Hybrid power system and vehicle with same

Abstract

The utility model discloses a hybrid power system and a vehicle with the same. The hybrid power system comprises a first axle, a first gearbox, an engine, a first motor, a first clutch and a second clutch. The output end of the first gearbox is in transmission connection with the first axle; the output end of the engine is in transmission connection with the first gearbox; the output end of the first motor is in transmission connection with the first gearbox; the first clutch is connected between the engine and the first gearbox; the second clutch is connected between the first gearbox and the first axle. According to the hybrid power system, the first clutch and the second clutch are arranged on the two sides of the first gearbox, so that mode switching can be achieved by controlling connection and disconnection of the first clutch and the second clutch in the using process of the hybrid power system, and the driving state of the vehicle can meet the current driving requirement of the vehicle; the driving feeling of the user is improved; and the use performance of the vehicle is improved.

Description

Technical Field

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

[0002] In the prior art, the use of hybrid technology to improve the endurance of vehicles and reduce the operating costs of vehicles is becoming an increasingly popular and important technology. In the hybrid systems in the related art, a single motor is often connected in series or in parallel with the engine, and the situations that may be encountered during mode switching in actual use are not considered. For example, the operation of the transmission when the power transmission direction is completely opposite. Therefore, in actual use, the above hybrid systems often cannot be used well according to the design, which affects the driving experience and performance of the vehicle. Summary of the Utility Model

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. For this reason, an object of the utility model is to provide a hybrid power system, in which a first clutch and a second clutch are arranged on both sides of a transmission, so that during the use of the hybrid power system, the connection and disconnection of the first clutch and the second clutch can be controlled to realize the mode switching of the hybrid power system, so that the driving state of the vehicle can meet the current driving requirements of the vehicle, improve the driving experience of the user, and improve the performance of the vehicle.

[0004] Another object of the utility model is to provide a vehicle, in which the above-mentioned hybrid power system is provided.

[0005] The hybrid power system according to an embodiment of the utility model includes: a first axle, a first transmission, an engine, a first motor, a first clutch and a second clutch; the output end of the first transmission is in transmission connection with the first axle; the output end of the engine is in transmission connection with the first transmission; the output end of the first motor is in transmission connection with the first transmission; the first clutch is connected between the engine and the first transmission; the second clutch is connected between the first transmission and the first axle.

[0006] The hybrid power system according to an embodiment of the utility model is provided with a first clutch and a second clutch on both sides of the first transmission, so that during the use of the hybrid power system, the connection and disconnection of the first clutch and the second clutch can be controlled to realize the mode switching, so that the driving state of the vehicle can meet the current driving requirements of the vehicle, improve the driving experience of the user, and improve the performance of the vehicle.

[0007] In some embodiments, the first transmission includes: a first input shaft, a second input shaft, and a first output shaft. The first input shaft is in transmission connection with the first motor; the second input shaft is arranged parallel and spaced apart from the first input shaft, and the second input shaft is in transmission connection with the engine; the first output shaft is arranged parallel and spaced apart from the first input shaft and the second input shaft respectively, and the output end of the first output shaft is in transmission connection with the first axle.

[0008] In some embodiments, the first transmission further includes: two first gear members meshed with each other, two second gear members meshed with each other, and a first coupling sleeve. One of the first gear members is fixed on the first input shaft, and the other first gear member is sleeved on the first output shaft; the second gear members and the first gear members are arranged at intervals. One of the second gear members is fixed on the first input shaft, and the other second gear member is sleeved on the first output shaft. The first input shaft and the first output shaft are in transmission connection through the first gear members or the second gear members; the first coupling sleeve is axially slidably arranged on the first output shaft. The first coupling sleeve has a coupling state and a decoupling state. When the first coupling sleeve is in the coupling state, the first coupling sleeve selectively connects the first gear member or the second gear member. When the first coupling sleeve is in the decoupling state, the first coupling sleeve is not connected to the first gear member and the second gear member.

[0009] In some embodiments, the first transmission further includes: two third gear members meshed with each other, two fourth gear members meshed with each other, and a second coupling sleeve. One of the third gear members is fixed on the second input shaft, and the other third gear member is sleeved on the first output shaft; the fourth gear members and the third gear members are arranged at intervals. One of the fourth gear members is fixed on the second input shaft, and the other fourth gear member is sleeved on the first output shaft; the second coupling sleeve is axially slidably arranged on the first output shaft. The second coupling sleeve has a coupling state and a decoupling state. When the second coupling sleeve is in the coupling state, the second coupling sleeve selectively connects the third gear member or the fourth gear member. When the second coupling sleeve is in the decoupling state, the second coupling sleeve is not connected to the third gear member and the fourth gear member.

