Single-motor hybrid system and driving method

Abstract

The application provides a single-motor hybrid system and a driving method, and belongs to the technical field of hybrid power. The single-motor hybrid system comprises a battery, a hybrid power domain controller and a hybrid driving assembly. The battery is electrically connected with the hybrid power domain controller. The hybrid driving assembly comprises an engine, a first input shaft, a second input shaft, an output shaft, a shift driving gear, a planet 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 connected with the first input shaft. The clutch shift assembly is connected with the shift driving gear and the second input shaft, and is connected with the sun gear and the second input shaft. The first input shaft and the second input shaft are coaxially arranged. The first motor is drivingly connected with the second input shaft. The input end of the drive axle is drivingly connected with the output shaft. The application can solve the technical problems of the double-motor series-parallel hybrid power and the double-motor extended-range hybrid power in the prior art, such as a large number of motor electric controls, high cost, large no-load loss and low efficiency in the direct driving working condition.

Description

TECHNICAL FIELD

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

[0002] A hybrid electric vehicle is a vehicle that combines an internal combustion engine and an electric motor, both of 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 are diversified, and the degree of hybridization and electrification is increasing. Dual-motor series-parallel hybrid power and dual-motor extended-range hybrid power have become the market mainstream due to their driving comfort and economy.

[0004] However, the existing dual-motor series-parallel hybrid power and dual-motor extended-range hybrid power have the technical problems of multiple motor electric controls, high cost, large no-load loss, and low efficiency in direct drive conditions. SUMMARY

[0005] Therefore, the purpose of the present application is to provide a single-motor hybrid system and a driving method to solve the technical problems of multiple motor electric controls, high cost, large no-load loss, and low efficiency in direct drive conditions in the prior art.

[0006] In one aspect, the present application provides a single-motor hybrid system, comprising a battery, a hybrid power domain controller, a hybrid drive assembly, the battery being electrically connected to the hybrid power domain controller, the hybrid drive assembly comprising an engine, a first input shaft, a second input shaft, an output shaft, a shift driving gear, a planet 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 being drivingly connected to the first input shaft, the first input shaft and the second input shaft being coaxially arranged, the shift driving gear being sleeved on the second input shaft and drivingly connected to the output shaft, the planet carrier being sleeved on the first input shaft, the sun gear being sleeved on the second input shaft, the plurality of planetary gears being sleeved on the planet carrier to surround the sun gear, the inner and outer sides of the planetary gears being engaged with the sun gear and the inner and outer gear ring respectively, the inner and outer gear ring being drivingly connected to the output shaft, the clutch shift assembly being used for shifting gears between the shift driving gear and the inner and outer gear ring, the first motor being drivingly connected to the second input shaft and electrically connected to the hybrid power domain controller, the input end of the drive axle being drivingly connected to the output shaft, and the output end of the first drive axle being used for connecting the wheels.

[0007] In addition, the single-motor hybrid system has the following additional technical features.

[0008] Further, a first gear shifting driven gear is sleeved on the output shaft and meshes with the gear shifting driving gear.

[0009] Further, a second gear shifting driven gear is sleeved on the output shaft and meshes with the inner and outer gear rings.

[0010] Further, the clutch gear shifting assembly comprises a first clutch and a second clutch, the driving end of the first clutch is sleeved on the second input shaft, the driven end of the first clutch is arranged on the gear shifting driving gear, the driving end of the second clutch is sleeved on the second input shaft, and the driven end of the second clutch is arranged on the sun gear.

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

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

[0013] Further, the parking lock mechanism comprises a parking motor, a parking driving shaft assembly, a positioning seat, a double gear, a rotatable parking arm assembly, the parking driving shaft assembly comprises a parking driving shaft assembly shell, a driving shaft, a cam and a driving gear, the driving shaft is rotationally arranged on the parking driving shaft assembly shell, the cam and the driving gear are sleeved on the driving shaft, the driving gear is provided with a cam-shaped groove, the positioning seat is used for positioning the driving gear, the central shaft of the double gear is in transmission connection with the parking motor, the double gear meshes with the driving gear, and the free end of the parking arm assembly is slidingly arranged in the cam-shaped groove; when the driving shaft rotates, the cam pushes the free end of the parking arm assembly to be clamped into the tooth groove of the parking lock gear.

