Hybrid power system and vehicle

Abstract

The invention provides a hybrid power system and a vehicle. The hybrid power system comprises an engine; the first input end of the planet row is in transmission connection with the engine; the first speed change mechanism is in transmission connection with the output end of the planet row; the transmission shaft is in transmission connection with the output end of the first speed change mechanism; the first motor is in transmission connection with the second input end of the planet row; the output end of the second speed change mechanism is in transmission connection with the output gear set of the first speed change mechanism; the second motor is in transmission connection with the input end of the second speed change mechanism; the first speed change mechanism can conduct multi-gear adjustment on power output of the engine. And the second speed change mechanism can perform multi-gear adjustment on the power output of the second motor. In this way, the power output gears of the engine and the second motor can be independently adjusted in a multi-gear mode, and the flexible applicability is high; and a plurality of speed change mechanisms are simultaneously adopted, so that the advantage of increasing gears is achieved.

Description

Technical Field

[0001] The present application relates to the field of motor technology, and in particular to a hybrid power system, and also to a vehicle including the hybrid power system. Background Art

[0002] The "Energy-Saving and New Energy Vehicle Technology Roadmap" proposes a 15%-20% reduction in commercial vehicle fuel consumption. Heavy-duty trucks, due to their long daily mileage and demanding timeliness, face the limitations of pure electric powertrains. Therefore, in-depth research and development of dedicated hybrid transmissions (DHTs) for heavy-duty trucks are necessary to replace the currently common P2 parallel configuration. This will achieve energy conservation and emission reductions while improving driving comfort and reducing driver fatigue. Consequently, the application of three-power source (engine + dual electric motor) hybrid systems for heavy-duty trucks has emerged. However, the power output gears of the engine and electric motors cannot be flexibly adjusted independently. Summary of the Invention

[0003] In view of this, the present application provides a hybrid power system, which solves the problem in the prior art that the output power gears of the engine and the motor cannot be flexibly adjusted independently.

[0004] In addition, the present application also provides a vehicle including the above hybrid system.

[0005] In order to achieve the above objectives, this application provides the following technical solutions:

[0006] A hybrid power system comprising:

[0007] engine;

[0008] a planetary gear, a first input end of which is drivingly connected to the engine;

[0009] a first speed change mechanism, drivingly connected to the output end of the planetary gear;

[0010] a transmission shaft, drivingly connected to an output end of the first speed change mechanism;

[0011] a first motor, drivingly connected to the second input end of the planetary gear train;

[0012] a second speed change mechanism, the output end of which is in driving connection with the output gear set of the first speed change mechanism;

[0013] The second motor is in transmission connection with the input end of the second speed change mechanism; wherein:

[0014] The first speed change mechanism is capable of adjusting the power output of the engine to multiple gears;

[0015] The second speed change mechanism can adjust the power output of the second motor to multiple gears.

[0016] Optionally, in the above hybrid system,

[0017] The first transmission mechanism includes a first shift unit, the output end of the planetary gear is a ring gear, the ring gear is connected to the planetary gear output shaft, the output end of the first transmission mechanism includes a gearbox output shaft, the gearbox output shaft and the planetary gear output shaft are connected to each other in a transmission manner that can be disconnected by the first shift unit; the gearbox output shaft is in transmission connection with the transmission shaft;

[0018] The first transmission mechanism includes at least one second shift unit, and one of the gears of the output gear set can be selected to be in transmission connection with the output shaft of the transmission through switching between the first shift unit and the at least one second shift unit;

[0019] The second speed change mechanism includes a third shift unit, and a first output shaft of the second motor and a second output shaft of the second motor; the first output shaft of the second motor and the second output shaft of the second motor are connected to each other by a transmission connection that can be cut off by the third shift unit;

[0020] The first input end of the planetary gear is a planet carrier, and the second input end is a sun gear; a fourth shift unit is provided between the engine and the planetary gear, and the fourth shift unit can be switched to lock the planet carrier to the housing of the hybrid power system, or to achieve locking coupling between the planet carrier and the sun gear;

[0021] The first motor is connected to the sun gear through a first transmission gear set; the first transmission gear set includes a fifth shift unit, and the fifth shift unit can be switched to lock or unlock the sun gear to the housing of the hybrid system.

[0022] Optionally, in the above hybrid power system, the first speed change mechanism includes:

[0023] The gearbox input shaft driving gear is connected to the planetary gear output shaft;

[0024] A gearbox output shaft, in driving connection with the transmission shaft;

[0025] A plurality of gearbox output shaft driven gears are loosely sleeved on the gearbox output shaft to form an output gear set with the gearbox input shaft driving gear;

[0026] a gearbox intermediate shaft, parallel to the gearbox output shaft;

[0027] The transmission sleeve is provided on the gearbox intermediate shaft driven gear and a plurality of gearbox intermediate shaft driving gears; the gearbox intermediate shaft driven gear is meshed with the gearbox input shaft driving gear, and the plurality of gearbox intermediate shaft driving gears are meshed one-to-one with the plurality of gearbox output shaft driven gears;

[0028] The transmission sleeve is provided on several shifting units of the gearbox output shaft, and one of the several shifting units can be slidably switched to a locking coupling with the driving gear of the gearbox input shaft and one of the several gearbox output shaft driven gears to realize the gear selection of the engine power output.

[0029] Optionally, in the hybrid power system, the plurality of gearbox output shaft driven gears include a G4 gear driven gear, a G2 gear driven gear, and a G1 gear driven gear; the plurality of gearbox intermediate shaft driving gears include a G4 gear driving gear, a G2 gear driving gear, and a G1 gear driving gear;

[0030] The multiple shifting units include a first shifting unit and a second shifting unit; the first shifting unit is located between the gearbox input shaft driving gear and the G4 gear driven gear; the second shifting unit is located between the G2 gear driven gear and the G1 gear driven gear.

[0031] Optionally, in the above hybrid system, the second speed change mechanism includes:

[0032] The first output shaft of the second motor is transmission-connected to the second motor via a second transmission gear set;

[0033] A second motor G3 gear driving gear loosely sleeved on the first output shaft of the second motor;

[0034] a second output shaft of the second motor, spaced apart from the first output shaft of the second motor and located on the same horizontal axis;

[0035] A second output shaft transmission gear set is provided on the second output shaft of the second motor;

[0036] a third shift unit, which is provided on the first output shaft of the second motor and can be slidably switched to a locking coupling with one of the G3 gear driving gear of the second motor and the second output shaft of the second motor, so as to select a gear position for the power output of the second motor;

[0037] Among them, the transmission sleeve on the gearbox output shaft of the first speed change mechanism is provided with a G3 gear driven gear meshing with the G3 gear driving gear of the second motor; the second output shaft transmission gear set meshes with the output gear set of the first speed change mechanism.

[0038] Optionally, in the above hybrid system,

[0039] When the fifth shift unit is switched to unlock the sun gear from the housing of the hybrid system, and the fourth shift unit is switched to lock the sun gear with the planet carrier, the engine and the first motor can be in a common gear position of G1, G2, G4, or G5, wherein:

[0040] When the first shift unit is switched to the neutral position and the second shift unit is switched to the G1 gear driven gear lock coupling, the engine and the first motor are in the G1 gear position.

[0041] When the first shift unit is switched to the neutral position and the second shift unit is switched to the G2 gear driven gear lock coupling, the engine and the first motor are in the G2 gear position.

[0042] When the first shift unit is switched to be locked and coupled with the G4 gear driven gear, and the second shift unit is switched to be in the neutral position, the engine and the first motor are in the G4 gear.

[0043] When the first shift unit is switched to a locked coupling with the transmission input shaft driving gear and the second shift unit is switched to a neutral position, the engine and the first motor are in a total gear position of G5;

[0044] When the fifth shift unit is switched to lock the sun gear to the housing of the hybrid system and the fourth shift unit is switched to the neutral position, the engine can be in the G1+k gear, G2+k gear, G4+k gear, and G5+k gear, wherein:

[0045] When the first shift unit is switched to the neutral position and the second shift unit is switched to the G1 gear driven gear locking coupling, the engine is in the G1+k gear position.

