Hybrid power system and hybrid power vehicle

Abstract

The invention discloses a hybrid power system and a hybrid power vehicle, and relates to the technical field of vehicle power, the hybrid power system comprises a first power assembly, a second power assembly, a third power assembly, a differential mechanism and a transmission mechanism, the first power assembly comprises a first motor, a first input shaft and a first intermediate shaft, and the first input shaft and the first intermediate shaft are in transmission connection; the second power assembly comprises a second motor, and a second input shaft and a second intermediate shaft which are in transmission connection; the third power assembly comprises an engine and a third input shaft; the differential is in transmission connection with the first intermediate shaft; the transmission mechanism comprises a first transmission assembly and a second transmission assembly. The first transmission assembly enables the third input shaft and the second intermediate shaft to be in transmission connection or disconnection. The second transmission assembly enables the differential mechanism to be in transmission connection or disconnection with the second intermediate shaft. According to the technical scheme, the hybrid power system can be controlled to be flexibly switched in different modes through the first transmission assembly and the second transmission assembly, and the structure is simpler.

Description

Technical Field

[0001] This invention relates to the field of automotive power technology, and in particular to a hybrid power system and a hybrid vehicle. Background Technology

[0002] Currently, hybrid powertrain systems have become a viable technological solution for addressing environmental pollution and reducing energy consumption, making their power transmission devices a key focus of research and development.

[0003] In related technologies, there are currently three main types of powertrain structures for hybrid electric vehicles: series, parallel, and series-parallel (or combined series-parallel) structures. Series-parallel vehicles are electric cars driven solely by the electric motor; the engine serves only as a power source to generate electricity for the generator, and the car is driven only by the electric motor. Parallel-parallel vehicles are primarily driven by the engine, utilizing the electric motor's strong power output during startup. When the engine consumes a lot of fuel, such as during start-up and acceleration, the electric motor assists in driving to reduce fuel consumption. Series-parallel (or combined series-parallel) vehicles are driven solely by the electric motor at low speeds, and the engine and electric motor work together to drive the car as speed increases. When a car starts and travels at low speeds, it is driven solely by the electric motor. As the speed increases, the engine and electric motor work together to efficiently share the power. However, existing vehicles with hybrid systems have both an electric motor and an engine. In order to switch between pure electric and hybrid modes, the electric motor and engine are used in different situations, resulting in a very complex power transmission system structure and inflexible switching between modes. Summary of the Invention

[0004] The main objective of this invention is to propose a hybrid power system and a hybrid vehicle, which aims to solve the technical problem of inflexible switching between modes in existing powertrain systems.

[0005] To achieve the above objectives, the present invention proposes a hybrid power system, the hybrid power system comprising:

[0006] A first power assembly, comprising a first motor, a first input shaft, and a first intermediate shaft, wherein the first motor is connected to the first input shaft, and the first input shaft is drivenly connected to the first intermediate shaft;

[0007] The second power assembly includes a second motor, a second input shaft, and a second intermediate shaft. The second motor is connected to the second input shaft, and the second input shaft is drivenly connected to the second intermediate shaft.

[0008] A third power assembly, the third power assembly including an engine and a third input shaft, the engine being connected to the third input shaft;

[0009] A differential, which is connected to the first intermediate shaft drive, is used for torque output;

[0010] The transmission mechanism includes a first transmission component and a second transmission component. The first transmission component connects or disconnects the third input shaft from the second intermediate shaft. The second transmission component connects or disconnects the differential from the second intermediate shaft.

[0011] In one embodiment, the first power assembly includes:

[0012] A first driving gear is disposed on the first input shaft;

[0013] A first driven gear is mounted on the first intermediate shaft; a first driving gear meshes with the first driven gear to drive the first input shaft to the first intermediate shaft.

[0014] In one embodiment, the first power assembly further includes a first intermediate gear, which is disposed on the first intermediate shaft;

[0015] The differential includes a differential gear, and the first intermediate gear meshes with the differential gear to drive the differential to the first intermediate shaft.