[0010] In some embodiments, the first transmission further includes: two fifth gear members that are meshed and connected to each other, two sixth gear members that are meshed and connected to each other, and a third engagement sleeve. The fifth gear members and the third gear member are arranged at intervals. One of the fifth gear members is fixed on the second input shaft, and the other fifth gear member is sleeved on the first output shaft. The sixth gear members and the fifth gear members are arranged at intervals. One of the sixth gear members is fixed on the second input shaft, and the other sixth gear member is sleeved on the first output shaft. The third engagement sleeve is axially slidably arranged on the first output shaft. The third engagement sleeve has a coupled state and a decoupled state. When the third engagement sleeve is in the coupled state, the second engagement sleeve selectively connects the fifth gear member or the sixth gear member. When the third engagement sleeve is in the decoupled state, the third engagement sleeve is not connected to the fifth gear member and the sixth gear member.

[0011] In some embodiments, it further includes: a second axle, a second transmission, and a second motor. The second axle and the first axle are arranged in parallel at intervals. The output end of the second transmission is drivingly connected to the second axle. The second motor and the first motor are arranged in parallel at intervals. The output end of the second motor is drivingly connected to the second transmission.

[0012] In some embodiments, the second transmission includes: a third input shaft and a second output shaft. One end of the third input shaft is drivingly connected to the second motor. The second output shaft and the third input shaft are arranged in parallel at intervals. The output end of the second output shaft is connected to the second axle.

[0013] In some embodiments, the second transmission further includes: two seventh gear members that are meshed and connected to each other, two eighth gear members that are meshed and connected to each other, and a fourth engagement sleeve. One of the seventh gear members is fixed on the third input shaft, and the other seventh gear member is sleeved on the second output shaft. The eighth gear members and the seventh gear members are arranged at intervals. One of the eighth gear members is fixed on the third input shaft, and the other eighth gear member is sleeved on the second output shaft. The fourth engagement sleeve is axially slidably arranged on the second output shaft. The fourth engagement sleeve has a coupled state and a decoupled state. When the fourth engagement sleeve is in the coupled state, the fourth engagement sleeve selectively connects the seventh gear member or the eighth gear member. When the fourth engagement sleeve is in the decoupled state, the fourth engagement sleeve is not connected to the seventh gear member and the eighth gear member.

[0014] In some embodiments, it further includes: a power battery, and the power battery is connected to both the first motor and the second motor.

[0015] A vehicle according to an embodiment of the present utility model includes: the hybrid power system as described above.

[0016] In the vehicle according to an embodiment of the present utility model, since the hybrid power system as shown above is provided in the vehicle, an engine, a first electric motor and a second electric motor are provided in the hybrid power system, so that the hybrid power system can select power output according to requirements during use, thereby constituting power provided by a single engine or power provided by a single electric power, or the engine and the electric motor together provide hybrid power, so that the vehicle can adjust the output according to requirements during driving, improving the driving range of the vehicle, thereby improving the endurance of the vehicle, and adjusting the power usage of the hybrid power system according to requirements, making the use of the hybrid power system more diversified, thereby reducing the working loss of the hybrid power system, reducing safety risks, and improving the driving safety of the vehicle.

[0017] Additional aspects and advantages of the present utility model will be given in part in the following description, become apparent in part from the following description, or be understood through the practice of the present utility model. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present utility model will become apparent and be readily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 is a schematic structural diagram of a hybrid power system according to an embodiment of the present utility model;

[0020] Figure 2 is a partial schematic structural diagram of a hybrid power system according to an embodiment of the present utility model;

[0021] Figure 3 is a schematic structural diagram of a hybrid power system according to an embodiment of the present utility model, wherein the hybrid power system is in a first usage state;

[0022] Figure 4 is a schematic structural diagram of a hybrid power system according to an embodiment of the present utility model, wherein the hybrid power system is in a second usage state;

[0023] Figure 5 is a schematic structural diagram of a hybrid power system according to an embodiment of the present utility model, wherein the hybrid power system is in a third usage state;

[0024] Figure 6 is a schematic structural diagram of a hybrid power system according to an embodiment of the present utility model, wherein the hybrid power system is in a fourth usage state;

[0025] Figure 7Schematic diagram of the structure of a hybrid power system according to an embodiment of the present invention, wherein the hybrid power system is in the fifth usage state;

[0026] Figure 8 Schematic diagram of the structure of a hybrid power system according to an embodiment of the present invention, wherein the hybrid power system is in the sixth usage state;

[0027] Figure 9 Schematic diagram of the structure of a hybrid power system according to an embodiment of the present invention, wherein the hybrid power system is in the seventh usage state;

[0028] Figure 10 Schematic diagram of the structure of a hybrid power system according to an embodiment of the present invention, wherein the hybrid power system is in the eighth usage state;

[0029] Figure 11 Schematic diagram of the structure of a hybrid power system according to an embodiment of the present invention, wherein the hybrid power system is in the ninth usage state;

[0030] Figure 12 Schematic diagram of the structure of a hybrid power system according to an embodiment of the present invention, wherein the hybrid power system is in the tenth usage state;

[0031] Figure 13 Schematic diagram of the structure of a hybrid power system according to an embodiment of the present invention, wherein the hybrid power system is in the eleventh usage state;

[0032] Reference numerals:

