Hybrid power system and vehicle

Abstract

The hybrid power system comprises an engine, a first motor, a second motor and a speed changer, the speed changer comprises an input shaft, an output shaft and a plurality of power transmission units, the output shaft is used for being in transmission connection with a differential mechanism, an engine crankshaft of the engine is directly connected with the input shaft, and the power transmission units are connected with the first motor and the second motor. The power output end of the first motor is in transmission connection with the input shaft, and the power output end of the second motor is in transmission connection with the output shaft and / or the differential mechanism. According to the hybrid power system, the modes of independent driving of the engine, cooperation of the engine and at least one of the first motor and the second motor, common driving, power generation and the like can be achieved, the pure electric driving mode of driving of at least one of the first motor and the second motor can also be achieved, the engine crankshaft is directly connected with the input shaft, and the overall structure is compact; a clutch and a starting motor can be omitted, and the beneficial effects of reducing the total weight of equipment and reducing the production cost can be achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle power systems, and in particular to a hybrid power system. Meanwhile, the utility model also relates to a vehicle using the hybrid power system. Background Art

[0002] The existing vehicle power system, as one of the core components of the car, is directly related to the performance and efficiency of the car. It is mainly composed of two parts: the engine and the transmission. The engine is the key part of the vehicle power system. It generates power through fuel combustion, converts chemical energy into mechanical energy, and thus drives the car forward.

[0003] The transmission is a gear transmission device that can change the transmission ratio of the output shaft and the input shaft in a fixed or divided manner. It is mainly composed of a variable speed hybrid system and a control mechanism. Some cars also have a power output mechanism. The transmission has the following main functions: it can change the transmission ratio, expand the range of change of the drive wheel torque and speed to adapt to the frequently changing driving conditions, and enable the car to travel backwards without changing the direction of engine rotation. It can also use the neutral gear to interrupt the power transmission so that the engine can start and idle, and facilitate the transmission to shift gears or output power.

[0004] In the prior art, a clutch is generally provided between the engine and the transmission, and the specific connection is achieved through a spline shaft. The function of the clutch is to connect or disconnect the power transmission between the engine and the transmission. When the driver steps on the clutch pedal, the clutch is disengaged, and the power of the engine is no longer transmitted to the transmission; when the clutch pedal is released, the clutch is engaged, and the power of the engine is transmitted to the transmission through the clutch, which is conducive to improving the smoothness of gear shifting.

[0005] However, with the progress and development of vehicles, people have higher and higher requirements on the compactness of the transmission structure, the vehicle's power, shifting smoothness and other performance. In the existing vehicle power system, the engine generally needs to be coordinated with the starter motor, the overall weight is heavy, the number of parts is large, and the shifting efficiency is low, which makes it difficult to meet people's increasingly high performance requirements for the power system. Utility Model Content

[0006] In view of this, the utility model aims to provide a hybrid power system with light weight, low cost and excellent shifting performance.

[0007] In order to achieve the above object, the technical solution of the utility model is implemented as follows:

[0008] A hybrid power system includes an engine, a first motor, a second motor and a transmission;

[0009] The transmission comprises an input shaft and an output shaft arranged in parallel, a plurality of power transmission units are arranged between the input shaft and the output shaft, and the input shaft and the output shaft can be connected by transmission through the power transmission units;

[0010] The output shaft is used for transmission connection with the differential;

[0011] The engine crankshaft of the engine is directly connected to the input shaft, the power output end of the first motor is drivingly connected to the input shaft, the power output end of the second motor is drivingly connected to the output shaft and / or the power output end of the second motor is drivingly connected to the differential.

[0012] Further, the input shaft includes a first half shaft, a second half shaft, and a second input shaft loosely mounted on the second half shaft, and the power transmission unit includes a planetary gear train, and a plurality of gear trains disposed between the second input shaft and the output shaft;

[0013] The planets of the planetary gear train are mounted on the first half shaft, the sun gear of the planetary gear train is mounted on the second half shaft, and the ring gear of the planetary gear train is connected to the second input shaft;

[0014] The second input shaft and / or the output shaft are provided with first synchronizers corresponding to the gear trains of each gear position. The first synchronizer selects the corresponding gear train of the gear position to enable the second input shaft and the output shaft to be connected in driving relationship.

