Hybrid power system, four-wheel-drive hybrid power system and vehicle

Abstract

The utility model provides a hybrid power system, a four-wheel-drive hybrid power system and a vehicle, and relates to the technical field of automobile parts. The hybrid power system comprises a first motor, a battery electrically connected with the first motor, an engine, a first synchronizer, a second synchronizer and a first differential mechanism. The first motor comprises a first motor shaft and a first motor gear arranged on the first motor shaft in series. The engine comprises an engine output shaft; the first motor shaft and the engine output shaft are coaxially arranged, and the first motor shaft is in power coupling or power separation with the engine output shaft through the first synchronizer; the first motor gear is in power coupling or power separation with the first differential mechanism through the second synchronizer. Power coupling or power separation between different structures is achieved through the first synchronizer and the second synchronizer, power requirements under different working conditions are met, meanwhile, the advantages of being simple in structure, small in size and weight, low in transmission loss and the like are achieved, and the efficiency of a hybrid power system can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile parts, and in particular to a hybrid power system, a four-wheel drive hybrid power system and a vehicle. Background Art

[0002] The power system is the core component of the vehicle, which directly affects the vehicle's performance in terms of power performance, economy, safety, etc. With the improvement of social environmental awareness, the vehicle's power system has gradually changed from the traditional single fuel power system to the hybrid power system, which has made great contributions to the improvement of fuel economy and the reduction of nitrogen oxide emissions.

[0003] However, hybrid systems often increase their own weight and transmission losses due to their complex structure. Currently, complex control algorithms are mainly used to achieve efficient coordination between the engine and the electric motor in different scenarios (for example, in low-speed and low-power scenarios such as parking, the number of internal combustion engine starts is reduced by starting and driving with an electric motor, thereby reducing energy losses). However, compared with the losses caused by the structure of the hybrid system itself, simply relying on complex control algorithms to reduce energy losses is still ineffective and it is difficult to effectively improve the efficiency of the hybrid system. Utility Model Content

[0004] The problem to be solved by the utility model is: how to improve the efficiency of a hybrid power system.

[0005] The utility model provides a hybrid power system, comprising a first motor, a battery electrically connected to the first motor, an engine, a first synchronizer, a second synchronizer and a first differential; wherein the first motor comprises a first motor shaft and a first motor gear serially arranged on the first motor shaft; the engine comprises an engine output shaft;

[0006] The first motor shaft is coaxially arranged with the engine output shaft, and the first motor shaft is power coupled or power separated with the engine output shaft through the first synchronizer;

[0007] The first motor gear is dynamically coupled or dynamically disconnected from the first differential through the second synchronizer.

[0008] Optionally, the first synchronizer is disposed between the engine and the first motor gear.

[0009] Optionally, when the first motor shaft is power-coupled with the engine output shaft, the first motor is used to charge the battery, and the first motor gear is power-decoupled from the first differential.

[0010] Optionally, when the first motor gear is dynamically coupled to the first differential, the battery is used to supply power to the first motor, and the first motor shaft is dynamically separated from the engine output shaft.

[0011] Optionally, the hybrid power system also includes a first transmission group, which includes a first half-shaft and a first input gear and a first output gear connected in series on the first half-shaft; wherein the first input gear is meshed with the first motor gear, and the first output gear is meshed with the first outer ring gear of the first differential; the first input gear is dynamically coupled or dynamically separated from the first output gear through the second synchronizer.

[0012] Optionally, the first output gear is fixedly connected to the first half-shaft, the first input gear is rotatably connected to the first half-shaft, and the first input gear is dynamically coupled or decoupled from the first half-shaft via the second synchronizer.

[0013] Compared with the prior art, the hybrid power system provided by the utility model has but is not limited to the following beneficial effects:

[0014] In this embodiment, the first motor shaft is power-coupled or power-disconnected with the engine output shaft through the first synchronizer, and the first motor gear is power-coupled or power-disconnected with the first differential through the second synchronizer. Under the working condition that the first motor shaft is power-coupled with the engine output shaft, the torque of the engine output shaft can be transmitted to the first motor shaft, thereby driving the first motor to generate electricity; under the working condition that the first motor gear is power-coupled with the first differential, the torque output by the rotation of the first motor shaft can be transmitted to the first differential, thereby meeting the power demand. Therefore, the switching of the first synchronizer and the second synchronizer corresponding to different connection states in the utility model can change the path of power transmission in the hybrid power system to meet the needs of different working conditions. In this way, the engine in the utility model does not need to directly participate in the power output, which is conducive to simplifying the system structure, reducing the system volume and weight, and thus effectively reducing the transmission loss of the system and the power waste caused by its own weight. On this basis, the first motor shaft in the utility model is coaxially arranged with the engine output shaft, which is conducive to shortening the length of the transmission path between the first motor shaft and the engine output shaft, while further reducing the transmission loss and comprehensively improving the efficiency of the hybrid power system.