[0016] In one embodiment, the second transmission assembly includes:

[0017] The second intermediate gear is disposed on the second intermediate shaft and meshes with the differential gear.

[0018] The second clutch connects or disconnects the second intermediate gear and the second intermediate shaft, thereby enabling the second transmission assembly to control the differential to connect or disconnect from the second intermediate shaft transmission.

[0019] In one embodiment, the first power assembly further includes a parking gear, which is disposed on the first input shaft or the first intermediate shaft.

[0020] In one embodiment, the second power component includes:

[0021] The second drive gear is mounted on the second input shaft;

[0022] The second driven gear is mounted on the second intermediate shaft;

[0023] The second driving gear meshes with the second driven gear to drive the second input shaft to the second intermediate shaft.

[0024] In one embodiment, the first transmission assembly includes:

[0025] A third driving gear is disposed on the third input shaft;

[0026] The third driven gear is mounted on the second intermediate shaft, and the third driving gear meshes with the third driven gear;

[0027] A first clutch is disposed on the third input shaft. The first clutch is used to connect or disconnect the third driving gear and the third input shaft, so as to correspondingly connect or disconnect the second intermediate shaft with the third input shaft; or, the first clutch is disposed on the second intermediate shaft, and the first clutch is used to connect or disconnect the third driven gear with the second intermediate shaft, so as to correspondingly connect or disconnect the second intermediate shaft with the third input shaft.

[0028] In one embodiment, the second clutch and the first clutch are synchronizers, toothed clutches, friction plate clutches, or one-way clutches.

[0029] In one embodiment, the second input shaft and the third input shaft are coaxially arranged, and the second input shaft and the third input shaft are connected by a bearing; or, the second input shaft and the third input shaft are not coaxial and are arranged in parallel.

[0030] The present invention also proposes a hybrid vehicle that utilizes the hybrid system described above.

[0031] In the technical solution of the present invention, by setting a first transmission component and a second transmission component, the present invention controls the power transmission from the second power component and the third power component to the differential. Combined with the first power component, the hybrid power system can operate in different power modes and can be flexibly switched, and the structure is also simpler. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0033] Figure 1 A schematic diagram of a hybrid power system according to an embodiment of the present invention;

[0034] Figure 2 A schematic diagram of another embodiment of the hybrid power system provided by the present invention;

[0035] Explanation of icon numbers:

[0036] 100. Hybrid power system; 1. First power assembly; 11. First motor; 12. First input shaft; 13. First intermediate shaft; 14. First drive gear; 15. First driven gear; 16. First intermediate gear; 17. Parking gear; 2. Second power assembly; 21. Second motor; 22. Second input shaft; 23. Second intermediate shaft; 24. Second drive gear; 25. Second driven gear; 3. Third power assembly; 31. Engine; 32. Third input shaft; 33. Torsional damper; 4. Differential; 41. Differential gear; 5. Transmission mechanism; 51. First transmission assembly; 511. Third drive gear; 512. Third driven gear; 513. First clutch; 52. Second transmission assembly; 521. Second intermediate gear; 522. Second clutch.

[0037] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0038] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0039] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0040] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0041] Currently, hybrid powertrain systems have become a viable technological solution for addressing environmental pollution and reducing energy consumption, making their power transmission devices a key focus of research and development.

[0042] In related technologies, there are currently three main types of powertrain structures for hybrid electric vehicles: series, parallel, and series-parallel (or combined series-parallel) structures. Series-parallel vehicles are electric cars driven solely by the electric motor; the engine serves only as a power source to power a generator, and the vehicle is driven solely by the electric motor. Parallel-parallel vehicles are primarily driven by the engine, utilizing the electric motor's strong power output during startup. When the engine consumes a lot of fuel during start-up and acceleration, the electric motor assists in reducing fuel consumption. Series-parallel (or combined series-parallel) vehicles are driven solely by the electric motor at low speeds, while the engine and motor work together to drive the vehicle as speed increases. During startup and low-speed driving, the electric motor drives the vehicle, while at higher speeds, the engine and motor efficiently share the power.