[0015] Further, the first semi-shaft and the second semi-shaft are coaxially arranged; and / or,

[0016] The second half shaft is located on the axial center line of the second input shaft.

[0017] Further, the gear trains are two groups arranged at an axial distance along the second input shaft, each of the gear trains comprises a driving gear loosely sleeved on the second input shaft, and a driven gear fixed on the output shaft, and the driving gear and the driven gear of the same gear train are meshed and connected;

[0018] The first synchronizer is disposed on the second input shaft and can be selectively connected to any one of the driving gears, and / or the first synchronizer is disposed on the output shaft and can be selectively connected to any one of the driven gears.

[0019] Furthermore, the transmission ratios of the gear trains in each gear position are different;

[0020] The input shaft is directly connected to the engine crankshaft through the first half shaft.

[0021] Furthermore, the power output end of the first motor is drivingly connected to the second input shaft or the second half-shaft.

[0022] Furthermore, the power output end of the second motor is drivingly connected to the output shaft via a gear pair, and / or the power output end of the second motor is drivingly connected to the differential via a gear pair.

[0023] Furthermore, the second input shaft is provided with a coupling gear, the coupling gear is arranged at one end of the second input shaft away from the first half-shaft, the second half-shaft is provided with a second synchronizer, and the second synchronizer can be selectively connected to the coupling gear.

[0024] Furthermore, the output shaft is provided with an output gear, and the output gear is used to mesh with the input gear of the differential;

[0025] The output gear is disposed on the output shaft at a position close to the differential.

[0026] Compared with the prior art, the utility model has the following advantages:

[0027] The hybrid power system described in the utility model can realize engine driving alone through the cooperation of the engine, the first motor and the second motor. The engine can cooperate with at least one of the first motor and the second motor to realize common driving, power generation and other modes. It can also realize a pure electric driving mode driven by at least one of the first motor and the second motor. The first motor can start the engine, thereby eliminating the existing starting motor. When the engine is driven alone, the first motor can cooperate when the gear needs to be switched. The gear shifting efficiency is high, the clutch can be omitted, and the engine crankshaft is directly connected to the input shaft. The overall structure is compact, which can achieve the beneficial effects of reducing the total weight of the equipment and reducing the production cost.

[0028] The input shaft includes a first half-shaft, a second half-shaft and a second input shaft. The overall structure is compact, more transmission ratios can be achieved, and more driving modes can be achieved. The power on the first half-shaft can be transmitted to the second input shaft through a planetary gear system, and then transmitted to the output shaft through any gear system. The second input shaft is sleeved on the second half-shaft, which is conducive to changing the transmission ratio and providing a suitable output speed.

[0029] In addition, the first half shaft and the second half shaft are coaxially arranged, so that the overall structure of the hybrid system is more compact, and the second half shaft is located on the axial center line of the second input shaft, which is compact and convenient for overall arrangement. The gear train is simple in structure, and the driving gear of any gear train is connected through the first synchronizer, so that more gear modes can be realized by using limited space, and the overall weight is light, the transmission ratios of the gear trains are different, and there are more gear modes. When the gears are switched, the gear shifting is smoother.

[0030] In addition, the second motor is connected to the output shaft by means of a gear pair, which makes full use of space, makes the overall structure compact, and is conducive to adjusting the speed. The combination gear is set, and the second synchronizer is set, so that the second input shaft and the second half shaft can transmit power, and the power transmission can be disconnected, so as to facilitate the realization of more gear modes. As for the output gear set, the power transmitted to the output shaft in each gear can be transmitted to the differential through the output gear, and the overall structure is compact and convenient for overall layout.

[0031] Another object of the utility model is to provide a vehicle, which is provided with the hybrid power system and the third motor as described above, wherein the hybrid power system is drivingly connected to one drive axle of the vehicle, and the power output end of the third motor is drivingly connected to the other drive axle of the vehicle.

