A three-motor integrated motorcycle hybrid power system

Abstract

The application 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 main 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 to the gear box, the P4 driving motor is connected to the gear box and drives the wheels through the 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 switches the driving state of the vehicle according to the feedback value of the sensor assembly. The application improves the power generation and output power of the motorcycle in the oil-electric hybrid power system driving state, adopts a high-heat-efficiency engine and a motor to superimpose greater power and torque, and is convenient for the miniaturization and light weight of the vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of motorcycles, in particular to a three-motor integrated motorcycle hybrid power system. BACKGROUND

[0002] With the development of science and technology, in order to pursue energy saving and environmental protection, fuel vehicles are gradually replaced by new energy vehicles and hybrid vehicles. Therefore, in the field of motorcycles, fuel-efficient and environmentally friendly hybrid vehicles have become the choice of more and more consumers.

[0003] In the twentieth century, Toyota Motor Corporation first launched a parallel hybrid vehicle, which overcame the difficulty of emission control and power requirement of the engine under initial starting conditions. Its hybrid power system design adopts a double-motor power split and planetary gear coupling scheme. The vehicle recovers and stores energy during braking and reverse circulation to recharge the battery pack, effectively recycling energy, but it still has some shortcomings.

[0004] The Toyota THS structure design includes an engine, a P1 starting generator, a P3 motor drive motor, a planetary gear, a control P1 starting generator adjusting the planetary gear corresponding to the engine speed, and a multi-gear transmission structure design. The transmission design is complex, and the engine and the planetary gear of the motor cannot be decoupled at all times during engine operation. The motor increases the resistance of the connected linkage during engine operation, and the energy consumption is consumed and wasted in the multiple conversion process. The motor energy recovery can only be recharged in the braking state, and the recharging capacity is limited. The system does not have a direct plug-in charging function, resulting in limited vehicle-mounted energy storage, insufficient electric drive endurance, and the vehicle is basically driven by a fuel engine power and supplemented by an electric drive. Moreover, the engine starts and stops too frequently, and the system and emission control is extremely difficult, and energy recovery cannot achieve efficient utilization.

[0005] Of course, there are also some manufacturers bypass the Toyota Motor planetary gear coupling technology hybrid system, using direct drive system, removes the gearbox, by fuel engine, P1 starter generator, P3 motor, clutch, differential, battery pack, control circuit composition, and to some extent overcome the shortcomings of the hybrid system designed by Toyota, but its lack of the following defects: 1. Because the motorcycle vehicle volume structure is limited, so the existing dual motor motorcycle hybrid system, P1 starter generator due to structural limitations its output power is also limited, so in the hybrid state, the P1 starter generator power is limited, the power output of the P3 motor cannot be met, so the P3 motor mainly consumes the battery pack. 2. The traditional dual motor motorcycle hybrid system is generally connected by the engine crankshaft end P1 starter generator, but due to the lightweight and small size of the motorcycle hybrid system, it will lead to P1 starter generator on one side of the engine crankshaft under load, long-term work prone to occur gravity imbalance.

[0006] In order to solve the above problems, the scheme designs a three-motor integrated motorcycle hybrid power system. SUMMARY

[0007] In order to solve the above technical problems, the embodiment of the application 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 gear box, a main control unit ECU transmission structure and a wheel.

[0008] The fuel engine is drivingly connected to the engine crankshaft, the P1 starter 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, and the engine crankshaft and the P3 motor form a transmission relationship when the clutch is in a first transmission state, the engine crankshaft is connected to the gear box through the clutch, and the engine crankshaft and the gear box form a transmission relationship and cut off the transmission relationship between the P3 motor and the engine crankshaft when the clutch is in a second transmission state, the P4 drive motor is connected to the second gear of the gear box, and drives the wheel to travel through the transmission structure.

[0009] The main control unit ECU includes a switching unit circuit, an accelerator and a sensor assembly, the switching unit circuit controls the fuel engine, the P1 starter generator, the P3 motor, the P4 drive motor, the clutch, and switches the driving state of the vehicle according to the input of the accelerator and the feedback parameters of the sensor assembly.

