Three-motor integrated motorcycle hybrid power system

Abstract

The invention discloses a three-motor integrated motorcycle hybrid power system which comprises a fuel engine, an engine crankshaft, a P1 starting generator, a P3 motor, a P4 driving motor, a clutch box, a gear box, a master controller ECU, a transmission structure and wheels. The P1 starting generator is connected to one side of the engine crankshaft, the P3 motor is connected to the other side of the engine crankshaft through the clutch, the engine crankshaft is connected with the gear box, and the P4 driving motor is connected with the gear box and drives the wheels through a transmission structure. The main controller ECU controls the fuel engine, the P1 starting generator, the P3 motor, the P4 driving motor and the clutch, and the running state of the motorcycle is switched according to the feedback value of the sensor assembly. And the high-thermal-efficiency engine and the motor are superposed to output higher power and torque, so that miniaturization and light weight of the vehicle are facilitated.

Description

Technical Field

[0001] This invention relates to the field of motorcycles, and more particularly to a three-motor integrated hybrid motorcycle system. Background Technology

[0002] With the development of technology, in order to pursue energy conservation and environmental protection, fuel vehicles are gradually being replaced by new energy vehicles and hybrid vehicles. As a result, in the motorcycle field, fuel-efficient and environmentally friendly hybrid vehicles have become the choice of more and more consumers.

[0003] In the 20th century, Toyota pioneered the parallel hybrid electric vehicle, overcoming the difficulties in emission control and power requirements of the engine under initial starting conditions. Its hybrid system design adopts a dual-motor power split and planetary gear coupling scheme. The vehicle recovers stored electricity to recharge the battery pack during braking kinetic energy and reverse cycle process, effectively recovering and recycling energy. However, it still has certain drawbacks.

[0004] Toyota's THS (Toyota Hybrid System) design includes an engine, a P1 starter generator, a P3 motor drive motor, planetary gears, and a complex transmission structure that controls the P1 starter generator to adjust the planetary gears to correspond to the engine speed. The transmission structure is complex, relying on a multi-speed gearbox. During engine operation, the planetary gears of the engine and motor cannot be decoupled, increasing the motor's drag resistance during startup. Energy is wasted due to this resistance during multiple switching processes. Motor energy recovery is limited to braking and the amount recovered is limited. The system lacks direct-plug charging capabilities, resulting in limited onboard electrical storage and insufficient electric drive range. Vehicle operation is primarily driven by the internal combustion engine, with electric drive as a secondary power source. Furthermore, the engine starts and stops too frequently, making system and emissions control extremely difficult, and energy recovery cannot be efficiently utilized. Of course, some manufacturers have bypassed Toyota's planetary gear coupling hybrid system, adopting a direct drive system that eliminates the gearbox. This system consists of a gasoline engine, a P1 starter generator, a P3 motor, a clutch, a differential, a battery pack, and control circuitry. While this overcomes some of the shortcomings of Toyota's hybrid system, it still has the following drawbacks: 1. Due to the limited size and structure of motorcycles, the output power of the P1 starter generator in existing dual-motor motorcycle hybrid systems is also limited by its structure. Therefore, in hybrid mode, the P1 starter generator's power output is limited and cannot meet the power output requirements of the P3 motor. Consequently, the P3 motor mainly consumes energy from the battery pack. 2. Traditional dual-motor motorcycle hybrid systems typically connect the P1 starter generator to one end of the engine crankshaft. However, due to the lightweight and miniaturization requirements of motorcycle hybrid systems, the P1 starter generator tends to tilt to one side of the engine crankshaft under load, which can easily lead to an imbalance in the center of gravity over long-term operation.

[0005] To address the aforementioned issues, this solution proposes a three-motor integrated motorcycle hybrid power system. Summary of the Invention

[0006] To address the aforementioned technical problems, this invention provides a three-motor integrated motorcycle hybrid power system, comprising: a fuel engine, an engine crankshaft, a P1 starter generator, a P3 motor, a P4 drive motor, a clutch, a gearbox, a main controller ECU transmission structure, and wheels.

[0007] The fuel engine is driven by the engine crankshaft. The P1 starter generator is connected to one side of the engine crankshaft. The P3 motor is disengaged and connected to the other side of the engine crankshaft via the clutch. When the clutch is in a first transmission state, the engine crankshaft and the P3 motor form a transmission relationship. The engine crankshaft is disengaged and connected to the gearbox via the clutch. When the clutch is in a second transmission state, the engine crankshaft and the gearbox form a transmission relationship and the transmission relationship between the P3 motor and the engine crankshaft is disconnected. The P4 drive motor is connected to the second gear of the gearbox and drives the wheels through the transmission structure.