[0046] When the first shift unit is switched to the neutral position and the second shift unit is switched to the G2 gear driven gear locking coupling, the engine is in the G2+k gear position.

[0047] When the first shift unit is switched to the G4 gear driven gear lock coupling, and the second shift unit is switched to the neutral position, the engine is in the G4+k gear position.

[0048] When the first shift unit is switched to be locked and coupled with the transmission input shaft driving gear, and the second shift unit is switched to be in the neutral position, the engine is in the G5+k gear position;

[0049] When the fifth shift unit is switched to unlock the sun gear from the housing of the hybrid system, and the fourth shift unit is switched to lock the planetary carrier from the housing of the hybrid system, the first motor can be in the G1 gear, the G2 gear, the G4 gear, and the G5 gear, wherein:

[0050] When the first shift unit is switched to the neutral position and the second shift unit is switched to the locked coupling with the G1 gear driven gear, the first motor is in the G1 gear position;

[0051] When the first shift unit is switched to the neutral position and the second shift unit is switched to the locked coupling with the G2 gear driven gear, the first motor is in the G2 gear position;

[0052] When the first shift unit is switched to be locked and coupled with the G4 gear driven gear and the second shift unit is switched to be in the neutral position, the first motor is in the G4 gear position;

[0053] When the first shift unit is switched to a locked coupling with the transmission input shaft driving gear and the second shift unit is switched to a neutral position, the first motor is in the G5 gear position;

[0054] When the third shift unit switches to a locking coupling with the second output shaft of the second motor, the second motor is in the G1 gear position; when the third shift unit switches to a locking coupling with the G3 gear driving gear of the second motor, the second motor is in the G3 gear position; when the third shift unit switches to a neutral position, the second motor is in a neutral position.

[0055] Optionally, in the above hybrid system,

[0056] The hybrid system includes a climbing mode. When in the climbing mode, the first motor is in the G1 gear position; the second motor is in the G2 gear position;

[0057] and / or,

[0058] The hybrid system includes a pure electric starting mode. When in the pure electric starting mode, the first motor is in the G2 gear position; the second motor is in the G3 gear position;

[0059] and / or,

[0060] The hybrid system includes a power split mode. When in the power split mode, the output speed of the engine is constant, and the engine cooperates with the first motor to switch between the G2 gear, the G4 gear, and the G5 gear; the second motor is in the G3 gear;

[0061] and / or,

[0062] The hybrid system includes an engine direct drive mode. When in the engine direct drive mode, the engine and the first motor are in a common gear position of G1, G2, G4, or G5; the second motor is in a neutral position.

[0063] and / or,

[0064] The hybrid system includes an engine speed-up mode. When in the engine speed-up mode, the engine is in the G1+k gear, or the G2+k gear, or the G4+k gear, or the G5+k gear; the second motor is in the neutral gear;

[0065] and / or,

[0066] The hybrid system includes an engine + motor parallel drive mode. When in the engine + motor parallel drive mode, the engine and the first motor are in a common gear position of G1, or a common gear position of G2, or a common gear position of G4, or a common gear position of G5; or, the engine is in a gear position of G1+k, or a gear position of G2+k, or a gear position of G4+k, or a gear position of G5+k; and the second motor is in a gear position of G3;

[0067] and / or,

[0068] The hybrid system includes a braking energy recovery mode. When in the braking energy recovery mode, the engine is idling or stopped, and the first motor and the second motor perform energy recovery;

[0069] and / or,

[0070] The hybrid system includes a parking power generation mode. When in the parking power generation mode, the engine serves as a power source to drive the second motor to generate electricity.

[0071] Optionally, in the above hybrid power system, the hybrid power system includes power gear 1, power gear 2, power gear 3, power gear 4, power gear 5, power gear 6, power gear 7, and power gear 8, wherein:

[0072] When in power gear 1, the engine and the first motor are in a total gear position of G1, and the second motor is in a gear position of G1;

[0073] When in power gear 2, the engine is in G1+k gear, and the second motor is in G3 gear;

[0074] When in power gear 3, the engine and the first motor are in a common gear position of G2; the second motor is in neutral;

[0075] When in power gear 4, the engine is in G2+k gear, and the second motor is in neutral gear;

[0076] When in power gear 5, the engine and the first motor are in a total gear position of G4; the second motor is in neutral;

[0077] When in power gear 6: the engine is in G4+k gear, and the second motor is in neutral gear;

[0078] When in power gear 7, the engine and the first motor are in a total gear position of G5; the second motor is in neutral;

[0079] When in power gear eight, the engine is in G5+k gear and the second motor is in neutral gear.

[0080] Optionally, in the above-mentioned hybrid system, when at least one of the engine and the first motor inputs power, when a gear shift operation is performed, the second motor is first switched to the G3 gear position, and then the gear position of the engine and / or the first motor is switched, and finally the second motor is switched to the neutral position.

[0081] A vehicle comprises the hybrid power system as described above.

[0082] As can be seen from the above, the hybrid power system and vehicle disclosed in the present application are provided with a first speed transmission mechanism, the engine is connected to the first speed transmission mechanism through a planetary gear, and the power output of the engine can be adjusted to multiple gears through the first speed transmission mechanism; at the same time, a second speed transmission mechanism is also provided, the second motor is connected to the first speed transmission mechanism through the second speed transmission mechanism, and the power output of the second motor can be adjusted to multiple gears through the second speed transmission mechanism; such a setting enables the power output gears of the engine and the second motor to be independently adjusted to multiple gears, which is flexible and highly applicable; and the use of multiple speed transmission mechanisms at the same time has the advantage of increasing the gears. BRIEF DESCRIPTION OF THE DRAWINGS

[0083] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without any creative work.

[0084] Figure 1 This is a structural diagram of a hybrid power system according to an embodiment of the present application.

[0085] Figure 1 middle:

[0086] 1. Engine; 2. Torsional vibration damper; DC4, fourth shift unit; 3. Locking device; 4. Sleeve; 5. Spline; 6. First motor driven gear; 7. Planetary gear input shaft; DC5, fifth shift unit; 8. Shift sleeve; 9. First motor idler gear; 10. First motor driving gear; 11. First motor; 12. Sun gear; 13. Planetary gears; 14. Ring gear; 15. Planet carrier; 16. Planetary gear output shaft.

[0087] 17. Transmission intermediate shaft driven gear; 18. Transmission input shaft driving gear; DC1, first shift unit; 19. G5 gear shift spline; 20. Transmission G4 / G5 shift sleeve; 21. G4 gear shift spline; 22. G4 gear driving gear; 23. G4 gear driven gear;

[0088] 24. G2 gear driving gear; 25. G2 gear driven gear; DC2, second shift unit; 26. G2 gear shift spline; 27. G2 / G1 gear shift sleeve; 28. G1 gear shift spline; 29. ​​G1 gear driving gear; 30. G1 gear driven gear;

[0089] 31. Power take-off;

[0090] 32, G3 gear driven gear; DC3, third gear shift unit; 33, second motor second output shaft spline; 34, second motor gear shift sleeve; 35, second motor G3 gear shift spline; 36, second motor G3 gear driving gear;

[0091] 37. Second motor first output shaft driving gear; 38. Second motor intermediate shaft driving gear; 39. Second motor intermediate shaft driven gear; 40. Drive motor input shaft driving gear; 41. Second motor;

[0092] 42. Gearbox output shaft; 43. Gearbox intermediate shaft; 44. Gearbox output flange; 45. Drive shaft; 46. Differential; 47. Axle; 48. Wheel; 49. Vehicle controller; 50. Control harness. DETAILED DESCRIPTION

[0093] Embodiments of the present application provide a hybrid power system and a vehicle.

[0094] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0095] like Figure 1As shown, the present application provides a hybrid power system, which includes an engine 1, a planetary gear, a first speed change mechanism, a transmission shaft 45, a first motor 11, a second speed change mechanism, and a second motor 41. The first input end of the planetary gear is transmission-connected to the output shaft of the engine 1. The first speed change mechanism is transmission-connected to the output end of the planetary gear. The transmission shaft 45 is transmission-connected to the output end of the first speed change mechanism. The first motor 11 is transmission-connected to the second input end of the planetary gear. The output end of the second speed change mechanism is transmission-connected to the output gear set of the first speed change mechanism. The first speed change mechanism can adjust the power output of the engine 1 to multiple gears. The second speed change mechanism can adjust the power output of the second motor 41 to multiple gears.