[0015] In addition, the utility model also provides a four-wheel drive hybrid power system, including a single-motor pure electric power system and the hybrid power system as described above.

[0016] Optionally, the single-motor pure electric power system includes a second differential and a second motor electrically connected to a battery of the hybrid power system; wherein the second motor includes a second motor shaft and a second motor gear serially arranged on the second motor shaft, and the second motor gear is dynamically coupled to the second differential.

[0017] Optionally, the four-wheel drive hybrid system also includes a second transmission group, which includes a second half-shaft, and a second input gear and a second output gear connected in series on the second half-shaft; wherein the second input gear is meshed with the second motor gear, and the second output gear is meshed with the second outer ring gear of the second differential.

[0018] Since the technical improvements and technical effects achieved by the four-wheel drive hybrid system are basically the same as those of the hybrid system, the technical effects of the four-wheel drive hybrid system will not be described in detail.

[0019] In addition, the utility model also provides a vehicle, including the hybrid power system as described above, or the four-wheel drive hybrid power system as described above.

[0020] Since the technical improvements and technical effects achieved by the vehicle are basically the same as those of the hybrid power system, the technical effects of the vehicle will not be described in detail. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 A schematic diagram of the structure of a hybrid power system according to an embodiment of the utility model;

[0022] Figure 2 A schematic diagram of the structure of a four-wheel drive hybrid power system according to an embodiment of the utility model;

[0023] Figure 3 A schematic diagram of the power transmission path of the four-wheel drive hybrid system in the pure electric front-wheel drive mode of an embodiment of the utility model;

[0024] Figure 4 A schematic diagram of a power transmission path of a four-wheel drive hybrid system in a pure electric rear-wheel drive mode according to an embodiment of the utility model;

[0025] Figure 5 A schematic diagram of a power transmission path of a four-wheel drive hybrid system in a pure electric four-wheel drive mode according to an embodiment of the utility model;

[0026] Figure 6 A schematic diagram of a power transmission path of a four-wheel drive hybrid power system in an extended-range rear-wheel drive mode according to an embodiment of the utility model;

[0027] Figure 7A schematic diagram of a power transmission path of a four-wheel drive hybrid power system in an extended range mode according to an embodiment of the utility model;

[0028] Figure 8 A schematic diagram of the structure of a vehicle according to an embodiment of the utility model;

[0029] Fig. 9 The figure is a schematic structural diagram of a vehicle according to another embodiment of the present utility model.

[0030] Description of reference numerals:

[0031] 1-first motor; 11-first motor shaft; 12-first motor gear; 2-battery; 3-engine; 31-engine output shaft; 4-first synchronizer; 5-second synchronizer; 6-first differential; 61-first outer ring gear; 7-first transmission group; 71-first half shaft; 72-first input gear; 73-first output gear; 8-second motor; 81-second motor shaft; 82-second motor gear; 9-second differential; 91-second outer ring gear; 10-second transmission group; 101-second half shaft; 102-second input gear; 103-second output gear. DETAILED DESCRIPTION

[0032] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and understandable, the specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0033] In the description of the present invention, the directions or positional relationships indicated by “upper”, “lower”, “left”, “right”, “top”, “bottom”, “front”, “back”, “inside” and “outside” are based on the directions or positional relationships shown in the accompanying drawings and are only for the convenience of describing the present invention. They do not indicate or imply that the device referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they cannot be understood as limiting the scope of protection of the present invention.

[0034] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0035] In the description of this specification, the description with reference to the terms "embodiment", "one embodiment" and "one implementation" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or implementation are included in at least one embodiment or implementation of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or implementation. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or implementations in a suitable manner.

[0036] like Figure 1 As shown, the hybrid system of the embodiment of the utility model includes a first motor 1, a battery 2 electrically connected to the first motor 1, an engine 3, a first synchronizer 4, a second synchronizer 5 and a first differential 6; wherein the first motor 1 includes a first motor shaft 11, and a first motor gear 12 serially arranged on the first motor shaft 11; the engine 3 includes an engine output shaft 31;

[0037] The first motor shaft 11 is coaxially arranged with the engine output shaft 31, and the first motor shaft 11 is power-coupled or power-decoupled with the engine output shaft 31 through the first synchronizer 4;

[0038] The first motor gear 12 is power-coupled or power-disconnected with the first differential 6 via the second synchronizer 5 .

[0039] Specifically, the hybrid system in this embodiment includes a first motor 1, the first motor 1 includes a first motor shaft 11, a first motor gear 12, wherein the first motor gear 12 is arranged in series on the first motor shaft 11, the first motor gear 12 can be fixedly connected to the first motor shaft 11 (such as by key connection or bolt connection), and the first motor gear 12 can rotate with the rotation of the first motor shaft 11. The hybrid system also includes a battery 2, an engine 3, an engine output shaft 31 of the engine 3, a first synchronizer 4, a second synchronizer 5 and a first differential 6 electrically connected to the first motor 1. Among them, the first differential 6 is used to adjust the speed difference corresponding to the two symmetrically arranged wheels. For example, assuming that the first differential 6 in this embodiment is coupled to the left and right front wheels of the vehicle (such as the two drive shafts of the first differential 6 can be fixedly connected to the wheel hubs of the left and right front wheels respectively), when the vehicle turns, the first differential 6 can make the left and right front wheels roll at different speeds.