[0033] Hybrid power system 10,

[0034] First axle 100,

[0035] Second axle 200,

[0036] First transmission 300, first input shaft 310, second input shaft 320, first output shaft 330, first gear member 301, second gear member 302, first clutch sleeve 303, third gear member 304, fourth gear member 305, second clutch sleeve 306, fifth gear member 307, sixth gear member 308, third clutch sleeve 309,

[0037] Second transmission 400, third input shaft 410, second output shaft 420, seventh gear member 401, eighth gear member 402, fourth clutch sleeve 403,

[0038] Engine 500,

[0039] First motor 600,

[0040] Second motor 700, power battery 710,

[0041] First clutch 810, second clutch 820. Detailed implementation manner

[0042] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0043] Reference will be made below to Figures 1-13 Describe the hybrid system 10 according to an embodiment of the present invention, including: a first axle 100, a first transmission 300, an engine 500, a first motor 600, a first clutch 810, and a second clutch 820.

[0044] Specifically, the output end of the first transmission 300 is drivingly connected to the first axle 100; the output end of the engine 500 is drivingly connected to the first transmission 300; the output end of the first motor 600 is drivingly connected to the first transmission 300; the first clutch 810 is connected between the engine 500 and the first transmission 300; the second clutch 820 is connected between the first transmission 300 and the first axle 100.

[0045] It should be noted that the hybrid system 10 in the prior art includes: a first axle 100, a first transmission 300, an engine 500, a first motor 600, a first clutch 810, and a second clutch 820. The first axle 100 is adapted to drive the wheels on both sides of the first axle 100 to rotate. A first transmission 300 is connected to the first axle 100, and the driving force is adapted to be transmitted to the first axle 100 through the first transmission 300. A first motor 600 and an engine 500 are connected to the first transmission 300 to provide power. During the use of the hybrid system 10, it is adapted to include the engine 500 and the first motor 600 to provide power respectively, so that the vehicle equipped with the hybrid system 10 can adapt to adjust the power output function according to needs during use, so as to realize the power provided by the engine 500 or the electric power provided by the electric power, or provide hybrid power, so that the vehicle can adjust the output according to needs during driving, so that the driving range of the vehicle is improved, thereby improving the endurance of the vehicle, and adjusting the power usage of the hybrid system 10 according to needs, so that the use of the hybrid system 10 is more diversified, thereby reducing the working loss of the hybrid system 10, reducing the safety risk, and improving the driving safety of the vehicle.

[0046] Moreover, when the first transmission 300 is in operation, it is adapted to separate the power transmission from the engine 500 to the first transmission 300 through the first clutch 810 to achieve gear shifting of the first transmission 300, so that the power of the first transmission 300 can be transmitted to the first axle 100 more safely and reliably to drive the first axle 100 for use. Similarly, it is adapted to separate between the first output shaft 330 and the first axle 100 through the second clutch 820 to achieve gear shifting of the first transmission 300, making the power output to the first axle 100 more reliable, thereby enhancing the use safety of the hybrid power system 10.

[0047] According to the hybrid power system 10 of the embodiment of the present invention, by providing the first clutch 810 and the second clutch 820 on both sides of the first transmission 300, the hybrid power system can achieve mode switching by controlling the connection and disconnection of the first clutch and the second clutch during use, so that the driving state of the vehicle can meet the current driving requirements of the vehicle, enhancing the user's driving experience and improving the use performance of the vehicle.

[0048] In some embodiments, the first transmission 300 includes: a first input shaft 310, a second input shaft 320, and a first output shaft 330. The first input shaft 310 is in transmission connection with the first motor 600; the second input shaft 320 is arranged parallel and spaced apart from the first input shaft 310, and the second input shaft 320 is in transmission connection with the engine 500; the first output shaft 330 is arranged parallel and spaced apart from the first input shaft 310 and the second input shaft 320 respectively, and the output end of the first output shaft 330 is in transmission connection with the first axle 100.

[0049] It can be understood that the output actions of the engine 500 and the first motor 600 are adapted to be transmitted to the first axle 100 after speed change and integration through the first transmission 300. And inside the housing of the first transmission 300, it is adapted to include the first input shaft 310, the second input shaft 320, and the first output shaft 330. The first input shaft 310 is adapted to be connected to the first motor 600, and the second input shaft 320 is adapted to be connected to the engine 500, so that the first motor 600 and the engine 500 can selectively provide power during use, input through the first input shaft 310 and the second input shaft 320, and transmitted to the first output shaft 330 for integration. The integrated power is adapted to be transmitted to the first axle 100 to achieve the power output of the hybrid power system 10.

[0050] In some embodiments, the first transmission 300 further includes: two first gear members 301 that are meshed and connected to each other, two second gear members 302 that are meshed and connected to each other, and a first coupling sleeve 303. One of the first gear members 301 is fixedly provided on the first input shaft 310, and the other first gear member 301 is sleeved on the first output shaft 330; the second gear members 302 and the first gear members 301 are arranged at intervals. One of the second gear members 302 is fixedly provided on the first input shaft 310, and the other second gear member 302 is sleeved on the first output shaft 330; the first coupling sleeve 303 is axially slidably arranged on the first output shaft 330. The first coupling sleeve 303 has a coupled state and a decoupled state. When the first coupling sleeve 303 is in the coupled state, the first coupling sleeve 303 selectively connects the first gear member or the second gear member 302. When the first coupling sleeve 303 is in the decoupled state, the first coupling sleeve 303 is not connected to either the first gear member 301 or the second gear member 302.