[0008] The main controller ECU includes a switching unit circuit, an accelerator, and a sensor assembly. The switching unit circuit controls the connection of the fuel engine, P1 starter generator, P3 motor, P4 drive motor, and clutch, and switches the vehicle's driving state according to the input of the accelerator and the parameters fed back by the sensor assembly.

[0009] The main controller ECU also includes: a main control circuit, a fault detection circuit, an electric drive circuit, a charging module circuit, an intelligent oil-electric conversion circuit, a GPS positioning wireless circuit, a CAN communication module, and an OTA transmission module.

[0010] The input terminal of the main control circuit is connected to the battery pack, accelerator, sensor assembly and fault detection circuit, and the output terminal of the main control circuit is connected to the electric drive circuit, charging module circuit, intelligent oil-electric conversion circuit, GPS positioning wireless circuit, CAN communication module and OTA transmission module.

[0011] The sensor assembly includes a speed sensor and a torque sensor mounted on the wheel. The speed sensor is used to detect the rotational speed of the wheel, and the torque sensor is used to detect the torque of the wheel.

[0012] The vehicle has four driving modes: pure electric drive, hybrid electric series drive, hybrid electric parallel drive, and pure gasoline drive.

[0013] When the main controller ECU detects that the battery pack's charge is greater than a set value, and the vehicle is smoothly accelerating and driving at low to medium speeds, the vehicle enters a pure electric drive state. In this state, the main controller ECU shuts down the fuel engine, and the battery pack powers the P4 drive motor. The P4 drive motor is connected to the second gear of the gearbox and drives the wheels to move the vehicle.

[0014] When the main controller ECU detects that the battery pack charge is lower than a set value, and the vehicle is smoothly accelerating and driving at low to medium speed, the vehicle enters a hybrid electric drive state. In this state: the main controller ECU controls the P1 starter generator to start the fuel engine, the fuel engine drives the engine crankshaft, and the engine crankshaft coaxially drives the P1 starter generator. The clutch is in the first transmission state, and the P3 motor is also driven by the engine crankshaft, generating electricity to power the P4 drive motor. The P4 drive motor is connected to the second gear of the gearbox and drives the wheels to drive the vehicle through the transmission structure. At the same time, when the P1 starter generator and the P3 motor generate electricity to power the P4 drive motor to drive the vehicle, the remaining electrical energy can be reverse-charged into the battery pack through the charging module circuit.

[0015] Specifically, when the main controller ECU detects a rapid acceleration command input from the accelerator, the vehicle is traveling at low to medium speed, and the wheel torque output is greater than a set value, the vehicle enters a parallel hybrid drive state. In this state: the main controller ECU controls the P1 starter generator to start the fuel engine, which drives the engine crankshaft to rotate. Simultaneously, the main controller ECU controls the P1 starter generator to synchronously drive and assist the engine crankshaft in rotation. The main controller ECU controls the clutch to switch to the second transmission state, connecting the engine crankshaft to the first gear of the gearbox, while disengaging the P3 motor on the other side of the engine crankshaft. The fuel engine and the P4 drive motor synchronously drive the wheels to propel the vehicle through the gearbox and transmission structure.

[0016] Specifically, when the main controller ECU detects a smooth acceleration command input from the accelerator, the vehicle is traveling at medium to high speed, and the wheel torque is within a set range, the vehicle enters a pure gasoline drive state. In this state: The main controller ECU controls the P1 starter generator to start the fuel engine. When the fuel engine is working, it synchronously drives the engine crankshaft to rotate. The engine crankshaft drives the P1 starter generator to generate electricity, which is then reverse-charged to the battery pack through the charging module circuit. The main controller ECU controls the clutch to switch to the second transmission state and connects the engine crankshaft to the first gear of the gearbox. At the same time, it disconnects the engine crankshaft and the P3 motor. The main controller ECU shuts down the P3 motor and the P4 drive motor. The fuel engine drives the engine crankshaft and drives the wheels through the gearbox and transmission structure to drive the vehicle.

[0017] The fuel engine is either a variable valve timing engine or a turbocharged engine.

[0018] The clutch is either a hydraulic clutch or an electromagnetic clutch, and can be engaged and disengaged by the main controller ECU, and can switch between the first transmission state and the second transmission state.