[0096] It should be noted that the planetary gear set includes a sun gear 12, planetary gears 13, a ring gear 14, and a planet carrier 15. Two of the sun gear 12, planet carrier 15, and ring gear 14 serve as the first and second input terminals, respectively, while the last one serves as the output terminal. The planetary gear set couples the engine 1 and the first motor 11, offering the advantage of a compact structure. The first motor 11 is a generator, specifically an ISG generator, while the second motor is a drive motor, specifically a TM drive motor. A torsional vibration damper 2 or a clutch is connected between the output shaft of the engine 1 and the planetary gear set input shaft 7.

[0097] Furthermore, drive shaft 45 is the entire vehicle's drive shaft and is in driving connection with the wheel system. The wheel system includes a differential 46, an axle 47, and wheels 48. Drive shaft 45 is in driving connection with differential 46, which is integrated in the middle of axle 47. Differential 46 is in driving connection with wheels 48 via the left or right axle of axle 47. Transmission output shaft 42 is connected to drive shaft 45 via a transmission output flange 44.

[0098] The hybrid power system disclosed in the present application is a dual-motor multi-speed hybrid transmission drive system, which is provided with a first speed transmission mechanism, in which the engine 1 is connected to the first speed transmission mechanism through a planetary gear, and the power output of the engine 1 can be adjusted to multiple gears through the first speed transmission mechanism; at the same time, a second speed transmission mechanism is also provided, in which the second motor 41 is connected to the first speed transmission mechanism through the second speed transmission mechanism, and the power output of the second motor 41 can be adjusted to multiple gears through the second speed transmission mechanism; such a setting enables the power outputs of the engine 1 and the second motor 41 to be independently adjusted to multiple gears, which is flexible and highly applicable; and the use of multiple speed transmission mechanisms at the same time has the advantage of increasing the gears.

[0099] In certain embodiments of the present application, the first transmission mechanism includes a first shift unit DC1. The output end of the planetary gear set is a ring gear 14, which is connected to a planetary gear set output shaft 16. The output end of the first transmission mechanism includes a transmission output shaft 42, which is severably connected to the planetary gear set output shaft 16 via the first shift unit DC1. The transmission output shaft 42 is in transmission connection with a drive shaft 45.

[0100] It should be noted that the first shift unit DC1 includes a first A shift spline, a first shift sleeve and a first B shift spline; wherein, the first shift sleeve transmission sleeve is arranged on the transmission output shaft 42, the first A shift spline transmission sleeve is arranged on the planetary gear output shaft 16, and the first B shift spline is idle on the transmission output shaft 42; the first shift sleeve can move axially along the transmission output shaft 42 so that the first shift sleeve is locked and coupled to the first A shift spline, is located in the neutral position, and is locked and coupled to the first B shift spline; ① when the first shift sleeve is locked and coupled to the first A shift spline, a transmission connection between the planetary gear output shaft 16 and the transmission output shaft 42 is realized; ② when the first shift sleeve is in the neutral position or locked and coupled to the first B shift spline, the planetary gear output shaft 16 and the transmission output shaft 42 are disconnected.

[0101] As described above, by switching the first shift unit DC1, the engine 1 can be directly disconnected from the transmission connection with the gearbox output shaft 42, thereby realizing the separation of the engine 1 and the transmission shaft 45; as described above, the pure electric drive of the wheel system can be achieved through the second motor 41.

[0102] In some parallel embodiments, the first speed change mechanism includes at least one second shift unit DC2, which can select one of the gears in the output gear set to be transmission-connected to the transmission output shaft 42 by switching between the first shift unit DC1 and the at least one second shift unit DC2.

[0103] It should be noted that the first transmission mechanism also includes an intermediate shaft transmission gear set; the gears of the intermediate shaft transmission gear set mesh one-to-one with the gears of the output gear set, and each meshing pair of gears has a different transmission ratio. All gears in the output gear set are arranged so that each pair of two gears forms a pair. A first shift unit DC1 and a second shift unit DC2 are positioned in sequence between each pair of gears. The number of second shift units DC2 provided is positively correlated with the total number of gears in the output gear set. The following section details the structure of the second shift unit DC2 and the coordination between the first and second shift units DC1 and DC2 and the gears of the output gear set.

[0104] As described above, by switching between the first shift unit DC1 and at least one second shift unit DC2, a gear with a specific transmission ratio can be selected to be connected to the transmission output shaft 42, so that the power of the engine 1 is output at a specific gear, thereby realizing flexible multi-gear adjustment of the power output of the engine 1.

[0105] In certain embodiments of the present application, the second speed transmission mechanism includes a third shifting unit DC3, and a first output shaft of the second motor and a second output shaft of the second motor; the first output shaft of the second motor and the second output shaft of the second motor are connected by a transmission connection that can be cut off through the third shifting unit DC3.

[0106] It should be noted that the second speed transmission mechanism includes an input end and an output end, and the output end of the second speed transmission mechanism includes the first output shaft of the second motor and the second output shaft of the second motor; the input end of the second speed transmission mechanism is the second transmission gear set; the first output shaft of the second motor is connected to the second motor 41 through the second transmission gear set.

[0107] Furthermore, the third shift unit DC3 includes a third A shift spline, a third shift sleeve and a third B shift spline; wherein, the third shift sleeve transmission sleeve is arranged on the first output shaft of the second motor, the third A shift spline transmission sleeve is arranged on the second output shaft of the second motor, and the third B shift spline is loosely sleeved on the first output shaft of the second motor; the third shift sleeve can move axially along the first output shaft of the second motor so that the first shift sleeve is locked and coupled to the third A shift spline, is in the neutral position, and is locked and coupled to the third B shift spline: ① When the third shift sleeve is locked and coupled to the third A shift spline, the transmission connection between the first output shaft of the second motor and the second output shaft of the second motor is realized, and the third ① When the third shift sleeve is locked and coupled to the third B shift spline, the first output shaft of the second motor is disconnected from the second output shaft of the second motor, and the first output shaft of the second motor and the second output shaft of the second motor are unable to output power and are connected to the output end of the first transmission mechanism, so the transmission connection between the second transmission mechanism and the first transmission mechanism is disconnected, which is equivalent to disconnecting the drive of the second motor 41; ③ When the third shift sleeve is locked and coupled to the third B shift spline, the first output shaft of the second motor is disconnected from the second output shaft of the second motor, and the first output shaft of the second motor outputs power and is connected to the output end of the first transmission mechanism.

[0108] As mentioned above, by switching the third shift unit DC3, the transmission connection between the second transmission mechanism and the first transmission mechanism can be disconnected. At this time, the second motor 41 no longer electrically drives the wheel system; and by switching the third shift unit DC3, it can be selected whether to perform the transmission connection with the output end of the first transmission mechanism through the first output shaft of the second motor or through the second output shaft of the second motor, so that the power of the second motor 41 is output at a specific gear, realizing flexible multi-gear adjustment of the power output of the second motor 41.

[0109] In certain embodiments of the present application, the first input end of the planetary gear set is the planetary carrier 15, and the second input end is the sun gear 12. A fourth shift unit DC4 is provided between the engine 1 and the planetary gear set. The fourth shift unit DC4 can be switched to lock the planetary carrier 15 to the housing of the hybrid system, or to achieve a locking coupling between the planetary carrier 15 and the sun gear 12.

[0110] Furthermore, the first motor 11 is connected to the sun gear 12 via a first transmission gear set; the first transmission gear set includes a fifth shift unit DC5, and the fifth shift unit DC5 can lock or unlock the sun gear 12 to the housing of the hybrid system.

[0111] It should be noted that the hybrid power system includes a casing; the planetary gear, the first speed change mechanism, the second speed change mechanism, and the fourth shift unit DC4 are all arranged in the casing.