[0051] Meanwhile, it should be noted that the first transmission 300 is also adapted to construct the first gear member 301, the second gear member 302, and the first coupling sleeve 303. The first gear member 301 is arranged between the first input shaft 310 and the first output shaft 330, and the second gear member 302 is also arranged between the first input shaft 310 and the first output shaft 330. During the use of the first transmission 300, it is adapted to adjust the position of the first coupling sleeve 303 so that the first coupling sleeve 303 is connected to the first gear member 301 or the second gear member 302, so that the connected first gear member 301 and second gear member 302 can achieve power transmission. Since the transmission ratios of the first gear member 301 and the second gear member 302 are different, different gears are formed to achieve power transmission, so that the power output of the first transmission 300 can be adjusted according to the user's needs, so that the power output of the first transmission 300 can meet the requirements, so that the hybrid power system 10 has multiple usage modes to fit the usage requirements.

[0052] For example, the first gear member 301 includes at least one gear. One of the gears is disposed on the first input shaft 310, and the other gear is disposed on the first output shaft 330. These two gears mesh with each other. When the first coupling sleeve 303 is coupled to the first gear member 301, the two first gear members 301 are adapted to transmit and connect the first input shaft 310 and the first output shaft 330. The first input shaft 310 can transmit power to the first output shaft 330 through the two first gear members 301. When the first coupling sleeve 303 is not coupled to the first gear member 301, the first input shaft 310 cannot transmit power to the first output shaft 330 through the two first gear members 301. Similarly, the following second gear member 302, third gear member 304, fourth gear member 305, fifth gear member 307, sixth gear member 308, seventh gear member 401, and eighth gear member 402 have structures similar to that of the first gear member 301, and will not be elaborated here.

[0053] Moreover, during the transmission process, the first coupling sleeve 303 can not only be coupled and transmitted with the first gear member 301 or the second gear member 302, but also be decoupled and idled. The following second coupling sleeve 306, third coupling sleeve 309, and fourth coupling sleeve 403 are the same as the first coupling sleeve 303.

[0054] In some embodiments, the first transmission 300 further includes: two third gear members 304 that are meshed and connected to each other, two fourth gear members 305 that are meshed and connected to each other, and a second coupling sleeve 306. One of the third gear members 304 is fixedly disposed on the second input shaft 320, and the other third gear member 304 is sleeved on the first output shaft 330; the fourth gear member 305 and the third gear member 304 are arranged at intervals. One of the fourth gear members 305 is fixedly disposed on the second input shaft 320, and the other fourth gear member 305 is sleeved on the first output shaft 330; the second coupling sleeve 306 is axially slidably disposed on the first output shaft 330. The second coupling sleeve 306 has a coupled state and a decoupled state. When the second coupling sleeve 306 is in the coupled state, the second coupling sleeve 306 selectively connects the third gear member 304 or the fourth gear member 305. When the second coupling sleeve 306 is in the decoupled state, the second coupling sleeve 306 is not connected to the third gear member 304 and the fourth gear member 305.

[0055] It should be noted that in the first transmission 300, there are also provided: a third gear member 304, a fourth gear member 305, and a second coupling sleeve 306. Similar to the above, the third gear member 304 is connected between the second input shaft 320 and the first output shaft 330, and the fourth gear member 305 is connected between the second input shaft 320 and the first output shaft 330. During the use of the first transmission 300, it is adapted to adjust the position of the second coupling sleeve 306 to connect the second coupling sleeve 306 with the third gear member 304 or the fourth gear member 305, so that the connected third gear member 304 and fourth gear member 305 can achieve power transmission. Since the transmission ratios of the third gear member 304 and the fourth gear member 305 are different, different gears are formed to achieve power transmission, so that the hybrid power system 10 can form multiple gears to constitute different usage modes.

[0056] In some embodiments, in the first transmission 300, there are also provided: two fifth gear members 307 that are meshed and connected to each other, two sixth gear members 308 that are meshed and connected to each other, and a third coupling sleeve 309. The fifth gear member 307 and the third gear member 304 are arranged in parallel at intervals. One of the fifth gear members 307 is fixed on the second input shaft 320, and the other fifth gear member 307 is sleeved on the first output shaft 330; the sixth gear member 308 and the fifth gear member 307 are arranged at intervals. One of the sixth gear members 308 is fixed on the second input shaft 320, and the other sixth gear member 308 is sleeved on the first output shaft 330; the third coupling sleeve 309 is axially slidably arranged on the first output shaft 330. The third coupling sleeve 309 has a coupling state and a decoupling state. When the third coupling sleeve 309 is in the coupling state, the second coupling sleeve selectively connects the fifth gear member 307 or the sixth gear member 308. When the third coupling sleeve 309 is in the decoupling state, the third coupling sleeve 309 is not connected to the fifth gear member 307 and the sixth gear member 308.

