, driving end of the second clutch 207, driven end of the second clutch 206, first reduction driving gear 210, first reduction driven gear 214, parking locking gear 218, second reduction driven gear 220, differential assembly 221, parking drive shaft assembly 231, positioning seat 232, double gear 233, rotatable parking arm assembly 230;

[0035] The following specific embodiments will further illustrate the present invention in conjunction with the above drawings. Specific embodiments

[0036] To facilitate the understanding of the present invention, the present invention will be described more comprehensively below with reference to the relevant drawings. Several embodiments of the present invention are shown in the drawings. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, these embodiments are provided to make the disclosure of the present invention more thorough and comprehensive.

[0037] It should be noted that when an element is referred to as being "fixedly connected to" another element, it can be directly on the other element or there may also be an intermediate element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intermediate element at the same time. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are for illustrative purposes only.

[0038] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which the present invention belongs. The terms used in the description of the present invention herein are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more of the related listed items.

[0039] In a first aspect, please refer to Figures 1 to 7 , a single-motor 211 hybrid system provided by the present invention, including a battery 340, a hybrid power domain controller 320, and a hybrid drive assembly 200. The battery 340 is connected to the hybrid power domain controller 320 through a DC bus 330.

[0040] The hybrid drive assembly 200 includes an engine 100, a first input shaft 201, a second input shaft 213, an output shaft 216, a shift driving gear 215, a planet carrier 202, a plurality of planet gears 203, a sun gear 205, an internal and external gear ring 204, a synchronizer shift assembly, a motor 211, and a drive axle. Specifically, the engine 100 is drivingly connected to the first input shaft 201, and the first input shaft 201 and the second input shaft 213 are coaxially arranged. The shift driving gear 215 is sleeved on the second input shaft 213. At this time, the second input shaft 213 does not directly drive the shift driving gear 215, but the shift driving gear 215 can rotate around the axis of the second input shaft 213. The shift driving gear 215 is drivingly connected to the output shaft 216. The planet carrier 202 is sleeved on the first input shaft 201 to rotate coaxially with the first input shaft 201. The sun gear 205 is sleeved on the second input shaft 213. At this time, the second input shaft 213 does not directly drive the sun gear 205, but the sun gear 205 can rotate around the axis of the second input shaft 213. The plurality of planet gears 203 are all sleeved on the planet carrier 202 to surround the sun gear 205. The inner and outer sides of the planet gears 203 are respectively meshed with the sun gear 205 and the internal and external gear ring 204. The internal and external gear ring 204 is drivingly connected to the output shaft 216. In this way, when the planet gears rotate around the sun gear 205, the planet gears can also rotate on the planet carrier 202. The synchronizer shift assembly is used for shifting gears between the shift driving gear 215 and the sun gear 205. The motor 211 is drivingly connected to the second input shaft 213. The motor 211 is connected to the hybrid power domain controller 320 through a three-phase AC wire harness 310. When the motor 211 is in the driving state, electrical energy provided by the battery 340 is obtained through the DC bus 330, the hybrid power domain controller 320, and the three-phase AC wire harness 310. When the motor 211 is in the power generation state, electrical energy is supplied to the battery 340 through the DC bus 330, the hybrid power domain controller 320, and the three-phase AC wire harness 310. The input end of the drive axle is drivingly connected to the output shaft 216, and the output end of the drive axle is used for connecting to the wheels.

[0041] In some alternative embodiments, as Figure 2 shown, a first shift driven gear 217 is sleeved on the output shaft 216, and the first shift driven gear 217 is meshed with the shift driving gear 215.

[0042] In some alternative embodiments, as Figure 2 shown, a second shift driven gear 219 is sleeved on the output shaft 216, and the second shift driven gear 219 is meshed with the internal and external gear ring 204.

[0043] In some alternative embodiments, as Figure 2As shown, the synchronizer shift component includes a first clutch and a second clutch. Specifically, the driving end 208 of the first clutch is sleeved on the second input shaft 213, and the driven end 209 of the first clutch is arranged on the shift driving gear 215. When the driving end 208 of the first clutch is combined with the driven end 209 of the first clutch, the power coupling between the second input shaft 213 and the output shaft 216 is realized. The driving end 207 of the second clutch is sleeved on the second input shaft 213, and the driven end 206 of the second clutch is arranged on the sun gear 205. When the driving end 207 of the second clutch is combined with the driven end 206 of the second clutch, the power coupling between the second input shaft 213 and the output shaft 216 is also realized.