[0043] In existing hybrid technology solutions, the powertrain system of vehicles has a more complex structure in order to switch between pure electric mode and hybrid mode.

[0044] To address the above problems, the present invention proposes a hybrid power system 100.

[0045] Please see Figure 1In one embodiment of the present invention, the hybrid power system 100 includes a first power component 1, a second power component 2, a third power component 3, a differential 4, and a transmission mechanism 5; the first power component 1 includes a first motor 11, a first input shaft 12, and a first intermediate shaft 13, the first motor 11 being connected to the first input shaft 12, and the first input shaft 12 being drivenly connected to the first intermediate shaft 13; the second power component 2 includes a second motor 21, a second input shaft 22, and a second intermediate shaft 23, the second motor 21 being connected to the second input shaft 22, and the second input shaft 22 being drivenly connected to the second intermediate shaft 23; the third power component 3 includes an engine 31 and a third input shaft 32, the engine 31 being connected to the third input shaft 32; the differential 4 is drivenly connected to the first intermediate shaft 13 and is used for torque output; the transmission mechanism 5 includes a first transmission component 51 and a second transmission component 52, the first transmission component 51 drivingly connecting or disconnecting the third input shaft 32 from the second intermediate shaft 23; the second transmission component 52 drivingly connecting or disconnecting the differential 4 from the second intermediate shaft 23.

[0046] The technical solution of this invention employs a first power assembly 1, a second power assembly 2, and a third power assembly 3 to provide power to meet the different torque requirements of the vehicle under different road conditions. The first power assembly 1 provides power through a first motor 11. When the first motor 11 operates, it drives the first input shaft 12 to rotate, which in turn drives the first intermediate shaft 13, which is connected to the first input shaft 12, to rotate. Finally, it drives the differential 4, which is connected to the first intermediate shaft 13, to rotate. Therefore, the torque of the first motor 11 is transmitted to the differential 4 through the first input shaft 12 and the first intermediate shaft 13, and the differential 4 outputs torque to drive the vehicle forward or backward. Similarly, the torque of the second motor 21 is transmitted through the second input shaft 22 to the second intermediate shaft 23, and then through the second intermediate shaft 23 to the differential 4, thus providing greater power to the differential 4. Similarly, the torque of the engine 31 is transmitted through the third input shaft 32 to the second intermediate shaft 23, and then through the second intermediate shaft 23 to the differential 4, thus... It can provide power to the differential 4. Specifically, by providing a first transmission assembly 51, the third input shaft 32 can be connected to or disconnected from the second intermediate shaft 23. That is, the first transmission assembly 51 can connect or disconnect the third input shaft 32 from the second intermediate shaft 23, so that when the second motor 21 drives the second intermediate shaft 23 to rotate, it cannot transmit power to the third input shaft 32 and drive it to rotate. The second transmission assembly 52 can connect or disconnect the differential 4 from the second intermediate shaft 23. When the second transmission assembly 52 connects the differential 4 to the second intermediate shaft 23, the second power assembly 2 and the third power assembly 3 can provide power to the differential 4. When the second transmission assembly 52 disconnects the differential 4 from the second intermediate shaft 23, the second power assembly 2 and the third power assembly 3 cannot transmit power to the differential 4.

[0047] Specifically, by controlling the operation of the first motor 11, the second motor 21, and the engine 31, and simultaneously through the first transmission assembly 51 and the second transmission assembly 52, the hybrid power system 100 described above can operate in the following mode:

[0048] First mode: The first motor 11 drives the vehicle, the second motor 21 and engine 31 are turned off, the first transmission assembly 51 disconnects the third input shaft 32 from the second intermediate shaft 23, and the second transmission assembly 52 disconnects the differential 4 from the second intermediate shaft 23. At this time, the first motor 11 provides power to the differential 4 to drive the vehicle. This is the pure electric mode, which is suitable for driving on flat roads and starting on flat roads. In this case, the vehicle requires less power.