[0032] The vehicle described in the utility model, by applying the above hybrid power system, has a compact overall structure, can achieve more transmission ratios, and can achieve more driving modes, which is conducive to changing the transmission ratio and providing a suitable output speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the accompanying drawings:

[0034] Figure 1 This is a schematic diagram of the structure of the hybrid power system according to the first embodiment of the present utility model;

[0035] Figure 2 It is another structural schematic diagram of the hybrid power system according to the first embodiment of the utility model;

[0036] Figure 3 It is another structural schematic diagram of the hybrid power system according to the first embodiment of the utility model;

[0037] Figure 4 This is another structural schematic diagram of the hybrid power system according to the first embodiment of the utility model;

[0038] Figure 5 Schematic diagram of the structure of the hybrid power system according to the first embodiment of the present invention.

[0039] Description of reference numerals:

[0040] 11. Engine; 12. First motor; 1201. Fourth driving gear; 1202. Fourth driven gear; 13. Second motor; 1301. Third driving gear;

[0041] 101, first semi-axis; 102, second semi-axis;

[0042] 2. Second input shaft; 201. First driving gear; 202. Second driving gear; 203. Combining gear;

[0043] 3. Output shaft; 301. First driven gear; 302. Second driven gear; 303. Output gear; 304. Third driven gear;

[0044] 401, sun gear; 402, planetary gear; 403, ring gear; 404, planet carrier;

[0045] 5. First synchronizer; 6. Second synchronizer; 7. Differential; 8. Flywheel; 9. Intermediate shaft; 901. Fifth driving gear. DETAILED DESCRIPTION

[0046] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other.

[0047] In the description of the present invention, the orientation or position relationship shown in the drawings is only for the convenience of describing the present invention and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0048] In addition, in the embodiments of the present invention, in the description of the present invention, unless otherwise clearly defined, the terms "installation", "connection", "connection", and "connector" 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 or an electrical 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 in combination with specific circumstances.

[0049] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0050] Embodiment 1

[0051] The present embodiment relates to a hybrid power system, which has a compact overall structure, light weight, low cost, can realize more driving modes, and has good practicality.

[0052] Based on the above design concept, an exemplary structure of the hybrid power system of this embodiment is as follows: Figure 1As shown, in terms of overall structure, the hybrid power system of this embodiment mainly includes an engine 11, a first motor 12, a second motor 13 and a transmission. The transmission includes an input shaft and an output shaft 3 arranged in parallel, and a plurality of power transmission units are arranged between the input shaft and the output shaft 3. The input shaft and the output shaft 3 can be connected in transmission through the power transmission unit, and the output shaft 3 is used for connecting in transmission with the differential 7.

[0053] In this embodiment, the engine crankshaft of the engine 11 is directly connected to the input shaft, the power output end of the first motor 12 is transmission connected to the input shaft, the power output end of the second motor 13 is transmission connected to the output shaft 3 and / or the power output end of the second motor 13 is transmission connected to the differential 7, which is beneficial to weight reduction and cost reduction, and is also beneficial to achieving more driving modes.

[0054] As a preferred embodiment, in this embodiment, the input shaft includes a first input shaft, the first input shaft includes a first half-shaft 101 and a second half-shaft 102, the input shaft also includes a second input shaft 2 loosely mounted on the second half-shaft 102, the power transmission unit includes a planetary gear system, and a plurality of gear gear systems arranged between the second input shaft 2 and the output shaft 3.

[0055] In order to better understand the hybrid power system of this embodiment, it should be noted that a planetary gear system refers to a combination of several gear pairs with at least one planetary gear transmission mechanism. In a planetary gear system, the planetary gear 402 can not only rotate around its own axis (rotate), but also rotate (revolve) around the axis of other gears (such as the sun gear 401 or the ring gear 403) along with the planet carrier 404. This operating principle is similar to the operation of the planets in the solar system.

[0056] In existing transmissions that use planetary gear trains, power is generally output from one of the planetary carrier and the ring gear. The planetary gear train can make the structure of the hybrid power system of the transmission more compact and achieve a larger transmission ratio in a limited space, thereby meeting the requirements of the automobile transmission system for high and low speed ratios.