[0010] The master controller ECU further comprises a master 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.

[0011] The input end of the master control circuit is connected to a battery pack, an accelerator, a sensor assembly and a fault detection circuit, and the output end of the master 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.

[0012] The sensor assembly comprises a speed sensor and a torque sensor arranged on a wheel, the speed sensor being configured to detect the rotation speed of the wheel, and the torque sensor being configured to detect the torque of the wheel.

[0013] The vehicle has four driving states, namely a pure electric driving state, an oil-electric series driving state, an oil-electric parallel driving state and a pure oil driving state.

[0014] When the master controller ECU detects that the battery pack has an electric quantity greater than a set value and the vehicle is smoothly accelerated and driven at a medium-low speed, the vehicle enters the pure electric driving state, in which the master controller ECU closes the fuel engine, the P4 drive motor is powered by the battery pack, the P4 drive motor is connected through the second gear of the gear box and drives the vehicle through the transmission structure.

[0015] When the master controller ECU detects that the battery pack has an electric quantity less than a set value and the vehicle is smoothly accelerated and driven at a medium-low speed, the vehicle enters the oil-electric series driving state, in which the master controller ECU controls the P1 starting generator to start the fuel engine, the fuel engine drives the engine crankshaft, the engine crankshaft drives the P1 starting generator, the clutch is in the first transmission state and the P3 motor is also driven by the engine crankshaft, the P3 motor generates power for the P4 drive motor, the P4 drive motor is connected through the second gear of the gear box and drives the vehicle through the transmission structure, and the remaining power of the P1 starting generator and the P3 motor when generating power for the P4 drive motor to drive the vehicle can be reversely charged into the battery pack through the charging module circuit.

[0016] When the main controller ECU detects the accelerator input sudden acceleration instruction, the vehicle is in low-speed driving, and the wheel torque output is greater than a set value, the vehicle enters the oil-electric parallel driving state, in which state: the main controller ECU controls the P1 starting generator to operate to start the operation of the fuel engine, the fuel engine drives the engine crankshaft to rotate, at the same time, the main controller ECU controls the P1 starting generator to drive and assist the operation of the engine crankshaft, the main controller ECU controls the clutch to switch to the second transmission state, and makes the engine crankshaft connected with the first gear of the gear box, and at the same time, the P3 motor on the other side of the engine crankshaft is separated, the fuel engine and the P4 driving motor drive the vehicle to drive through the gear box and the transmission structure.

[0017] When the main controller ECU detects the accelerator input smooth acceleration instruction, the vehicle is in high-speed driving, and the wheel torque output is in a set value range, the vehicle enters the pure oil driving state, in which state:

[0018] The main controller ECU controls the P1 starting generator to operate to start the operation of the fuel engine, the fuel engine drives the engine crankshaft to rotate synchronously when operating, the engine crankshaft drives the P1 starting generator to generate electricity and charges the battery pack through the charging module circuit, the main controller ECU controls the clutch to switch to the second transmission state, and makes the engine crankshaft connected with the first gear of the gear box, and at the same time, the engine crankshaft and the P3 motor are separated, the main controller ECU closes the P3 motor and the P4 driving motor, the fuel engine drives the engine crankshaft and drives the vehicle to drive through the gear box and the transmission structure.

[0019] The fuel engine adopts a variable valve timing engine or a turbocharged engine.

[0020] The clutch is an oil pressure clutch or an electromagnetic clutch, and can be controlled by the main controller ECU to be engaged and separated, and to switch the first transmission state and the second transmission state.

