Hybrid power system

Abstract

The invention discloses a hybrid power system which comprises an engine, a generator, a driving motor, a battery, a motor controller and a transmission system. The transmission system comprises an input shaft, an intermediate shaft and an output shaft. The generator and the driving motor are coaxially arranged through the input shaft, and the generator and the driving motor are located on the two axial sides of the input shaft respectively; a first clutch, a second clutch and a direct drive gear are integrally arranged on the input shaft; the engine is connected with the input shaft through the torsion damper, and the generator is fixedly connected with the input shaft. The driving motor is in transmission connection with the intermediate shaft through a driving gear. Compared with the prior art, the vehicle speed range of the engine can be wider through two-gear speed change, the power performance of the vehicle is improved through multiple modes of the engine, the generator and the driving motor, high-torque output is provided, meanwhile, the acceleration performance and smoothness of the vehicle are improved, the driving experience feeling is effectively improved, the structure is more compact, and the cost is lower. And the cost and the complexity are reduced.

Description

Technical Field

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

[0002] Against the backdrop of the global automotive industry's accelerated transformation towards environmental protection and energy conservation, hybrid vehicles have become an important direction for the industry's development due to their significant advantages in energy conservation and emission reduction. In recent years, with increasingly stringent emission standards for automobiles in various countries and consumers' growing attention to fuel economy and environmental performance, the hybrid vehicle market has continued to expand, and technological innovations have emerged one after another.

[0003] In the process of developing this application, the inventors discovered that existing hybrid systems have at least the following problems: Hybrid systems can be categorized into series, parallel, series-parallel, and power-split hybrid systems. In series hybrid systems, the engine's output undergoes two energy rotations, resulting in low overall efficiency of the powertrain. Parallel hybrid systems, while highly efficient, require complex power coupling devices and sophisticated control systems and strategies to maintain the engine's optimal operating range. In power-split hybrid systems, the electric motor primarily plays an auxiliary role, providing power during acceleration and start-up. Furthermore, most hybrid systems have limited operating modes, failing to flexibly adapt to different operating conditions, leading to low overall energy utilization efficiency and hindering the full realization of the hybrid system's advantages. Summary of the Invention

[0004] The purpose of this invention is to provide a hybrid system to solve the technical problems in the prior art. It enables the engine to maintain efficient operation over a wider range of vehicle speeds, enhances power performance, provides instantaneous high torque output, improves vehicle acceleration performance and smoothness, and reduces the number of parts, resulting in a more compact structure and lower cost.

[0005] This invention provides a hybrid system, including an engine, a generator, a drive motor, a battery, a motor controller, and a transmission system: The transmission system includes an input shaft, an intermediate shaft, and an output shaft; The generator and the drive motor are arranged coaxially through the input shaft, and the generator and the drive motor are located on opposite sides of the axial direction of the input shaft. The input shaft is integrated with a first clutch, a second clutch, and a direct drive gear. The engine is connected to the input shaft via a torsional damper, and the generator is fixedly connected to the input shaft; The drive motor is connected to the intermediate shaft via a drive gear; Wherein, the first clutch is disengaged and the second clutch is engaged to form the first gear, and the first clutch is engaged and the second clutch is disengaged to form the second gear, so that the power of the input shaft is transmitted to the intermediate shaft through the drive gear or the direct drive gear; The intermediate shaft meshes with the direct drive gear and the drive gear respectively, and meshes with the output shaft to transmit the combined power to the wheels through the output shaft and the drive shaft.

[0006] In the hybrid system described above, preferably, the direct drive gear is located between the first clutch and the second clutch, and the direct drive gear is connected to the input shaft via a spline or a meshing gear sleeve.

[0007] In the hybrid system described above, preferably, the transmission ratio between the direct drive gear and the intermediate shaft is a first transmission ratio, and the transmission ratio between the drive gear and the intermediate shaft is a second transmission ratio, wherein the first transmission ratio is greater than the second transmission ratio.

[0008] In the hybrid system described above, preferably, both the generator and the drive motor are bidirectionally electrically connected to the battery via the motor controller.

[0009] In the hybrid system described above, preferably, the hybrid system has a power generation mode. When in the power generation mode, the motor controller controls the engine to drive the generator to generate electricity, and the electrical energy is used to charge the battery through the motor controller.