[0112] The fourth shift unit DC4 comprises a locker 3, a sleeve 4, and a spline 5. The sleeve 4 has an internal spline, and the spline 5 is an external spline that mates with the internal spline. The locker 3 is fixed to the engine housing. The sleeve 4 is drivingly connected to the planetary gear input shaft 7. The spline 5 is drivingly connected to the sun gear 12 through a hollow shaft (the hollow shaft sleeve is located outside the planetary gear input shaft 7). When the sleeve 4 slides into a locking engagement with the locker 3, the sun gear 12 is locked to the engine housing. When the sleeve 4 slides into a locking engagement with the spline 5, the sun gear 12 is locked to the planetary gear carrier 15.

[0113] The fifth shift unit DC5 includes a shift sleeve 8 slidably connected to the housing, and a locking portion provided on the first transmission gear set. When the shift sleeve 8 slides to engage with the locking portion, the first transmission gear set together with the sun gear 12 is locked to the housing; when the shift sleeve 8 slides to disengage from the locking portion, the first transmission gear set together with the sun gear 12 is released from the housing.

[0114] The first transmission gear set includes a first motor driven gear 6, a first motor idler gear 9, and a first motor driving gear 10. The first motor driving gear 10 is drivingly connected to the output shaft of the first motor 11. The first motor driven gear 6 is drivingly connected coaxially with the sun gear 12, and the first motor driven gear 6 is drivingly connected to the first motor driving gear 10 via the first motor idler gear 9. Furthermore, the first motor idler gear 9 is connected to a locking portion.

[0115] As described above, by switching between the fourth shift unit DC4 and the fifth shift unit DC5, at least one of the engine 1 and the first motor 11 can be selected as a power source to drive the wheel system. Specifically:

[0116] ① When the sleeve 4 slides to a locked coupling with the spline 5 and the shift sleeve 8 slides to a disengagement from the locking portion, the engine 1 and the first motor 11 can synchronously drive the wheel system;

[0117] ② When the sliding sleeve 4 slides to the neutral position and the shift sliding sleeve 8 slides to engage with the locking portion, the engine 1 can independently drive the wheel system;

[0118] ③ When the sliding sleeve 4 slides to lock with the locker 3 and the shift sliding sleeve 8 slides to disengage from the locking portion, the first motor 11 can independently drive the wheel system.

[0119] In some embodiments, the hybrid system further includes a vehicle controller 49, which is an HTCU controller. The engine 1, first motor 11, torsional vibration damper 2, second motor 41, first shift unit DC1, second shift unit DC2, third shift unit DC3, fourth shift unit DC4, and fifth shift unit DC5 are all communicatively connected to the vehicle controller 49; optionally, this communication connection is achieved via a control harness 50.

[0120] Furthermore, the hybrid system of the present application also includes a power take-off 31; the power take-off 31 is transmission-connected to the gearbox intermediate shaft 43 to output power to the outside to meet the power take-off requirements of engineering vehicles, such as setting a power take-off 31 on dump trucks and similar vehicles.

[0121] In certain embodiments of the present application, the first transmission mechanism includes a transmission input shaft driving gear 18, a transmission output shaft 42, several transmission output shaft driven gears, a transmission intermediate shaft 43, a transmission intermediate shaft driven gear 17, several transmission intermediate shaft driving gears, and several shifting units. The transmission input shaft driving gear 18 is drivingly connected to the planetary gear output shaft 16. The transmission output shaft 42 is drivingly connected to the transmission shaft 45. The several transmission output shaft driven gears are loosely mounted on the transmission output shaft 42. The transmission intermediate shaft 43 is parallel to the transmission output shaft 42. The transmission intermediate shaft driven gear 17 and several transmission intermediate shaft driving gears are drivingly mounted on the transmission intermediate shaft 43. The transmission intermediate shaft driven gear 17 meshes with the transmission input shaft driving gear 18, and the several transmission intermediate shaft driving gears mesh one-to-one with the several transmission output shaft driven gears. One of the several shifting units can be slidably switched into a locking coupling with one of the transmission input shaft driving gear 18 or the several transmission output shaft driven gears to select a gear position for the power output of the engine 1.

[0122] It should be noted that the transmission input shaft driving gear 18 and several transmission output shaft driven gears form the output gear set mentioned above; the transmission intermediate shaft driven gear 17 and several transmission intermediate shaft driving gears form the intermediate shaft transmission gear set mentioned above.

[0123] Furthermore, the transmission output shaft driven gears include the G4 gear driven gear 23, the G2 gear driven gear 25, and the G1 gear driven gear 30. The transmission intermediate shaft driving gears include the G4 gear driving gear 22, the G2 gear driving gear 24, and the G1 gear driving gear 29. The shift units include a first shift unit DC1 and a second shift unit DC2. The first shift unit DC1 is located between the transmission input shaft driving gear 18 and the G4 gear driven gear 23; the second shift unit DC2 is located between the G2 gear driven gear 25 and the G1 gear driven gear 30.

[0124] It should be noted that the aforementioned first A shift spline, namely the G5 shift spline 19, the first shift sleeve, namely the transmission G4 / G5 shift sleeve 20, and the first B shift spline, namely the G4 shift spline 21, are now described as follows: the second shift unit DC2 includes the G2 shift spline 26, the transmission G2 / G1 shift sleeve 27, and the G1 shift spline 28. The matching relationship between the first shift unit DC1, the second shift unit DC2 and the gears of the output gear set is now introduced: the G5 gear shift spline 19 and the transmission input shaft driving gear 18 are transmission connected to the hollow shaft (this hollow shaft and the hollow shafts appearing in this section are all sleeved outside the transmission output shaft 42); the G4 gear shift spline 21 and the G4 gear driven gear 23 are transmission connected to the hollow shaft; the G2 gear shift spline 26 and the G2 gear driven gear 25 are transmission connected to the hollow shaft; the G1 gear shift spline 28 and the G1 gear driven gear 30 are transmission connected to the hollow shaft.

[0125] The multi-gear adjustment process of the power output of the engine 1 and the first motor 11 is as follows: the engine 1 drives the planetary gear output shaft 16 to rotate, the planetary gear output shaft 16 rotates to drive the transmission intermediate shaft driven gear 17 to rotate, and the transmission intermediate shaft driven gear 17 rotates to drive the G4 gear driving gear 22, the G2 gear driving gear 24, and the G1 gear driving gear 29 to rotate synchronously:

[0126] ① The G4 / G5 gearshift sleeve 20 of the transmission is in the neutral position, and the G2 / G1 gearshift sleeve 27 of the transmission slides to a locked coupling with the G1 gear shift spline 28, thereby achieving a transmission connection between the G1 gear driven gear 30 and the transmission output shaft 42. Furthermore, the meshing transmission between the G1 gear driving gear 29 and the G1 gear driven gear 30 drives the transmission output shaft 42 to rotate, thereby driving the wheel system through the G1 gear position;

[0127] ② The transmission G4 / G5 shift sleeve 20 is in the neutral position, and the transmission G2 / G1 shift sleeve 27 slides to a locked coupling with the G2 gear shift spline 26, thereby achieving a transmission connection between the G2 gear driven gear 25 and the transmission output shaft 42. Furthermore, the transmission output shaft 42 is driven to rotate through the meshing transmission of the G2 gear driving gear 24 and the G2 gear driven gear 25, thereby driving the wheel system through the G2 gear position.

[0128] ③ The gearbox G4 / G5 shift sleeve 20 slides to a locked coupling with the G4 gear shift spline 21, and the gearbox G2 / G1 shift sleeve is in the neutral position, thereby achieving a transmission connection between the G4 gear driven gear 23 and the gearbox output shaft 42; then, through the meshing transmission of the G4 gear driving gear 22 and the G4 gear driven gear 23, the gearbox output shaft 42 is driven to rotate, thereby driving the wheel system through the G4 gear;

[0129] ④ The gearbox G4 / G5 shift sleeve 20 slides to lock and couple with the G5 gear shift spline 19, and the gearbox G2 / G1 shift sleeve is in the neutral position to realize the transmission connection between the planetary gear output shaft 16 and the gearbox output shaft 42; then the gearbox output shaft 42 is directly driven to rotate through the gearbox input shaft driving gear 18, so as to realize driving the wheel system through the G5 gear.