[0021] The embodiment of the present application has the following beneficial effects: 1. The scheme connects P1 starting generator and P3 motor at both ends of the engine crankshaft, and then in the oil-electric hybrid driving state, the oil engine can drive P1 starting generator and P3 motor to generate electricity together to supply energy for P4 driving motor, overcoming the problem of insufficient power generation and unstable gravity center caused by single-sided load of P1 starting generator on the engine crankshaft, avoiding the problem of excessive consumption of battery power caused by the fact that a single motor cannot meet the power demand of P4 driving motor. 2. By setting small P1 starting generator and P3 motor at both ends of the engine crankshaft, the miniaturization and light weight of the motorcycle can be met, and the balance of the structural gravity center of the engine crankshaft in the working state is also achieved. 3. The sensor assembly feeds back the output power and torque demand in the vehicle driving state, and then the main controller ECU smoothly switches the oil engine and motor to run the hybrid driving vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0022] Figure 1 is a cross-sectional structure schematic diagram of the present application;

[0023] Figure 2 is a schematic diagram of the present application omitting the transmission structure and the rear wheel;

[0024] Figure 3 is a schematic diagram of two transmission states of the clutch of the present application, wherein (A) is a schematic diagram of the first transmission state, and (B) is a schematic diagram of the second transmission state;

[0025] Figure 4 is a control schematic diagram of the pure electric driving state of the present application;

[0026] Figure 5 is a control schematic diagram of the oil-electric series driving state of the present application;

[0027] Figure 6 is a control schematic diagram of the oil-electric parallel driving state of the present application;

[0028] Figure 7 is a control schematic diagram of the pure oil driving state of the present application. DETAILED DESCRIPTION

[0029] In order to make the purpose, technical scheme and advantages of the present application clearer, the present application will be further described in detail below with reference to the drawings.

[0030] Embodiment 1

[0031] As Figures 1-3As shown, a three-motor integrated motorcycle hybrid power system, comprising: a fuel engine 1, an engine crankshaft 2, a P1 starting generator 3, a P3 motor 4, a P4 drive motor 5, a clutch 6, a gear box 7, a main controller ECU 8, a transmission structure 9 and a wheel 10.

[0032] The fuel engine 1 is drivingly connected to the engine crankshaft 2, the P1 starting 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 through the clutch 6, the clutch 6 is in a first transmission state to make the engine crankshaft 2 and the P3 motor 4 form a transmission relationship and the engine crankshaft 2 is disconnected from the first gear of the gear box 7, the clutch 6 is in a second transmission state to make the engine crankshaft 2 and the gear box 7 form a transmission relationship and cut off 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 gear box 7 and drives the wheel 10 to run through the transmission structure 9.

[0033] The main controller ECU 8 comprises: 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 starting generator 3, the P3 motor 4, the P4 drive motor 5, the clutch 6 and switches the running state of the vehicle according to the input of the accelerator 82 and the feedback parameters of the sensor assembly 83.

[0034] Please combine Figure 4 The main controller ECU 8 further comprises: 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.

[0035] The input end 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 end 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.

[0036] It should be noted that the accelerator 82 of the embodiment is a motorcycle acceleration handle, which can be input by screwing, and the response curve is adjusted to control the vehicle and make the acceleration and deceleration more sensitive.

[0037] Specifically, the sensor assembly 83 comprises a speed sensor 831 and a torque sensor 832 arranged on the wheel 10.

[0038] The speed sensor 831 is used to detect the rotating speed of the wheel 10, and the torque sensor 832 is used to detect the torque of the wheel 10.

[0039] Specifically, the fuel engine 1 adopts a variable valve timing engine or a turbocharged engine, and the engine thermal efficiency is improved to more than 40% through the variable valve timing engine or the turbocharged engine to reduce the fuel consumption of the engine. The low-speed large-torque power output requirement of the thermal efficiency engine is supplemented by the driving motor, and the torque is output by the superposition of the two power sources, which is increased by more than 45% compared with the same displacement engine, and the fuel consumption is saved by more than 45% compared with the same displacement fuel engine.

[0040] Specifically, the fuel engine 1 removes the traditional multi-gear gearbox or CVT stepless gearbox, saves the size space of the motorcycle vehicle and the manufacturing cost, and makes the motorcycle hybrid engine and motor structure smaller, more integrated, lighter and more refined.