[0019] Implementing the embodiments of the present invention has the following beneficial effects: 1. This solution connects a P1 starter generator and a P3 motor to both ends of the engine crankshaft, respectively. In a hybrid electric drive state, the fuel engine can drive both the P1 starter generator and the P3 motor to generate electricity to power the P4 drive motor. This overcomes the problems of insufficient power generation and imbalance of the center of gravity caused by a single-side load on the P1 starter generator on the engine crankshaft, and avoids the problem of a single motor being unable to meet the power demand of the P4 drive motor, thus avoiding excessive consumption of battery power. 2. By setting a relatively small P1 starter generator and P3 motor at both ends of the engine crankshaft, the miniaturization and lightweight requirements of the motorcycle are met, and the structural center of gravity of the engine crankshaft is balanced during operation. 3. The output power and torque demand during vehicle operation are fed back by sensor components, allowing the main controller ECU to smoothly switch between the fuel engine and electric motor operation for hybrid vehicle driving. Attached Figure Description

[0020] Figure 1 This is a cross-sectional structural diagram of the present invention; Figure 2 This is a schematic diagram of the present invention with the transmission structure and wheels omitted; Figure 3 These are schematic diagrams of two transmission states of the clutch of the present invention, wherein (A) is a schematic diagram of the first transmission state and (B) is a schematic diagram of the second transmission state; Figure 4 This is a schematic block diagram of the control in the pure electric drive state of the present invention; Figure 5 This is a schematic block diagram of the control in the oil-electric series drive state of the present invention; Figure 6 This is a schematic block diagram of the control in the parallel drive state of the oil and electricity of the present invention; Figure 7 This is a schematic block diagram of the control in the pure oil driven state of the present invention. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings.

[0022] Example 1 like Figures 1-3 As shown, a three-motor integrated motorcycle hybrid system includes: a fuel engine 1, an engine crankshaft 2, a P1 starter generator 3, a P3 motor 4, a P4 drive motor 5, a clutch 6, a gearbox 7, a main controller ECU 8, a transmission structure 9, and wheels 10.

[0023] The fuel engine 1 is driven by the engine crankshaft 2. The P1 starter generator 3 is connected to one side of the engine crankshaft 2. The P3 motor 4 is disengaged and engageably connected to the other side of the engine crankshaft 2 via the clutch 6. In the first transmission state, the clutch 6 enables the engine crankshaft 2 and the P3 motor 4 to form a transmission relationship and disconnects the engine crankshaft 2 from the first gear of the gearbox 7. In the second transmission state, the clutch 6 enables the engine crankshaft 2 and the gearbox 7 to form a transmission relationship and disconnects the transmission relationship between the P3 motor 4 and the engine crankshaft 2. The P4 drive motor 5 is connected to the second gear of the gearbox 7 and drives the wheel 10 through the transmission structure 9.

[0024] The main controller ECU8 includes a switching unit circuit 81, an accelerator 82, and a sensor assembly 83. The switching unit circuit 81 controls the connection of the fuel engine 1, the P1 starter generator 3, the P3 motor 4, the P4 drive motor 5, and the clutch 6, and switches the vehicle's driving state according to the input of the accelerator 82 and the parameters fed back by the sensor assembly 83.

[0025] Please combine Figure 4 The main controller ECU8 also includes: a main control circuit, a fault detection circuit, an electric drive circuit, a charging module circuit, an intelligent oil-electric conversion circuit, a GPS positioning wireless circuit, a CAN communication module, and an OTA transmission module.

[0026] The input terminal of the main control circuit is connected to the battery pack 11, the accelerator 82, the sensor assembly 83 and the fault detection circuit, and the output terminal of the main control circuit is connected to the electric drive circuit, the charging module circuit, the intelligent oil-electric conversion circuit, the GPS positioning wireless circuit, the CAN communication module and the OTA transmission module.

[0027] It should be noted that the accelerator 82 in this embodiment is a motorcycle throttle, which can be input by turning it, and at the same time, the vehicle can be controlled by adjusting the response curve to make acceleration and deceleration more sensitive.

[0028] Specifically, the sensor assembly 83 includes a speed sensor 831 and a torque sensor 832 disposed on the wheel 10.

[0029] The speed sensor 831 is used to detect the rotational speed of the wheel 10, and the torque sensor 832 is used to detect the torque of the wheel 10.