[0057] However, with the progress and development of vehicles, people have higher and higher requirements on the compactness of the transmission structure, as well as the vehicle's power, smooth shifting and other performance. The structures of existing transmissions that use planetary gear trains and those that do not use planetary gear trains can still be further optimized to better meet people's demands for transmission performance.

[0058] The planetary gear system of this embodiment can adopt any existing planetary gear system structure, such as a multi-stage planetary gear system or a multi-row planetary gear system. In the specific description below, a planetary gear system that is a single-stage and single-row planetary gear system is used as an example for explanation.

[0059] The planetary gear system of this embodiment mainly includes a sun gear 401, multiple planetary gears 402, a planet carrier 404 and a ring gear 403, wherein the multiple planetary gears 402 are arranged circumferentially of the sun gear 401, and the sun gear 401 is respectively meshed and connected with each planetary gear 402, and the ring gear 403 is sleeved outside the multiple planetary gears 1002, and the ring gear 403 is respectively meshed and connected with each planetary gear 402, and the planet carrier 404 is a mounting frame for each planetary gear 402.

[0060] In this embodiment, the first input shaft includes a first half shaft 101 and a second half shaft 102. Preferably, the first half shaft 101 and the second half shaft 102 are coaxially arranged, and the second input shaft 2 is loosely sleeved on the second half shaft 102. Preferably, the second half shaft 102 is located on the axial center line of the second input shaft 2.

[0061] The planet carrier 404 of the planetary gear train is arranged on the first half shaft 101, the sun gear 401 of the planetary gear train is arranged on the second half shaft 102, and the ring gear 403 of the planetary gear train is connected to the second input shaft 2. A plurality of gear trains are arranged between the second input shaft 2 and the output shaft 3, and a first synchronizer 5 corresponding to each gear train is arranged on the second input shaft 2 and / or the output shaft 3. The first synchronizer 5 selects the corresponding gear train, so that the second input shaft 2 and the output shaft 3 are connected in driving connection. The output shaft 3 is used for connecting in driving connection with the differential 7. The power on the second input shaft 2 can be transmitted to the output shaft 3 through the gear train and the first synchronizer 5, so that the power can be transmitted to the differential 7.

[0062] It should be noted that in the above structure, the first half shaft 101 and the second half shaft 102 are coaxially arranged, and the second half shaft 102 is located on the axial center line of the second input shaft 2, all for the purpose of making the overall structure of the hybrid system more compact and facilitating the overall layout.

[0063] As a preferred embodiment, the gear train is composed of two groups arranged at an axial spacing along the second input shaft 2, each gear train includes a driving gear loosely mounted on the second input shaft 2, and a driven gear fixed on the output shaft 3, the driving gear and the driven gear of the same gear train are meshed and connected, the aforementioned first synchronizer 5 is arranged between the driving gears of the two groups of gear trains, and the synchronizer can selectively connect any driving gear.

[0064] like Figure 1 As shown in , for the convenience of description, the driving gear in the gear train on the left is called the first driving gear 201, the driven gear in the gear train on the left is called the first driven gear 301, the driving gear in the gear train on the right is called the second driving gear 202, and the driven gear in the gear train on the right is called the second driven gear 302.

[0065] In this embodiment, the first driving gear 201 and the second driving gear 202 are both sleeved on the second input shaft 2, and the first synchronizer 5 is provided on the second input shaft 2, which is selectively connected to the first driving gear 201, and the power on the second input shaft 2 can be transmitted to the output shaft 3 through the first synchronizer 5, the first driving gear 201 and the first driven gear 301. The first synchronizer 5 is selectively connected to the second driving gear 202, and the power on the second input shaft 2 can be transmitted to the output shaft 3 through the first synchronizer 5, the second driving gear 202 and the second driven gear 302.

[0066] The gear train set in the above structure has a simple structure, and is connected to a driving gear of any gear train through the first synchronizer 5, so that more gear modes can be realized by utilizing limited space, and the overall weight is relatively light.