[0130] In certain embodiments of the present application, the second speed change mechanism includes a first output shaft of the second motor, a G3 gear driving gear 36, a second output shaft of the second motor, a second output shaft transmission gear set, and a third shift unit DC3. The first output shaft of the second motor is transmission-connected to the second motor 41 via a second transmission gear set. The G3 gear driving gear 36 of the second motor is loosely mounted on the first output shaft of the second motor. The second output shaft of the second motor is spaced apart from the first output shaft of the second motor and lies on the same horizontal axis. The gears of the second output shaft transmission gear set are respectively transmission-sleeved on the second output shaft of the second motor. The third shift unit DC3 is transmission-sleeved on the first output shaft of the second motor and can be slidably shifted into a locking coupling with one of the G3 gear driving gear 36 of the second motor or the second output shaft of the second motor to select a gear for the power output of the second motor 41. A G3 gear driven gear 32 is transmission-sleeved on the output shaft 42 of the first speed change mechanism, meshing with the G3 gear driving gear 36 of the second motor. The gears of the second output shaft transmission gear set mesh one-to-one with the gears of the output gear set of the first speed change mechanism.

[0131] It should be noted that the second output shaft transmission gear set includes the second motor G1 gear driving gear, the second motor G2 gear driving gear, the second motor G4 gear driving gear, and the second motor G5 gear driving gear; the second motor G1 gear driving gear, the second motor G2 gear driving gear, the second motor G4 gear driving gear, and the second motor G5 gear driving gear are one-to-one engaged with the G1 gear driven gear 30, the G2 gear driven gear 25, the G4 gear driven gear 23, and the gearbox input shaft driving gear 18.

[0132] Furthermore, the third A shift spline mentioned above is the second motor second output shaft spline 33, the third shift sleeve is the second motor shift sleeve 34, and the third A shift spline is the second motor G3 gear shift spline 35; the second motor second output shaft spline 33 is transmission connected to the second motor second output shaft; the second motor G3 gear shift spline 35 is transmission connected to the second motor G3 gear driving gear 36 with the hollow shaft (the hollow shaft is arranged outside the first output shaft of the first motor).

[0133] It should be further explained that the second transmission gear set includes a drive motor input shaft driving gear 40, a second motor intermediate shaft, a second motor intermediate shaft driven gear 39, a second motor intermediate shaft driving gear 38, and a second motor first output shaft driving gear 37. The output shaft of the second motor is drivingly connected to the drive motor input shaft driving gear 40. The second motor intermediate shaft is located to one side of and parallel to the output shaft of the second motor. The second motor intermediate shaft driven gear 39 is drivingly connected to the second motor intermediate shaft and meshes with the drive motor input shaft driving gear 40. The second motor intermediate shaft driving gear 38 is drivingly connected to the second motor intermediate shaft. The second motor first output shaft driving gear 37 is drivingly connected to the second motor first output shaft and meshes with the second motor intermediate shaft driving gear 38. As described above, the second transmission gear set forms a multi-stage reduction mechanism. Through multiple reduction mechanisms, the second motor 41 achieves high speed, reduces the motor size and weight, and also helps reduce the size and weight of the hybrid system.

[0134] The multi-gear adjustment process of the power output of the second motor 41 is as follows: the second motor 41 drives the motor input shaft driving gear 40 to rotate, the rotation of the motor input shaft driving gear 40 drives the second motor intermediate shaft driven gear 39 engaged therewith to rotate, the rotation of the second motor intermediate shaft driven gear 39 drives the second motor intermediate shaft to rotate, the rotation of the second motor intermediate shaft drives the second motor intermediate shaft driving gear 38 to rotate, the rotation of the second motor intermediate shaft driving gear 38 drives the second motor first output shaft driving gear 37 engaged therewith to rotate, the rotation of the second motor first output shaft driving gear 37 drives the first output shaft of the first motor to rotate:

[0135] ① The second motor shift sleeve 34 slides until it is locked and coupled with the second motor G3 gear shift spline 35, thereby achieving a transmission connection between the second motor's first output shaft and the second motor G3 gear driving gear 36. Furthermore, through the meshing transmission of the second motor G3 gear driving gear 36 and the G3 gear driven gear 32, the gearbox output shaft 42 is driven to rotate, thereby driving the wheel system through the G3 gear.

[0136] ② The second motor shift sleeve 34 slides to a locking coupling with the second motor second output shaft spline 33 to realize the transmission connection between the first output shaft of the second motor and the second output shaft of the second motor; and then the gearbox output shaft 42 is driven to rotate through the meshing transmission of the second output shaft transmission gear set and the output gear set, thereby driving the wheel system through the G1 gear.

[0137] In certain embodiments of the present application, when the fifth shift unit DC5 is switched to unlock the sun gear 12 from the housing of the hybrid system, and the fourth shift unit DC4 is switched to lock the sun gear 12 with the planetary carrier 15 (i.e., when the shift sleeve 8 slides to disengage from the locking portion and the sleeve 4 slides to lock the spline 5), the engine 1 and the first motor 11 can be in a common G1 gear position, a common G2 gear position, a common G4 gear position, or a common G5 gear position, wherein:

[0138] ① When the first shift unit DC1 is switched to the neutral position and the second shift unit DC2 is switched to the locked coupling with the G1 gear driven gear 30 (i.e., the gearbox G4 / G5 shift sleeve 20 is in the neutral position and the gearbox G2 / G1 shift sleeve 27 slides to the locked coupling with the G1 gear shift spline 28), the engine 1 and the first motor 11 are in the G1 gear position;

[0139] ② When the first shift unit DC1 is switched to the neutral position and the second shift unit DC2 is switched to the locked coupling with the G2 gear driven gear 25 (i.e., the gearbox G4 / G5 shift sleeve 20 is in the neutral position and the gearbox G2 / G1 shift sleeve 27 slides to the locked coupling with the G2 gear shift spline 26), the engine 1 and the first motor 11 are in the G2 gear position;

[0140] ③ When the first shift unit DC1 is switched to the G4 gear driven gear 23 for locking coupling, and the second shift unit DC2 is switched to the neutral position (i.e., the transmission G4 / G5 shift sleeve 20 slides to the G4 gear shift spline 21 for locking coupling, and the transmission G2 / G1 shift sleeve is in the neutral position), the engine 1 and the first motor 11 are in the G4 gear position;

[0141] ④ When the first shift unit DC1 switches to a locked coupling with the transmission input shaft driving gear 18, and the second shift unit DC2 switches to the neutral position (that is, the transmission G4 / G5 shift sleeve 20 slides to a locked coupling with the G5 gear shift spline 19, and the transmission G2 / G1 shift sleeve is in the neutral position), the engine 1 and the first motor 11 are in the G5 gear position.

[0142] Furthermore, when the fifth shift unit DC5 is switched to lock the sun gear 12 to the housing of the hybrid system, and the fourth shift unit DC4 is switched to the neutral position (i.e., when the shift sleeve 8 slides to engage with the locking portion and the sleeve 4 slides to the neutral position), the engine 1 can be in the G1+k gear position, the G2+k gear position, the G4+k gear position, and the G5+k gear position, wherein:

[0143] ① When the gearbox G4 / G5 shift sleeve 20 is in the neutral position and the gearbox G2 / G1 shift sleeve 27 slides to lock and couple with the G1 gear shift spline 28, the engine 1 is in the G1+k gear position;

[0144] ② When the gearbox G4 / G5 shift sleeve 20 is in the neutral position and the gearbox G2 / G1 shift sleeve 27 slides to lock and couple with the G2 gear shift spline 26, the engine 1 is in the G2+k gear position;

[0145] ③ When the gearbox G4 / G5 shift sleeve 20 slides to lock and couple with the G4 gear shift spline 21, the gearbox G2 / G1 shift sleeve is in the neutral position, and the engine 1 is in the G4+k gear position;

[0146] ④ When the gearbox G4 / G5 shift sleeve 20 slides to lock and couple with the G5 gear shift spline 19, and the gearbox G2 / G1 shift sleeve is in the neutral position, the engine 1 is in the G5+k gear position.