[0040] In this embodiment, under different working conditions, the first motor 1 can be used as a motor, or as a motor. Correspondingly, under different working conditions, the battery 2 in this embodiment can supply power to the first motor 1, or the first motor 1 can also charge the battery 2. Since the first motor shaft 11 is coaxially arranged with the engine output shaft 31 (i.e., the axis corresponding to the first motor shaft 11 and the engine output shaft 31 coincides), and the first motor shaft 11 is power-coupled or power-separated with the engine output shaft 31 through the first synchronizer 4. When the engine output shaft 31 rotates and the first motor shaft 11 is power-coupled with the engine output shaft 31 through the first synchronizer 4, the engine output shaft 31 and the first motor shaft 11 can be directly connected coaxially. Under this connection mode, the engine output shaft 31 can drive the first motor shaft 11 to rotate, and at this time, the first motor 1 can be used as a generator to convert the mechanical energy output by the engine 3 into electrical energy. Since the first motor 1 is electrically connected to the battery 2, under this connection mode, the first motor 1 can charge the battery 2. For ease of understanding and description, this working condition is recorded as a power generation mode.

[0041] In this embodiment, the first motor gear 12 is power-coupled or power-decoupled with the first differential 6 through the second synchronizer 5. When the battery 2 supplies power to the first motor 1, and the first motor shaft 11 drives the first motor gear 12 to transfer power flow to the first differential 6, the first motor 1 in this embodiment acts as an electric motor. The first motor 1 converts the electrical energy of the battery 2 into mechanical energy, and outputs torque through the first motor shaft 11, the first motor gear 12 and the first differential 6 to drive the load (i.e. Figure 1 For ease of understanding and description, this working condition is recorded as electric drive mode.

[0042] Among them, in this embodiment, the first synchronizer 4 and the second synchronizer 5 can be in a connected state or in a disconnected state. When the first synchronizer 4 is in a connected state, power coupling can be achieved between the first motor shaft 11 and the engine output shaft 31; when the first synchronizer 4 is in a disconnected state, even if the engine output shaft 31 rotates, it will not transmit power to the first motor shaft 11, that is, the first motor shaft 11 is separated from the engine 3 shaft power through the first synchronizer 4. Similarly, when the second synchronizer 5 is in a connected state, the first motor gear 12 can transmit power flow to the first differential 6 (that is, the first motor gear 12 is coupled to the first differential 6 through the second synchronizer 5); when the second synchronizer 5 is in a disconnected state, even if the first motor gear 12 rotates with the first motor shaft 11, it will not transmit power to the first differential 6 (that is, the first motor gear 12 is separated from the first differential 6 through the second synchronizer 5).

[0043] In this way, under different working conditions, the switching of the first synchronizer 4 and the second synchronizer in different states can realize the conversion of the hybrid power system operation mode to meet the charging demand or power output demand. Figure 1 As shown, in Figure 1 Under the condition that the first synchronizer 4 is in the disconnected state and the second synchronizer 5 is in the connected state, the hybrid power system can meet the torque demand of the load. At the same time, since the first motor shaft 11 is coaxially arranged with the engine output shaft 31, when the two are power-coupled, coaxial direct drive can be achieved, which is conducive to simplifying the system structure while reducing transmission losses. It should be understood that in this embodiment, the engine 3 does not need to directly participate in power output, nor does it need to be equipped with a clutch or other devices, which is conducive to further reducing the volume and weight of the hybrid power system and reducing the energy loss caused by the system's own weight, thereby achieving all-round and multi-angle improvement of the efficiency of the hybrid power system.

[0044] Optionally, the first synchronizer 4 is disposed between the engine 3 and the first motor gear 12 .

[0045] In this embodiment, the first synchronizer 4 is arranged between the engine 3 and the first motor gear 12, and the first motor shaft 11 is connected to the engine output shaft 31 through the first synchronizer 4. It should be understood that, although when the first synchronizer 4 is arranged between the first motor 1 and the first motor gear 12, under the condition that the first synchronizer 4 is in a connected state, the second synchronizer 5 is in a disconnected state and the engine output shaft 31 outputs torque, the engine 3 can also drive the first motor 1 to generate electricity, and switch to the power generation mode accordingly. Or. Under the condition that the first synchronizer 4 and the second synchronizer 5 are in a connected state and the engine output shaft 31 does not output torque, the first motor 1 can also drive the power flow to the first differential 6 (i.e. switch to the drive mode). However, in this arrangement mode, in the drive mode, the first motor shaft 11 is coupled to the engine output shaft 31 on the one hand, and is also coupled to the first differential 6 on the other hand. The power flow transmitted by the first motor shaft 11 to the engine output shaft 31 not only cannot help the hybrid system to respond to the torque demand of the whole vehicle, but also easily damages the engine 3. In this embodiment, the first synchronizer 4 is arranged between the engine 3 and the first motor gear 12. During different mode conversion processes, at most one synchronizer can be in a connected state (that is, the first synchronizer 4 or the second synchronizer 5 is in a connected state), which further reduces transmission losses and is beneficial to ensuring the reliability and stability of the hybrid power system.