[0010] In the hybrid system described above, preferably, the hybrid system has a pure electric mode. When in the pure electric mode, the battery supplies power to the drive motor through the motor controller, and both the first clutch and the second clutch are in a disengaged state.

[0011] In the hybrid system described above, preferably, the hybrid system has a range-extending mode, in which the engine drives the generator to generate electricity when the state of charge (SOC) of the battery is lower than a set threshold, and the motor controller delivers electrical energy to the drive motor.

[0012] In the hybrid system described above, preferably, the hybrid system has a three-engine power mode. When in the three-engine power mode, the engine, generator, and drive motor simultaneously deliver power, the first clutch or the second clutch is engaged, and the generator operates in an electric drive state.

[0013] In the hybrid system described above, preferably, the hybrid system has an energy recovery mode, in which the wheels drive the drive motor to generate electricity, converting kinetic energy into electrical energy and storing it in the battery, and both the first clutch and the second clutch are in a disengaged state.

[0014] In the hybrid system described above, preferably, the output end of the torsional damper engages with the input shaft.

[0015] Compared with existing technologies, this invention can enable a wider range of vehicle speeds through two-speed transmission, and increase vehicle power performance through multiple modes of engine, generator and drive motor, providing high torque output, while improving vehicle acceleration performance and smoothness, effectively enhancing the driving experience, and the structure is more compact, reducing cost and complexity. Attached Figure Description

[0016] Figure 1 This is a topology diagram of the hybrid system provided in the embodiments of this application.

[0017] Figure 2 This is a layout diagram of the transmission system provided in the embodiments of this application.

[0018] Figure 3 This is an energy flow diagram of the power generation mode provided in the embodiments of this application.

[0019] Figure 4 This is an energy flow diagram of the pure electric mode provided in the embodiments of this application.

[0020] Figure 5 This is the energy flow diagram for the first gear provided in the embodiments of this application.

[0021] Figure 6 This is the energy flow diagram for the second gear provided in the embodiments of this application.

[0022] Figure 7 This is the energy flow diagram of the range-extended mode provided in the embodiments of this application.

[0023] Figure 8 This is an energy flow diagram of the three-engine power mode provided in the embodiments of this application.

[0024] Figure 9 This is an energy flow diagram of the energy recovery mode provided in the embodiments of this application.

[0025] Explanation of reference numerals in the attached figures: 10-Engine, 15-Torsion damper, 20-Input shaft, 25-Generator, 30-First three-wire connector, 35-Direct drive gear, 40-First clutch, 45-Second clutch, 50-Drive gear, 55-Drive motor, 60-Second three-wire connector, 65-Intermediate shaft, 70-Output shaft, 75-Drive shaft, 80-Motor controller, 85-DC high-voltage line, 90-Battery, 95-Wheel, 100-Transmission system. Detailed Implementation

[0026] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0027] like Figures 1 to 9 As shown, an embodiment of the present invention provides a hybrid system including an engine 10, a generator 25, a drive motor 55, a battery 90, a motor controller 80, and a transmission system 100. The generator 25 and the drive motor 55 are both bidirectionally electrically connected to the battery 90 through the motor controller 80. The generator 25 and the motor controller 80 are electrically connected through a first three-wire connector 30. The drive motor 55 and the motor controller 80 are electrically connected through a second three-wire connector 60. The motor controller 80 and the battery 90 are electrically connected through a DC high-voltage line 85 to ensure the stability of the circuit connection.

[0028] The motor controller 80 controls the switching of DC voltage and current flow by switching on and off power electronic switching devices. When the engine 10 drives the generator 25, the controller rectifies and boosts the AC power to charge the battery 90. When the battery 90 discharges, the motor controller 80 inverts the DC power into frequency- and voltage-adjustable AC power to supply the drive motor 55. This ensures that electrical energy can be flexibly allocated under conditions such as power generation and storage, electric drive, and energy recovery, thereby improving the energy utilization efficiency of the vehicle. The bidirectional electrical connection enables the system to integrate multiple functions such as pure electric drive, range extension power generation, and braking energy recovery, avoiding the functional limitations caused by unidirectional energy flow.

[0029] The transmission system 100 includes an input shaft 20, an intermediate shaft 65, and an output shaft 70; the generator 25 and the drive motor 55 are arranged coaxially through the input shaft 20, and the generator 25 and the drive motor 55 are located on opposite sides of the axial direction of the input shaft 20; the input shaft 20 is integrated with a first clutch 40, a second clutch 45, and a direct drive gear 35.