[0147] Furthermore, when the fifth shift unit DC5 is switched to the sun gear 12 to release the lock on the housing of the hybrid system, and the fourth shift unit DC4 is switched to the planetary carrier 15 to lock the housing of the hybrid system (that is, when the shift sleeve 8 slides to disengage from the locking portion and the sleeve 4 slides to lock with the lock 3), the first motor 11 can be in the G1 gear, G2 gear, G4 gear, and G5 gear, wherein:

[0148] ① When the gearbox G4 / G5 shift sleeve 20 is in the neutral position and the gearbox G2 / G1 shift sleeve 27 slides to be locked and coupled with the G1 gear shift spline 28, the first motor 11 is in the G1 gear position;

[0149] ② When the gearbox G4 / G5 shift sleeve 20 is in the neutral position and the gearbox G2 / G1 shift sleeve 27 slides to be locked and coupled with the G2 gear shift spline 26, the first motor 11 is in the G2 gear position;

[0150] ③ When the gearbox G4 / G5 shift sleeve 20 slides to lock and couple with the G4 gear shift spline 21, the gearbox G2 / G1 shift sleeve is in the neutral position, and the first motor 11 is in the G4 gear position;

[0151] ④ When the gearbox G4 / G5 shift sleeve 20 slides to be locked and coupled with the G5 gear shift spline 19 and the gearbox G2 / G1 shift sleeve is in the neutral position, the first motor 11 is in the G5 gear position.

[0152] When the third shift unit DC3 switches to a locking coupling with the second output shaft of the second motor (that is, when the second motor shift sleeve 34 slides to a locking coupling with the second output shaft spline 33 of the second motor), the second motor 41 is in the G1 gear position; when the third shift unit DC3 switches to a locking coupling with the G3 gear driving gear of the second motor (that is, when the second motor shift sleeve 34 slides to a locking coupling with the G3 gear shift spline 35 of the second motor), the second motor 41 is in the G3 gear position; when the third shift unit DC3 switches to the neutral position (that is, when the second motor shift sleeve 34 slides to the neutral position), the second motor 41 is in the neutral position.

[0153] In certain embodiments of the present application, the hybrid power system includes at least one of ① climbing mode, ② pure electric starting mode, ③ power split mode, ④ engine direct drive mode, ⑤ engine speed increase mode, ⑥ engine + motor parallel drive mode, ⑦ braking energy recovery mode, and ⑧ parking power generation mode; preferably, all eight of the above modes are included.

[0154] When in the ① climbing mode, the first motor 11 is in the G1 gear position; the second motor 41 is in the G1 gear position.

[0155] When in the ② pure electric starting mode, the first motor 11 is in the G2 gear position; the second motor 41 is in the G3 gear position.

[0156] When in power split mode ③, the output speed of the engine 1 is constant, and the engine 1 cooperates with the first motor 11 to switch between the G2 gear, the G4 gear, and the G5 gear; the second motor 41 is in the G3 gear.

[0157] When in the ④ engine direct drive mode, the engine 1 and the first motor 11 are in the common G1 gear, or the common G2 gear, or the common G4 gear, or the common G5 gear; the second motor 41 is in the neutral gear.

[0158] When in the ⑤ engine speed increasing mode, the engine 1 is in the G1+k gear, or the G2+k gear, or the G4+k gear, or the G5+k gear; the second motor 41 is in the neutral gear.

[0159] When in the ⑥ engine + motor parallel drive mode, the engine 1 and the first motor 11 are in the common G1 gear, or the common G2 gear, or the common G4 gear, or the common G5 gear; or, the engine 1 is in the G1+k gear, or the G2+k gear, or the G4+k gear, or the G5+k gear; the second motor 41 is in the G3 gear.

[0160] When in the ⑦ braking energy recovery mode, the engine 1 is idling or stopped, and the first motor 11 and the second motor 41 perform energy recovery.

[0161] When in the parking power generation mode (⑧), the engine 1 serves as a power source to drive the second motor 41 to generate electricity; at this time, the engine 1 and the first motor 11 are locked, and the second motor 41 is in the G1 gear position.

[0162] In certain embodiments of the present application, the hybrid power system includes power gear 1, power gear 2, power gear 3, power gear 4, power gear 5, power gear 6, power gear 7, and power gear 8, wherein:

[0163] When in the power first gear, the engine 1 and the first motor 11 are in the G1 gear position, and the second motor 41 is in the G1 gear position.

[0164] When in the power second gear, the engine 1 is in the G1+k gear position, and the second motor 41 is in the G3 gear position.

[0165] When in the third power gear, the engine 1 and the first motor 11 are in the G2 gear position; the second motor 41 is in the neutral gear position.

[0166] When in the fourth power gear, the engine 1 is in the G2+k gear position, and the second motor 41 is in the neutral gear position.

[0167] When in the fifth power gear, the engine 1 and the first motor 11 are in the G4 gear position; the second motor 41 is in the neutral gear position.

[0168] When in the sixth power gear: the engine 1 is in the G4+k gear position, and the second motor 41 is in the neutral gear position.

[0169] When in the seventh power gear, the engine 1 and the first motor 11 are in the G5 gear position; the second motor 41 is in the neutral gear position.

[0170] When in power gear 8, the engine 1 is in gear position G5+k, and the second motor 41 is in neutral.

[0171] In certain embodiments of the present application, when power is input from at least one of the engine 1 and the first motor 11, a gear shift operation is performed by first shifting the second motor 41 to the G3 gear position, then shifting the gears of the engine 1 and / or the first motor 11, and finally shifting the second motor 41 to the neutral position. As described above, the second transmission mechanism is coupled to the first transmission mechanism, achieving a power-free shifting function during the first transmission mechanism's gear shifting process.

[0172] By coupling the power sources of the engine 1, the first motor 11, and the second motor 41, under certain control strategies, it is possible to achieve uninterrupted power during the gear shifting process. The following illustrates the gear shifting process from power gear 1 to power gear 8. The specific steps are as follows:

[0173] Power first gear: control the sleeve 4 and the spline 5 to lock, the gearbox G2 / G1 shift sleeve 27 and the G1 gear shift spline 28 to lock, the second motor shift sleeve 34 and the second motor second output shaft spline 33 to lock, so that the engine 1 and the first motor 11 can output power in the G1 gear after the planetary gear, and the second motor 41 can output power in the G1 gear at the same time.

[0174] Power Gear 2: To maintain uninterrupted power output during the shifting process, the second motor 41 must first be cleared of torque. The second motor shift sleeve 34 and the second motor's second output shaft spline 33 must then be unlocked. The speed of the second motor 41 must be adjusted to synchronize the second motor shift sleeve 34 with the second motor's G3 gear shift spline 35, which must then be locked. At this point, power output is achieved by the second motor 41 in the G3 gear position, and the engine 1 and first motor 11 then shift again. After the engine 1 and first motor 11 have cleared torque, the sleeve 4 and spline 5 are unlocked. The first motor 11 is adjusted to zero speed for the sun gear 12. The shift sleeve 8 and the locking portion of the first motor's idler gear 9 are locked, locking the sun gear 12 to the hybrid system's chassis. After the engine 1 is accelerated by the planetary gearshift, power output is achieved in the G1+k gear position, completing Power Gear 2.

[0175] Power Gear 3: The second motor 41 is controlled to output power in G3 gear, while the engine 1 and first motor 11 are regulated to shift gears. After engine 1 clears torque, the locking portions of the shift sleeve 8 and the first motor idler gear 9 are unlocked, as well as the locking portions of the transmission G2 / G1 shift sleeve 27 and the G1 gear shift spline 28. The first motor 11 is adjusted to synchronize the speeds of the sleeve 4 and spline 5, locking them. The first motor 11 is then adjusted to synchronize the speeds of the transmission G2 / G1 shift sleeve 27 and the G2 gear shift spline 26, locking them. After this, engine 1 builds torque, and the second motor 41 stops driving.

[0176] Power Gear 4: Second motor 41 is controlled to G3 to achieve power output, while engine 1 and first motor 11 are regulated for gear shifting. After engine 1 and first motor 11 have cleared torque, sleeve 4 and spline 5 are unlocked, first motor 11 is adjusted to achieve zero speed for sun gear 12, shift sleeve 8 is locked with the locking portion of first motor idler gear 9, locking sun gear 12 to the hybrid system housing. The engine is accelerated via the planetary gearshift, after which engine 1 builds torque and second motor 41 is disengaged.