[0049] Second mode: Driven by the first motor 11 and the second motor 21, the engine 31 is off. The first transmission assembly 51 disconnects the third input shaft 32 from the second intermediate shaft 23, and the second transmission assembly 52 connects the differential 4 to the second intermediate shaft 23. In this mode, the first motor 11 and the second motor 21 provide power to the differential 4 to drive the vehicle. The power is greater than that when driven by a single motor. This is the pure electric mode, which is suitable for driving on flat roads, driving on slopes, starting on slopes, and overtaking. In this mode, the vehicle requires more power.

[0050] Third mode: The first motor 11 is driven, the second motor 21 is off, the engine 31 is driven, the first transmission assembly 51 connects the third input shaft 32 to the second intermediate shaft 23, and the second transmission assembly 52 connects the differential 4 to the second intermediate shaft 23. At this time, the first motor 11 and the engine 31 provide power to the differential 4 to drive the vehicle. This is the hybrid mode operation, which is also suitable for driving on flat roads, driving on slopes, starting on slopes, and overtaking.

[0051] Fourth mode: Driven by the first motor 11, the second motor 21, and the engine 31, the first transmission assembly 51 connects the third input shaft 32 to the second intermediate shaft 23, and the second transmission assembly 52 connects the differential 4 to the second intermediate shaft 23. In this mode, the first motor 11, the second motor 21, and the engine 31 provide power to the differential 4 to drive the vehicle. This is a hybrid mode, which is also suitable for medium and high speed driving, hill driving, hill start, overtaking, and driving on more complex road surfaces.

[0052] Fifth mode: First motor 11 is off, second motor 21 is driven, engine 31 is off, first transmission assembly 51 disconnects the third input shaft 32 from the second intermediate shaft 23, and second transmission assembly 52 connects the differential 4 to the second intermediate shaft 23; at this time, only the second motor 21 provides power to the differential 4 to drive the vehicle, which is suitable for low-speed driving on flat roads.

[0053] Sixth mode: First motor 11 is off, second motor 21 is driven, engine 31 is driven, first transmission assembly 51 connects third input shaft 32 to second intermediate shaft 23, and second transmission assembly 52 connects differential 4 to second intermediate shaft 23; at this time, power is provided to differential 4 through second motor 21 and engine 31 to drive the vehicle.

[0054] In the seventh mode, the first motor 11 drives the vehicle, the second motor 21 operates, and the engine 31 drives the vehicle. The first transmission assembly 51 connects the third input shaft 32 to the second intermediate shaft 23, and the second transmission assembly 52 disconnects the differential 4 from the second intermediate shaft 23. At this time, only the first motor 11 provides power to the differential 4 to drive the vehicle. When the engine 11 drives the vehicle, it drives the third input shaft 32 to rotate. The third input shaft 32 drives the second intermediate shaft 23 to rotate, which in turn drives the second input shaft 22 to rotate. This drives the second motor 21 to rotate and generate electricity. The electrical energy generated by the second motor 21 is then stored in an energy storage device, which can be used to provide electrical energy for the first motor 11 to drive the vehicle, so as to enable the vehicle to travel long distances and for long periods of time.

[0055] In the eighth mode, the first motor 11 is off, the second motor 21 is running, the engine 31 is driving, the first transmission assembly 51 connects the third input shaft 32 to the second intermediate shaft 23, and the second transmission assembly 52 disconnects the differential 4 from the second intermediate shaft 23. At this time, the vehicle is stationary. The engine 11 drives the third input shaft 32 to rotate, the third input shaft 32 drives the second intermediate shaft 23 to rotate, and then drives the second input shaft 22 to rotate, thereby driving the second motor 21 to rotate and generate electricity. The electrical energy generated by the second motor 21 is then stored in an energy storage device to provide power to the first motor 21 and the second motor when the vehicle needs to move later.

[0056] In the ninth mode, the first motor 11 and the second motor 21 are off, the engine 31 is driven, the first transmission assembly 51 connects the third input shaft 32 to the second intermediate shaft 23, and the second transmission assembly 52 connects the differential 4 to the second intermediate shaft 23. The engine 11 drives the third input shaft 32 to rotate, and the third input shaft 32 drives the second intermediate shaft 23 to rotate. The second intermediate shaft 23 transmits power to the differential 4 to drive the vehicle, which is also suitable for high-speed driving.