[0041] More preferably, the P4 driving motor 5 is connected with the transmission structure 9 through the second gear of the gear box 7 to drive the wheels 10, and the transmission structure 9 can adopt a gear shaft group or a chain and a belt, which is not limited by the scheme.

[0042] Specifically, the clutch 6 is an oil pressure clutch or an electromagnetic clutch, and is controlled to engage or separate by the master controller ECU 8.

[0043] In this embodiment, the P1 starting generator 3 and the P3 motor 4 are connected to the two ends of the engine crankshaft respectively, and in the oil-electric hybrid driving state, the fuel engine 1 drives the P1 starting generator 3 and the P3 motor 4 to generate power for the P4 driving motor 5, avoiding the problem of excessive consumption of battery pack 11 power due to insufficient power of the P1 starting generator 3 to meet the power demand of the P4 driving motor. When the power demand of the P4 driving motor 5 is met, the excess power can be immediately charged back to the battery, effectively protecting the battery from deep discharge and prolonging the service life of the battery.

[0044] In addition, the setting of the P3 motor 4 can also meet the structure requirements of miniaturization and light weight of the motorcycle, so that the P1 starting generator 3 and the P3 motor 4 can be made smaller and installed on both sides of the engine crankshaft 2 under the condition of meeting the power demand, so that the engine crankshaft can realize gravity balance in the working state.

[0045] Please combine Figure 4 The switching unit circuit 81 of the scheme also includes a battery pack 11 for providing power to the vehicle, a direct plug-in charger for charging, an instrument display for displaying the running state of the vehicle, a Bluetooth transmission circuit for data transmission, and a vehicle data recorder circuit for recording driving data. These circuits and structures are existing conventional schemes, and will not be repeated here.

[0046] Embodiment 2

[0047] This embodiment mainly discloses four running states of the vehicle on the basis of Embodiment 1, including: pure electric driving state, oil-electric series driving state, oil-electric parallel driving state and pure oil driving state. For details, please refer to Figures 4-7 .

[0048] As shown in Figure 4 , when the master controller ECU 8 detects that the battery pack 11 has more than a set value of electricity, and the vehicle is in smooth acceleration starting and medium-low speed driving, the vehicle enters the pure electric driving state, in which state:

[0049] The master controller ECU 8 closes the fuel engine 1, and the battery pack 11 supplies power to the P4 driving motor 5 to operate, the P4 driving motor 5 is connected through the second gear of the gear box 7, and drives the vehicle to run with the transmission structure 9 and the wheel 10.

[0050] As shown in Figure 5 , when the master controller ECU 8 detects that the battery pack 11 has less than a set value of electricity, and the vehicle is in smooth acceleration starting and medium-low speed driving, the vehicle enters the oil-electric series driving state, in which state:

[0051] The master controller ECU 8 controls the P1 starting generator 3 to operate to start the fuel engine 1, the fuel engine 1 drives the engine crankshaft 2, the engine crankshaft 2 drives the P1 starting generator 3 coaxially, the clutch 6 is in the first transmission state and makes the P3 motor 4 also driven by the engine crankshaft 2, and generates power to the P4 driving motor 5, the P4 driving motor 5 is connected through the second gear of the gear box 7, and drives the vehicle to run with the transmission structure 9 and the wheel 10, the vehicle enters the oil-electric series driving state.

[0052] At the same time, the remaining power of the P1 starting generator 3 and the P3 motor 4 generating power to the P4 driving motor 5 can be charged back to the battery pack 11 through the charging module circuit.

[0053] As shown in Figure 6 , when the master controller ECU 8 detects that the accelerator 82 inputs an urgent acceleration instruction, the vehicle is in medium-low speed driving, and the wheel 10 torque output is greater than a set value, the vehicle enters the oil-electric parallel driving state, in which state:

[0054] 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.

[0055] 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:

[0056] 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.

[0057] 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). 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). The fuel engine (1) drives the P1 starter generator (3) and the P3 motor (4) to generate electricity for the P4 drive motor (5). 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 through 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 switching of the fuel engine (1), P1 starter generator (3), P3 motor (4), P4 drive motor (5), and 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).

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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