Hybrid power driving system and vehicle

Abstract

The utility model discloses a hybrid power driving system and a vehicle, the hybrid power driving system comprises an engine, a driving motor and a transmission assembly, the driving motor and the engine are arranged along the axial direction of the driving motor, the transmission assembly comprises a first connecting shaft, a first transmission mechanism and a second transmission mechanism, one end of the first connecting shaft is connected to the output end of the engine, the first connecting shaft and a rotor of the driving motor are selectively connected or disconnected, the first connecting shaft and the rotor are coaxially arranged, and the first transmission mechanism is suitable for being in transmission connection with the first connecting shaft and the power output end. The first transmission mechanism is selectively connected or disconnected with the power output end, the second transmission mechanism is suitable for being in transmission connection with the rotor and the power output end, and the second transmission mechanism comprises a gear switching mechanism. According to the hybrid power driving system provided by the embodiment of the utility model, the overall structure of the hybrid power driving system is compact, the space occupied by the hybrid power driving system is reduced, and the oil-electricity conversion efficiency can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a hybrid drive system and a vehicle. Background Art

[0002] In the related art, hybrid vehicles usually set a drive motor and an engine as the power sources for driving the whole vehicle. However, in the related art, the multi-speed hybrid system is large in size, high in cost and low in transmission efficiency. In addition, the power transmission path between the drive motor and the engine is complex, resulting in more energy loss during the power transmission process, thus leading to a lower fuel-electric conversion efficiency of the whole vehicle. Therefore, it needs to be solved. 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 purpose, an object of the utility model is to provide a hybrid drive system. By using one engine and one drive motor as the power sources of the hybrid drive system, while realizing multiple modes and multiple gears of the hybrid drive system, the overall structure of the hybrid drive system can be made compact, thereby reducing the space occupied by the hybrid drive system and being beneficial to reducing the overall manufacturing cost of the hybrid drive system; and, by arranging the drive motor and the engine along the axial direction of the drive motor and connecting one end of the first connecting shaft to the output end of the engine, and the first connecting shaft is coaxially arranged with the rotor of the drive motor, the power transmission path between the drive motor and the engine can be shortened, thereby reducing the energy loss in the transmission path and helping to improve the fuel-electric conversion efficiency.

[0004] The utility model also provides a vehicle including the above hybrid drive system.

[0005] According to the hybrid drive system of the first aspect embodiment of the utility model, it includes: an engine; a drive motor arranged along the axial direction of the drive motor with the engine; a transmission assembly including a first connecting shaft, a first transmission mechanism and a second transmission mechanism, one end of the first connecting shaft is connected to the output end of the engine, the first connecting shaft is selectively connected or disconnected from the rotor of the drive motor, the first connecting shaft is coaxially arranged with the rotor, the first transmission mechanism is adapted to be drivably connected to the first connecting shaft and the power output end, the first transmission mechanism is selectively connected or disconnected from the power output end, the second transmission mechanism is adapted to be drivably connected to the rotor and the power output end, and the second transmission mechanism includes a gear shifting mechanism.

[0006] According to the hybrid drive system of the embodiments of the present utility model, with an engine and a drive motor as the power sources of the hybrid drive system, while realizing multiple modes and multiple gears of the hybrid drive system, the overall structure of the hybrid drive system can be made compact, thereby reducing the space occupied by the hybrid drive system and being conducive to reducing the overall manufacturing cost of the hybrid drive system; moreover, by arranging the drive motor and the engine along the axial direction of the drive motor and connecting one end of the first connecting shaft to the output end of the engine, and coaxially setting the first connecting shaft and the rotor of the drive motor, the power transmission path between the drive motor and the engine can be shortened, thereby reducing the energy loss in the transmission path and helping to improve the oil-electric conversion efficiency.

[0007] According to some embodiments of the present utility model, the rotor has an accommodation cavity therein, and part of the first connecting shaft and / or at least part of the second transmission mechanism are / is located in the accommodation cavity and spaced apart from the inner wall of the accommodation cavity; alternatively, along the axial direction of the drive motor, the first connecting shaft and the second transmission mechanism are located between the engine and the drive motor.

[0008] According to some embodiments of the present utility model, the transmission assembly includes a first clutch, and the first clutch selectively connects the first connecting shaft and the rotor to control the transmission and disconnection of power between the first connecting shaft and the rotor; in the present utility model, the rotor has an accommodation cavity therein, part of the first connecting shaft is located in the accommodation cavity and spaced apart from the inner wall of the accommodation cavity, and at least part of the first clutch is located in the accommodation cavity and spaced apart from the inner wall of the accommodation cavity.

[0009] According to some embodiments of the present utility model, the second transmission mechanism includes a first transmission path and a second transmission path with different transmission ratios, and the rotor can selectively transmit power through the first transmission path or the second transmission path; wherein, the pure electric drive mode includes a first pure electric drive mode and a second pure electric drive mode. In the first pure electric drive mode, the second transmission mechanism transmits power through the first transmission path, and in the second pure electric drive mode, the second transmission mechanism transmits power through the second transmission path.

[0010] According to some embodiments of the present utility model, the second transmission mechanism includes a planetary gear mechanism and the gear position switching mechanism. The planetary gear mechanism includes a second connecting shaft, a sun gear, planet gears, a ring gear, and a planet carrier. The second connecting shaft is sleeved on the outer peripheral side of the first connecting shaft and is coaxially arranged with the first connecting shaft. The sun gear is fixed on the second connecting shaft. The planet gears are rotatably mounted on the planet carrier and are meshed with both the sun gear and the ring gear. The transmission assembly includes a third transmission mechanism, and the third transmission mechanism constitutes the power output end. The planet carrier is drivably connected to the third transmission mechanism, and the first transmission mechanism is selectively connected to or disconnected from the third transmission mechanism. Wherein, one of the ring gear and the second connecting shaft is connected to the rotor, and the gear position switching mechanism is used to control the rotation or non-rotation of the other of the ring gear and the second connecting shaft, so that the planetary gear mechanism switches between a first transmission state and a second transmission state. In the first transmission state, the second transmission mechanism transmits power through the first transmission path. The ring gear, the planet gears, and the planet carrier constitute at least part of the first transmission path and the sun gear and the second connecting shaft are both stationary, or the second connecting shaft, the planet gears, and the planet carrier constitute at least part of the first transmission path and the ring gear is stationary. In the second transmission state, the second transmission mechanism transmits power through the second transmission path. The ring gear, the planet gears, the planet carrier, the second connecting shaft, and the sun gear constitute at least part of the second transmission path.

[0011] According to some embodiments of the present utility model, the ring gear is connected to the rotor. The gear position switching mechanism includes a second clutch and a brake. The second clutch selectively connects the second connecting shaft and the rotor to control the transmission and disconnection of power between the second connecting shaft and the rotor. The brake can be selectively matched with the second connecting shaft. Wherein, in the first transmission state, the second clutch disconnects the transmission connection between the second connecting shaft and the rotor, and the brake cooperates with the second connecting shaft to limit the movement of the second connecting shaft. In the second transmission state, the second clutch drives the connection between the second connecting shaft and the rotor, and the brake is separated from the second connecting shaft.

[0012] According to some embodiments of the present utility model, the second connecting shaft is connected to the rotor, and the gear position switching mechanism includes a second clutch and a brake. The second clutch selectively connects the ring gear and the rotor to control the transmission and disconnection of power between the ring gear and the rotor. The brake can be selectively engaged with the ring gear. Wherein, in the first transmission state, the second clutch disconnects the transmission connection between the ring gear and the rotor, and the brake cooperates with the ring gear to restrict the movement of the second connecting shaft. In the second transmission state, the second clutch transmits power to connect the ring gear and the rotor, and the brake is separated from the ring gear.