[0014] Further, the engine is in transmission connection with the first input shaft through the one-way clutch assembly.

[0015] Further, 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.

[0016] On the other hand, based on the same inventive concept, the application further provides a driving method applied to the single-motor hybrid system.

[0017] acquire a state parameter of the vehicle, wherein the state parameter comprises one or more of a vehicle travel speed, a torque of the engine, a torque of the motor, a rotating speed of the engine, a rotating speed of the motor, a gear of the engine, a gear of the motor, an electric quantity of the battery, a required torque of the vehicle, a driving efficiency of the engine, and a driving efficiency of the motor;

[0018] control the clutch shift assembly to perform corresponding actions and control the engine and the motor to perform corresponding actions according to the state parameter, so as to control the single-motor hybrid system to enter a corresponding working mode.

[0019] The present application has the following advantages:

[0020] 1. In the formed series-parallel driving mode, the engine can be directly driven at high efficiency through motor zero-torque control, so that power is completely transmitted to the wheel end, compared with the existing dual-motor extended-range hybrid power, the multiple energy losses of mechanical energy converted into electrical energy from the generator and electrical energy converted into mechanical energy from the motor are reduced, and the system efficiency is improved, and compared with the existing series-parallel hybrid power, the system efficiency is also improved because the no-load loss of the dual-motor is reduced to the no-load loss of the single-motor.

[0021] 2. In the formed driving power split mode, the special power split structure has a non-fixed speed ratio, and by adjusting the rotating speed and torque of the motor and the engine, the engine can be driven at high efficiency and the motor can be generated at high efficiency in a wide vehicle speed range.

[0022] 3. Through the cooperation of the parking locking gear, the parking locking mechanism and the inner and outer gear rings, the power loss caused by overheating of the motor due to locked-rotor can be prevented when the vehicle is parked on a slope, and the safety risk is reduced.

[0023] 4. Through the hybrid power domain controller, the communication delay between multiple power sources can be reduced, the problem of untimely or over-responsive torque between different power sources can be solved, in addition, the hybrid power domain controller can formulate different hybrid operation strategies according to the different requirements of the driver for power performance and economic response, covering multiple operation modes such as series-parallel driving, driving power split driving, pure electric driving, parking power generation, energy braking recovery, etc., so as to improve the vehicle performance and reduce fuel consumption. BRIEF DESCRIPTION OF DRAWINGS

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

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

[0026] Figure 3Structure schematic view of the parking locking mechanism in an embodiment of the present application;

[0027] Figure 4 Power transmission path diagram when the longitudinal single-motor hybrid system in an embodiment of the present application is in the parking power generation mode;

[0028] Figure 5 Power transmission path diagram when the longitudinal single-motor hybrid system in an embodiment of the present application is in the driving power split mode;

[0029] Figure 6 Power transmission path diagram when the longitudinal single-motor hybrid system in an embodiment of the present application is in the pure electric driving mode;

[0030] Figure 7 Power transmission path diagram when the longitudinal single-motor hybrid system in an embodiment of the present application is in the series-parallel driving mode;

[0031] Figure 8 Power transmission path diagram when the longitudinal single-motor hybrid system in an embodiment of the present application is in the series-parallel driving mode;

[0032] Main element symbol explanation:

[0033] Battery 340, three-phase alternating current wire harness 310, hybrid power field controller 320, direct current 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, planetary gear 203, sun gear 205, inner and outer gear ring 204, motor 211, first shift driven gear 217, second shift driven gear 219, driving end 208 of the first clutch, passive end 209 of the first clutch, driving end 207 of the second clutch, passive end 206 of the second clutch, first reduction driving gear 210, first reduction driven gear 214, parking locking gear 218, second reduction driven gear 220, differential assembly 221, parking driving shaft assembly 231, positioning seat 232, double gear 233, rotatable parking arm assembly 230;

[0035] The following specific embodiments will further illustrate the present application in combination with the above-mentioned drawings. Specific embodiments

[0036] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of the invention are illustrated in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

[0037] It should be noted that when a component is said to be "fixed to" another component, it can be directly attached to the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0038] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0039] Firstly, please refer to Figures 1 to 7 The present invention provides a single-motor hybrid system 211, including a battery 340, a hybrid domain controller 320, and a hybrid drive assembly 200. The battery 340 is connected to the hybrid domain controller 320 via a DC bus 330.