[0057] In the tenth mode, the first motor 11 is off, the second motor 21 is running, the engine 31 is driven, the first transmission assembly 51 connects the third input shaft 32 to the second intermediate shaft 23, and the second transmission assembly 52 connects the differential 4 to the second intermediate shaft 23. The difference between the tenth mode and the ninth mode is that the second motor 21 is running, which causes the second intermediate shaft 23 to rotate, which in turn drives the second input shaft 22 to rotate, thereby driving the second motor 21 to rotate and generate electricity.

[0058] In the eleventh mode, the first motor 11 is running, the second motor 21 is off, the engine 31 is off, the first transmission assembly 51 disconnects the third input shaft 32 from the second intermediate shaft 23, and the second transmission assembly 52 disconnects the differential 4 from the second intermediate shaft 23. This eleventh mode is suitable for use when the vehicle is coasting or decelerating. When the vehicle does not need power but is still moving, the differential 4 drives the first intermediate shaft 13 to rotate, which in turn drives the first input shaft 12 to rotate, thereby driving the first motor 11 to rotate and generate electricity, thus realizing energy recovery.

[0059] Understandably, in the above modes, "drive" means to provide power; "run" means not to provide power and only to generate electricity; and "off" means not to work.

[0060] The present invention sets up a first transmission component 51 and a second transmission component 52 to control the power transmission from the second power component 2 and the third power component 3 to the differential 4. Combined with the first power component 1, the hybrid power system 100 can operate in different power modes and can be flexibly switched, and the structure is also simpler.

[0061] Understandably, the above application scenarios are merely illustrative examples and are not intended to specifically limit the application scenarios of each mode. In actual driving, the operating mode of the hybrid system 100 is determined and switched according to the vehicle's driving speed and other road conditions. In addition, it is also related to the wear and tear of the first motor 11, the second motor 21, and the engine 31. Even if any one of the first motor 11 and the second motor 21 fails, the vehicle can still be driven normally by the other one or the engine 31.

[0062] Furthermore, the first power assembly 1 includes a first driving gear 14 and a first driven gear 15. The first driving gear 14 is disposed on the first input shaft 12, and the first driven gear 15 is disposed on the first intermediate shaft 13. The first driving gear 14 meshes with the first driven gear 15 so that the first input shaft 12 and the first intermediate shaft 13 are connected in a transmission manner.

[0063] Understandably, the first driving gear 14 is mounted on the first input shaft 12 and rotates with the rotation of the first input shaft 12. The first driven gear 15 is mounted on the first intermediate shaft 13. When the first input shaft 12 drives the first driving gear 14 to rotate, the first driving gear 14 drives the first driven gear 15 to rotate, which in turn drives the first intermediate shaft 13 to rotate. The first input shaft 12 and the first intermediate shaft 13 achieve torque transmission only through two meshing first driving gears 14 and first driven gears 15. The simple structure results in less torque loss.

[0064] Furthermore, the first power assembly 1 also includes a first intermediate gear 16, which is disposed on the first intermediate shaft 13; the differential 4 includes a differential gear 41, and the first intermediate gear 16 and the differential gear 41 mesh to enable the differential 4 to be connected to the first intermediate shaft 13 for transmission.

[0065] Understandably, the first intermediate gear 16 is mounted on the first intermediate shaft 13 and rotates with the rotation of the first intermediate shaft 13. When the first intermediate shaft 13 rotates, it instantaneously drives the first intermediate gear 16 to rotate, avoiding torque loss. The torque of the first motor 11 is first transmitted to the first intermediate shaft 13 through the meshing of the first driving gear 14 and the first driven gear 15, and then transmitted to the differential 4 through the first intermediate gear 16 on the first intermediate shaft 13, which can realize the adjustment of the rotation speed. Since the high-speed rotating first motor 11 will drive the first input shaft 12 to rotate at high speed, after the meshing of the first driving gear 14 and the first driven gear 15, the rotation speed of the first intermediate shaft 13 is different from that of the first input shaft 12. Then, the rotation speed is readjusted again through the meshing of the first intermediate gear 16 and the differential gear 41 and transmitted to the differential 4, so as to drive the vehicle forward at a suitable rotation speed.