[0013] According to some embodiments of the present utility model, the transmission assembly includes a first clutch. The first clutch selectively connects the first connecting shaft and the rotor to control the transmission and disconnection of power between the first connecting shaft and the rotor. Along the axial direction of the drive motor, both the second clutch and the first clutch are located on the side of the planetary gear mechanism away from the engine. The first clutch and the second clutch are arranged along the axial direction of the drive motor. Along the axial direction of the drive motor, the first clutch is located on the side away from the planetary gear mechanism with respect to the second clutch.

[0014] According to some embodiments of the present utility model, the rotor has a receiving cavity. A part of the first connecting shaft and at least a part of the second connecting shaft are located in the receiving cavity and are spaced apart from the inner wall of the receiving cavity. The transmission assembly includes a first clutch. The first clutch selectively connects the first connecting shaft and the rotor to control the transmission and disconnection of power between the first connecting shaft and the rotor. Wherein, at least a part of the first clutch and at least a part of the second clutch are located in the receiving cavity and are spaced apart from the inner wall of the receiving cavity, and / or at least a part of the planetary gear mechanism is located in the receiving cavity and is spaced apart from the inner wall of the receiving cavity.

[0015] According to some embodiments of the present utility model, the second transmission mechanism includes a first transmission gear. The first transmission gear is fixed to the planet carrier, and the first transmission gear is in transmission connection with the third transmission mechanism.

[0016] According to some embodiments of the present utility model, the transmission assembly includes a third transmission mechanism and a third clutch. The third transmission mechanism constitutes the power output end. The second transmission mechanism is in transmission connection with the third transmission mechanism. The third clutch selectively connects the first transmission mechanism and the third transmission mechanism to control the transmission and disconnection of power between the first transmission mechanism and the third transmission mechanism.

[0017] According to some embodiments of the present utility model, the first transmission mechanism includes a second transmission gear and a third transmission gear, the third transmission mechanism includes a fourth transmission gear and a third connecting shaft, the fourth transmission gear is fixed to the third connecting shaft, the second transmission mechanism is drivably connected to the fourth transmission gear, the second transmission gear is fixed to the first connecting shaft, the third transmission gear is sleeved on the third connecting shaft and is drivably connected to the second transmission gear, and the third clutch selectively connects the third transmission gear and the third connecting shaft to control the transmission and disconnection of power between the first transmission mechanism and the third transmission mechanism.

[0018] According to some embodiments of the present utility model, the transmission assembly includes a third transmission mechanism, the third transmission mechanism constitutes the power output end, the first transmission mechanism is adapted to be drivably connected to the third transmission mechanism, the second transmission mechanism is selectively connected or disconnected from the third transmission mechanism, the third transmission mechanism includes a differential unit, a first transmission shaft and a second transmission shaft, the differential unit includes a differential and a differential lock clutch, the differential includes a differential housing and a differential transmission mechanism, the differential transmission mechanism is disposed in the differential housing, the differential housing is sleeved on the first transmission shaft and the second transmission shaft, the differential transmission mechanism is drivably connected to both the first transmission shaft and the second transmission shaft, the differential lock clutch selectively connects the differential housing and the first transmission shaft, the differential unit has an unlocked state and a locked state, when the differential unit is in the unlocked state, the differential lock clutch is disconnected from the first transmission shaft, and the differential unit is used to achieve differential rotation of the first transmission shaft and the second transmission shaft; when the differential unit is in the locked state, the differential lock clutch is connected to the first transmission shaft, and the differential unit is used to achieve synchronous rotation of the first transmission shaft and the second transmission shaft.

[0019] A vehicle according to an embodiment of the second aspect of the present utility model includes: a hybrid drive system according to the above-mentioned first aspect embodiment of the present utility model, and the power output end is drivably connected to the wheels of the vehicle.

[0020] A vehicle according to an embodiment of the present invention includes the above-mentioned hybrid drive system. By using an engine and a drive motor as the power sources of the hybrid drive system, while achieving multiple modes and multiple gears of the hybrid drive system, the overall structure of the hybrid drive system can be made compact, thereby reducing the space occupied by the hybrid drive system and being conducive to reducing the overall manufacturing cost of the hybrid drive system. Moreover, by arranging the drive motor and the engine of the hybrid drive system along the axial direction of the drive motor and connecting one end of the first connecting shaft to the output end of the engine, and coaxially setting the first connecting shaft with the rotor of the drive motor, the power transmission path between the drive motor and the engine can be shortened, thereby reducing the energy loss in the transmission path and helping to improve the oil-electric conversion efficiency.

[0021] Additional aspects and advantages of the present invention will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and / or additional aspects and advantages of the present invention will become apparent and be readily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0023] Figure 1 is a simplified schematic diagram of a hybrid drive system according to Embodiment 1 of the present invention;

[0024] Figure 2 is Figure 1 a simplified schematic diagram of the hybrid drive system in the parking power generation mode in

[0025] Figure 3 is Figure 1 a simplified schematic diagram of the hybrid drive system in the first pure electric drive mode in

[0026] Figure 4 is Figure 1 a simplified schematic diagram of the hybrid drive system in the second pure electric drive mode in

[0027] Figure 5 is Figure 1 a simplified schematic diagram of the hybrid drive system in the first parallel drive mode in

[0028] Figure 6 is Figure 1 a simplified schematic diagram of the hybrid drive system in the second parallel drive mode in

[0029] Figure 7 is Figure 1 a simplified schematic diagram of the hybrid drive system in the third parallel drive mode in

[0030] Figure 8 is Figure 1 a simplified schematic diagram of the hybrid drive system in the fourth parallel drive mode in

[0031] Figure 9 is Figure 1 a simplified schematic diagram of the hybrid drive system in the fifth parallel drive mode in

[0032] Figure 10 a simplified schematic diagram of the hybrid drive system according to Embodiment II of the present utility model;

[0033] Figure 11 a simplified schematic diagram of the hybrid drive system according to Embodiment III of the present utility model;

[0034] Figure 12 a simplified schematic diagram of the hybrid drive system according to Embodiment IV of the present utility model.

[0035] Reference numerals:

[0036] 100, hybrid drive system;

[0037] 1, engine;

[0038] 2, drive motor; 21, rotor; 211, accommodation cavity;

[0039] 3, transmission assembly; 31, first connecting shaft; 32, first transmission mechanism; 321, second transmission gear; 322, third transmission gear; 34, second transmission mechanism; 341, planetary gear mechanism; 342, second connecting shaft; 343, sun gear; 344, planet gear; 345, ring gear; 346, planet carrier; 347, switching mechanism; 348, second clutch; 349, brake; 350, first transmission gear; 36, first clutch; 38, third transmission mechanism; 381, fourth transmission gear; 382, third connecting shaft; 383, differential unit; 384, differential; 385, differential lock clutch; 386, first transmission shaft; 387, second transmission shaft; 388, differential housing; 389, fifth transmission gear; 39, third clutch; 40, shock absorber;

[0040] 41, left wheel; 42, right wheel. Detailed Description of the Preferred Embodiments

[0041] The embodiments of the present utility model will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary only for explaining the present utility model and should not be construed as limiting the present utility model.

[0042] Reference is made below Figures 1 - 12 to describe the hybrid drive system 100 according to an embodiment of the present utility model.

[0043] Referring to Figure 1 、 Figure 3 and Figure 5 , the hybrid drive system 100 according to an embodiment of the first aspect of the present utility model includes an engine 1, a drive motor 2, and a transmission assembly 3. The engine 1 can convert the thermal energy generated by gasoline combustion into mechanical energy, and the drive motor 2 can convert electrical energy into mechanical energy.

[0044] For example, when the hybrid drive system 100 is used in a vehicle, the vehicle includes wheels, the transmission assembly 3 is in transmission connection with the wheels, the engine 1 can convert the thermal energy generated by gasoline combustion into mechanical energy, and transmit it to the wheels through the transmission assembly 3 to drive the vehicle to run. The drive motor 2 can convert electrical energy into mechanical energy, and transmit it to the wheels through the transmission assembly 3 to drive the vehicle to run.