[0040] The hybrid drive assembly 200 comprises the 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 planetary gears 203, a sun gear 205, an inner-outer gear 204, a synchronizer shift assembly, an electric motor 211, a drive axle. Specifically, the engine 100 is in driving connection with the first input shaft 201, and the first input shaft 201 is coaxially arranged with the second input shaft 213. The shift driving gear 215 is loosely sleeved on the second input shaft 213, so that 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 in driving connection with 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 loosely sleeved on the second input shaft 213, so that 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 planetary gears 203 are all loosely sleeved on the planet carrier 202 to surround the sun gear 205, the inner-outer sides of the planetary gears 203 are respectively in meshing connection with the sun gear 205 and the inner-outer gear 204, and the inner-outer gear 204 is in driving connection with the output shaft 216, so that when the planetary gears 203 rotate around the sun gear 205, the planetary gears 203 can also rotate on the planet carrier 202. The electric motor 211 is in driving connection with the second input shaft 213, and the electric motor 211 is connected to the hybrid power domain controller 320 through a three-phase alternating current wire harness 310. When the electric motor 211 is in a driving state, the electric motor 211 obtains electric energy provided by a battery 340 through a direct current bus 330, the hybrid power domain controller 320 and the three-phase alternating current wire harness 310. When the electric motor 211 is in a generating state, the electric motor 211 supplements electric energy to the battery 340 through the direct current bus 330, the hybrid power domain controller 320 and the three-phase alternating current wire harness 310. The input end of the drive axle is in driving connection with the output shaft 216, and the output end of the drive axle is used for connecting wheels.

[0041] The synchronizer shift assembly comprises 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 second input shaft 213 and the output shaft 216 are in power coupling. 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 second input shaft 213 and the output shaft 216 are also in power coupling.

[0042] In some optional embodiments, as Figure 2As shown, the output shaft 216 is sleeved with a first shift driven gear 217, and the first shift driven gear 217 is engaged with the shift driving gear 215.

[0043] In some optional embodiments, as shown in Figure 2 As shown, the output shaft 216 is sleeved with a second shift driven gear 219, and the second shift driven gear 219 is engaged with the inner and outer gear ring 204.

[0044] In some optional embodiments, as shown in Figure 2 As shown, the driving shaft 212 of the motor 211 is sleeved with a first reduction driving gear 210, and the second input shaft 213 is sleeved with a first reduction driven gear 214 engaged with the first reduction driving gear 210. Through the engagement 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 achieved.

[0045] In some optional embodiments, as shown in Figure 2 As shown, the output shaft 216 is provided with a parking lock gear 218, and the parking lock gear 218 is locked by a parking lock mechanism.

[0046] In some optional embodiments, as shown in Figure 2 As 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 is engaged with the second shift driven gear 219.

[0047] In some optional embodiments, as shown in 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. The drive gear is provided with a cam-shaped groove. The positioning seat 232 is fixed on the transmission housing and is used for positioning the drive gear. The central shaft of the double gear 233 is in transmission connection with the parking motor 211. The double gear 233 is also in meshing connection with the drive gear. The fixed end of the parking arm assembly 230 is rotatably arranged on the transmission housing through a cylindrical pin. The free end of the parking arm assembly 230 is slidably arranged in the cam-shaped groove. In this embodiment, when the double gear 233 is driven to rotate by the parking motor, the double gear 233 drives the drive gear to rotate, and then drives the drive shaft to rotate. The rotation of the drive shaft 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-shaped groove until the cam pushes the free end of the parking arm assembly 230 to be clamped into 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 fixedly connected together, thereby realizing the vehicle parking lock function.