[0066] Furthermore, the second transmission assembly 52 includes a second intermediate gear 521 and a second clutch 522. The second intermediate gear 521 is disposed on the second intermediate shaft 23 and meshes with the differential gear 41. The second clutch 522 connects or disconnects the second intermediate gear 521 and the second intermediate shaft 23, so that the second transmission assembly 52 is used to control the transmission connection or disconnection between the differential 4 and the second intermediate shaft 23.

[0067] Understandably, the second intermediate gear 521 and the differential gear 41 are always meshed. The second intermediate gear 521 and the second intermediate shaft 23 are connected or disconnected through the second clutch 522. When connected, the rotation of the second intermediate shaft 23 will synchronously drive the rotation of the second intermediate gear 521, so that power can be transmitted to the differential 4 through the meshing second intermediate gear 521 and the differential gear 41. When disconnected, the rotation of the second intermediate shaft 23 will not drive the rotation of the second intermediate gear 521. At this time, even if the second motor 21 and the engine 31 are running, they cannot transmit power to the differential 4. Therefore, the power transmission between the entire second power assembly 2 and the third power assembly 3 and the differential 4 can be controlled through the second clutch 522. The structure is simple and easy to operate, and the mode switching of the hybrid power system 100 is more flexible.

[0068] Furthermore, the first power assembly 1 also includes a parking gear 17, which is disposed on the first input shaft 12 or the first intermediate shaft 13.

[0069] Understandably, the parking gear 17 is used to stop the vehicle and brake, etc. The parking gear 17 is used to cooperate with the external structure to lock the first input shaft 12 or the first intermediate shaft 13. The external structure can be a ratchet in the prior art, so as to reduce or even stop the power supplied to the differential 4, thereby achieving the purpose of braking and parking.

[0070] Furthermore, the second power assembly 2 includes a second driving gear 24 and a second driven gear 25. The second driving gear 24 is disposed on the second input shaft 22, and the second driven gear 25 is disposed on the second intermediate shaft 23. The second driving gear 24 meshes with the second driven gear 25 to drive the second input shaft 22 and the second intermediate shaft 23.

[0071] Understandably, the second driving gear 24 is mounted on the second input shaft 22 and rotates with the rotation of the first input shaft 12. The second driven gear 25 is mounted on the second intermediate shaft 23. When the second input shaft 22 drives the second driving gear 24 to rotate, the second driving gear 24 drives the second driven gear 25 to rotate, which in turn drives the second intermediate shaft 23 to rotate. The second input shaft 22 and the second intermediate shaft 23 achieve torque transmission only through two meshing second driving gears 24 and second driven gears 25. The simple structure results in less torque loss.

[0072] Furthermore, the first transmission assembly 51 includes a third driving gear 511, a third driven gear 512, and a first clutch 513. The third driving gear 511 is disposed on the third input shaft 32, and the third driven gear 512 is disposed on the second intermediate shaft 23. The third driving gear 511 and the third driven gear 512 mesh. The first clutch 513 is disposed on the third input shaft 32 and is used to connect or disconnect the third driving gear 511 and the third input shaft 32, so as to correspondingly connect or disconnect the second intermediate shaft 23 and the third input shaft 32 in transmission.

[0073] Understandably, the third drive gear 511 and the third driven gear 512 are always meshed. The third drive gear 511 and the third input shaft 32 are connected or disconnected through the first clutch 513. When connected, the rotation of the third input shaft 32 will synchronously drive the rotation of the third drive gear 511. Power can be transmitted to the second intermediate shaft 23 through the meshing third drive gear 511 and the third driven gear 512, and then transmitted to the differential 4 through the second intermediate shaft 23. When disconnected, the rotation of the third input shaft 32 will not drive the rotation of the third drive gear 511. At this time, even if the engine 31 is running, it cannot transmit power to the second intermediate shaft 23. Therefore, the power transmission of the third power assembly 3 can be controlled through the first clutch 513. The structure is simple and easy to operate, and the mode switching of the hybrid power system 100 is more flexible.