[0045] The drive motor 2 and the engine 1 are arranged along the axial direction of the drive motor 2. The transmission assembly 3 includes a first connecting shaft 31, a first transmission mechanism 32, and a second transmission mechanism 34. One end of the first connecting shaft 31 is connected to the output end of the engine 1. The first connecting shaft 31 is selectively connected or disconnected from the rotor 21 of the drive motor 2. The first connecting shaft 31 is coaxially arranged with the rotor 21. The first transmission mechanism 32 is adapted to be in transmission connection with the first connecting shaft 31 and the power output end, and the first transmission mechanism 32 is selectively connected or disconnected from the power output end. The second transmission mechanism 34 is adapted to be in transmission connection with the rotor 21 and the power output end. The second transmission mechanism 34 includes a gear shifting mechanism 347. The first transmission mechanism 32 can be in transmission connection with the first connecting shaft 31 and the power output end. The rotation of the first connecting shaft 31 can drive the first transmission mechanism 32 to move, and the movement of the first transmission mechanism 32 can drive the power output end to move, and transmit it to other components through the power output end. The second transmission mechanism 34 can be in transmission connection with the rotor 21 and the power output end. The rotation of the rotor 21 can drive the second transmission mechanism 34 to move, and the movement of the second transmission mechanism 34 can drive the power output end to move, and transmit it to other components through the power output end; and the second transmission mechanism 34 includes a gear shifting mechanism 347, which can realize the switching of different gears of the hybrid drive system 100.

[0046] The drive motor 2 and the engine 1 are arranged along the axial direction of the drive motor 2, which can shorten the power transmission path between the drive motor 2 and the engine 1, and further reduce the energy loss in the transmission path, which helps to improve the oil-electric conversion efficiency.

[0047] One end of the first connecting shaft 31 is connected to the output end of the engine 1. When the engine 1 operates, it can directly drive the first connecting shaft 31 to rotate. The first connecting shaft 31 is selectively connected to the rotor 21 of the drive motor 2. When the first connecting shaft 31 rotates, it can drive the rotor 21 of the drive motor 2 to rotate, and when the rotor 21 of the drive motor 2 rotates, it can also drive the first connecting shaft 31 to rotate. Moreover, the first connecting shaft 31 and the rotor 21 are coaxially arranged, which can make the rotation of the first connecting shaft 31 and the rotor 21 smoother and reduce the intermediate links in the transmission path between the first connecting shaft 31 and the rotor 21. Furthermore, it can reduce the energy loss during the power transmission process between the engine 1 and the drive motor 2, contributing to improving the fuel-electric conversion efficiency of the hybrid drive system 100.

[0048] Among them, when the hybrid drive system 100 is used in a vehicle, the vehicle hybrid drive system 100 has a parking power generation mode, a pure electric drive mode, and a parallel drive mode. In the parking power generation mode, the engine 1 operates to drive the drive motor 2 to generate electricity. In the pure electric drive mode, the engine 1 does not operate and the drive motor 2 operates to drive the power output end. In the parallel drive mode, the engine 1 operates and the drive motor 2 operates to drive the power output end. The parking power generation mode means that when the vehicle stops moving, the engine 1 operates to drive the drive motor 2 to run. At this time, the drive motor 2 acts as a generator to generate electricity, and the process of converting the mechanical energy output by the engine 1 into electrical energy can be realized. The pure electric drive mode means that when the vehicle is running, the drive motor 2 serves as the power source of the whole vehicle. At this time, the engine 1 does not operate, and the drive motor 2 operates to convert electrical energy into mechanical energy, which is transmitted to the power output end through the first transmission mechanism 32 and the second transmission mechanism 34 to realize the drive of the whole vehicle. The parallel drive mode means that when the vehicle is running, the engine 1 and the drive motor 2 serve as the power sources of the whole vehicle. At this time, the engine 1 outputs mechanical energy and the drive motor 2 outputs mechanical energy. The mechanical energy output by the engine 1 and the mechanical energy output by the drive motor 2 are transmitted to the power output end through the first transmission mechanism 32 and the second transmission mechanism 34 to realize the drive of the whole vehicle.

[0049] For example, when the vehicle is in the parking power generation mode, the power transmission path of the vehicle can be as follows: One end of the first connecting shaft 31 is connected to the output end of the engine 1 and the first connecting shaft 31 is connected to the rotor 21 of the drive motor 2. When the engine 1 starts, it can drive the first connecting shaft 31 to move. The movement of the first connecting shaft 31 can drive the rotor 21 of the drive motor 2 to rotate. The rotation of the rotor 21 of the drive motor 2 can drive the drive motor 2 to generate electricity, realizing the process of starting the engine 1 and driving the drive motor 2 to generate electricity. Moreover, in the parking power generation mode, by arranging the drive motor 2 and the engine 1 along the axial direction of the drive motor 2, the power transmission path between the drive motor 2 and the engine 1 can be shortened, and further, the energy loss in the transmission path can be reduced, contributing to improving the fuel-electric conversion efficiency.

[0050] For another example, when the vehicle is in the pure electric drive mode, the power transmission path of the vehicle can be as follows: The drive motor 2 operates to rotate the rotor 21. The rotor 21 and the power output end can be drivingly connected through the second transmission mechanism 34. The rotation of the rotor 21 can drive the second transmission mechanism 34 to move, and the movement of the second transmission mechanism 34 can drive the power output end to move. Moreover, the second transmission mechanism 34 includes a gear shifting mechanism 347, which can realize the shifting of different gears of the vehicle, so as to realize the operation of the drive motor 2 driving the vehicle in different gear states.

[0051] For another example, when the vehicle is in the parallel drive mode, the power transmission path of the vehicle can be as follows: One end of the first connecting shaft 31 is connected to the output end of the engine 1. The start of the engine 1 can drive the first connecting shaft 31 to move. The first connecting shaft 31 and the power output end are connected through the first transmission mechanism 32. The movement of the first connecting shaft 31 can drive the first transmission mechanism 32 to move, and the movement of the first transmission mechanism 32 can drive the power output end to move. And, the drive motor 2 operates to rotate the rotor 21. The rotor 21 and the power output end can be drivingly connected through the second transmission mechanism 34. The rotation of the rotor 21 can drive the second transmission mechanism 34 to move, and the movement of the second transmission mechanism 34 can drive the power output end to move. Moreover, the second transmission mechanism 34 includes a gear shifting mechanism 347, which can realize the shifting of different gears of the vehicle, so as to realize the operation of the engine 1 and the drive motor 2 jointly driving the vehicle in different gear states.

[0052] When the vehicle is in the parallel drive mode, the power transmission path of the vehicle can also be as follows: The start of the engine 1 drives the first connecting shaft 31 to move. The movement of the first connecting shaft 31 can drive the first transmission mechanism 32 to move, and the movement of the first transmission mechanism 32 can drive the power output end to move. And, the drive motor 2 operates to rotate the rotor 21. The first connecting shaft 31 is connected to the rotor 21. The rotation of the rotor 21 can drive the first connecting shaft 31 to rotate, and the rotation of the first connecting shaft 31 can drive the first transmission mechanism 32 to move, and the movement of the first transmission mechanism 32 can drive the power output end to move. Moreover, the second transmission mechanism 34 includes a gear shifting mechanism 347, which can realize the shifting of different gears of the vehicle, so as to realize the operation of the engine 1 and the drive motor 2 jointly driving the vehicle in different gear states.

[0053] When the vehicle is in the parallel drive mode, the power transmission path of the vehicle can also be as follows: The engine 1 starts to drive the first connecting shaft 31 to move, and the first connecting shaft 31 can transmit the power of the engine 1 to the second transmission mechanism 34; moreover, the drive motor 2 operates to make the rotor 21 rotate, and the rotor 21 and the power output end can be drivably connected through the second transmission mechanism 34. The rotation of the rotor 21 can drive the second transmission mechanism 34 to move, and the movement of the second transmission mechanism 34 can drive the power output end to move. And the second transmission mechanism 34 includes a gear shifting mechanism 347, which can realize the shifting of different gears of the vehicle, so as to realize the co-driving of the engine 1 and the drive motor 2 to make the vehicle operate in different gear states.