[0046] Optionally, when the first motor shaft 11 is power-coupled with the engine output shaft 31 , the first motor 1 is used to charge the battery 2 , and the first motor gear 12 is power-decoupled from the first differential 6 .

[0047] In this embodiment, when the first motor shaft 11 is power-coupled with the engine output shaft 31, the engine output shaft 31 transmits torque to the first motor shaft 11, and the first motor 1 converts the mechanical energy of the engine 3 into electrical energy and stores it in the battery 2. Under the working condition that the first motor shaft 11 is power-coupled with the engine output shaft 31, the first motor gear 12 is power-separated from the first differential 6, that is, when the first synchronizer 4 is in the connected state, the second synchronizer 5 is in the disconnected state. Since the synchronizer needs a certain time to switch the state, under certain working conditions, assuming that the hybrid system needs to switch from the driving mode to the power generation mode, the second synchronizer 5 in the connected state can be switched to the disconnected state in advance, thereby cutting off the power transmission from the first motor 1 to the first differential 6, which is conducive to avoiding the first synchronizer 4 from being subjected to a large load during the process of power coupling the first motor shaft 11 to the engine output shaft 31 because the second synchronizer 5 has not completely power-separated the first motor gear 12 from the first differential 6, which is conducive to ensuring the stability and safety of the hybrid system.

[0048] Optionally, when the first motor gear 12 is power-coupled with the first differential 6 , the battery 2 is used to supply power to the first motor 1 , and the first motor shaft 11 is power-decoupled from the engine output shaft 31 .

[0049] In this embodiment, when the first motor gear 12 is power-coupled with the first differential 6, the first motor 1 transmits power flow to the first differential 6. At this time, the battery 2 supplies power to the first motor 1, and the first motor 1 can convert the electrical energy stored in the battery 2 into mechanical energy, thereby responding to the torque demand. In this embodiment, under the working condition that the first motor gear 12 is power-coupled with the first differential 6, the first motor shaft 11 is power-separated from the engine output shaft 31. That is, when the second synchronizer 5 is in a connected state, the first synchronizer 4 is in a disconnected state. This is conducive to avoiding the first motor 1 from being damaged or the engine 3 from wasting power when the first motor 1 transmits torque to the first differential 6, because the first synchronizer 4 has not completely power-separated the first motor shaft 11 from the engine output shaft 31, and the engine output shaft 31 continues to rotate due to inertia, thereby further ensuring the stability and safety of the hybrid system while improving the transmission efficiency of the hybrid system.

[0050] Optionally, the hybrid power system also includes a first transmission group 7, which includes a first half-shaft 71 and a first input gear 72 and a first output gear 73 connected in series on the first half-shaft 71; wherein the first input gear 72 is meshed with the first motor gear 12, and the first output gear 73 is meshed with the first outer ring gear 61 of the first differential 6; the first input gear 72 is power-coupled or power-decoupled with the first output gear 73 through a second synchronizer 5.

[0051] In this embodiment, the hybrid power system further includes a first transmission group 7, which includes a first half shaft 71, a first input gear 72 and a first output gear 73. The first input gear 72 and the first output gear 73 are both arranged in series on the first half shaft 71, the first input gear 72 is meshed with the first motor gear 12, and the first output gear 73 is meshed with the first outer ring gear 61 of the first differential 6 (i.e., the outer gear ring of the first differential 6). On this basis, in this embodiment, the first input gear 72 is power coupled or power separated with the first output gear 73 through the second synchronizer 5, so that the power coupling or power separation of the first motor gear 12 and the first differential 6 through the second synchronizer 5 can be realized.

[0052] Optionally, in this embodiment, the first half shaft 71 may include a half shaft a and a half shaft b that are coaxially arranged. Among them, the first input gear 72 may be fixedly connected to the half shaft a, the first output gear 73 may be fixedly connected to the half shaft b, and the second synchronizer 5 may be arranged between the half shaft a and the half shaft b. In this way, when the second synchronizer 5 is in a connected state, the first input gear 72 is power-coupled with the first output gear 73 through the second synchronizer 5, and the torque output by the first motor shaft 11 can be transmitted to the first outer ring gear 61 of the first differential 6 through the first motor gear 12, the first input gear 72, the half shaft a, the half shaft b, and the first output gear 73 in sequence, thereby driving the load. When the second synchronizer 5 is in a disconnected state, the first input gear 72 is power-separated from the first output gear 73 through the second synchronizer 5, correspondingly cutting off the power transmission between the half shaft a and the half shaft b, that is, cutting off the power transmission between the first input gear 72 and the first output gear 73, thereby realizing the power separation of the first motor gear 12 and the first differential 6.