[0074] Understandably, when the second motor 21 is required to provide power, it needs to be connected to the second intermediate gear 521 and the second intermediate shaft 23 through the first clutch 513. When the engine 31 is required to provide power, it needs to be connected to the second intermediate gear 521 and the second intermediate shaft 23 through the second clutch 522, and at the same time, the third drive gear 511 and the third input shaft 32 are connected through the first clutch 513.

[0075] Please see Figure 2 In another embodiment, a first clutch 513 is disposed on a second intermediate shaft 23. The first clutch 513 is used to connect or disconnect the third driven gear 512 from the second intermediate shaft 23, so as to correspondingly connect or disconnect the second intermediate shaft 23 from the third input shaft 32.

[0076] Understandably, the third driven gear 512 is connected to the second intermediate shaft 23 via the first clutch 513. When the third input shaft 32 rotates, it drives the third driving gear 511 to rotate, and the second intermediate shaft 23 rotates through the meshing third driving gear 511 and the third driven gear 512. When the third driven gear 512 is disconnected from the second intermediate shaft 23 via the first clutch 513, the third input shaft 32 rotates, driving the third driving gear 511 to rotate. The third driving gear 511 drives the third driven gear 512 to rotate, and the third driving gear 511 does not drive the second intermediate shaft 23 to rotate. The power transmission of the third power component 3 can be controlled through the first clutch 513. The structure is simple and easy to operate, and the mode switching of the hybrid power system 100 is more flexible.

[0077] Furthermore, the first clutch 513 and the second clutch 522 are synchronizers, toothed clutches, friction plate clutches, or one-way clutches.

[0078] Understandably, when the first clutch 513 is a synchronizer, when the second motor 21 drives the second input shaft 22 to rotate, it drives the second intermediate shaft 23 to rotate. The third driven gear 512 on the second intermediate shaft 23 drives the first driving gear 511 to rotate. The synchronizer enables the stationary third input shaft 32 to synchronize its speed with the rotating first driving gear 511, allowing for normal switching between modes. The synchronizer also acts as a buffer. Similarly, when the second clutch 522 is set as a synchronizer, it has the same effect, enabling the second intermediate gear 521 to synchronize its speed with the second intermediate shaft 23, etc., which will not be elaborated upon here. When both the first clutch 513 and the second clutch 522 are toothed clutches, they can accurately... Torque transmission is achieved through friction plate clutches, which ensure smooth torque transmission, quick and complete disengagement, and good heat dissipation. When the first clutch 513 is a one-way clutch, the torque of the third input shaft 32 can be transmitted to the third drive gear 511. When the engine 31 is not running and the second motor 21 is running, driving the third drive gear 511 to rotate, the one-way clutch automatically disengages to prevent the third drive gear 511 from transmitting torque to drive the third input shaft 32 to rotate. Similarly, the second clutch 522, when set as a one-way clutch, has the same effect. When the engine 31 and the second motor 21 are not running, it can automatically disengage to prevent the second intermediate gear 521 from transmitting torque to drive the second intermediate shaft 32 to rotate.

[0079] Furthermore, the second input shaft 22 and the third input shaft 32 are coaxially arranged, and the second input shaft 22 and the third input shaft 32 are connected by a bearing.

[0080] Understandably, the second input shaft 22 and the third input shaft 32 are coaxially arranged and connected by bearings. The bearings allow the second input shaft 22 and the third input shaft 32 to rotate relative to each other, and the second input shaft 22 and the third input shaft 32 are directly connected to each other through the bearings, making the structure simpler.

[0081] In another embodiment, the second input shaft 22 and the third input shaft 32 are coaxial and parallel. Understandably, this coaxial and parallel arrangement ensures that the second input shaft 22 and the third input shaft 32 do not interfere with each other when they rotate.