[0054] In addition, the hybrid drive system 100 can include a battery pack. When the vehicle is in the parking power generation mode, the electric energy generated by the drive motor 2 can be transmitted to the battery pack for storage, which is convenient for the subsequent ready access to the electric energy and is beneficial to improving the energy utilization rate of the vehicle.

[0055] Through the hybrid drive system 100 including multiple power modes such as the parking power generation mode, the pure electric drive mode, and the parallel drive mode, the engine 1 and the drive motor 2 complement each other's advantages, enabling the vehicle to switch different power modes according to the actual road conditions and driving requirements, and fully improving the power performance and economy of the whole vehicle.

[0056] With one engine 1 and one drive motor 2 as the power sources of the hybrid drive system 100, and the second transmission mechanism 34 including a gear shifting mechanism 347, the hybrid drive system 100 can have multiple modes and multiple gears, so that the hybrid drive system 100 can be applied to front-wheel drive, rear-wheel drive, or four-wheel drive, improving the overall power performance and economy of the hybrid system 100; moreover, with one engine 1 and one drive motor 2 as the power sources of the hybrid drive system 100, the overall structure of the hybrid drive system 100 can be made compact, thereby reducing the space occupied by the hybrid drive system 100 and being beneficial to reducing the overall manufacturing cost of the hybrid drive system 100.

[0057] According to the hybrid drive system 100 of the embodiments of the present utility model, with an engine and a drive motor as the power sources of the hybrid drive system, while realizing multiple modes and multiple gears of the hybrid drive system, the overall structure of the hybrid drive system can be made compact, thereby reducing the space occupied by the hybrid drive system and being conducive to reducing the overall manufacturing cost of the hybrid drive system; moreover, by arranging the drive motor 2 and the engine 1 along the axial direction of the drive motor 2 and connecting one end of the first connecting shaft 31 to the output end of the engine 1, and coaxially setting the first connecting shaft 31 with the rotor 21 of the drive motor 2, the power transmission path between the drive motor 2 and the engine 1 can be shortened, thereby reducing the energy loss in the transmission path and helping to improve the oil-electric conversion efficiency.

[0058] Referring to Figure 1 , according to some embodiments of the present utility model, the transmission assembly 3 includes a shock absorber 40, and the shock absorber 40 is fixed to the first connecting shaft 31 and close to the output end of the engine 1, which can reduce the impact and wear of the vibration generated during the operation of the engine 1 on the first connecting shaft 31, and is conducive to extending the service life of the first connecting shaft 31.

[0059] Referring to Figure 2 and Figure 3 , according to some embodiments of the present utility model, the rotor 21 has a receiving cavity 211, a part of the first connecting shaft 31 is located in the receiving cavity 211 and the first connecting shaft 31 is spaced apart from the inner wall of the receiving cavity 211. The receiving cavity 211 can facilitate the accommodation of a part of the first connecting shaft 31 in the rotor 21, and can make the overall structure of the first connecting shaft 31 and the rotor 21 compact, which is conducive to reducing the space occupied by the first connecting shaft 31 along the axial direction of the drive motor 2. The first connecting shaft 31 is spaced apart from the inner wall of the receiving cavity 211, which can avoid the frictional wear caused by the direct contact between the first connecting shaft 31 and the inner wall of the receiving cavity 211.

[0060] Referring to Figure 3 and Figure 4 , according to some embodiments of the present utility model, the rotor 21 has a receiving cavity 211, at least a part of the second transmission mechanism 34 is located in the receiving cavity 211 and the second transmission mechanism 34 is spaced apart from the inner wall of the receiving cavity 211. The receiving cavity 211 can facilitate the accommodation of a part of the second transmission mechanism 34 in the rotor 21, and can make the overall structure of the second transmission mechanism 34 and the rotor 21 compact, which is conducive to reducing the space occupied by the second transmission mechanism 34 along the axial direction of the drive motor 2. The second transmission mechanism 34 is spaced apart from the inner wall of the receiving cavity 211, which can avoid the frictional wear caused by the direct contact between the second transmission mechanism 34 and the inner wall of the receiving cavity 211.

[0061] Among them, at least part of the second transmission mechanism 34 being located in the accommodation cavity 211 may include the following situations: for example, a part of the second transmission mechanism 34 may be located in the accommodation cavity 211; for another example, the entire second transmission mechanism 34 may be located in the accommodation cavity 211.

[0062] Referring to Figures 2 - 4 , according to some embodiments of the present invention, the rotor 21 has an accommodation cavity 211 therein, a part of the first connecting shaft 31 and at least part of the second transmission mechanism 34 are located in the accommodation cavity 211, and both the first connecting shaft 31 and the second transmission mechanism 34 are spaced apart from the inner wall of the accommodation cavity 211. The accommodation cavity 211 can facilitate the accommodation of a part of the first connecting shaft 31 and at least part of the second transmission mechanism 34 in the rotor 21, and can make the overall structure of the first connecting shaft 31, the second transmission mechanism 34 and the rotor 21 compact, which is beneficial to reducing the space occupied by the first connecting shaft 31 and the second transmission mechanism 34 along the axial direction of the driving motor 2. Both the first connecting shaft 31 and the second transmission mechanism 34 are spaced apart from the inner wall of the accommodation cavity 211, which can avoid frictional wear caused by direct contact between the first connecting shaft 31 and the second transmission mechanism 34 and the inner wall of the accommodation cavity 211.

[0063] Referring to Figures 2 - 4 , according to some embodiments of the present invention, along the axial direction of the driving motor 2, the first connecting shaft 31 and the second transmission mechanism 34 are located between the engine 1 and the driving motor 2, which can make full use of the space between the engine 1 and the driving motor 2, so that the overall structure of the first connecting shaft 31, the second transmission mechanism 34, the engine 1 and the driving motor 2 is compact and orderly.

[0064] Referring to Figures 5 - 7 , according to some embodiments of the present invention, the transmission assembly 3 includes a first clutch 36, and the first clutch 36 selectively connects the first connecting shaft 31 and the rotor 21 to control the transmission and disconnection of power between the first connecting shaft 31 and the rotor 21. When the first clutch 36 connects the first connecting shaft 31 and the rotor 21, the power transmitted by the first connecting shaft 31 can be transmitted to the rotor 21 through the first clutch 36. By controlling the engagement and separation of the first clutch 36, the transmission and disconnection of power between the first connecting shaft 31 and the rotor 21 can be controlled, and the switching of the power transmission path of the hybrid drive system 100 can be realized, thereby realizing the switching of different power modes of the hybrid drive system 100.

[0065] Among them, the parallel drive mode includes a first parallel drive mode. In the parking power generation mode and the first parallel drive mode, the first clutch 36 drives and connects the first connecting shaft 31 and the rotor 21. In the pure electric drive mode, the first clutch 36 disconnects the transmission connection between the first connecting shaft 31 and the rotor 21.

[0066] When the hybrid drive system 100 is in the parking power generation mode, the first clutch 36 is used to drive the first connecting shaft 31 and the rotor 21 in a transmission connection. The power output by the engine 1 is transmitted to the first connecting shaft 31. The power transmitted by the first connecting shaft 31 can drive the rotor 21 to rotate through the first clutch 36. The rotation of the rotor 21 can drive the drive motor 2 to generate electricity, and the power transmission in the parking power generation mode of the vehicle can be realized.