[0057] That is to say, when the power of the engine 500 is transmitted to the first output shaft 330 for output, since the power output of the engine 500 has a large range, more gears are required to achieve different power outputs to better meet the user's needs and improve applicability. Specifically, a fifth gear member 307, a sixth gear member 308, and a third engaging sleeve 309 are also preferably constructed within the first transmission 300. The fifth gear member 307 is connected between the second input shaft 320 and the first output shaft 330, and the sixth gear member 308 is connected between the second input shaft 320 and the first output shaft 330, so that the third engaging sleeve 309 can selectively connect with the fifth gear member 307 and the sixth gear member 308 according to requirements. Since the transmission ratios of the fifth gear member and the sixth gear member 308 are different, different power outputs can be achieved. At the same time, it should be noted that only one of the second engaging sleeve 306 and the third engaging sleeve 309 is used during operation, so that the third gear member 304, the fourth gear member 305, the fifth gear member 307, and the sixth gear member 308 can be provided with different transmission ratios to form different gears, and interference during power transmission is also avoided, making the use of the first transmission 300 more reliable. Thus, the hybrid power system 10 has more usage modes to meet the user's needs and improve the user's driving experience.

[0058] In some embodiments, the hybrid power system 10 further includes: a second axle 200, a second transmission 400, and a second electric motor 700. The second axle 200 and the first axle 100 are arranged in parallel at intervals; the output end of the second transmission 400 is in transmission connection with the second axle 200; the second electric motor 700 and the first electric motor 600 are arranged in parallel at intervals, and the output end of the second electric motor 700 is in transmission connection with the second transmission 400. It should be noted that both the first axle and the second axle in this application are driven axles without a drive source. That is to say, the second transmission 400 is connected to the second axle 200, and the second axle 200 is adapted to drive the wheels on both sides of the second axle 200 to rotate, and the driving force can also be transmitted to the second axle 200 through the second transmission 400 to achieve vehicle driving. At the same time, the second electric motor 700 is connected to the second transmission 400 to provide corresponding power, so that the hybrid power system 10 can have more power supply solutions during operation.

[0059] In some embodiments, the second transmission 400 includes: a third input shaft 410 and a second output shaft 420. One end of the third input shaft 410 is drivingly connected to the second electric motor 700; the second output shaft 420 is drivingly connected to the third input shaft 410, and the output end of the second output shaft 420 is connected to the second axle 200. That is to say, during the use of the second electric motor 700, it is adapted to provide power to be transmitted to the third input shaft 410, so as to achieve power integration through the driving connection between the third input shaft 410 and the second output shaft 420, and then transmit the integrated power to the second axle 200 through the second output shaft 420, so as to achieve the power output of the hybrid power system 10.

[0060] In some embodiments, the second transmission 400 further includes: two seventh gear members 401 meshing with each other, two eighth gear members 402 meshing with each other, and a fourth clutch sleeve 403. One of the seventh gear members 401 is fixed on the third input shaft 410, and the other seventh gear member 401 is sleeved on the second output shaft 420; the eighth gear member 402 and the seventh gear member 401 are arranged at intervals, one of the eighth gear members 402 is fixed on the third input shaft 410, and the other eighth gear member 402 is sleeved on the second output shaft 420; the fourth clutch sleeve 403 is axially slidably arranged on the second output shaft 420, and the fourth clutch sleeve 403 has a coupled state and a decoupled state. When the fourth clutch sleeve 403 is in the coupled state, the fourth clutch sleeve 403 selectively connects the seventh gear member 401 or the eighth gear member 402. When the fourth clutch sleeve 403 is in the decoupled state, the fourth clutch sleeve 403 is not connected to the seventh gear member 401 and the eighth gear member 402.

[0061] That is to say, during the use of the second electric motor 700, it is also adapted to adjust the gear so that the power output of the second transmission 400 to the second axle 200 can meet the use requirements, so that the power output of the hybrid power system 10 has more modes to fit the user's needs and improve the diversity and applicability of the modes. Specifically, the seventh gear member 401 is arranged between the third input shaft 410 and the second output shaft 420, and the eighth gear member 402 is arranged between the third input shaft 410 and the second output shaft 420, so as to achieve power transmission by selectively using the fourth clutch sleeve 403 to connect with the seventh gear member 401 or the eighth gear member 402, so that the second transmission 400 can adjust the gear according to the needs during use and improve the output applicability of the hybrid power system 10.

[0062] In some embodiments, the hybrid system 10 further includes: a power battery 710, which is connected to both the first motor 600 and the second motor 700. That is to say, during the use of the hybrid system 10, it is also adapted to include a power battery 710, and the power battery 710 is adapted to provide power to drive the first motor 600 or the second motor 700 for use. In some other specific embodiments, both the first motor 600 and the second motor 700 are motor-generators, which can generate electricity by the first motor 600 and the second motor 700, and the generated electricity is adapted to be transmitted to the power battery 710 for storage, so as to provide power for use during subsequent use, so as to improve the endurance performance of the subsequent hybrid system 10.