[0044] In some alternative embodiments, as Figure 2 shown, a first reduction driving gear 210 is sleeved on the driving shaft 212 of the motor 211, and a first reduction driven gear 214 meshing with the first reduction driving gear 210 is sleeved on the second input shaft 213. Through the meshing of the first reduction driving gear 210 and the first reduction driven gear 214, the power coupling between the motor 211 and the second input shaft 213 is realized.

[0045] In some alternative embodiments, as Figure 2 shown, a parking lock gear 218 is arranged on the output shaft 216, and the parking lock gear 218 is locked by a parking lock mechanism.

[0046] In some alternative embodiments, as Figure 2 shown, the drive axle includes a second reduction driven gear 220 and a differential assembly 221. The second reduction driven gear 220 is fixedly arranged on the housing of the differential assembly 221 and meshes with the second shift driven gear 219.

[0047] In some alternative embodiments, as Figure 3As shown, the parking lock mechanism includes a parking motor, a parking drive shaft assembly 231, a positioning seat 232, a double gear 233, and a rotatable parking arm assembly 230. The parking drive shaft assembly 231 includes a parking drive shaft assembly housing, a drive shaft, a cam and a drive gear. The drive shaft is rotatably arranged on the parking drive shaft assembly housing. The cam and the drive gear are both sleeved on the drive shaft. A cam groove is provided on the drive gear. The positioning seat 232 is fixed on the transmission housing for positioning the drive gear. The central axis of the double gear 233 is transmission-connected to the parking motor 211. The double gear 233 is also meshed with the drive gear. The fixed end of the parking arm assembly 230 is rotatably arranged on the transmission housing through a cylindrical pin, and the free end of the parking arm assembly 230 is slidably arranged in the cam groove. In this embodiment, when the double gear 233 is driven to rotate by the parking motor, the double gear 233 drives the driving gear to rotate, and then drives the driving shaft to rotate. The driving shaft rotation drives the cam to rotate. At this time, the free end of the parking arm assembly 230 moves along the guide direction of the cam groove until the cam drives the free end of the parking arm assembly 230 to be stuck in the tooth groove of the parking lock gear 218. The parking lock gear 218, the parking arm assembly 230 and the hybrid drive assembly 200 housing are fixed together to realize the vehicle parking lock function.

[0048] In some optional embodiments, such as Figure 1 As shown, the engine 100 is drivingly connected to the first input shaft 201 via the one-way clutch assembly 110 .

[0049] In some optional embodiments, such as Figure 1 As shown, the engine 100 is arranged transversely, that is, the driving shaft direction of the engine 100 is parallel to the front and rear axes of the vehicle.

[0050] In some optional embodiments, such as Figure 1 , Figure 2 As shown, in order to shorten the power transmission route of the driving system, the first input shaft 201, the second input shaft 213, the output shaft 216 and the driving shaft of the engine 100 are arranged in parallel.

[0051] In a second aspect, the present invention further provides a driving method applied to the aforementioned single-motor hybrid system, such as Figure 8 As shown, the method includes the following steps S100 and S200:

[0052] Step S100: obtaining the state parameters of the vehicle;

[0053] Among them, the state parameters include one or more of the vehicle driving speed, the torque of the engine 100, the torque of the motor 211, the rotational speed of the engine 100, the rotational speed of the motor 211, the gear position of the engine 100, the gear position of the motor 211, the power of the battery 340, the required torque of the vehicle, the driving efficiency of the engine 100, and the driving efficiency of the motor 211;

[0054] Step S200: According to the state parameters, control the clutch shifting assembly to perform corresponding actions, and control the engine 100 and the motor 211 to perform corresponding actions, so as to control the single-motor hybrid system to enter the corresponding working mode.

[0055] Among them, the working modes include a parking power generation mode, a driving power split mode, a pure electric driving mode, and a series-parallel driving mode. The switching of each working mode is controlled by the hybrid power domain controller 320 according to specific timings and parameters. The hybrid power domain controller 320 can adopt an integrated or split design and integrates functions such as hybrid power control, engine control, motor control, shifting control, and system cooling and lubrication control.

[0056] The working principles of the four working modes of the single-motor hybrid system in this application are introduced in detail below.

[0057] Parking power generation mode:

[0058] As Figure 4 shown, the engine 100 is in a starting state, and the power transmission path of the hybrid drive assembly 200 is as follows: engine 100 → one-way clutch assembly 110 → first input shaft 201 → planet carrier 202 → planet gear 203 → sun gear 205 → second clutch → second input shaft 213 → first reduction driven gear 214 → first reduction driving gear 210 → motor 211, and the motor 211 converts the received mechanical power into electrical energy.