[0067] When the hybrid drive system 100 is in the first parallel drive mode, the first clutch 36 is used to drive the first connecting shaft 31 and the rotor 21 in a transmission connection. One end of the first connecting shaft 31 is connected to the output end of the engine 1. The first transmission mechanism 32 can be in a transmission connection with the first connecting shaft 31 and the power output end. The start of the engine 1 can drive the first connecting shaft 31 to move. The movement of the first connecting shaft 31 can drive the first transmission mechanism 32 to move. The movement of the first transmission mechanism 32 can drive the power output end to move. Moreover, when the drive motor 2 works to make the rotor 21 rotate, the rotation of the rotor 21 can drive the first connecting shaft 31 to rotate through the first clutch 36. The movement of the first connecting shaft 31 can drive the first transmission mechanism 32 to move. The movement of the first transmission mechanism 32 can drive the power output end to move. The co-driving of the first connecting shaft 31 by the drive motor 2 and the engine 1 can be realized. At this time, the vehicle runs in the third gear state. The engine 1 and the drive motor 2 serve as the power sources of the whole vehicle. By the participation of the drive motor 2 in driving, the drive motor 2 can share a part of the power demand originally borne by the engine 1, thereby reducing the load on the engine 1, reducing fuel consumption, and improving the economy of the hybrid drive system 100 while meeting the power demand of the hybrid drive system 100.

[0068] When the hybrid drive system 100 is in the pure electric drive mode, the transmission connection between the first connecting shaft 31 and the rotor 21 is disconnected through the first clutch 36. The second transmission mechanism 34 can be in a transmission connection with the rotor 21 and the power output end. The rotation of the rotor 21 can drive the second transmission mechanism 34 to move. The movement of the second transmission mechanism 34 can drive the power output end to move, so as to realize the driving of the vehicle by the drive motor 2.

[0069] Refer to Figures 5 - 7, according to some embodiments of the present utility model, the rotor 21 has an accommodation cavity 211 therein. A part of the first connecting shaft 31 is located in the accommodation cavity 211 and the first connecting shaft 31 is spaced apart from the inner wall of the accommodation cavity 211. At least a part of the first clutch 36 is located in the accommodation cavity 211 and the first clutch 36 is spaced apart from the inner wall of the accommodation cavity 211. The accommodation cavity 211 can facilitate the accommodation of at least a part of the first clutch 36 in the rotor 21, and can also make the overall structure of the first clutch 36 and the rotor 21 compact, which is beneficial to reducing the space occupied by the first clutch 36 along the axial direction of the drive motor 2. Moreover, the first clutch 36 is spaced apart from the inner wall of the accommodation cavity 211, which can prevent interference between the first clutch 36 and the rotor 21, enabling the first clutch 36 and the rotor 21 to be arranged in an orderly manner.

[0070] Among them, the situation where at least a part of the first clutch 36 is located in the accommodation cavity 211 can include the following cases: for example, a part of the first clutch 36 can be located in the accommodation cavity 211; for another example, the entire first clutch 36 can be located in the accommodation cavity 211.

[0071] Refer to Figure 3 、 Figure 8 And Figure 9 , according to some embodiments of the present utility model, the second transmission mechanism 34 includes a first transmission path and a second transmission path with different transmission ratios, and the rotor 21 can selectively transmit power through the first transmission path or the second transmission path. By the rotor 21 selectively transmitting power through the first transmission path or the second transmission path with different transmission ratios, a more suitable first transmission path or second transmission path with a more appropriate transmission ratio can be selected according to different working conditions, which is beneficial to improving the power transmission efficiency of the hybrid drive system 100, and further can improve the power performance and economy of the hybrid drive system 100.

[0072] Among them, the pure electric drive mode includes a first pure electric drive mode and a second pure electric drive mode. In the first pure electric drive mode, the second transmission mechanism 34 transmits power through the first transmission path, and in the second pure electric drive mode, the second transmission mechanism 34 transmits power through the second transmission path.

[0073] When the hybrid drive system 100 is in the first pure electric drive mode, the drive motor 2 operates to make the rotor 21 rotate. The rotation of the rotor 21 can drive the second transmission mechanism 34 to move. At this time, the second transmission mechanism 34 transmits power through the first transmission path to drive the power output end to move, driving the vehicle to run in the first gear state.

[0074] When the hybrid drive system 100 is in the second pure electric drive mode, the drive motor 2 operates to rotate the rotor 21. The rotation of the rotor 21 can drive the second transmission mechanism 34 to move. At this time, the second transmission mechanism 34 transmits power through the second transmission path to drive the power output end, and the vehicle runs in the second gear state.

[0075] The second transmission mechanism 34 can selectively transmit power through the first transmission path or the second transmission path, enabling the switching between different pure electric drive modes, thereby achieving multi-gear switching in the pure electric drive mode to meet the power requirements of the hybrid drive system 100 under different working conditions, and further improving the power performance and economy of the hybrid drive system 100.

[0076] The parallel drive mode also includes the second parallel drive mode and the third parallel drive mode and / or the parallel drive mode also includes the fourth parallel drive mode and the fifth parallel drive mode. In the second parallel drive mode and the fourth parallel drive mode, the second transmission mechanism 34 transmits power through the first transmission path. In the third parallel drive mode and the fifth parallel drive mode, the second transmission mechanism 34 transmits power through the second transmission path.

[0077] When the hybrid drive system 100 is in the second parallel drive mode, the engine 1 starts to drive the first connecting shaft 31 to move. The first connecting shaft 31 and the power output end can be drivingly connected through the first transmission mechanism 32. The movement of the first connecting shaft 31 can drive the first transmission mechanism 32 to move, and the movement of the first transmission mechanism 32 can drive the power output end to move. Also, the drive motor 2 operates to rotate the rotor 21. The rotor 21 and the power output end can be drivingly connected through the second transmission mechanism 34. The rotation of the rotor 21 can drive the second transmission mechanism 34 to move, and the movement of the second transmission mechanism 34 can drive the power output end to move. At this time, the second transmission mechanism 34 transmits power through the first transmission path to drive the power output end to move, thereby realizing the co-driving of the engine 1 and the drive motor 2 to make the vehicle run in the first gear or the third gear state, and the vehicle can choose to run in the first gear or the third gear state according to the actual situation.

[0078] For example, when the vehicle is driving on poor road conditions such as muddy roads and many slopes, it can be in the third gear state. At this time, the drive motor is in a follow-up state, and the engine 1 is the power source of the whole vehicle to quickly meet the large power requirements of the vehicle. For another example, when the vehicle is driving on a relatively flat road condition, it can be in the first gear state. At this time, the drive motor 2 participates in the drive, and the engine 1 and the drive motor 2 are the power sources of the whole vehicle. The drive motor 2 can share a part of the power requirements originally borne by the engine 1, thereby reducing the load of the engine 1, reducing fuel consumption, and improving the economy of the hybrid drive system 100 while meeting the power requirements of the hybrid drive system 100.

[0079] When the hybrid drive system 100 is in the third parallel drive mode, starting the engine 1 can drive the first connecting shaft 31 to move. The first connecting shaft 31 and the power output end can be drivingly connected through the first transmission mechanism 32. The movement of the first connecting shaft 31 can drive the first transmission mechanism 32 to move, and the movement of the first transmission mechanism 32 can drive the power output end to move. Moreover, when the drive motor 2 operates to rotate the rotor 21, the rotor 21 and the power output end can be drivingly connected through the second transmission mechanism 34. The rotation of the rotor 21 can drive the second transmission mechanism 34 to move, and the movement of the second transmission mechanism 34 can drive the power output end to move. At this time, the second transmission mechanism 34 transmits power through the second transmission path to drive the power output end to move, so as to realize the co-driving of the engine 1 and the drive motor 2 to make the vehicle run in the second or third gear state, and the vehicle can choose to run in the second or third gear state according to the actual situation.