[0177] Power Gear 5: The second motor 41 is controlled to output power in G3 gear, while the engine 1 and first motor 11 are regulated to shift gears. After engine 1 clears torque, the locking portions of the shift sleeve 8 and the first motor idler gear 9 are unlocked, as well as the G2 / G1 shift sleeve 27 and the G2 gear shift spline 26. The first motor 11 is adjusted to synchronize the speeds of the sleeve 4 and spline 5, and then locked. The first motor 11 is then adjusted to synchronize the speeds of the gearbox G4 / G5 shift sleeve 20 and the G4 gear shift spline 21, and then locked. After this, engine 1 builds torque, and the second motor 41 stops driving.

[0178] Power Gear 6: Second motor 41 is controlled to G3 to achieve power output, while engine 1 and first motor 11 are regulated for gear shifting. After engine 1 and first motor 11 have cleared torque, sleeve 4 and spline 5 are unlocked, first motor 11 is adjusted to achieve zero speed for sun gear 12, shift sleeve 8 is locked with the locking portion of first motor idler gear 9, locking sun gear 12 to the hybrid system housing. The engine is accelerated via the planetary gearshift, after which engine 1 builds torque and second motor 41 is disengaged.

[0179] Power Gear 7: The second motor 41 is controlled to output power in G3 gear, while the engine 1 and first motor 11 are regulated to shift gears. After engine 1 clears torque, the locking portions of the shift sleeve 8 and the first motor idler gear 9 are unlocked, as well as the locking portions of the transmission G4 / G5 shift sleeve 20 and the G4 gear shift spline 21. The first motor 11 is adjusted to synchronize the speeds of the sleeve 4 and spline 5, before locking them. The first motor 11 is then adjusted to synchronize the speeds of the transmission G4 / G5 shift sleeve 20 and the G5 gear shift spline 19, before locking them. Engine 1 then builds torque, and the second motor 41 stops driving.

[0180] Power Gear 8: Second motor 41 is controlled to G3 to achieve power output, while engine 1 and first motor 11 are regulated for gear shifting. After engine 1 and first motor 11 have cleared torque, sleeve 4 and spline 5 are unlocked, first motor 11 is adjusted to achieve zero speed for sun gear 12, shift sleeve 8 is locked with the locking portion of first motor idler gear 9, locking sun gear 12 to the hybrid system housing. The engine is accelerated via the planetary gearshift, after which engine 1 builds torque and second motor 41 is disengaged.

[0181] In summary, the present application also provides a vehicle, which includes the hybrid power system described above.

[0182] Since the vehicle of the present application includes the hybrid power system described above, the beneficial effects of the hybrid power system on the vehicle can be found above and will not be repeated here.

[0183] The basic principles of the present application have been described above in conjunction with specific embodiments. However, it should be noted that the advantages, strengths, and effects mentioned in this application are merely illustrative and not restrictive, and it should not be assumed that these advantages, strengths, and effects are required of each embodiment of this application. In addition, the specific details disclosed above are merely illustrative and facilitating understanding, and are not restrictive. The above details do not limit this application to necessarily being implemented using the above specific details.

[0184] The block diagrams of the devices, devices, equipment, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As will be appreciated by those skilled in the art, these devices, devices, equipment, and systems can be connected, arranged, or configured in any manner. Words such as "include," "comprise," "have," and the like are open-ended words, meaning "including but not limited to," and can be used interchangeably therewith. The words "or" and "and" used herein refer to the words "and / or" and can be used interchangeably therewith, unless the context clearly indicates otherwise. The word "such as" used herein refers to the phrase "such as but not limited to," and can be used interchangeably therewith.

[0185] It should also be noted that in the apparatus, device, and method of the present application, each component or each step can be decomposed and / or recombined, and such decomposition and / or recombination should be regarded as equivalent solutions of the present application.

[0186] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects without departing from the scope of the present application. Therefore, the present application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0187] It should be understood that the qualifiers "first", "second", "third", "fourth", "fifth" and "sixth" used in the description of the embodiments of the present application are only used to more clearly illustrate the technical solutions and cannot be used to limit the scope of protection of the present application.

[0188] The above description has been provided for the purpose of illustration and description. Furthermore, this description is not intended to limit the embodiments of the present application to the forms disclosed herein. Although a number of example aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A hybrid power system, characterized in that: include: Engine (1); A planetary gear, a first input end of which is drivingly connected to the engine (1); a first speed change mechanism, drivingly connected to the output end of the planetary gear; A transmission shaft (45) is drivingly connected to the output end of the first speed change mechanism; a first motor (11) in transmission connection with the second input end of the planetary gear train; a second speed change mechanism, the output end of which is in driving connection with the output gear set of the first speed change mechanism; The second motor (41) is transmission-connected to the input end of the second speed-changing mechanism; wherein: The first speed change mechanism is capable of adjusting the power output of the engine (1) to multiple gears; The second speed change mechanism is capable of adjusting the power output of the second motor (41) to multiple gears.

2. The hybrid power system according to claim 1, characterized in that: The first speed change mechanism comprises a first shift unit (DC1), the output end of the planetary gear is a ring gear (14), the ring gear (14) is connected to a planetary gear output shaft (16), the output end of the first speed change mechanism comprises a gearbox output shaft (42), a transmission connection between the gearbox output shaft (42) and the planetary gear output shaft (16) is disconnectable via the first shift unit (DC1); the gearbox output shaft (42) is in transmission connection with the transmission shaft (45); The first speed change mechanism includes at least one second shift unit (DC2), and one of the gears of the output gear set can be selected for transmission connection with the gearbox output shaft (42) by switching between the first shift unit (DC1) and the at least one second shift unit (DC2); The second speed change mechanism includes a third shift unit (DC3), a first output shaft of the second motor, and a second output shaft of the second motor; a transmission connection between the first output shaft of the second motor and the second output shaft of the second motor is cut off by the third shift unit (DC3); The first input end of the planetary gear is a planetary carrier (15), and the second input end is a sun gear (12); a fourth shift unit (DC4) is provided between the engine (1) and the planetary gear, and the fourth shift unit (DC4) can be switched to lock the planetary carrier (15) to the housing of the hybrid power system, or can achieve locking coupling between the planetary carrier (15) and the sun gear (12); The first motor (11) is connected to the sun gear (12) via a first transmission gear set; the first transmission gear set includes a fifth shift unit (DC5), and the fifth shift unit (DC5) can lock or unlock the sun gear (12) to the housing of the hybrid system.

3. The hybrid power system according to claim 1, characterized in that: The first speed change mechanism comprises: The gearbox input shaft driving gear (18) is in driving connection with the planetary gear output shaft (16); A gearbox output shaft (42) is in driving connection with the transmission shaft (45); A plurality of transmission output shaft driven gears are loosely mounted on the transmission output shaft (42) to form an output gear set with the transmission input shaft driving gear (18); A gearbox intermediate shaft (43) is parallel to the gearbox output shaft (42); A transmission sleeve is provided on a transmission intermediate shaft driven gear (17) and a plurality of transmission intermediate shaft driving gears of the transmission intermediate shaft (43); the transmission intermediate shaft driven gear (17) is meshed with the transmission input shaft driving gear (18), and the plurality of transmission intermediate shaft driving gears are meshed one-to-one with the plurality of transmission output shaft driven gears; A transmission sleeve is provided on a plurality of shifting units of the transmission output shaft (42), and one of the plurality of shifting units can be slidably switched to a locking coupling with the transmission input shaft driving gear (18) and one of the plurality of transmission output shaft driven gears, so as to realize the gear selection of the power output of the engine (1).

4. The hybrid power system according to claim 3, characterized in that: The plurality of gearbox output shaft driven gears include a G4 gear driven gear (23), a G2 gear driven gear (25), and a G1 gear driven gear (30); the plurality of gearbox intermediate shaft driving gears include a G4 gear driving gear (22), a G2 gear driving gear (24), and a G1 gear driving gear (29); The plurality of shifting units include a first shifting unit (DC1) and a second shifting unit (DC2); the first shifting unit (DC1) is located between the transmission input shaft driving gear (18) and the G4 gear driven gear (23); and the second shifting unit (DC2) is located between the G2 gear driven gear (25) and the G1 gear driven gear (30).