[0082] Furthermore, the third power assembly 3 also includes a torsional damper 33, through which the engine 31 is connected to the third input shaft 32.

[0083] Understandably, the torsional damper 33 can reduce the torsional stiffness of the crankshaft of the engine 31 and the first input shaft 12, thereby reducing the natural frequency of the transmission system's torsional vibration; it can also increase the torsional damping of the transmission system, suppress the amplitude of the torsional resonance, and attenuate the transient torsional vibration caused by the impact.

[0084] The present invention also proposes a hybrid vehicle that applies the hybrid system 100 as described above. The specific structure of the hybrid system 100 is as described in the above embodiments. Since this hybrid vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0085] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A hybrid power system, characterized in that, The hybrid power system includes: A first power assembly, comprising a first motor, a first input shaft, and a first intermediate shaft, wherein the first motor is connected to the first input shaft, and the first input shaft is drivenly connected to the first intermediate shaft; The second power assembly includes a second motor, a second input shaft, and a second intermediate shaft. The second motor is connected to the second input shaft, and the second input shaft is drivenly connected to the second intermediate shaft. A third power assembly, the third power assembly including an engine and a third input shaft, the engine being connected to the third input shaft; A differential, wherein the differential is connected to the first intermediate shaft drive, and the differential is used for torque output; The transmission mechanism includes a first transmission component and a second transmission component. The first transmission component connects or disconnects the third input shaft from the second intermediate shaft. The second transmission component connects or disconnects the differential from the second intermediate shaft.

2. The hybrid power system as described in claim 1, characterized in that, The first power assembly includes: A first driving gear is disposed on the first input shaft; The first driven gear is mounted on the first intermediate shaft; The first driving gear meshes with the first driven gear to drive the first input shaft to the first intermediate shaft.

3. The hybrid power system as described in claim 1, characterized in that, The first power assembly further includes a first intermediate gear, which is disposed on the first intermediate shaft; The differential includes a differential gear, and the first intermediate gear meshes with the differential gear to drive the differential to the first intermediate shaft.

4. The hybrid power system as described in claim 3, characterized in that, The second transmission assembly includes: The second intermediate gear is disposed on the second intermediate shaft and meshes with the differential gear. The second clutch connects or disconnects the second intermediate gear and the second intermediate shaft, thereby enabling the second transmission assembly to control the differential to connect or disconnect from the second intermediate shaft transmission.

5. The hybrid power system as described in any one of claims 1 to 4, characterized in that, The first power assembly also includes a parking gear, which is mounted on the first input shaft or the first intermediate shaft.

6. The hybrid power system as described in any one of claims 1 to 4, characterized in that, The second power component includes: The second drive gear is mounted on the second input shaft; The second driven gear is mounted on the second intermediate shaft; The second driving gear meshes with the second driven gear to drive the second input shaft to the second intermediate shaft.

7. The hybrid power system as described in claim 4, characterized in that, The first transmission assembly includes: A third driving gear is disposed on the third input shaft; The third driven gear is mounted on the second intermediate shaft, and the third driving gear meshes with the third driven gear; A first clutch is disposed on the third input shaft. The first clutch is used to connect or disconnect the third driving gear and the third input shaft, so as to correspondingly connect or disconnect the second intermediate shaft with the third input shaft; or, the first clutch is disposed on the second intermediate shaft, and the first clutch is used to connect or disconnect the third driven gear with the second intermediate shaft, so as to correspondingly connect or disconnect the second intermediate shaft with the third input shaft.

8. The hybrid power system as described in claim 7, characterized in that, The first clutch and the second clutch are synchronizers, toothed clutches, friction plate clutches or one-way clutches.

9. The hybrid power system as described in any one of claims 1 to 4, characterized in that, The second input shaft and the third input shaft are coaxially arranged, and the second input shaft and the third input shaft are connected by a bearing; or, The second input axis and the third input axis are not on the same axis and are arranged in parallel.

10. A hybrid vehicle, characterized in that, The application has a hybrid power system as described in any one of claims 1 to 9.

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