[0080] For example, when the vehicle is running on poor road conditions such as muddy roads and many slopes, it can be in the third gear state. At this time, the drive motor is in the follow-up state, and the engine 1 is used as the power source of the whole vehicle to quickly meet the large power demand of the vehicle. For another example, when the vehicle is running on a relatively flat road condition, it can be in the second gear state. At this time, the drive motor 2 participates in the drive. The engine 1 and the drive motor 2 are used as the power sources of the whole vehicle. The drive motor 2 can share a part of the power demand originally borne by the engine 1, thereby reducing the load on the engine 1, reducing fuel consumption, and improving the economy of the hybrid drive system 100 while meeting the power demand of the hybrid drive system 100.

[0081] When the hybrid drive system 100 is in the fourth parallel drive mode, starting the engine 1 can drive the first connecting shaft 31 to move. The first connecting shaft 31 can transmit the power output by the engine 1 to the second transmission mechanism 34. Moreover, when the drive motor 2 operates to rotate the rotor 21, the rotor 21 and the power output end can be drivingly connected through the second transmission mechanism 34. The rotation of the rotor 21 can drive the second transmission mechanism 34 to move, and the movement of the second transmission mechanism 34 can drive the power output end to move. At this time, the second transmission mechanism 34 transmits power through the first transmission path to drive the power output end to move, so as to realize the co-driving of the engine 1 and the drive motor 2 to make the vehicle run in the first gear state. At this time, the drive motor 2 participates in the drive. The drive motor 2 can share a part of the power demand originally borne by the engine 1, thereby reducing the load on the engine 1, reducing fuel consumption, and improving the economy of the hybrid drive system 100 while meeting the power demand of the hybrid drive system 100.

[0082] When the hybrid drive system 100 is in the fifth parallel drive mode, starting the engine 1 can drive the first connecting shaft 31 to move, and the first connecting shaft 31 can transmit the power output by the engine 1 to the second transmission mechanism 34; moreover, when the drive motor 2 operates to rotate the rotor 21, the rotor 21 and the power output end can be drivingly connected through the second transmission mechanism 34. The rotation of the rotor 21 can drive the second transmission mechanism 34 to move, and the movement of the second transmission mechanism 34 can drive the power output end to move. At this time, the second transmission mechanism 34 transmits power through the second transmission path to drive the power output end to move, thereby realizing the co-driving of the vehicle by the engine 1 and the drive motor 2 in the second gear state. At this time, the drive motor 2 participates in the drive, and the drive motor 2 can share a part of the power demand originally borne by the engine 1, thereby reducing the load on the engine 1, reducing fuel consumption, and improving the economy of the hybrid drive system 100 while meeting the power demand of the hybrid drive system 100.

[0083] The second transmission mechanism 34 can selectively transmit power through the first transmission path or the second transmission path, enabling the switching between different parallel drive modes, thereby realizing multi-gear switching in the parallel drive mode to meet the power demands of the vehicle under different working conditions, and further improving the power performance and economy of the hybrid drive system 100.

[0084] Referring to Figure 3 、 Figure 4 and Figure 11 According to some embodiments of the present invention, the second transmission mechanism 34 includes a planetary gear mechanism 341 and a gear shift mechanism 347. The planetary gear mechanism 341 includes a second connecting shaft 342, a sun gear 343, planet gears 344, a ring gear 345, and a planet carrier 346. The second connecting shaft 342 is sleeved on the outer peripheral side of the first connecting shaft 31 and is coaxially arranged with the first connecting shaft 31. The sun gear 343 is fixed to the second connecting shaft 342. The planet gears 344 are rotatably mounted on the planet carrier 346 and are meshed with both the sun gear 343 and the ring gear 345. The transmission assembly 3 includes a third transmission mechanism 38, and the third transmission mechanism 38 constitutes the power output end. The planet carrier 346 is drivingly connected to the third transmission mechanism 38, and the first transmission mechanism 32 is selectively connected to or disconnected from the third transmission mechanism 38. The rotation of the second connecting shaft 342 can drive the sun gear 343 to rotate. Through the meshing of the sun gear 343 with both the planet gears 344 and the ring gear 345, the rotation of the sun gear 343 can drive the planet gears 344 and the ring gear 345 to rotate. Through the driving connection between the planet carrier 346 and the third transmission mechanism 38, the rotation of the planet gears 344 can drive the third transmission mechanism 38 to move through the planet carrier 346. Through the connection between the first transmission mechanism 32 and the third transmission mechanism 38, the movement of the first transmission mechanism 32 can drive the third transmission mechanism 38 to move.

[0085] Among them, one of the ring gear 345 and the second connecting shaft 342 is connected to the rotor 21, and the gear shifting mechanism 347 is used to control the rotation or non-rotation of the other one of the ring gear 345 and the second connecting shaft 342, so that the planetary gear mechanism 341 switches between the first transmission state and the second transmission state. In the first transmission state, the second transmission mechanism 34 transmits power through the first transmission path. The ring gear 345, the planet gear 344, and the planet carrier 346 constitute at least part of the first transmission path, and the sun gear 343 and the second connecting shaft 342 are both stationary, or the second connecting shaft 342, the planet gear 344, and the planet carrier 346 constitute at least part of the first transmission path and the ring gear 345 is stationary. In the second transmission state, the second transmission mechanism 34 transmits power through the second transmission path. The ring gear 345, the planet gear 344, the planet carrier 346, the second connecting shaft 342, and the sun gear 343 constitute at least part of the second transmission path.

[0086] For example, when the ring gear 345 is connected to the rotor 21, in the first transmission state, the second connecting shaft 342 is controlled by the gear shifting mechanism 347 to be stationary. Since the sun gear 343 is fixed to the second connecting shaft 342, the sun gear 343 is also stationary. At this time, the ring gear 345, the planet gear 344, and the planet carrier 346 constitute at least part of the first transmission path. The rotation of the rotor 21 can drive the rotation of the ring gear 345, the rotation of the ring gear 345 can drive the rotation of the planet gear 344, and the rotation of the planet gear 344 can drive the third transmission mechanism 38 to move through the planet carrier 346, realizing the process of the second transmission mechanism 34 transmitting power to the third transmission mechanism 38 through the first transmission path.

[0087] In the second transmission state, the second connecting shaft 342 is controlled by the gear shifting mechanism 347 to rotate. At this time, the ring gear 345, the planet gear 344, the planet carrier 346, the second connecting shaft 342, and the sun gear 343 constitute at least part of the second transmission path. The rotation of the rotor 21 can drive the rotation of the ring gear 345, the rotation of the ring gear 345 can drive the rotation of the planet gear 344, and the rotation of the second connecting shaft 342 can drive the rotation of the sun gear 343, the rotation of the sun gear 343 can drive the rotation of the planet gear 344, and the rotation of the planet gear 344 can drive the third transmission mechanism 38 to move through the planet carrier 346, realizing the process of the second transmission mechanism 34 transmitting power to the third transmission mechanism 38 through the second transmission path.

[0088] For another example, when the second connecting shaft 342 is connected to the rotor 21, in the first transmission state, the gear ring 345 is controlled by the gear shift mechanism 347 to be stationary. At this time, the second connecting shaft 342, the planet gear 344, and the planet carrier 346 form at least part of the first transmission path. The rotation of the rotor 21 can drive the rotation of the second connecting shaft 342. The rotation of the second connecting shaft 342 can drive the rotation of the sun gear 343. The rotation of the sun gear 343 can drive the rotation of the planet gear 344. The rotation of the planet gear 344 can drive the third transmission mechanism 38 to move through the planet carrier 346, realizing the process of the second transmission mechanism 34 transmitting power to the third transmission mechanism 38 through the first transmission path.

[0089] In the second transmission state, the gear ring 345 is controlled by the gear shift mechanism 347 to rotate. At this time, the gear ring 345, the planet gear 344, the planet carrier 346, the second connecting shaft 342, and the sun gear 343 form at least part of the second transmission path. The rotation of the rotor 21 can drive the rotation of the second connecting shaft 342. The rotation of the second connecting shaft 342 can drive the rotation of the sun gear 343. The rotation of the sun gear 343 can drive the rotation of the planet gear 344. And the gear ring 345 rotates. The rotation of the gear ring 345 can drive the rotation of the planet gear 344. The rotation of the planet gear 344 can drive the third transmission mechanism 38 to move through the planet carrier 346, realizing the process of the second transmission mechanism 34 transmitting power to the third transmission mechanism 38 through the second transmission path.