[0059] In the parked state, when the hybrid power domain controller 320 receives a driver request or the battery 340 of the corresponding working mode has too low a power level, the hybrid power domain controller 320 determines to enter the parking power generation mode. First, driven by the hybrid power domain controller 320, the parking system is driven to implement the parking locking function. After parking locking, the front-wheel power split structure enters the fixed gear ratio mode because the internal and external gear rings 204 are locked. Then, the second clutch is driven to close, and the hybrid power domain controller 320 starts the engine 100. After starting the engine 100, it enters the parking power generation mode. The beneficial effects brought by this mode: Different from other designs, while generating power during parking, by adding mechanical locking to the vehicle, it prevents the vehicle from being affected by the drag torque of rotating parts and brings unexpected driving, improving system safety. At the same time, this parking function is combined with the vehicle's ramp assist, which can effectively reduce the demand for the parking slope motor to stall, preventing the safety risk brought by the sudden loss of power caused by the overheating of the parking slope motor due to stalling.

[0060] Driving power split mode:

[0061] As Figure 5 shown, the engine 100 is in the starting state, and part of the power transmission path of the hybrid drive assembly 200 is as follows: engine 100 → one-way clutch assembly 110 → first input shaft 201 → planet carrier 202 → planet gear 203 → sun gear 205 → second clutch → second input shaft 213 → first reduction driven gear 214 → first reduction driving gear 210 → motor 211. The remaining power transmission path of the hybrid drive assembly 200 is as follows: engine 100 → one-way clutch assembly 110 → first input shaft 201 → planet carrier 202 → planet gear 203 → internal and external gear rings 204 → second shift driven gear 219 → second reduction driven gear 220 → differential assembly 221 → half shaft → wheel.

[0062] The hybrid power domain controller 320 controls the parking system to disengage, and the system enters the driving power split mode. At this time, a part of the power generated by the engine 100 is transmitted to the wheel side, and the other part of the power is transmitted to the motor 211. By adjusting the operating points of the motor and the engine, the functions of efficient direct drive or rapid battery charging can be achieved. Specifically, the beneficial effects brought by this mode: When mainly in direct drive, by adjusting the operating points of the motor and the engine, the engine operates in the most efficient range; when mainly for charging, by adjusting the operating points of the motor and the engine, the engine operates in a higher power efficient range, realizing the efficient operation of the system.

[0063] Pure electric drive mode:

[0064] As Figure 6As shown, the engine 100 is in a stopped state, and the power transmission path of the hybrid drive assembly 200 is as follows: motor 211 → first reduction drive gear 210 → first reduction driven gear 214 → second input shaft 213 → first clutch → shift drive gear 215 → first shift driven gear 217 → output shaft 216 → second shift driven gear 219 → differential → half shaft → wheel.

[0065] When the vehicle starts or the battery 340 has a high power level, the hybrid power domain controller 320 controls the second clutch to open and the first clutch to engage, and the system enters the pure electric drive mode. At this time, various states such as driving, reversing, and energy recovery can be achieved by controlling the operating state of the motor 211.

[0066] Parallel - series drive mode:

[0067] As Figure 7 shown, the engine 100 is in a starting state, and the hybrid domain controller 320 controls the first clutch and the second clutch to close simultaneously. At this time, a part of the power generated by the engine 100 is transmitted to the wheel end through the path of one - way clutch assembly 110 → first input shaft 201 → planet carrier 202 → planet gears 203 → internal and external gear ring 204 → second shift driven gear 219 → second reduction driven gear 220 → differential assembly 221 → half shaft → wheel, and the remaining power is transmitted to the second input shaft 213 through the sun gear 205. At the same time, the power generated by the motor 211 is transmitted to the second input shaft 213 through the path of first reduction drive gear 210 → first reduction driven gear 214. After the two powers are coupled, they are transmitted to the wheel end through the path of first clutch → shift drive gear 215 → first shift driven gear 217 → output shaft 216 → second shift driven gear 219 → differential → half shaft → wheel.

[0068] The beneficial effects brought by this mode: When the driver demands a large wheel - side torque power, by controlling the motor 211 to output high - power torque, high - power output of the two power sources of the engine 100 and the motor 211 can be achieved; when the driver demands medium - power output, by controlling the torque of the motor 211, economic direct drive of the engine 100 can be achieved; when the driver demands power less than the output power of the engine 100, by controlling the motor 211 to generate negative torque for power generation, power generation and energy recovery can be achieved.