[0067] In addition to the description with reference to the figure, the gear train and the first synchronizer 5 between the second input shaft 2 and the output shaft 3 may also be other structures. For example, the first driven gear 301 and the second driven gear 302 are both loosely mounted on the output shaft 3, the first synchronizer 5 is arranged on the output shaft 3, and is selectively connected to the first driven gear 301 or the second driven gear 302, while the first driving gear 201 and the second driving gear 202 are both fixedly arranged on the second input shaft 2.

[0068] In addition, the following structure can also be adopted, the first driving gear 201 and the second driving gear 202 are both loosely sleeved on the second input shaft 2, the first driven gear 301 and the second driven gear 302 are both loosely sleeved on the output shaft 3, and a first synchronizer 5 selectively connected to the first driving gear 201 or the second driving gear 202 is provided on the second input shaft 2, and a first synchronizer 5 selectively connected to the first driven gear 301 or the second driven gear 302 is provided on the output shaft 3.

[0069] It should be noted that the above description is based on the example that the input shaft includes the first input shaft and the second input shaft. Figures 2 to 5 As shown, the input shaft may also be a single shaft, in which case the gear train is two groups arranged along the axial direction of the input shaft and includes a first driving gear 201 , a second driving gear 202 , a first driven gear 301 and a second driven gear 302 .

[0070] For example, refer to Figure 2 , Figure 3 and Figure 5 As shown, the first driving gear 201 and the second driving gear 202 are fixed on the input shaft, the first driven gear 301 and the second driven gear 302 are loosely sleeved on the output shaft 3, and the first synchronizer is arranged on the output shaft 3, selectively connecting the first driven gear 301 or the second driven gear 302.

[0071] For example, refer to Figure 4 As shown, the first driving gear 201 and the second driving gear 202 are loosely sleeved on the input shaft, the first driven gear 301 and the second driven gear 302 are fixedly mounted on the output shaft 3, and the first synchronizer is arranged on the input shaft, selectively connecting the first driving gear 201 or the second driving gear 202. As a preferred embodiment, the transmission ratios of the gear trains of each gear position are different. For example, in this embodiment, the diameter of the first driving gear 201 is smaller than the diameter of the second driving gear 202, and the first driving gear 201 is arranged closer to the engine 11 described below relative to the second driving gear 202. Here, the transmission ratios of the gear trains of each gear position are different, there are more gear modes, and the gear shifting smoothness is better when the gear position is switched.

[0072] As a preferred implementation, the hybrid power system of this embodiment still refers to Figure 1 As shown, the input shaft is directly connected to the engine crankshaft through the first half shaft 101, so that the power of the engine 11 can be transmitted to the first half shaft 101. In a preferred embodiment, the power output end of the engine 11 is directly connected to the first half shaft 101, so that the overall structure is simple and light.

[0073] It should be understood that in other embodiments, a clutch may be provided between the engine 11 and the first half-shaft 101, or a flywheel 8 may be provided at the power output end of the engine 11, such as on the crankshaft of the engine 11, or the connection between the engine 11 and the first half-shaft 101 may refer to other existing connection methods between the engine 11 and the input shaft of the transmission.

[0074] As a preferred embodiment, Figure 1 In the hybrid system shown, the power output end of the first motor 12 is drivingly connected to the second input shaft 2 or the second half shaft 102. In this embodiment, the power output end of the first motor 12 is directly connected to the second half shaft 102, which has a good compact structure, weight reduction, and production cost reduction effect.

[0075] It should be understood that a gear pair may also be provided between the power output end of the first motor 12 and the second half shaft 102, or the power output end of the first motor 12 may be directly connected to the second input shaft 2, or the power output end of the first motor 12 may be transmission-connected to the second input shaft 2, such as a driving wheel may be provided on the power output end of the first motor 12 that meshes with the first driving gear 201 or the second driving gear 202 on the second input shaft 2.

[0076] In the above structure, the engine 11 is provided to facilitate the realization of the driving mode of the engine 11, and the first motor 12 is provided to cooperate with the engine 11 to realize the common driving mode of the engine 11 and the first motor 12, the independent driving mode of the first motor 12, and the power generation mode in which the engine 11 drives the first motor 12 to generate electricity. The first motor 12 can also be used as a starting motor for the engine 11.