[0090] By controlling the working state of the planetary gear mechanism 341 through the gear shift mechanism 347, different transmission paths can be switched, and thus different power modes of the hybrid drive system 100 can be switched to meet the power requirements of the hybrid drive system 100 under different working conditions, and further improve the power performance and economy of the hybrid drive system 100. Moreover, by cooperating the two-speed planetary gear mechanism 341 with the first connecting shaft 31 and the second connecting shaft 342, the hybrid drive system 100 can have multiple gears and a large speed ratio.

[0091] Among them, the situation that the gear ring 345, the planet gear 344, and the planet carrier 346 form at least part of the first transmission path can include the following cases: For example, it can be that the gear ring 345, the planet gear 344, and the planet carrier 346 form the whole of the first transmission path. For another example, it can be that the gear ring 345, the planet gear 344, and the planet carrier 346 form a part of the first transmission path.

[0092] The ring gear 345, the planet gear 344, the planet carrier 346, the second connecting shaft 342, and the sun gear 343 constituting at least part of the second transmission path may include the following situations: For example, the ring gear 345, the planet gear 344, the planet carrier 346, the second connecting shaft 342, and the sun gear 343 may constitute all of the second transmission path; Again, for example, the ring gear 345, the planet gear 344, the planet carrier 346, the second connecting shaft 342, and the sun gear 343 may constitute a part of the second transmission path.

[0093] Referring to Figure 3 and Figure 4 According to some embodiments of the present invention, the ring gear 345 is connected to the rotor 21. The gear shift mechanism 347 includes a second clutch 348 and a brake 349. The second clutch 348 selectively connects the second connecting shaft 342 and the rotor 21 to control the transmission and disconnection of power between the second connecting shaft 342 and the rotor 21. The brake 349 can be selectively engaged with the second connecting shaft 342. Among them, in the first transmission state, the second clutch 348 disconnects the transmission connection between the second connecting shaft 342 and the rotor 21, and the brake 349 cooperates with the second connecting shaft 342 to limit the movement of the second connecting shaft 342. In the second transmission state, the second clutch 348 transmits the connection between the second connecting shaft 342 and the rotor 21, and the brake 349 is separated from the second connecting shaft 342.

[0094] In the first transmission state, the second clutch 348 disconnects the transmission connection between the second connecting shaft 342 and the rotor 21, and the brake 349 cooperates with the second connecting shaft 342 to make the second connecting shaft 342 immovable. At this time, the ring gear 345, the planet gear 344, and the planet carrier 346 constitute at least part of the first transmission path. The rotation of the rotor 21 can drive the rotation of the ring gear 345. The rotation of the ring gear 345 can drive the rotation of the planet gear 344. The rotation of the planet gear 344 can drive the third transmission mechanism 38 through the planet carrier 346, realizing the process of the second transmission mechanism 34 transmitting power to the third transmission mechanism 38 through the first transmission path.

[0095] In the second transmission state, the second clutch 348 is drivingly connected to the second connecting shaft 342 and the rotor 21, and the brake 349 is disengaged from the second connecting shaft 342, releasing the restriction of the brake 349 on the second connecting shaft 342. At this time, the ring gear 345, the planet gear 344, the planet carrier 346, the second connecting shaft 342, and the sun gear 343 form at least part of the second transmission path. The rotation of the rotor 21 can drive the second connecting shaft 342 to rotate through the second clutch 348. Since the sun gear 343 is fixed to the second connecting shaft 342, the rotation of the second connecting shaft 342 can drive the sun gear 343 to rotate. The rotation of the sun gear 343 can drive the planet gear 344 to rotate. The rotation of the rotor 21 can also drive the ring gear 345 to rotate, and the rotation of the ring gear 345 can also drive the planet gear 344 to rotate. The rotation of the planet gear 344 can drive the third transmission mechanism 38 to move through the planet carrier 346, realizing the process of the second transmission mechanism 34 transmitting power to the third transmission mechanism 38 through the second transmission path.

[0096] By controlling the separation or engagement of the second clutch 348 and the separation and cooperation of the brake 349 and the second connecting shaft 342, the switching of different transmission states can be achieved, and then the switching of different transmission paths can be realized, so as to realize the switching of different power modes of the hybrid drive system 100 and timely meet the power requirements of the hybrid drive system 100 under different working conditions.

[0097] Optionally, the transmission assembly 3 further includes a third transmission mechanism 38 and a third clutch 39. The second transmission mechanism 34 is drivingly connectable to the third transmission mechanism 38. The third clutch 39 is adapted to be drivingly connectable to the first transmission mechanism 32 and the third transmission mechanism 38 to control the transmission and disconnection of power between the first transmission mechanism 32 and the third transmission mechanism 38.

[0098] The hybrid drive system 100 has a parking power generation mode, a pure electric drive mode, and a parallel drive mode. The pure electric drive mode includes a first pure electric drive mode and a second pure electric drive mode. The parallel drive mode includes a first parallel drive mode, a second parallel drive mode, a third parallel drive mode, a fourth parallel drive mode, and a fifth parallel drive mode. By controlling the working states of the engine 1, the drive motor 2, the brake 349, the first clutch 36, the second clutch 348, and the third clutch 39, the hybrid drive system 100 can achieve multiple power modes to improve the power performance and economy of the whole vehicle. When the vehicle is in different power modes, the working states of the engine 1, the drive motor 2, the brake 349, the first clutch 36, the second clutch 348, and the third clutch 39 can refer to Table 1 below.

[0099] Among them, the opening of the brake 349 means that the brake 349 is separated from the second connecting shaft 342, and the locking of the brake 349 means that the brake 349 restricts the rotation of the second connecting shaft 342; the engagement of the first clutch 36 means that the first clutch 36 is in driving connection with the first connecting shaft 31 and the rotor 21, and the separation of the first clutch 36 means that the first clutch 36 disconnects the driving connection between the first connecting shaft 31 and the rotor 21; the engagement of the second clutch 348 means that the second clutch 348 is in driving connection with the second connecting shaft 342 and the rotor 21, and the separation of the second clutch 348 means that the second clutch 348 disconnects the driving connection between the second connecting shaft 342 and the rotor 21; the engagement of the third clutch 39 means that the third clutch 39 is in driving connection with the first transmission mechanism 32 and the third transmission mechanism 38, and the separation of the third clutch 39 means that the third clutch 39 disconnects the driving connection between the first transmission mechanism 32 and the third transmission mechanism 38.

[0100] Table 1

[0101]

[0102] Referring to Figure 11 , according to some embodiments of the present invention, the second connecting shaft 342 is connected to the rotor 21, and the gear shifting mechanism 347 includes a second clutch 348 and a brake 349. The second clutch 348 selectively connects the ring gear 345 and the rotor 21 to control the transmission and disconnection of power between the ring gear 345 and the rotor 21. The brake 349 can be selectively engaged with the ring gear 345. Among them, in the first transmission state, the second clutch 348 disconnects the transmission connection between the ring gear 345 and the rotor 21, and the brake 349 cooperates with the ring gear 345 to restrict the movement of the ring gear 345. In the second transmission state, the second clutch 348 is in driving connection with the ring gear 345 and the rotor 21, and the brake 349 is separated from the ring gear 345.