[0063] The vehicle according to an embodiment of the present invention includes: the hybrid system 10 as described above.

[0064] It should be noted that during the use of the vehicle in the embodiment of the present invention, it is adapted to have multiple use modes according to requirements. The following describes multiple use modes according to the use situation:

[0065] The first use mode: As Figure 3 shown, in the first use mode, the hybrid system 10 outputs pure electricity with a single motor. That is to say, the power battery 710 is adapted to drive the second motor 700 for driving use, so that the second motor 700 is adapted to provide power to drive the second axle 200 for power transmission, and the second clutch 820 is disengaged to prevent the power of the second transmission 400 from being transmitted to the first axle 100 to drive the first axle 100 for use. Since there is no power acting on the first axle 100, two-wheel drive of the vehicle is achieved. It should be noted that since the first transmission 300 is separated by the second clutch 820 to prevent the first transmission 300 from transmitting power to the first axle 100, the use state of the first clutch 810 has no influence on whether the first transmission 300 transmits power to the first axle 100. Therefore, the use state of the first clutch 810 can be engaged or disengaged. Similarly, since the engine 500 has no power output, the device of the engine 500 can be in a shutdown or idle state.

[0066] The second use mode, as Figure 4As shown, in the second usage mode, the hybrid power system 10 outputs pure electric power with dual motors. That is to say, the power transmission is adapted to drive the first motor 600 and the second motor 700 for driving use, so that the first motor 600 is adapted to provide power to be transmitted to the first transmission 300, and then transmitted to the first axle 100 through the first transmission 300 for power delivery. The second motor 700 is adapted to transmit power to the second transmission 400, and then transmitted to the second axle 200 through the second transmission 400 for power delivery. In this way, since the first motor 600 and the second motor are used to provide power respectively to be transmitted to the first axle 100 and the second axle 200, four-wheel drive of the vehicle is achieved. It should be noted that, similarly, since the engine 500 has no power output, the device of the engine 500 can be in a shutdown or idle state. At the same time, the usage state of the first clutch 810 has no influence on whether the first transmission transmits power to the first axle 100. Therefore, the usage state of the first clutch 810 can be engaged or disengaged.

[0067] The third usage mode, as Figure 5 As shown, in the third usage mode, the hybrid power system 10 is in series drive. That is to say, the power motor is adapted to drive the second motor 700 for driving use, and the first clutch 810 is engaged, so that the engine 500 is adapted to provide power to be transmitted to the first transmission 300. Since the second clutch 820 is in a disengaged state, the power acting on the first transmission 300 cannot be transmitted to the first axle 100. Therefore, the power of the engine 500 acting on the first transmission is adapted to be transmitted to the first motor 600 through the first transmission 300 for power generation, and the generated electric power is adapted to be transmitted to the second motor 700 to drive the second motor 700 to transmit the acting force to the second axle 200, so as to achieve two-wheel drive of the vehicle.

[0068] The fourth usage mode, as Figure 6As shown, in the fourth usage mode, the hybrid system 10 has a single-motor parallel configuration. That is, the second motor 700 is in a standby state, while the engine 500 is adapted to provide power to the first transmission 300. When the power output of the engine 500 is greater than the required vehicle performance, and the engine 500 is operating in the high-efficiency region, and the battery 710 has a low charge level, the power of the engine 500 is adapted to be transmitted to the first axle 100 for power output, and the excess power is adapted to be transmitted to the first motor 600 for power generation, so that the first motor 600 can charge the battery 710. When the power output of the engine 500 is less than the required vehicle performance, and the engine 500 is not operating in the high-efficiency region, and the battery 710 has a relatively sufficient charge level, it is adapted to let the battery 710 drive the first motor 600 to provide power to the first transmission 300, and after passing through the second clutch 820, act on the first axle 100 to achieve two-wheel drive usage of the vehicle.

[0069] The fifth usage mode, as Figure 7 As shown, in the fifth usage mode, the hybrid system 10 has a dual-motor parallel configuration. That is, the second motor 700 is in an operating state to provide power to the second axle 200. When the power output of the engine 500 is greater than the required vehicle performance, and the engine 500 is operating in the high-efficiency region, and the battery 710 has a low charge level, the power of the engine 500 is adapted to be transmitted to the first axle 100 for power output, and the excess power is adapted to be transmitted to the first motor 600 for power generation, so that the first motor 600 can charge the battery 710. When the power output of the engine 500 is less than the required vehicle performance, and the engine 500 is operating in the high-efficiency region, and the battery 710 has a relatively sufficient charge level, it is adapted to let the first motor 600 standby to reduce losses to achieve four-wheel drive usage of the vehicle.