[0069] In the description of this specification, the descriptions referring to terms such as "one embodiment", "some embodiments", "examples", "specific examples", or "some examples", etc., mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0070] The above-described embodiments only represent several implementation manners of the present invention. Their descriptions are relatively specific and detailed, but should not be construed as a limitation on the scope of the patent for the present invention. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several deformations and improvements can still be made, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the patent for the present invention should be subject to the appended claims.

Claims

1. A single-motor hybrid system, characterized in that, The hybrid drive assembly includes a battery, a hybrid domain controller, and a hybrid drive assembly. The battery is electrically connected to the hybrid domain controller. The hybrid drive assembly includes an engine, a first input shaft, a second input shaft, an output shaft, a shift driving gear, a planetary carrier, a plurality of planetary gears, a sun gear, an inner and outer gear ring, a clutch shift assembly, a motor, and a drive axle. The engine is drivingly connected to the first input shaft. The first input shaft and the second input shaft are coaxially arranged. The shift driving gear is sleeved on the second input shaft and is drivingly connected to the output shaft. The planetary carrier is sleeved on the first input shaft. The sun gear is loosely mounted on the second input shaft, and the plurality of planetary gears are loosely mounted on the planet carrier to surround the sun gear. The inner and outer sides of the planetary gears are respectively meshed with the sun gear and the inner and outer gear rings. The inner and outer gear rings are drivingly connected to the output shaft. The clutch shift assembly is used for switching gears between the shift driving gear and the sun gear. The motor is drivingly connected to the second input shaft and is electrically connected to the hybrid domain controller. The input end of the drive axle is drivingly connected to the output shaft, and the output end of the drive axle is used to connect wheels.

2. The single-motor hybrid system according to claim 1, wherein A first shift driven gear is sleeved on the output shaft, and the first shift driven gear is meshed with the shift driving gear.

3. The single-motor hybrid system according to claim 1, wherein A second shift driven gear is sleeved on the output shaft, and the second shift driven gear is meshed with the inner and outer gear rings.

4. The single-motor hybrid system according to any one of claims 1 to 3, characterized in that The clutch shift assembly comprises: A first clutch, wherein the active end of the first clutch is sleeved on the second input shaft, and the passive end of the first clutch is arranged on the shift driving gear; The second clutch has an active end sleeved on the second input shaft, and a passive end of the second clutch is arranged on the sun gear.

5. The single-motor hybrid system according to claim 1, wherein A first reduction driving gear is sleeved on the driving shaft of the motor, and a first reduction driven gear meshing with the first reduction driving gear is sleeved on the second input shaft.

6. The single-motor hybrid system according to claim 1, wherein A parking lock gear is provided on the output shaft, and the parking lock gear is locked by a parking lock mechanism.

7. The single-motor hybrid system according to claim 6, wherein The parking lock mechanism comprises: Parking motor; A parking drive shaft assembly, comprising a parking drive shaft assembly housing, a drive shaft, a cam and a drive gear, wherein the drive shaft is rotatably arranged on the parking drive shaft assembly housing, the cam and the drive gear are both sleeved on the drive shaft, and the drive gear is provided with a cam-shaped groove; A positioning seat, used for positioning the driving gear; A double gear, the central shaft of which is transmission-connected to the parking motor, and the double gear is meshed with the driving gear; A rotatable parking arm assembly, the free end of which is slidably disposed in the cam groove; Wherein, when the driving shaft rotates, the cam moves the free end of the parking arm assembly to be clamped into the tooth groove of the parking lock gear.

8. The single-motor hybrid system according to claim 1, wherein The engine is drivingly connected to the first input shaft via a one-way clutch assembly.

9. The single-motor hybrid system according to claim 1, wherein The engine is arranged transversely, and the first input shaft, the second input shaft, the output shaft and the driving shaft of the engine are arranged in parallel.

10. A driving method applied to the single-motor hybrid system according to any one of claims 1 to 9, characterized in that, The method includes the following steps: Obtain the state parameters of the vehicle, where the state parameters include one or more of the vehicle driving speed, the torque of the engine, the torque of the motor, the rotational speed of the engine, the rotational speed of the motor, the gear position of the engine, the gear position of the motor, the battery power, the required torque of the vehicle, the driving efficiency of the engine, and the driving efficiency of the motor; According to the state parameters, control the clutch shifting assembly to perform corresponding actions, and control the engine and the motor to perform corresponding actions to control the single-motor hybrid system to enter the corresponding working mode.

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