[0077] It should be noted here that when the input shaft is only a single shaft, such as Figures 2 to 5 As shown, the engine crankshaft of the engine 11 is directly connected to the input shaft, and the power output end of the first motor 12 is directly connected to the input shaft. At this time, the engine 11 and the first motor 12 are preferably disposed at both ends of the input shaft.

[0078] In addition, Figure 2 and Figure 4 As shown, the power output end of the first motor 12 can also be connected to the input shaft by means of a gear pair, the gear pair specifically includes a fourth driving gear 1201 fixed to the power output end of the first motor 12 and a fourth driven gear 1202 fixed to the input shaft, the fourth driving gear 1201 and the fourth driven gear 1202 are meshed and connected, so that the power of the first motor 12 is transmitted to the input shaft through the fourth driving gear 1201 and the fourth driven gear 1202. Or as Figure 3 and Figure 5 As shown, a fourth driving gear 1201 is fixedly provided at the power output end of the first motor 12, and the fourth driving gear 1201 is connected to the gear gear on the input shaft. In this embodiment, the fourth driving gear 1201 is meshed and connected with the second driving gear 202. It should be understood that the fourth driving gear 1201 can also be meshed and connected with the first driving gear 201.

[0079] As a preferred embodiment, the second input shaft 2 is provided with a coupling gear 203, which is provided at one end of the second input shaft 2 away from the first half shaft 101, and the second synchronizer 6 is provided on the second half shaft 102, and the second synchronizer 6 can selectively connect with the coupling gear 203. Here, the coupling gear 203 and the second synchronizer 6 are provided, so that power can be transmitted between the second input shaft 2 and the second half shaft 102, and power transmission can also be disconnected, so as to facilitate the realization of more gear modes.

[0080] In this embodiment, the power output end of the second motor 13 is connected to the output shaft 3 through a gear pair, and the power output end of the second motor 13 is connected to the differential 7 through a gear pair. In this way, two second motors 13 are provided, but it should be understood that only one second motor 13 is also possible.

[0081] like Figure 2 , Figure 4 and Figure 5 As shown, only one second motor 13 is provided, and the power output end of the second motor 13 is transmission-connected to the output shaft 3 via a gear pair. In this embodiment, the gear pair includes a third driving gear 1301 fixedly mounted on the power output end of the second motor 13, and a third driven gear 304 fixedly mounted on the output shaft 3. The third driving gear 1301 and the third driven gear 304 are meshed and connected, so that the power of the second motor 13 can be transmitted to the output shaft 3 via the third driving gear 1301 and the third driven gear 304, and thus can be transmitted to the differential 7. The overall structure is simple, the weight is light, and the cost is low.

[0082] It should be noted here that it is also possible for the third driving gear 1301 to be loosely mounted on the power output end of the second motor 13. In this case, a synchronizer selectively connecting the third driving gear 1301 should be set on the power output end of the second motor 13. In addition, it is also possible for the third driven gear 304 to be loosely mounted on the output shaft 3. In this case, a synchronizer selectively connecting the third driven gear 304 should be set on the output shaft 3.

[0083] It should be understood that it is also possible not to set up a theoretical pair, for example, the power output end of the second motor 13 is directly connected to the output shaft 3.

[0084] The second motor 13 is specifically arranged near the end of the output shaft 3 away from the differential 7. Here, the second motor 13 is arranged, when the power of the engine 11 and the first motor 12 is not transmitted to the output shaft 3, the second motor 13 can output power to drive the vehicle to travel, and the second motor 13 can also cooperate with the engine 11 and the first motor 12 to achieve more driving modes.

[0085] like Figure 3 As shown, only one second motor 13 is provided, and the power output end of the second motor 13 is transmission-connected to the differential 7 via a gear pair. For example, the hybrid power system further includes an intermediate shaft 9, on which a fifth driving gear 901 and a third driven gear 304 are fixedly provided, and the fifth driving gear 901 is meshingly connected to the input gear of the differential 7.