[0030] Specifically, the fuel engine 1 adopts a variable valve timing engine or a turbocharged engine. Through the variable valve timing engine or turbocharged engine, the engine thermal efficiency can be increased to more than 40%, thereby reducing the engine fuel consumption. The drive motor is used to compensate for the low-speed, high-torque power output demand of the thermally efficient engine. The torque output is increased by more than 45% compared with the output torque of the same displacement engine, and the fuel consumption can be reduced by more than 45% compared with the same displacement fuel engine.

[0031] Specifically, the combustion engine 1 eliminates the traditional multi-speed gearbox or CVT continuously variable transmission, thus eliminating the limited space of motorcycle vehicles and saving manufacturing costs, making the motorcycle hybrid engine and motor structure smaller, more integrated, lighter, and more refined.

[0032] More preferably, the P4 drive motor 5 is connected to the transmission structure 9 through the second gear of the gearbox 7 to drive the wheel 10 to rotate. The transmission structure 9 can be a gear shaft group or a chain and belt for transmission, and this solution is not limited to this.

[0033] Specifically, the clutch 6 is a hydraulic clutch or an electromagnetic clutch, and its engagement and disengagement are controlled by the main controller ECU8.

[0034] In this embodiment, by connecting a P1 starter generator 3 and a P3 motor 4 to both ends of the engine crankshaft respectively, the fuel engine 1 drives the P1 starter generator 3 and the P3 motor 4 together to generate electricity for the P4 drive motor 5 in a hybrid electric drive state. This avoids the problem of excessive consumption of battery pack 11 due to insufficient power of the P1 starter generator 3 failing to meet the power demand of the P4 drive motor. When the dual motor pack generates electricity to meet the power demand of the P4 drive motor 5, excess electricity can be immediately reverse-charged to the battery, effectively protecting the battery from deep discharge and extending the battery's service life.

[0035] In addition, setting up P3 motor 4 can also meet the requirements of miniaturization and lightweight structure of motorcycle, so that P1 starter generator 3 and P3 motor 4 can be made smaller and installed on both sides of engine crankshaft 2 while meeting power requirements, so that engine crankshaft can achieve center of gravity balance when working.

[0036] Please combine Figure 4 The switching unit circuit 81 of this solution also includes a battery pack 11 for providing power to the vehicle, a plug-in charger for charging, an instrument display for displaying the vehicle's operating status, a Bluetooth transmission circuit for data transmission, and a dashcam circuit for recording driving data. These circuits and structures are conventional solutions and will not be described again in this application.

[0037] Example 2 This embodiment mainly discloses four operating states of the vehicle based on Embodiment 1, including: pure electric drive state, hybrid electric series drive state, hybrid electric parallel drive state, and pure gasoline drive state. Please refer to the following for details. Figures 4-7 .

[0038] like Figure 4 As shown, when the main controller ECU8 detects that the battery pack 11 has a charge level greater than a set value, and the vehicle is smoothly accelerating from a standstill and driving at low to medium speeds, the vehicle enters pure electric drive mode. In this mode: The main controller ECU8 shuts down the fuel engine 1, and the battery pack 11 supplies power to the P4 drive motor 5. The P4 drive motor 5 is connected to the second gear of the gearbox 7 and drives the wheels 10 to drive the vehicle through the transmission structure 9.

[0039] like Figure 5 As shown, when the main controller ECU8 detects that the battery pack 11 has a charge level lower than a set value, and the vehicle is in a smooth acceleration start and driving at low to medium speed, the vehicle enters a hybrid electric drive state. In this state: The main controller ECU8 controls the P1 starter generator 3 to start the fuel engine 1. The fuel engine 1 drives the engine crankshaft 2, which coaxially drives the P1 starter generator 3. The clutch 6 is in the first transmission state, and the P3 motor 4 is also driven by the engine crankshaft 2, generating electricity to power the P4 drive motor 5. The P4 drive motor 5 is connected to the second gear of the gearbox 7 and drives the wheels 10 to drive the vehicle. The vehicle enters the hybrid electric series drive state.

[0040] Simultaneously, the remaining electrical energy generated by P1 starting generator 3 and P3 motor 4 to power P4 drive motor 5 can be reverse-charged into battery pack 11 through the charging module circuit.