[0053] In one embodiment, the number of teeth of the first input gear 72 in the first transmission group 7 may be smaller than the number of teeth of the first output gear 73, and the first transmission group 7 can be used as a first reducer. For example, the number of teeth of the first input gear 72 of the first transmission group 7 is 20, and the number of teeth of the first output gear 73 is 30, then the transmission ratio of the first reducer is 1.5.

[0054] Preferably, in this embodiment, the number of teeth of the first motor gear 12 can be smaller than the number of teeth of the first input gear 72, and the number of teeth of the first output gear 73 can be smaller than the number of teeth of the first outer ring gear 61. In this way, the first motor gear 12, the first transmission group 7 and the first outer ring gear 61 can constitute a first multi-stage reducer. Among them, the calculation method of the transmission ratio of the first multi-stage reducer is the same as the calculation method of the transmission ratio of the first reducer mentioned above, and will not be repeated here.

[0055] In this way, this embodiment can utilize the first transmission group 7 or the first motor gear, the first transmission group 7 and the first outer ring gear 61 of the first differential 6 to achieve deceleration, thereby increasing the torque output while reducing the speed, which is beneficial to reducing the size of the first motor 1 and further reducing the total weight of the hybrid system.

[0056] Optionally, the first output gear 73 is fixedly connected to the first half shaft 71 , the first input gear 72 is rotatably connected to the first half shaft 71 , and the first input gear 72 is power-coupled or power-decoupled with the first half shaft 71 via the second synchronizer 5 .

[0057] In this embodiment, the first output gear 73 is fixedly connected to the first half shaft 71 (such as by key connection or bolt connection), the first input gear 72 is rotatably connected to the first half shaft 71 (such as the first input gear 72 is loosely sleeved on the first half shaft 71), and the first input gear 72 is power coupled or power separated from the first half shaft 71 through the second synchronizer 5. When the second synchronizer 5 is in a connected state, the first input gear 72 and the first half shaft 71 cannot rotate relative to each other, and the first input gear 72 can transmit the torque of the first motor gear 12 to the first output gear 73 through the first half shaft 71, and the first input gear 72 is power coupled to the first half shaft 71 through the second synchronizer 5, thereby realizing the power coupling between the first input gear 72 and the first output gear 73. On this basis, the first output gear 73 transmits the torque to the first outer ring gear 61 of the first differential 6, which is equivalent to realizing the power coupling between the first motor gear 12 and the first differential 6. When the second synchronizer 5 is in a disconnected state, the first input gear 72 and the first half shaft 71 can rotate relative to each other. Under this working condition, even if the first motor 1 transmits torque to the first motor gear 12 through the first motor shaft 11, the first input gear 72 cannot transmit torque to the first output gear 73 through the first half shaft 71, that is, the first input gear 72 is power-separated from the first half shaft 71 through the second synchronizer 5, thereby realizing power separation between the first input gear 72 and the first output gear 73, and also realizing power separation between the first motor gear 12 and the first differential 6. In this way, when the second synchronizer 5 is in the disconnected state, even if the first input gear 72 is meshed with the first motor gear 12, the first input gear 72 will not cause excessive energy loss, which is conducive to improving the efficiency of the hybrid system.

[0058] The utility model also provides a four-wheel drive hybrid power system, including a single-motor pure electric power system and the hybrid power system as described above.

[0059] In this embodiment, the single-motor pure electric power system and the hybrid power system can together constitute a four-wheel drive hybrid power system, wherein the single-motor pure electric power system and the hybrid power system can be used as a front drive system and a rear drive system, respectively. For example, the hybrid power system can be used as a front drive system to drive the two front wheels of the vehicle. Correspondingly, the single-motor pure electric power system can be used as a rear drive system to drive the two rear wheels of the vehicle. In this way, the present embodiment can realize dual-motor four-wheel drive. Compared with the existing three-motor four-wheel drive hybrid power system, only two motors are needed in this embodiment to realize four-wheel drive hybrid, and the engine 3 does not need to directly participate in the power output. The system structure is simpler, the power flow transmission path is shortened, and the transmission loss can be reduced while reducing the weight of the system, which is conducive to improving the efficiency of the four-wheel drive hybrid power system.

[0060] Optionally, the single-motor pure electric power system includes a second differential 9 and a second motor 8 electrically connected to the battery 2 of the hybrid power system; wherein the second motor 8 includes a second motor shaft 81 and a second motor gear 82 arranged in series on the second motor shaft 81, and the second motor gear 82 is power-coupled with the second differential 9.