[0030] The input shaft 20 carries the mechanical energy transmitted by the engine 10 and the generator 25; the intermediate shaft 65 can realize the synthesis of torque from multiple power sources; the output shaft 70 is the final power output end, transmitting the synthesized torque to the wheels 95. The coaxial arrangement enables the generator 25 and the drive motor 55 to achieve a high degree of structural integration. Compared with the traditional multi-axle hybrid system, the three-axis structure significantly reduces the number of parts and axial dimensions, reduces system weight and manufacturing costs. Moreover, the coaxial arrangement of the generator 25 and the drive motor 55 avoids the radial space occupation problem caused by the parallel axis arrangement, making the powertrain arrangement in the engine compartment of the engine 10 more compact. This is conducive to the platform design and modular assembly of the whole vehicle, while reducing the length of the transmission chain, reducing mechanical transmission loss, and improving transmission efficiency.

[0031] The first clutch 40 and the second clutch 45 are actuators for gear shifting, which selectively engage to connect or disconnect different transmission paths. The direct drive gear 35 is a gear that directly drives the engine 10, used to directly transmit the mechanical energy of the engine 10 to the wheel 95. The first clutch 40, the second clutch 45 and the direct drive gear 35 are integrated on the input shaft 20 to form a modular shifting module, which reduces the number of independent parts, reduces assembly complexity and manufacturing cost. At the same time, it shortens the transmission path from the engine 10 to the direct drive gear 35, reduces idle travel and torsional clearance, and improves shifting response speed.

[0032] The engine 10 is connected to the input shaft 20 via a torsional damper 15, and the generator 25 is fixedly connected to the input shaft 20. The torsional damper 15 is used to isolate the periodic torsional vibration of the crankshaft output of the engine 10, preventing the vibration from being transmitted to the transmission system 100 and causing fatigue damage to the components. The fixed connection between the generator 25 and the input shaft 20 ensures that there is no relative rotation between the rotor of the generator 25 and the input shaft 20, so that the generator 25 can accurately respond to the speed change of the input shaft 20, improve the driving smoothness and ride comfort of the whole vehicle, and extend the service life of the components. The rigid connection between the generator 25 and the input shaft 20 allows it to be used as both a generator 25 and an electric motor, realizing multiple functions such as starting the engine 10, speed regulation, and power assist, and enhancing the system control flexibility.

[0033] The drive motor 55 is connected to the intermediate shaft 65 via the drive gear 50. The output end of the torsional damper 15 meshes with the input shaft 20. The drive motor 55 transmits torque to the intermediate shaft 65 through the drive gear 50, forming an electric drive path. The dual-mass flywheel damper provides better vibration damping performance through the coupling of the flywheel mass and the spring damping system. The output end of the torsional damper 15 meshes with the input shaft 20 to ensure smooth torque transmission. When the drive motor 55 is running, the rotor drives the drive gear 50 to rotate. The drive gear 50 continuously meshes with the gear on the intermediate shaft 65, transmitting the torque of the drive motor 55 to the intermediate shaft 65, achieving matching between the speed of the drive motor 55 and the speed at the wheel 95 end, and amplifying the torque of the drive motor 55. When the engine 10 is running, the crankshaft torque is transmitted to the torsional damper 15 to absorb vibration energy. Under conditions such as engine 10 start-stop and sudden load changes, the torsional damper 15 can effectively suppress impact.

[0034] Reference Figure 5 as well as Figure 6 As shown, the first clutch 40 is disengaged and the second clutch 45 is engaged for the first gear; the first clutch 40 is engaged and the second clutch 45 is disengaged for the second gear. The power from the input shaft 20 is transmitted to the intermediate shaft 65 via the drive gear 50 or the direct drive gear 35. The first clutch 40 and the second clutch 45 share the direct drive gear 35, but each of the first clutch 40 and the second clutch 45 has its own independent friction plate assembly and piston. By controlling different pistons, precise control of the pressure of the first clutch 40 and the second clutch 45 is achieved. When the first gear is needed, the torque of the engine 10 is transmitted to the intermediate shaft 65 via the second clutch 45 and the direct drive gear 35; when the second gear is needed, the torque of the engine 10 is transmitted to the intermediate shaft 65 via the first clutch 40 and the direct drive gear 35. During the gear shifting process, the drive motor 55 continuously outputs torque to compensate for the power gap when the first clutch 40 and the second clutch 45 are switching. Two-speed shifting is achieved through different transmission paths, allowing the engine 10 to cover a wider speed range in direct drive mode, improving fuel economy, and providing a hardware basis for power path selection switching to multiple hybrid modes.