[0048] In some optional embodiments, as shown in Figure 1 The engine 100 is in transmission connection with the first input shaft 201 through the one-way clutch assembly 110.

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

[0050] In some optional embodiments, as shown in Figure 1 , Figure 2 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 application further provides a driving method applied to the single-motor hybrid system. Figure 8 As shown in the drawings, the method includes the following steps S100 and S200.

[0052] Step S100: acquiring a state parameter of the vehicle.

[0053] The status parameters include one or more of the following: vehicle speed, torque of engine 100, torque of motor 211, speed of engine 100, speed of motor 211, gear of engine 100, gear of motor 211, charge of battery 340, required torque of vehicle, driving efficiency of engine 100, and driving efficiency of motor 211.

[0054] Step S200: Based on the status 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] The operating modes include parking power generation mode, driving power split mode, pure electric drive mode, and hybrid drive mode. The switching between each operating mode is controlled by the hybrid domain controller 320 according to specific timing and parameters. The hybrid domain controller 320 can be designed as an integrated unit or a separate unit, integrating functions such as hybrid power control, engine control, motor control, gear shift 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 described in detail below.

[0057] Parking power generation mode:

[0058] like Figure 4 As shown, the engine 100 is in the 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 → planetary carrier 202 → planetary 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 parking state, the hybrid power domain controller 320 receives the driver's request or the corresponding working mode of the battery 340, and the hybrid power domain controller 320 determines to enter the parking power generation mode. First, the parking system is driven by the hybrid power domain controller 320 to realize the parking locking function. After the parking locking, the front drive power split structure enters the fixed speed ratio mode due to the locking of the inner and outer tooth rings 204. Then, the second clutch is closed, and the hybrid power domain controller 320 starts the engine 100 to enter the parking power generation mode. The beneficial effects of this mode are as follows: Different from other designs, while parking power generation, the vehicle is mechanically locked to prevent the vehicle from being affected by the drag torque of the rotating part, causing unintended driving and improving system safety. At the same time, the parking function is combined with the vehicle hill start assist to effectively reduce the demand for blocking the hill start motor and prevent the hill start motor from overheating due to blocking, which may cause safety risks.

[0060] Driving power split mode:

[0061] As shown in Figure 5 , the engine 100 is in the starting state, and the partial 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→planetary 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→planetary gear 203→inner and outer tooth 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, part of the power generated by the engine 100 is transmitted to the wheel edge, and the other part of the power is transmitted to the motor 211. By adjusting the operating points of the motor and the engine, high-efficiency direct drive or rapid battery power compensation functions can be realized. Specifically, the beneficial effects of this mode are as follows: when direct drive is used as the main function, the engine is operated in the highest efficient interval by adjusting the operating points of the motor and the engine; when power compensation is used as the main function, the engine is operated in a higher efficient interval by adjusting the operating points of the motor and the engine, thereby realizing high-efficiency operation of the system.

[0063] Pure electric drive mode:

[0064] As shown in Figure 6As shown, with the engine 100 in a stopped state, 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 charge, the hybrid 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, by controlling the working state of the motor 211, multiple states such as driving, reversing, and energy recovery can be achieved.

[0066] Hybrid drive mode:

[0067] like Figure 7 As shown, the engine 100 is in the starting state. The hybrid domain controller 320 controls the first clutch and the second clutch to close simultaneously. At this time, 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 → planetary carrier 202 → planetary gear 203 → internal and external gear ring 204 → second shift driven gear 219 → second reduction driven gear 220 → differential assembly 221 → half shaft → wheel. 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 power 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 of this mode are as follows: when the driver requires high wheel-side torque power, the motor 211 is controlled to output high-power torque, realizing high-power output from both the engine 100 and the motor 211 as dual power sources; when the driver requires medium power output, the engine 100 can be driven directly in an economical manner by controlling the torque of the motor 211; when the driver requires less power than the output power of the engine 100, the motor 211 is controlled to generate negative torque electricity, realizing power generation and energy recovery.