[0061] like Figure 2 As shown, the single-motor pure electric power system includes a second differential 9 and a second motor 8 electrically connected to the battery 2 of the hybrid power system. The second motor 8 includes a second motor shaft 81 and a second motor gear 82, and the second motor gear 82 is arranged in series on the second motor shaft 81 (such as fixedly connected by a key), and the second motor gear 82 is power-coupled with the second differential 9. In this way, the torque output by the second motor 8 can be transmitted to the second differential 9 via the second motor shaft 81 and the second motor gear 82. Among them, the second differential 9 can be used to adjust the speed difference corresponding to two symmetrically arranged wheels. For example, assuming that the second differential 9 in this embodiment is power-coupled with the left and right rear wheels of the vehicle (corresponding to Figure 2 FW represents the front wheel, RW represents the rear wheel, wherein the two transmission shafts of the second differential 9 can be fixedly connected to the wheel hubs of the left and right rear wheels respectively). When the vehicle turns, the second differential 9 can make the left and right rear wheels roll at different speeds.

[0062] In this embodiment, the battery 2 of the hybrid system is electrically connected to the second motor 8, that is, the second motor 8 and the first motor 1 share a battery 2. Optionally, the four-wheel drive hybrid system may further include a controller (i.e., Figure 2 In actual use, the controller can switch the first motor 1, the second motor 8 and the battery 2 according to the preset logic. Figure 2Under the working condition that the first synchronizer 4 is in the connected state and the second synchronizer 5 is in the disconnected state, the torque output by the engine output shaft 31 can be transmitted to the first motor shaft 11, thereby driving the first motor shaft 11 to rotate. In this way, the first motor 1 can charge the battery 2. In this embodiment, the second motor 8 and the first motor 1 can share a battery 2, which is conducive to further simplifying the system structure and reducing the total weight of the system.

[0063] Optionally, the four-wheel drive hybrid system also includes a second transmission group 10, the second transmission group 10 includes a second half-shaft 101, and a second input gear 102 and a second output gear 103 connected in series on the second half-shaft 101; wherein the second input gear 102 is meshed with the second motor gear 82, and the second output gear 103 is meshed with the second outer ring gear 91 of the second differential 9.

[0064] In this embodiment, the four-wheel drive hybrid system further includes a second transmission group 10, which includes a second half shaft 101, a second input gear 102, and a second output gear 103. The second input gear 102 and the second output gear 103 are arranged in series on the second half shaft 101 and are fixedly connected to the second half shaft 101. The second input gear 102 is meshed with the second motor gear 82, and the second output gear 103 is meshed with the second outer ring gear 91 of the second differential 9. On this basis, the torque output by the second motor shaft 81 can be transmitted to the second outer ring gear 91 of the second differential 9 through the second motor gear 82, the second input gear 102, the second half shaft 101, and the second output gear 103, thereby driving the wheels.

[0065] In one embodiment, the number of teeth of the second input gear 102 in the second transmission group 10 may be less than the number of teeth of the second output gear 103, and the second transmission group 10 can be used as a second reducer. For example, the number of teeth of the second input gear 102 of the second transmission group 10 is 10, and the number of teeth of the second output gear 103 is 20, then the transmission ratio of the first reducer is 2.

[0066] Preferably, in this embodiment, the number of teeth of the second motor gear 82 can be less than the number of teeth of the second input gear 102, and the number of teeth of the second output gear 103 can be less than the number of teeth of the second outer ring gear 91. In this way, the second motor gear 82, the second transmission group 10 and the second outer ring gear 91 can constitute a second multi-stage reducer. Among them, the calculation method of the transmission ratio of the second multi-stage reducer is the same as the calculation method of the transmission ratio of the second reducer mentioned above, and will not be repeated here.

[0067] In this way, this embodiment can utilize the second transmission group 10 or the second motor gear 82, the second transmission group 10 and the second outer ring gear 91 to achieve deceleration, thereby increasing the torque output while reducing the speed, which is beneficial to reducing the size of the second motor 8 and further reducing the total weight of the hybrid system.

[0068] Now, taking the application of a four-wheel drive hybrid power system in a four-wheel vehicle, with a single-motor pure electric power system as the rear drive and a hybrid power system as the front drive as an example, combined with the structure and connection method of the four-wheel drive hybrid power system, the working modes that the four-wheel drive hybrid power system can achieve are introduced:

[0069] (1) Pure electric front-wheel drive mode:

[0070] like Figure 3 As shown, the first synchronizer 4 is in a disconnected state, corresponding to the first motor shaft 11 and the generator output shaft power separation; the second synchronizer 5 is in a connected state, corresponding to the first motor gear 12 and the first differential 6 power coupling; the battery 2 supplies power to the first motor 1, and the first motor shaft 11 of the first motor 1 rotates. At this time, the power transmission path in the four-wheel drive hybrid system is: the first motor shaft 11 rotates to output torque, and the torque is sequentially transmitted to the first outer ring gear 61 of the first differential 6 through the first motor gear 12, the first input gear 72, the first half shaft 71, and the first output gear 73, so that the first differential 6 drives the two front wheels. Under this working condition, it can be considered that the four-wheel drive hybrid system is in pure electric front-wheel drive mode.