[0035] The direct drive gear 35 is located between the first clutch 40 and the second clutch 45, and is connected to the input shaft 20 via a spline or meshing sleeve. The spline or meshing sleeve connection enables torque transmission between the direct drive gear 35 and the input shaft 20 when the first clutch 40 or the second clutch 45 is engaged, and allows relative rotation when the first clutch 40 and the second clutch 45 are disengaged. When the first clutch 40 or the second clutch 45 is engaged, the first clutch 40 or the second clutch 45 is splinedly connected to the input shaft 20 and the direct drive gear 35 to achieve torque transmission. When the first clutch 40 and the second clutch 45 are disengaged, the direct drive gear 35 is in a disengaged state from the input shaft 20, and the direct drive gear 35 can rotate freely, reducing the off-center load on the bearing of the input shaft 20, extending the bearing life, ensuring that there is no backlash in power transmission when the first clutch 40 or the second clutch 45 is engaged, and that the direct drive gear 35 has low resistance when it is disengaged.

[0036] The intermediate shaft 65 meshes with the direct drive gear 35 and the drive gear 50 for transmission, and also meshes with the output shaft 70 for transmission. The combined power is transmitted to the wheel 95 through the output shaft 70 and the drive shaft 75. The intermediate shaft 65 simultaneously receives power from the engine 10 from the direct drive gear 35 and power from the drive motor 55 from the drive gear 50. The two power sources are mechanically superimposed and coupled on the intermediate shaft 65, and then transmitted to the wheel 95 through the output shaft 70 and the drive shaft 75. This achieves the physical convergence and torque synthesis of multiple power sources, and enables power coupling between the engine 10 and the drive motor 55. The structure is simple and compact. The two power sources share the intermediate shaft 65 and the output shaft 70, avoiding the need to set up independent output paths for each power source, reducing the number of gears and bearings, and lowering costs and complexity.

[0037] In the embodiments provided in this application, reference is made to Figure 2 As shown, the transmission ratio between the drive gear 50 and the intermediate shaft 65 is the first transmission ratio, and the transmission ratio between the direct drive gear 35 and the intermediate shaft 65 is the second transmission ratio. The first transmission ratio is greater than the second transmission ratio. The direct drive gear 35 and the driven gear of the intermediate shaft 65 form a first gear pair, and the drive gear 50 and another driven gear of the intermediate shaft 65 form a second gear pair. The first gear pair achieves a large reduction ratio, while the second gear pair achieves a small reduction ratio. The large first transmission ratio allows the engine 10 to participate in direct drive at lower vehicle speeds, avoiding the efficiency drop caused by excessively low engine speeds and expanding the coverage of the engine 10's high-efficiency range. The small second transmission ratio allows the drive motor 55 to operate in a higher speed range, leveraging the high-speed and high-efficiency characteristics of the drive motor 55. The difference in the transmission ratios of the two paths allows the engine 10 and the drive motor 55 to operate in their optimal speed ranges, maximizing the overall system efficiency and reducing fuel consumption.

[0038] In the embodiments provided in this application, reference is made to Figure 3As shown, the hybrid system has a power generation mode. When in power generation mode, the motor controller 80 controls the engine 10 to drive the generator 25 to generate electricity, and the electrical energy is used to charge the battery 90 through the motor controller 80.

[0039] When the vehicle is parked and the battery SOC is below the set value, the driver can select the "parking power generation" mode or the system can automatically start power generation. The motor controller 80 switches the generator 25 to power generation mode and starts the engine 10 to the target speed. The torque of the engine 10 drives the generator 25 to generate electricity. The electrical energy is rectified by the controller and delivered to the battery 90. When the battery SOC reaches the set upper limit or the driver turns off the power generation mode, the engine 10 stops and power generation ends. The power generation mode can replenish the battery 90 when the vehicle is stationary, avoiding the inability to drive on pure electric power due to the battery SOC being too low. The engine 10 can work under the condition of optimal energy consumption rate, unaffected by the load fluctuation of the wheels 95, and has high power generation efficiency. Compared with power generation while driving, parking power generation can arrange the power generation time more flexibly, such as generating electricity when the engine 10 is warm, reducing cold engine emissions.