[0041] like Figure 6 As shown, when the main controller ECU8 detects that the accelerator 82 inputs a rapid acceleration command, the vehicle is traveling at a low to medium speed, and the torque output of the wheels 10 is greater than the set value, the vehicle enters a hybrid electric parallel drive state. In this state: The main controller ECU8 controls the P1 starter generator 3 to start the fuel engine 1. The fuel engine 1 drives the engine crankshaft 2 to rotate. At the same time, the main controller ECU8 controls the P1 starter generator 3 to synchronously drive and assist the engine crankshaft 2 to rotate. The main controller ECU8 controls the clutch 6 to connect the engine crankshaft 2 with the first gear of the gearbox 7, and simultaneously disengages the P3 motor 4 on the other side of the engine crankshaft 2. The fuel engine 1 and the P4 drive motor 5 synchronously drive the wheels 10 to drive the vehicle through the gearbox 7 and the transmission structure 9.

[0042] like Figure 7 As shown, when the main controller ECU8 detects that the accelerator 82 inputs a smooth acceleration command, the vehicle is traveling at medium to high speed, and the torque output of the wheels 10 is within a set range, the vehicle enters a pure gasoline drive state. In this state: The main controller ECU8 controls the P1 starter generator 3 to start the fuel engine 1. When the fuel engine 1 is working, it drives the engine crankshaft 2 to rotate. The engine crankshaft 2 drives the P1 starter generator 3 to generate electricity, which is then reverse-charged to the battery pack 11 through the charging module circuit. The main controller ECU8 controls the clutch 6 to engage so that the engine crankshaft 2 is connected to the first gear of the gearbox 7. At the same time, it disengages the P3 motor 4 of the engine crankshaft 2. The main controller ECU8 shuts down the P3 motor 4 and the P4 drive motor 5. The fuel engine 1 drives the wheels 10 to move the vehicle through the engine crankshaft 2, which is connected to the gearbox 7 and the transmission structure 9.

[0043] Of course, the above embodiments are only for illustrating the technical concept of the present invention and the actual prototype testing experience and characteristics. Their purpose is to enable those skilled in the art to understand the content of the present invention and implement it accordingly, and they should not be used to limit the scope of protection of the present invention. All modifications made according to the spirit and essence of the main technical solution of the present invention should be covered within the scope of protection of the present invention.

Claims

1. A three-motor integrated hybrid power system for motorcycles, characterized in that, include: The components include: fuel engine (1), engine crankshaft (2), P1 starter generator (3), P3 motor (4), P4 drive motor (5), clutch (6), gearbox (7), main controller ECU (8), transmission structure (9), and wheels (10). The fuel engine (1) is connected to the engine crankshaft (2) via transmission. The P1 starter generator (3) is connected to one side of the engine crankshaft (2). The P3 motor (4) is connected to the other side of the engine crankshaft (2) via the clutch (6). In the first transmission state, the clutch (6) enables the engine crankshaft (2) and the P3 motor (4) to form a transmission relationship and disconnects the engine crankshaft (2) from the first gear of the gearbox (7). In the second transmission state, the clutch (6) enables the engine crankshaft (2) and the gearbox (7) to form a transmission relationship and disconnects the transmission relationship between the P3 motor (4) and the engine crankshaft (2). The P4 drive motor (5) is connected to the second gear of the gearbox (7) and drives the wheels (10) to travel via the transmission structure (9). The main controller ECU (8) includes: a switching unit circuit (81), an accelerator (82) and a sensor assembly (83). The switching unit circuit (81) controls the connection of the fuel engine (1), P1 starter generator (3), P3 motor (4), P4 drive motor (5), and clutch (6) and switches the driving state of the vehicle according to the input of the accelerator (82) and the parameters fed back by the sensor assembly (83).

2. The integrated three-motor motorcycle hybrid power system according to claim 1, characterized in that, The switching unit circuit (81) includes: a main control circuit, a fault detection circuit, an electric drive circuit, a charging module circuit, an intelligent oil-electric conversion circuit, a GPS positioning wireless circuit, a CAN communication module, and an OTA transmission module. The input terminal of the main control circuit is connected to the battery pack (11), accelerator (82), sensor assembly (83) and fault detection circuit, and the output terminal of the main control circuit is connected to the electric drive circuit, charging module circuit, intelligent oil-electric conversion circuit, GPS positioning wireless circuit, CAN communication module and OTA transmission module.

3. The integrated three-motor motorcycle hybrid power system according to claim 1, characterized in that, The sensor assembly (83) includes a speed sensor (831) and a torque sensor (832) disposed on the wheel (10). The speed sensor (831) is used to detect the rotational speed of the wheel (10), and the torque sensor (832) is used to detect the torque of the wheel (10).