[0071] (2) Pure electric rear-wheel drive mode:

[0072] like Figure 4 As shown, the first synchronizer 4 is in a disconnected state, corresponding to the power separation of the first motor shaft 11 and the generator output shaft; the second synchronizer 5 is in a disconnected state, corresponding to the power separation of the first motor gear 12 and the first differential 6; the battery 2 supplies power to the second motor 8, and the second motor shaft 81 of the second motor 8 rotates. At this time, the power transmission path in the four-wheel drive hybrid system is: the second motor shaft 81 rotates to output torque, and the torque is sequentially transmitted to the second outer ring gear 91 of the second differential 9 through the second motor gear 82, the second input gear 102, the second half shaft 101, and the second output gear 103, so that the second differential 9 drives the two rear wheels. Under this working condition, it can be considered that the four-wheel drive hybrid system is in a pure electric rear-wheel drive mode.

[0073] (3) Pure electric four-wheel drive mode:

[0074] like Figure 5As shown, the first synchronizer 4 is in a connected state, corresponding to the first motor shaft 11 and the generator output shaft power coupling; the second synchronizer 5 is in a connected state, corresponding to the first motor gear 12 and the first differential 6 power coupling; the battery 2 supplies power to the first motor 1 and the second motor 8 at the same time, and the first motor shaft 11 of the first motor 1 and the second motor shaft 81 of the second motor 8 rotate. At this time, the power transmission path in the four-wheel drive hybrid system is: the first motor shaft 11 rotates to output torque, and the torque is transmitted to the first outer ring gear 61 of the first differential 6 via the first motor gear 12, the first input gear 72, the first half shaft 71, and the first output gear 73 in sequence, thereby causing the first differential 6 to drive the two front wheels. At the same time, the second motor shaft 81 rotates to output torque, and the torque is transmitted to the second outer ring gear 91 of the second differential 9 via the second motor gear 82, the second input gear 102, the second half shaft 101, and the second output gear 103 in sequence, thereby causing the second differential 9 to drive the two rear wheels. Under this condition, it can be considered that the four-wheel drive hybrid system is in pure electric four-wheel drive mode. Preferably, in the pure electric front-wheel drive mode, the pure electric rear-wheel drive mode and the pure electric four-wheel drive mode, the engine 3 has no power output, which helps to avoid energy waste.

[0075] (4) Extended-range rear-wheel drive mode:

[0076] like Figure 6 As shown, the first synchronizer 4 is in a connected state, corresponding to the first motor shaft 11 and the generator output shaft power coupling; the second synchronizer 5 is in a disconnected state, corresponding to the first motor gear 12 and the first differential 6 power separation; the battery 2 supplies power to the second motor 8, the second motor shaft 81 of the second motor 8 rotates, and the engine output shaft 31 of the engine 3 rotates. At this time, the power transmission path in the four-wheel drive hybrid system is: the second motor shaft 81 rotates to output torque, and the torque is sequentially transmitted to the second outer ring gear 91 of the second differential 9 through the second motor gear 82, the second input gear 102, the second half shaft 101, and the second output gear 103, so that the second differential 9 drives the two rear wheels. At the same time, the engine output shaft 31 rotates to output torque. Since the first motor shaft 11 and the engine output shaft 31 are coaxially arranged, the engine output shaft 31 and the first motor shaft 11 can be regarded as coaxially connected under this working condition, and the torque output by the engine output shaft 31 is directly transmitted to the first motor shaft 11, so that the first motor 1 generates electricity. Under this working condition, it can be considered that the four-wheel drive hybrid system is in the extended range rear drive mode.

[0077] (5) Extended range mode:

[0078] like Figure 7As shown, the first synchronizer 4 is in a connected state, corresponding to the power coupling of the first motor shaft 11 and the generator output shaft; the second synchronizer 5 is in a disconnected state, corresponding to the power separation of the first motor gear 12 and the first differential 6; the engine output shaft 31 of the engine 3 rotates, and since the first motor shaft 11 and the engine output shaft 31 are coaxially arranged, the engine output shaft 31 and the first motor shaft 11 can be regarded as coaxially connected under this working condition. At this time, the power transmission path in the four-wheel drive hybrid system is: the torque output by the engine output shaft 31 is directly transmitted to the first motor shaft 11, so that the first motor 1 generates electricity. Under this working condition, the four-wheel drive hybrid system can be considered to be in the extended range mode.