[0070] The sixth usage mode, as Figure 8 As shown, in the sixth usage mode, the engine 500 of the hybrid system 10 directly drives. That is, it is adapted to let both the first motor 600 and the second motor 700 be in a standby state so that neither the first motor 600 nor the second motor 700 can provide power. Therefore, it is necessary to use the engine 500 to provide power, and at the same time, it is necessary to engage both the first clutch 810 and the second clutch 820 so that the power of the engine 500 is adapted to be transmitted to the first axle 100 through the first transmission 300 to achieve two-wheel drive usage of the vehicle.

[0071] The seventh usage mode, as Figure 9As shown, in the seventh usage mode, the hybrid power system 10 performs single-motor power recovery. That is, when there is a braking requirement and the braking torque is small, or when there is a slip requirement and the slip torque is small, power recovery can be performed to allow the second axle 200 to drive the second motor 700 to generate electricity through the second transmission 400, so that the second motor 700 provides electricity to supplement the power battery 710. The first motor 600 is suitable for standby, and the engine 500 is suitable for shutdown or idling. The first clutch 810 has no effect on the power transmission of the engine 500, so it can be in an engaged state or a disengaged state, and the first axle 100 is prevented from driving the first motor 600 to operate through the first transmission 300. It is suitable for the second clutch 820 to be disengaged, and at this time, the vehicle has no driving effect.

[0072] The eighth usage mode, as Figure 10 As shown, in the eighth usage mode, the hybrid power system 10 performs dual-motor power recovery. That is, when there is a braking requirement and the braking torque is large, or when there is a slip requirement and the slip torque is large, power recovery can be performed to allow the second axle 200 to drive the second motor 700 to generate electricity through the second transmission 400, so that the second motor 700 provides electricity to supplement the power battery 710. The engine 500 is suitable for shutdown or idling. The first clutch 810 has no effect on the power transmission of the engine 500, so it can be in an engaged state or a disengaged state. At the same time, the first axle 100 drives the first motor 600 to operate and generate electricity through the first transmission 300, so that the second clutch 820 is engaged. At this time, both the first motor 600 and the second motor 700 supplement the power battery 710, and at this time, the vehicle has no driving effect.

[0073] The ninth usage mode, as Figure 11 As shown, in the ninth usage mode, the hybrid power system 10 is in park standby. That is, when the vehicle is parked, it is suitable for the engine 500 to be shut down or idling. The first clutch 810 can be engaged or disengaged to keep the second clutch 820 in a disengaged state to prevent power from being transmitted to the first axle 100. The second clutch 820 is in a disengaged state, and at the same time, both the first motor 600 and the second motor 700 are in standby states, so that the vehicle has no driving effect and remains in the park standby state.

[0074] The tenth usage mode, as Figure 12As shown, in the tenth usage mode, the hybrid system 10 generates electricity while parked. That is, when the vehicle is parked, it is adapted to rotate the engine 500. Since the first clutch 810 is closed, power can be transmitted to the first transmission 300. At the same time, since the second clutch 820 is disengaged, power is transmitted to the first motor 600 to generate electricity to charge the power battery 710. At this time, since the vehicle is parked, no power is transmitted to the second axle 200 and then to the second motor 700, so that the second motor 700 can be in a standby state.

[0075] The eleventh usage mode, as Figure 13 shown, in the eleventh usage mode, the engine 500 of the hybrid system 10 starts. That is, after the vehicle is parked, it is adapted to drive the first motor 600 to operate by the power battery 710, so that the first motor 600 drives the engine 500 through the first transmission 300 to drive. At this time, the first clutch 810 is engaged, the second clutch 820 is disengaged, and the second motor 700 is in a standby state.

[0076] At the same time, during the use of the vehicle, it is adapted to include: the vehicle VCU calculates the torque demand (or power demand) according to the input: parking state, gear state, accelerator pedal state, brake pedal state, vehicle speed state; the vehicle VCU selects a mode according to the vehicle torque demand (or power demand) and the state of the power battery 710 (the SOC state of the power battery 710, the voltage state of the power battery 710, the charge-discharge power (or current) of the power battery 710) according to the formulated mode strategy; 3. The vehicle VCU controls the engine 500, MG1, MG2, the hybrid dedicated transmission, the MG2 transmission, the clutch 1, and the clutch 2 to work according to the torque distribution strategy according to the selected mode.

[0077] For the vehicle according to the embodiment of the present invention, since the hybrid system 10 as shown above is provided in the vehicle, by providing the engine 500, the first motor 600, and the second motor 700 in the hybrid system 10, the hybrid system 10 can select the power output according to the demand during use, thereby constituting a single engine 500 to provide power, or a single electric power to provide power, or the engine 500 and the motor to provide hybrid power together, so that the vehicle can adjust the output according to the demand during driving, improving the driving range of the vehicle, thereby enhancing the endurance of the vehicle, and adjusting the power usage of the hybrid system 10 according to the demand, making the use of the hybrid system 10 more diversified, thereby reducing the working loss of the hybrid system 10, reducing the safety risk, and enhancing the driving safety of the vehicle.

[0078] Other configurations and operations of the vehicle according to the embodiments of the present invention are known to those of ordinary skill in the art and will not be described in detail here.