5. The hybrid power system according to claim 1, characterized in that: The second speed change mechanism includes: A first output shaft of the second motor is transmission-connected to the second motor (41) via a second transmission gear set; A second motor G3 gear driving gear (36) is loosely sleeved on the first output shaft of the second motor; a second output shaft of the second motor, spaced apart from the first output shaft of the second motor and located on the same horizontal axis; A second output shaft transmission gear set is provided on the second output shaft of the second motor; A third shift unit (DC3) is provided on the first output shaft of the second motor and can be slidably switched to a locking coupling with the second motor G3 gear driving gear (36) and the second output shaft of the second motor to achieve gear selection for the power output of the second motor (41); The transmission sleeve on the gearbox output shaft (42) of the first speed change mechanism is provided with a G3 gear driven gear (32) meshing with the G3 gear driving gear (36) of the second motor; and the second output shaft transmission gear set meshes with the output gear set of the first speed change mechanism.

6. The hybrid power system according to claim 1, characterized in that: When the fifth shift unit (DC5) switches to the sun gear (12) to release the lock on the housing of the hybrid system, and the fourth shift unit (DC4) switches to the sun gear (12) to lock and couple with the planetary carrier (15), the engine (1) and the first motor (11) can be in a common G1 gear position, a common G2 gear position, a common G4 gear position or a common G5 gear position, wherein: When the first shift unit (DC1) is switched to the neutral position and the second shift unit (DC2) is switched to the locked coupling with the G1 gear driven gear (30), the engine (1) and the first motor (11) are in the G1 gear position. When the first shift unit (DC1) is switched to the neutral position and the second shift unit (DC2) is switched to the locked coupling with the G2 gear driven gear (25), the engine (1) and the first motor (11) are in the G2 gear position. When the first shift unit (DC1) is switched to be locked and coupled with the G4 gear driven gear (23), and the second shift unit (DC2) is switched to be in the neutral position, the engine (1) and the first motor (11) are in the G4 gear position. When the first shift unit (DC1) is switched to a locked coupling with the transmission input shaft driving gear (18), and the second shift unit (DC2) is switched to a neutral position, the engine (1) and the first motor (11) are in a total G5 gear position; When the fifth shift unit (DC5) is switched to the sun gear (12) locked to the housing of the hybrid system, and the fourth shift unit (DC4) is switched to the neutral position, the engine (1) can be in the G1+k gear position, the G2+k gear position, the G4+k gear position, and the G5+k gear position, wherein: When the first shift unit (DC1) is switched to the neutral position and the second shift unit (DC2) is switched to the locked coupling with the G1 gear driven gear (30), the engine (1) is in the G1+k gear position. When the first shift unit (DC1) is switched to the neutral position and the second shift unit (DC2) is switched to the locked coupling with the G2 gear driven gear (25), the engine (1) is in the G2+k gear position. When the first shift unit (DC1) is switched to be locked and coupled with the G4 gear driven gear (23), and the second shift unit (DC2) is switched to be in the neutral position, the engine (1) is in the G4+k gear position. When the first shift unit (DC1) is switched to a locked coupling with the transmission input shaft driving gear (18), and the second shift unit (DC2) is switched to a neutral position, the engine (1) is in the G5+k gear position; When the fifth shift unit (DC5) switches to the sun gear (12) to unlock the housing of the hybrid system, and the fourth shift unit (DC4) switches to the planetary carrier (15) to lock the housing of the hybrid system, the first motor (11) can be in the G1 gear, the G2 gear, the G4 gear, and the G5 gear, wherein: When the first shift unit (DC1) is switched to the neutral position and the second shift unit (DC2) is switched to the locked coupling with the G1 gear driven gear (30), the first motor (11) is in the G1 gear position; When the first shift unit (DC1) is switched to the neutral position and the second shift unit (DC2) is switched to the locked coupling with the G2 gear driven gear (25), the first motor (11) is in the G2 gear position; When the first shift unit (DC1) is switched to a locked coupling with the G4 gear driven gear (23), and the second shift unit (DC2) is switched to a neutral position, the first motor (11) is in the G4 gear position; When the first shift unit (DC1) is switched to a locked coupling with the transmission input shaft driving gear (18), and the second shift unit (DC2) is switched to a neutral position, the first motor (11) is in the G5 gear position; When the third shift unit (DC3) is switched to a locking coupling with the second output shaft of the second motor, the second motor (41) is in the G1 gear position; when the third shift unit (DC3) is switched to a locking coupling with the G3 gear driving gear of the second motor, the second motor (41) is in the G3 gear position; when the third shift unit (DC3) is switched to a neutral position, the second motor (41) is in the neutral position.

7. The hybrid power system according to claim 6, characterized in that: The hybrid system includes a climbing mode. When in the climbing mode, the first motor (11) is in the G1 gear position; the second motor (41) is in the G1 gear position; and / or, The hybrid power system includes a pure electric starting mode. When in the pure electric starting mode, the first motor (11) is in the G2 gear position; the second motor (41) is in the G3 gear position; and / or, The hybrid power system includes a power split mode. When in the power split mode, the output speed of the engine (1) is constant, and the engine (1) cooperates with the first motor (11) to switch between the G2 gear, the G4 gear, and the G5 gear; the second motor (41) is in the G3 gear. and / or, The hybrid power system includes an engine direct drive mode. When in the engine direct drive mode, the engine (1) and the first motor (11) are in a total of G1 gear, or a total of G2 gear, or a total of G4 gear, or a total of G5 gear; the second motor (41) is in a neutral gear position; and / or, The hybrid power system includes an engine speed-up mode. When in the engine speed-up mode, the engine (1) is in the G1+k gear, or the G2+k gear, or the G4+k gear, or the G5+k gear; the second motor (41) is in the neutral gear; and / or, The hybrid power system includes an engine+motor parallel driving mode. When in the engine+motor parallel driving mode, the engine (1) and the first motor (11) are in a total of G1 gear, or a total of G2 gear, or a total of G4 gear, or a total of G5 gear; or, the engine (1) is in G1+k gear, or G2+k gear, or G4+k gear, or G5+k gear; the second motor (41) is in G3 gear; and / or, The hybrid system includes a braking energy recovery mode. When in the braking energy recovery mode, the engine (1) is idling or stopped, and the first motor (11) and the second motor (41) recover energy. and / or, The hybrid power system includes a parking power generation mode. When in the parking power generation mode, the engine (1) serves as a power source to drive the second motor (41) to generate electricity.

8. The hybrid power system according to claim 6, characterized in that: The hybrid power system includes power gear 1, power gear 2, power gear 3, power gear 4, power gear 5, power gear 6, power gear 7, and power gear 8, wherein: When in power gear 1, the engine (1) and the first motor (11) are in a total gear position of G1, and the second motor (41) is in a gear position of G1; When in the second power gear, the engine (1) is in the G1+k gear position, and the second motor (41) is in the G3 gear position; When in the third power gear, the engine (1) and the first motor (11) are in the G2 gear position; the second motor (41) is in the neutral gear position; When in the fourth power gear, the engine (1) is in the G2+k gear position, and the second motor (41) is in the neutral gear position; When in the fifth power gear, the engine (1) and the first motor (11) are in a total gear position of G4; the second motor (41) is in a neutral position; When in the sixth power gear: the engine (1) is in the G4+k gear position, and the second motor (41) is in the neutral gear position; When in the seventh power gear, the engine (1) and the first motor (11) are in a total gear position of G5; the second motor (41) is in a neutral position; When in power gear eight, the engine (1) is in gear position G5+k, and the second motor (41) is in neutral.

9. The hybrid power system according to claim 8, characterized in that: When at least one of the engine (1) and the first motor (11) inputs power, during a gear shift operation, the second motor (41) is first switched to the G3 gear position, and then the gear position of the engine (1) and / or the first motor (11) is switched, and finally the second motor (41) is switched to the neutral gear position.

10. A vehicle, characterized in that: The hybrid power system comprises the hybrid power system according to any one of claims 1 to 9.

Images