[0086] A third driving gear 1301 is fixedly disposed on the power output shaft of the second motor 13 , and the third driving gear 1301 is meshed and connected with the third driven gear 304 , so that the power of the second motor 13 can be transmitted to the differential through the third driving gear 1301 , the third driven gear 304 , the intermediate shaft 9 and the fifth driving gear 901 .

[0087] It should be understood that it is also possible not to set up a theoretical pair here. For example, a third driving gear 1301 is fixedly provided on the power output shaft of the second motor 13, and the third driving gear 1301 is meshed and connected with the input gear of the differential 7.

[0088] As a preferred embodiment, an output gear 303 is provided on the output shaft 3, and the output gear 303 is used to mesh with the input gear of the differential 7. The output gear 303 provided here can make the power transmitted to the output shaft 3 in each gear position be transmitted to the differential 7 through the output gear 303, and the overall structure is compact and convenient for overall layout. In the preferred embodiment, the output gear 303 is arranged at a position of the output shaft 3 close to the differential 7, and the space occupied is more reasonable, which is convenient for overall layout.

[0089] like Figure 1 The hybrid system shown has achievable driving modes as shown in Table 1.

[0090] Table 1:

[0091] model First synchronizer Second synchronizer engine First Motor Second motor Pure Electric middle middle × × √ Series middle Left √ √ √ 1st gear Left Left √ ○ ○ Diversion 1 Left middle √ √ ○ Diversion 2 right middle √ √ ○ 2nd gear right Left √ ○ ○

[0092] It should be noted here that the first column is the driving modes that can be achieved by the hybrid system, from top to bottom, they are pure electric mode, series mode, 1st gear mode, first diversion mode, second diversion mode and 2nd gear mode.

[0093] The second column represents Figure 1 In the state shown, the connection position of the first synchronizer 5, "middle" represents that the first synchronizer 5 is neither connected to the first driving gear 201 nor to the second driving gear 202, "left" represents that the first synchronizer 5 is connected to the first driving gear 201, "right" represents that the first synchronizer 5 is connected to the second driving gear 202, and the third column represents Figure 1 In the connection position of the second synchronizer 6 in the state shown, “middle” represents that the second synchronizer 6 is not connected to the coupling gear 203 , and “left” represents that the second synchronizer 6 is connected to the coupling gear 203 .

[0094] In the third to sixth columns of Table 2, “√” represents that the corresponding power source is in the started state, “×” represents that the corresponding power source is in the shut-down state, and “○” represents that the corresponding power source can be in either the started state or the shut-down state.

[0095] The hybrid power system of this embodiment has a compact overall structure, can achieve more transmission ratios, and can achieve more driving modes. The power on the first half shaft 101 can be transmitted to the second input shaft 2 through the planetary gear system, and then transmitted to the output shaft 3 through any gear gear system. The second input shaft 2 is sleeved on the second half shaft 102, which is conducive to changing the transmission ratio and providing a suitable output speed.

[0096] Embodiment 2

[0097] This embodiment relates to a vehicle, on which the hybrid power system as described in the first embodiment is provided.

[0098] The vehicle of this embodiment, by applying the hybrid power system as in the first embodiment, has a compact overall structure, can realize more transmission ratios, and can realize more driving modes, which is beneficial to changing the transmission ratio and providing a suitable output speed.

[0099] As a preferred embodiment, the vehicle is provided with a third motor not shown in the figure, and the third motor may be a hub motor, and may also be described below. The hybrid power system of Example 1 is transmission connected to one drive axle of the vehicle, and the power output end of the third motor is transmission connected to another drive axle of the vehicle. The drive axle mentioned here may also be any drive axle of the vehicle.

[0100] It should be noted here that the third motor can be a generator or an electric motor. Taking the vehicle as a four-wheel drive vehicle as an example, when the hybrid power system of Example 1 is drive-connected to the front drive axle, for example, when the output shaft 302 of the hybrid power system is drive-connected to the front differential of the front drive axle, the power output end of the third motor is drive-connected to the rear drive axle of the vehicle. The drive connection method can be a direct connection or a gear train and other power transmission components to the rear drive axle. The specific drive connection method can refer to the structure in the prior art.