[0079] In this way, the different combinations of connection modes corresponding to different structures in the four-wheel drive hybrid system provided by this embodiment can match a variety of working modes for the four-wheel drive hybrid system, and under the premise of simple structure, low volume and weight, and small transmission loss, it can also meet the needs of the four-wheel drive hybrid system in multiple scenarios. For example, the pure electric front drive mode and the pure electric rear drive mode can meet the torque requirements of the vehicle under conditions with a small load and sufficient remaining power; the pure electric four-wheel drive mode can meet the torque requirements of the vehicle under conditions with a large load and sufficient remaining power; the extended-range rear drive mode can meet the torque requirements of the vehicle under conditions with a small load and low remaining power; the extended-range mode can meet the charging requirements of the vehicle when the remaining power is low in scenarios such as parking.

[0080] In addition, the utility model also provides a vehicle, including the hybrid power system as described above, or the four-wheel drive hybrid power system as described above.

[0081] like Figure 8 As shown, the vehicle provided in this embodiment may include the hybrid power system as described above, and the vehicle may be used as a single-motor hybrid vehicle.

[0082] like Fig. 9 As shown, the vehicle provided in this embodiment may include the four-wheel drive hybrid power system as described above, and the vehicle may be used as a dual-motor hybrid four-wheel drive vehicle.

[0083] Since the technical improvements and technical effects achieved by the vehicle are the same as those of the hybrid power system or the four-wheel drive hybrid power system, the technical effects of the vehicle will not be described in detail.

[0084] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features.

[0085] Although the utility model is disclosed as above, the protection scope of the utility model is not limited thereto. Those skilled in the art may make various changes and modifications without departing from the spirit and scope of the utility model, and these changes and modifications will fall within the protection scope of the utility model.

Claims

1. A hybrid power system, characterized in that: The invention comprises a first motor (1), a battery (2) electrically connected to the first motor (1), an engine (3), a first synchronizer (4), a second synchronizer (5) and a first differential (6); wherein the first motor (1) comprises a first motor shaft (11) and a first motor gear (12) serially arranged on the first motor shaft (11); and the engine (3) comprises an engine output shaft (31); The first motor shaft (11) is coaxially arranged with the engine output shaft (31), and the first motor shaft (11) is power-coupled or power-decoupled with the engine output shaft (31) via the first synchronizer (4); The first motor gear (12) is power-coupled or power-decoupled with the first differential (6) via the second synchronizer (5).

2. The hybrid power system according to claim 1, characterized in that: The first synchronizer (4) is arranged between the engine (3) and the first motor gear (12).

3. The hybrid power system according to claim 2, characterized in that: When the first motor shaft (11) is power-coupled with the engine output shaft (31), the first motor (1) is used to charge the battery (2), and the first motor gear (12) is power-decoupled from the first differential (6).

4. The hybrid power system according to claim 2, characterized in that: When the first motor gear (12) is power-coupled with the first differential (6), the battery (2) is used to supply power to the first motor (1), and the first motor shaft (11) is power-decoupled from the engine output shaft (31).

5. The hybrid power system according to claim 1, characterized in that: The hybrid power system further comprises a first transmission group (7), the first transmission group (7) comprising a first half shaft (71) and a first input gear (72) and a first output gear (73) which are arranged in series on the first half shaft (71); wherein the first input gear (72) is meshed with the first motor gear (12), and the first output gear (73) is meshed with the first outer ring gear (61) of the first differential (6); the first input gear (72) is power coupled or power decoupled with the first output gear (73) via the second synchronizer (5).

6. The hybrid power system according to claim 5, characterized in that: The first output gear (73) is fixedly connected to the first half shaft (71), the first input gear (72) is rotatably connected to the first half shaft (71), and the first input gear (72) is power-coupled or power-decoupled with the first half shaft (71) through the second synchronizer (5).

7. A four-wheel drive hybrid system, characterized in that: It comprises a single-motor pure electric power system and a hybrid power system as described in any one of claims 1-6.

8. The four-wheel drive hybrid system according to claim 7, characterized in that: The single-motor pure electric power system comprises a second differential (9) and a second motor (8) electrically connected to a battery (2) of the hybrid power system; wherein the second motor (8) comprises a second motor shaft (81) and a second motor gear (82) serially arranged on the second motor shaft (81), and the second motor gear (82) is power-coupled with the second differential (9).

9. The four-wheel drive hybrid system according to claim 8, characterized in that: The four-wheel drive hybrid system also includes a second transmission group (10), the second transmission group (10) includes a second half shaft (101), and a second input gear (102) and a second output gear (103) arranged in series on the second half shaft (101); wherein the second input gear (102) is meshed with the second motor gear (82), and the second output gear (103) is meshed with the second outer ring gear (91) of the second differential (9).

10. A vehicle, characterized in that: It comprises a hybrid power system as claimed in any one of claims 1 to 6, or a four-wheel drive hybrid power system as claimed in any one of claims 7 to 9.

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