[0040] In the embodiments provided in this application, reference is made to Figure 3 As shown, the hybrid system has a pure electric mode. When in pure electric mode, the battery 90 supplies power to the drive motor 55 through the motor controller 80, and both the first clutch 40 and the second clutch 45 are in the disengaged state.

[0041] When the battery SOC (90% SOC) is higher than the set value and the vehicle speed is lower than the lower limit of the engine's high-efficiency zone, the system automatically enters pure electric mode. When the driver presses the accelerator pedal, the motor controller 80 adjusts the current of the drive motor 55 according to the required torque. The output torque of the drive motor 55 is transmitted to the wheels 95 through the drive gear 50, intermediate shaft 65, and output shaft 70. When the battery SOC (90% SOC) drops below the threshold or the driver presses the accelerator pedal deeply to request high torque, the system automatically starts the engine 10 for assistance. The pure electric mode completely eliminates the fuel consumption and exhaust emissions of the engine 10, achieving low-emission green travel and meeting urban environmental protection regulations. Moreover, since the engine 10 is not working, the noise and vibration inside the vehicle are lower, providing a quiet and comfortable driving experience. Utilizing the low-speed, high-torque characteristics of the drive motor 55, the vehicle accelerates quickly from a standstill.

[0042] In the embodiments provided in this application, reference is made to Figure 7 As shown, the hybrid system has a range-extending mode. When the SOC of the battery 90 is lower than a set threshold, the engine 10 drives the generator 25 to generate electricity, and the motor controller 80 delivers the electrical energy to the drive motor 55.

[0043] When the vehicle is traveling at low to medium speeds and the battery 90 has insufficient SOC, it enters range-extending mode. After the engine 10 starts, it stabilizes at a high-efficiency speed. The power output of the generator 25 is dynamically adjusted according to the power demand of the drive motor 55. When the driver accelerates rapidly and requires high torque, the motor controller 80 controls the battery 90 and the generator 25 to simultaneously supply power to the drive motor 55, achieving dual-power joint drive. When the vehicle decelerates or coasts, the engine 10 can reduce its speed or stop, and the battery 90 can supply power alone or perform energy recovery, solving the range anxiety problem of pure electric vehicles. The engine 10, as a range extender, is only used for power generation and can always work under optimal conditions, resulting in good fuel economy. It avoids energy conversion losses during the charging and discharging process of the battery 90, resulting in higher efficiency. The drive motor 55 provides the main driving force, maintaining the smoothness and responsiveness of electric drive. The driving experience is close to that of pure electric mode. The system can flexibly allocate the power generation and battery 90 output power according to power demand, achieving power following control.

[0044] In the embodiments provided in this application, reference is made to Figure 8 As shown, the hybrid system has a three-engine power mode. When in the three-engine power mode, the engine 10, generator 25 and drive motor 55 deliver power simultaneously, the first clutch 40 or the second clutch 45 is engaged, and the generator 25 operates in an electric drive state. After the driver triggers the three-engine mode, the vehicle controller instructs the engine 10 to ignite and quickly increase its speed to the maximum power point. At the same time, the motor controller 80 outputs the maximum allowable current to the generator 25 and the drive motor 55. The generator 25 and the drive motor 55 output peak torque. The torque of the generator 25 is transmitted through the input shaft 20, the first clutch 40 or the second clutch 45, and the direct drive gear 35; the torque of the drive motor 55 is transmitted through the drive gear 50. The two torques are superimposed on the intermediate shaft 65 gear, and the output shaft 70 bears the combined torque to drive the wheels 95. When the vehicle speed reaches the target value or the driver releases the accelerator, the generator 25 exits the electric state and switches to generating power or stops. The system returns to the normal drive mode, making full use of the peak torque of the engine 10, the drive motor 55 and the generator 25 to achieve a burst of power output. The vehicle's acceleration performance is significantly improved and the acceleration time is greatly shortened. The generator 25 switches from generating power to electric state, and the total power of the system reaches the superposition of the three engines, solving the problem of insufficient power of the single drive motor 55. Through the coordination of multiple power sources, the load rate of a single power source is reduced, heat fade is delayed, and the system reliability is improved.