[0101] It should be understood that in other types of vehicles, the power output end of the third motor may also be drivingly connected to the front drive axle of the vehicle, while the hybrid power system of the first embodiment is drivingly connected to the rear drive axle.

[0102] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A hybrid power system, characterized in that: It comprises an engine (11), a first motor (12), a second motor (13) and a transmission; The transmission comprises an input shaft and an output shaft (3) arranged in parallel, a plurality of power transmission units are arranged between the input shaft and the output shaft (3), and the input shaft and the output shaft (3) can be connected in transmission through the power transmission units; The output shaft (3) is used for transmission connection with the differential (7); The engine crankshaft of the engine (11) is directly connected to the input shaft, the power output end of the first motor (12) is drivingly connected to the input shaft, the power output end of the second motor (13) is drivingly connected to the output shaft (3) and / or the power output end of the second motor (13) is drivingly connected to the differential (7).

2. The hybrid power system according to claim 1, characterized in that: The input shaft comprises a first half shaft (101), a second half shaft (102), and a second input shaft (2) loosely mounted on the second half shaft (102); the power transmission unit comprises a planetary gear train, and a plurality of gear trains arranged between the second input shaft (2) and the output shaft (3); The planet carrier (404) of the planetary gear train is arranged on the first half shaft (101), the sun gear (401) of the planetary gear train is arranged on the second half shaft (102), and the ring gear (403) of the planetary gear train is connected to the second input shaft (2); The second input shaft (2) and / or the output shaft (3) are provided with a first synchronizer (5) corresponding to each gear train. The first synchronizer (5) selects the corresponding gear train to enable the second input shaft (2) and the output shaft (3) to be transmission-connected.

3. The hybrid power system according to claim 2, characterized in that: The first semi-shaft (101) and the second semi-shaft (102) are coaxially arranged; and / or, The second half shaft (102) is located on the axial center line of the second input shaft (2).

4. The hybrid power system according to claim 2, characterized in that: The gear trains are two groups arranged at an axial distance along the second input shaft (2), each of the gear trains comprising a driving gear loosely sleeved on the second input shaft (2) and a driven gear fixed on the output shaft (3), the driving gear and the driven gear of the same gear train being meshed and connected; The first synchronizer (5) is arranged on the second input shaft (2) and can be selectively connected to any of the driving gears, and / or the first synchronizer (5) is arranged on the output shaft (3) and can be selectively connected to any of the driven gears.

5. The hybrid power system according to claim 2, characterized in that: The transmission ratios of the gear trains in each gear position are different; The input shaft is directly connected to the engine crankshaft via the first half shaft (101).

6. The hybrid power system according to claim 2, characterized in that: The power output end of the first motor (12) is drivingly connected to the second input shaft (2) or the second half shaft (102).

7. The hybrid power system according to claim 2, characterized in that: The power output end of the second motor (13) is transmission-connected to the output shaft (3) via a gear pair, and / or the power output end of the second motor (13) is transmission-connected to the differential (7) via a gear pair.

8. The hybrid power system according to claim 2, characterized in that: The second input shaft (2) is provided with a coupling gear (203), the coupling gear (203) being arranged at an end of the second input shaft (2) away from the first half shaft (101), and the second half shaft (102) is provided with a second synchronizer (6), the second synchronizer (6) being capable of selectively connecting with the coupling gear (203).

9. The hybrid power system according to any one of claims 1 to 8, characterized in that: The output shaft (3) is provided with an output gear (303), and the output gear (303) is used to mesh with the input gear of the differential (7); The output gear (303) is arranged at a position of the output shaft (3) close to the differential (7).

10. A vehicle, characterized in that: The vehicle is provided with a hybrid power system as claimed in any one of claims 1 to 9 and a third motor, the hybrid power system is drivingly connected to one drive axle of the vehicle, and the power output end of the third motor is drivingly connected to another drive axle of the vehicle.

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