4. The integrated three-motor motorcycle hybrid power system according to claim 2, characterized in that, The vehicle has four driving modes: pure electric drive, hybrid electric series drive, hybrid electric parallel drive, and pure gasoline drive.

5. A three-motor integrated motorcycle hybrid power system according to claim 4, characterized in that, When the main controller ECU (8) detects that the battery pack (11) has a charge greater than the set value, and the vehicle is in a smooth acceleration start and driving at a low to medium speed, the vehicle enters a pure electric drive state. In this state: The main controller ECU (8) shuts down the fuel engine (1) and the battery pack (11) powers the P4 drive motor (5) to operate. The P4 drive motor (5) is connected to the second gear of the gearbox (7) and drives the wheels (10) to drive the vehicle through the transmission structure (9).

6. A three-motor integrated motorcycle hybrid power system according to claim 4, characterized in that, When the main controller ECU (8) detects that the battery pack (11) has a charge level lower than the set value, and the vehicle is in a smooth acceleration start and driving at a low to medium speed, the vehicle enters a series hybrid drive state. In this state: The main controller ECU (8) controls the P1 starter generator (3) to start the fuel engine (1). The fuel engine (1) drives the engine crankshaft (2). The engine crankshaft (2) drives the P1 starter generator (3) to rotate on the same axis. The clutch (6) is in the first transmission state and the P3 motor (4) is also driven by the engine crankshaft (2) and generates electricity to power the P4 drive motor (5). The P4 drive motor (5) is connected to the second gear of the gearbox (7) and drives the wheels (10) to drive the vehicle through the transmission structure (9). Meanwhile, the remaining electrical energy generated by the P1 starter generator (3) and the P3 motor (4) to power the P4 drive motor (5) can be reverse-charged into the battery pack (11) through the charging module circuit.

7. A three-motor integrated motorcycle hybrid power system according to claim 4, characterized in that, When the main controller ECU (8) detects that the accelerator (82) inputs a rapid acceleration command, the vehicle is traveling at a low to medium speed, and the torque output of the wheels (10) is greater than the set value, the vehicle enters a parallel hybrid drive state. In this state: The main controller ECU (8) controls the P1 starter generator (3) to start the fuel engine (1). The fuel engine (1) drives the engine crankshaft (2) to rotate. At the same time, the main controller ECU (8) controls the P1 starter generator (3) to synchronously drive and assist the engine crankshaft (2) to rotate. The main controller ECU (8) controls the clutch (6) to switch to the second transmission state, so that the engine crankshaft (2) and the first gear of the gearbox (7) form a transmission connection. At the same time, the P3 motor (4) on the other side of the engine crankshaft (2) is disconnected. The fuel engine (1) and the P4 drive motor (5) drive the wheels (10) synchronously through the gearbox (7) and the transmission structure (9) to drive the vehicle.

8. A three-motor integrated motorcycle hybrid power system according to claim 4, characterized in that, When the main controller ECU (8) detects that the accelerator (82) inputs a smooth acceleration command, the vehicle is traveling at medium to high speed, and the torque output of the wheels (10) is within the set value range, the vehicle enters a pure oil drive state. In this state: The main controller ECU (8) controls the P1 starter generator (3) to start the fuel engine (1). The fuel engine (1) drives the engine crankshaft (2) to rotate. The engine crankshaft (2) drives the P1 starter generator (3) to generate electricity and recharge the battery pack (11) through the charging module circuit. The main controller ECU (8) controls the clutch (6) to switch to the second transmission state. The engine crankshaft (2) is connected to the first gear of the gearbox (7). At the same time, the engine crankshaft (2) and the P3 motor (4) are separated. The main controller ECU (8) shuts down the P3 motor (4) and the P4 drive motor (5). The fuel engine (1) drives the gearbox (7) and the transmission structure (9) through the engine crankshaft (2) and drives the wheels (10) to drive the vehicle.

9. A three-motor integrated motorcycle hybrid power system according to claim 1, characterized in that, The fuel engine (1) is a variable valve timing engine or a turbocharged engine.

10. A three-motor integrated motorcycle hybrid power system according to claim 1, characterized in that, The clutch (6) is a hydraulic clutch or an electromagnetic clutch, and can be engaged and disengaged by the main controller ECU (8), and switch between the first transmission state and the second transmission state.

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