[0069] In the description of the present specification, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" and the like means 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 application. In the present specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, 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 express several implementation manners of the present application, which are described in a more specific and detailed manner, but cannot be understood as a limitation on the patent scope of the present application. It should be noted that, for those of ordinary skill in the art, several modifications and improvements can be made without departing from the concept of the present application, which are all within the protection scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. A single-motor hybrid system, characterized by, The application relates to a hybrid power domain controller and a hybrid drive assembly, wherein the hybrid power domain controller is electrically connected with a battery; the hybrid drive assembly comprises an engine, a first input shaft, a second input shaft, an output shaft, a shift driving gear, a planet carrier, a plurality of planet gears, a sun gear, an inner and outer gear ring, a clutch shift assembly, a motor and a drive axle; the engine is in transmission connection with 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 in transmission connection with the output shaft; the planet carrier is sleeved on the first input shaft; the sun gear is sleeved on the second input shaft; the plurality of planet gears are sleeved on the planet carrier and surround the sun gear; the inner and outer sides of the planet gears are respectively in engagement with the sun gear and the inner and outer gear ring; the inner and outer gear ring is in transmission connection with the output shaft; the motor is in transmission connection with the second input shaft and is electrically connected with the hybrid power domain controller; the input end of the drive axle is in transmission connection with the output shaft; and the output end of the drive axle is used for connecting wheels. The clutch shift assembly comprises: a first clutch, wherein the driving end of the first clutch is sleeved on the second input shaft and the driven end of the first clutch is arranged on the shift driving gear; a second clutch, wherein the driving end of the second clutch is sleeved on the second input shaft and the driven end of the second clutch is arranged on the sun gear.

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

3. The single-motor hybrid system according to claim 1, characterized by, A second shift driven gear is sleeved on the output shaft and is in engagement with the inner and outer gear ring.

4. The single-motor hybrid system according to claim 1, characterized by, A first reduction driving gear is sleeved on the driving shaft of the motor; a first reduction driven gear is sleeved on the second input shaft and is in engagement with the first reduction driving gear.

5. The single-motor hybrid system of claim 1, wherein, A parking lock gear is arranged on the output shaft and is locked by a parking lock mechanism.

6. The single-motor hybrid system according to claim 5, characterized by, The parking lock mechanism comprises: a parking motor; a parking driving shaft assembly, which comprises a parking driving shaft assembly shell, a driving shaft, a cam and a driving gear; the driving shaft is rotationally arranged on the parking driving shaft assembly shell; the cam and the driving gear are both sleeved on the driving shaft; the driving gear is provided with a cam-shaped groove; a positioning seat, which is used for positioning the driving gear; a double gear, wherein the central shaft of the double gear is in transmission connection with the parking motor and the double gear is in engagement with the driving gear; a rotatable parking arm assembly, wherein the free end of the parking arm assembly is slidingly arranged in the cam-shaped groove; when the driving shaft rotates, the cam pushes the free end of the parking arm assembly into the tooth groove of the parking lock gear.

7. The single-motor hybrid system of claim 1, wherein, The engine is in transmission connection with the first input shaft through a one-way clutch assembly.

8. The single-motor hybrid system of claim 1, wherein, The engine is arranged in a transverse direction; the first input shaft, the second input shaft, the output shaft and the driving shaft of the engine are arranged in parallel.

9. A driving method applied to the single-motor hybrid system according to any one of claims 1 to 8, characterized in that, The method comprises the following steps: acquire a state parameter of the vehicle, wherein the state parameter comprises one or more of a vehicle speed, a torque of the engine, a torque of the motor, a rotating speed of the engine, a rotating speed of the motor, a gear of the engine, a gear of the motor, a power of the battery, a required torque of the vehicle, a driving efficiency of the engine, and a driving efficiency of the motor; control the clutch shifting assembly to perform a corresponding action and control the engine and the motor to perform a corresponding action according to the state parameter, so as to control the single-motor hybrid system to enter a corresponding working mode.

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