[0045] In the embodiments provided in this application, reference is made to Figure 9 As shown, the hybrid system has an energy recovery mode. When the vehicle brakes, the wheel 95 drives the drive motor 55 to generate electricity, converting kinetic energy into electrical energy and storing it in the battery 90. The first clutch 40 and the second clutch 45 are both in the disengaged state.

[0046] When the vehicle is coasting, the drive motor 55 generates a small torque to produce a slight braking sensation. When the driver presses the brake pedal, the torque increases according to the pedal depth to provide greater braking force. When the torque is insufficient, the mechanical brake intervenes to supplement it. In emergency braking, the mechanical brake provides the main braking force, and the drive motor 55 retracts to a secondary position. The first clutch 40 and the second clutch 45 remain disengaged, and the engine 10 and the generator 25 do not rotate with the drive motor 55 to avoid energy loss.

[0047] The above description, based on the embodiments shown in the figures, details the structure, features, and effects of the present invention. The above description is only a preferred embodiment of the present invention, but the present invention is not limited to the scope of implementation shown in the figures. Any changes made in accordance with the concept of the present invention, or equivalent embodiments modified to have equivalent changes, that do not exceed the spirit covered by the specification and figures, should be within the protection scope of the present invention.

Claims

1. A hybrid system, comprising an engine, a generator, a drive motor, a battery, a motor controller, and a transmission system, characterized in that: The transmission system includes an input shaft, an intermediate shaft, and an output shaft; The generator and the drive motor are arranged coaxially through the input shaft, and the generator and the drive motor are located on opposite sides of the axial direction of the input shaft. The input shaft is integrated with a first clutch, a second clutch, and a direct drive gear. The engine is connected to the input shaft via a torsional damper, and the generator is fixedly connected to the input shaft; The drive motor is connected to the intermediate shaft via a drive gear; Wherein, the first clutch is disengaged and the second clutch is engaged to form the first gear, and the first clutch is engaged and the second clutch is disengaged to form the second gear, so that the power of the input shaft is transmitted to the intermediate shaft through the drive gear or the direct drive gear; The intermediate shaft meshes with the direct drive gear and the drive gear respectively, and meshes with the output shaft to transmit the combined power to the wheels through the output shaft and the drive shaft.

2. The hybrid system according to claim 1, characterized in that: The direct drive gear is located between the first clutch and the second clutch, and the direct drive gear is connected to the input shaft via a spline or a meshing gear sleeve.

3. The hybrid system according to claim 1, characterized in that: The transmission ratio between the direct drive gear and the intermediate shaft is a first transmission ratio, and the transmission ratio between the drive gear and the intermediate shaft is a second transmission ratio, wherein the first transmission ratio is greater than the second transmission ratio.

4. The hybrid system according to claim 1, characterized in that: Both the generator and the drive motor are bidirectionally electrically connected to the battery via the motor controller.

5. The hybrid system according to claim 4, characterized in that: The hybrid system has a power generation mode. When in the power generation mode, the motor controller controls the engine to drive the generator to generate electricity, and the electrical energy is used to charge the battery through the motor controller.

6. The hybrid system according to claim 4, characterized in that: The hybrid system has a pure electric mode. When in the pure electric mode, the battery supplies power to the drive motor through the motor controller, and both the first clutch and the second clutch are in the disengaged state.

7. The hybrid system according to claim 1, characterized in that: The hybrid system has a range-extending mode. When the SOC of the battery is lower than a set threshold, the engine drives the generator to generate electricity, and the motor controller delivers the electrical energy to the drive motor.

8. The hybrid system according to claim 1, characterized in that: The hybrid system has a three-engine power mode. When in the three-engine power mode, the engine, generator and drive motor deliver power simultaneously, the first clutch or the second clutch is engaged, and the generator operates in an electric drive state.

9. The hybrid system according to claim 1, characterized in that, The hybrid system has an energy recovery mode. When the vehicle brakes, the wheels drive the drive motor to generate electricity, converting kinetic energy into electrical energy and storing it in the battery. Both the first clutch and the second clutch are in the disengaged state.

10. The hybrid system according to claim 1, characterized in that, The output end of the torsional damper engages with the input shaft.

Images