[0079] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0080] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present invention, and the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A hybrid power system, characterized in that: include: First axle; A first gearbox, an output end of which is drivingly connected to the first axle; An engine, an output end of the engine being transmission-connected to the first gearbox; A first motor, wherein an output end of the first motor is transmission-connected to the first gearbox; a first clutch connected between the engine and the first gearbox; A second clutch is connected between the first gearbox and the first axle.

2. The hybrid power system according to claim 1, characterized in that: The first gearbox comprises: a first input shaft, the first input shaft being drivingly connected to the first motor; a second input shaft, the second input shaft is arranged parallel to and spaced from the first input shaft, and the second input shaft is drivingly connected to the engine; A first output shaft is arranged in parallel and spaced relation with the first input shaft and the second input shaft respectively, and an output end of the first output shaft is drivingly connected with the first axle.

3. The hybrid power system according to claim 2, characterized in that: The first gearbox is also provided with: Two first shift members meshingly connected to each other, wherein one of the first shift members is fixedly mounted on the first input shaft, and the other of the first shift members is sleeved on the first output shaft; Two second gear members meshingly connected to each other, the second gear members and the first gear member are arranged at an interval, one of the second gear members is fixed on the first input shaft, and the other second gear member is sleeved on the first output shaft; The first combining sleeve is axially slidably disposed on the first output shaft, and the first combining sleeve has a coupled state and a decoupled state. When the first combining sleeve is in the coupled state, the first combining sleeve selectively connects to the first gear member or the second gear member. When the first combining sleeve is in the decoupled state, the first combining sleeve is not connected to the first gear member or the second gear member.

4. The hybrid power system according to claim 2, characterized in that: The first gearbox is also provided with: Two third gear members meshingly connected to each other, wherein one of the third gear members is fixedly arranged on the second input shaft, and the other of the third gear members is sleeved on the first output shaft; Two fourth gear members meshingly connected to each other, the fourth gear member and the third gear member are arranged at an interval, one of the fourth gear members is fixed on the second input shaft, and the other fourth gear member is sleeved on the first output shaft; The second coupling sleeve is axially slidably arranged on the first output shaft, and the second coupling sleeve has a coupled state and a decoupled state. When the second coupling sleeve is in the coupled state, the second coupling sleeve selectively connects to the third gear member or the fourth gear member. When the second coupling sleeve is in the decoupled state, the second coupling sleeve is not connected to the third gear member and the fourth gear member.

5. The hybrid power system according to claim 4, characterized in that: The first gearbox is also provided with: Two fifth gear members meshingly connected to each other, the fifth gear member and the third gear member are arranged at an interval, one of the fifth gear members is fixed on the second input shaft, and the other fifth gear member is sleeved on the first output shaft; Two sixth gear members meshingly connected to each other, the sixth gear member and the fifth gear member are arranged at an interval, one of the sixth gear members is fixed on the second input shaft, and the other sixth gear member is sleeved on the first output shaft; The third combining sleeve is axially slidably arranged on the first output shaft, and the third combining sleeve has a coupled state and a decoupled state. When the third combining sleeve is in the coupled state, the third combining sleeve selectively connects to the fifth gear member or the sixth gear member. When the third combining sleeve is in the decoupled state, the third combining sleeve is not connected to the fifth gear member or the sixth gear member.

6. The hybrid power system according to claim 1, characterized in that: Also includes: a second axle, the second axle and the first axle being arranged in parallel and spaced apart; a second gearbox, an output end of the second gearbox being drivingly connected to the second axle; A second motor is arranged in parallel with the first motor and spaced apart from the first motor, and an output end of the second motor is transmission-connected to the second gearbox.

7. The hybrid power system according to claim 6, characterized in that: The second gearbox comprises: a third input shaft, one end of which is drivingly connected to the second motor; A second output shaft is arranged in parallel and spaced apart from the third input shaft, and an output end of the second output shaft is connected to the second axle.

8. The hybrid power system according to claim 7, characterized in that: The second gearbox also includes: Two seventh gear members meshingly connected to each other, wherein one of the seventh gear members is fixedly mounted on the third input shaft, and the other of the seventh gear members is sleeved on the second output shaft; Two eighth gear members meshingly connected to each other, the eighth gear member and the seventh gear member are arranged at an interval, one of the eighth gear members is fixed on the third input shaft, and the other eighth gear member is sleeved on the second output shaft; A fourth combining sleeve, the fourth combining sleeve is axially slidably arranged on the second output shaft, the fourth combining sleeve has a coupled state and a decoupled state, when the fourth combining sleeve is in the coupled state, the fourth combining sleeve selectively connects the seventh gear member or the eighth gear member, when the fourth combining sleeve is in the decoupled state, the fourth combining sleeve is not connected to the seventh gear member and the eighth gear member.

9. The hybrid power system according to claim 6, characterized in that: Also includes: A power battery is connected to both the first motor and the second motor.

10. A vehicle, characterized in that: include: A hybrid power system as claimed in any one of claims 1 to 9.

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