[0103] In the first transmission state, the second clutch 348 disconnects the transmission connection between the ring gear 345 and the rotor 21, and the brake 349 cooperates with the ring gear 345 to make the ring gear 345 immovable. At this time, the second connecting shaft 342, the planet gear 344 and the planet carrier 346 constitute at least part of the first transmission path. The rotation of the rotor 21 can drive the rotation of the second connecting shaft 342. Since the sun gear 343 is fixed to the second connecting shaft 342, the rotation of the second connecting shaft 342 can drive the rotation of the sun gear 343. The rotation of the sun gear 343 can drive the rotation of the planet gear 344. The rotation of the planet gear 344 can drive the third transmission mechanism 38 to move through the planet carrier 346, realizing the process of the second transmission mechanism 34 transmitting power to the third transmission mechanism 38 through the first transmission path.

[0104] In the second transmission state, the second clutch 348 is drivingly connected to the ring gear 345 and the rotor 21, and the brake 349 is separated from the ring gear 345. The brake 349 releases the restriction on the ring gear 345. At this time, the ring gear 345, the planet gear 344, the planet carrier 346, the second connecting shaft 342, and the sun gear 343 form at least part of the second transmission path. The rotation of the rotor 21 can drive the rotation of the ring gear 345 through the second clutch 348. The rotation of the ring gear 345 can drive the rotation of the planet gear 344. The rotation of the rotor 21 can also drive the rotation of the second connecting shaft 342. The rotation of the second connecting shaft 342 can drive the rotation of the sun gear 343. The rotation of the sun gear 343 can drive the rotation of the planet gear 344. The planet gear 344 can drive the third transmission mechanism 38 through the planet carrier 346, realizing the process of the second transmission mechanism 34 transmitting power to the third transmission mechanism 38 through the second transmission path.

[0105] By controlling the separation or engagement of the second clutch 348 and the separation and cooperation of the brake 349 and the ring gear 345, the switching of different transmission states can be realized. Furthermore, the switching of different transmission paths can be realized to achieve the switching of different power modes of the hybrid drive system 100, and timely meet the power requirements of the hybrid drive system 100 under different working conditions.

[0106] Refer to Figure 1 , according to some embodiments of the present invention, the transmission assembly 3 includes a first clutch 36. The first clutch 36 selectively connects the first connecting shaft 31 and the rotor 21 to control the transmission and disconnection of power between the first connecting shaft 31 and the rotor 21. Along the axial direction of the drive motor 2, both the second clutch 348 and the first clutch 36 are located on the side of the planetary gear mechanism 341 away from the engine 1, which can make full use of the axial space of the drive motor 2, making the overall structure of the first clutch 36, the second clutch 348, the planetary gear mechanism 341, and the drive motor 2 compact and orderly.

[0107] Refer to Figure 1, according to some embodiments of the present utility model, the first clutch 36 and the second clutch 348 are arranged along the axial direction of the drive motor 2; along the axial direction of the drive motor 2, the first clutch 36 is located on the side of the second clutch 348 away from the planetary gear mechanism 341. The first clutch 36 is used to control the on-off of the power transmission between the first connecting shaft 31 and the rotor 21, and the second clutch 348 is used to control the on-off of the power transmission between the planetary gear mechanism 341 and the rotor 21 of the drive motor 2. By arranging the first clutch 36 and the second clutch 348 along the axial direction of the drive motor 2, the structure of the first clutch 36, the second clutch 348 and the drive motor 2 as a whole can be made compact and orderly, and the second clutch 348 is closer to the planetary gear mechanism 341, which can shorten the power transmission path between the planetary gear mechanism 341 and the rotor 21 of the drive motor 2, thereby improving the operating efficiency of the hybrid drive system 100.

[0108] Referring to Figure 1 , according to some embodiments of the present utility model, the rotor 21 has a receiving cavity 211 therein, a part of the first connecting shaft 31 and at least a part of the second connecting shaft 342 are located in the receiving cavity 211 and the first connecting shaft 31 and the second connecting shaft 342 are spaced apart from the inner wall of the receiving cavity 211. The transmission assembly 3 includes a first clutch 36, and the first clutch 36 selectively connects the first connecting shaft 31 and the rotor 21 to control the transmission and disconnection of the power between the first connecting shaft 31 and the rotor 21. The receiving cavity 211 can facilitate the accommodation of a part of the first connecting shaft 31 and at least a part of the second connecting shaft 342 in the rotor 21, and can make the structure of the first connecting shaft 31, the second connecting shaft 342 and the rotor 21 as a whole compact, which is beneficial to reducing the space occupied by the first connecting shaft 31 and the second connecting shaft 342 along the axial direction of the drive motor 2. The first connecting shaft 31 and the second connecting shaft 342 are spaced apart from the inner wall of the receiving cavity 211, which can avoid frictional wear caused by direct contact between the first connecting shaft 31, the second connecting shaft 342 and the inner wall of the receiving cavity 211.

[0109] Among them, at least a part of the first clutch 36 and at least a part of the second clutch 348 are located in the accommodation cavity 211, and the first clutch 36 and the second clutch 348 are spaced apart from the inner wall of the accommodation cavity 211. The accommodation cavity 211 can facilitate the accommodation of at least a part of the first clutch 36 and at least a part of the second clutch 348 in the rotor 21, and can also make the overall structure of the first clutch 36 and the second clutch 348 and the rotor 21 compact, which is beneficial to reducing the space occupied by the first clutch 36 and the second clutch 348 along the axial direction of the drive motor 2. Moreover, the first clutch 36 and the second clutch 348 are spaced apart from the inner wall of the accommodation cavity 211, which can prevent interference between the first clutch 36 and the second clutch 348 and the rotor 21, enabling the first clutch 36, the second clutch 348 and the rotor 21 to be arranged in an orderly manner.

[0110] Among them, the situation where at least a part of the second clutch 348 is located in the accommodation cavity 211 can include the following cases: for example, a part of the second clutch 348 can be located in the accommodation cavity 211; for another example, the entire second clutch 348 can be located in the accommodation cavity 211.

[0111] Optionally, at least a part of the planetary gear mechanism 341 is located in the accommodation cavity 211, and the planetary gear mechanism 341 is spaced apart from the inner wall of the accommodation cavity 211. The accommodation cavity 211 can facilitate the accommodation of at least a part of the planetary gear mechanism 341 in the rotor 21, and can also make the overall structure of the planetary gear mechanism 341 and the rotor 21 compact, which is beneficial to reducing the space occupied by the planetary gear mechanism 341 along the axial direction of the drive motor 2. Moreover, the planetary gear mechanism 341 is spaced apart from the inner wall of the accommodation cavity 211, which can prevent interference between the planetary gear mechanism 341 and the rotor 21, enabling the planetary gear mechanism 341 and the rotor 21 to be arranged in an orderly manner.

[0112] Among them, the situation where at least a part of the planetary gear mechanism 341 is located in the accommodation cavity 211 can include the following cases: for example, a part of the planetary gear mechanism 341 can be located in the accommodation cavity 211; for another example, the entire planetary gear mechanism 341 can be located in the accommodation cavity 211.

[0113] Optionally, at least part of the first clutch 36 and at least part of the second clutch 348 are located within the accommodation cavity 211, and the first clutch 36 and the second clutch 348 are spaced apart from the inner wall of the accommodation cavity 211; and at least part of the planetary gear mechanism 341 is located within the accommodation cavity 211, and the planetary gear mechanism 341 is spaced apart from the inner wall of the accommodation cavity 211. The accommodation cavity 211 can facilitate the accommodation of at least part of the first clutch 36, at least part of the second clutch 348, and at least part of the planetary gear mechanism 341 within the rotor 21, and can also make the overall structure of the first clutch 36, the second clutch 348, and the planetary gear mechanism 341 and the rotor 21 compact, which is beneficial to reducing the space occupied by the first clutch 36, the second clutch 348, and the planetary gear mechanism 341 along the axial direction of the drive motor 2. Moreover, the first clutch 36, the second clutch 348, and the planetary gear mechanism 341 are spaced apart from the inner wall of the accommodation cavity 211, which can prevent interference between the first clutch 36, the second clutch 348, and the planetary gear mechanism 341 and the rotor 21, enabling the first clutch 36, the second clutch 348, and the planetary gear mechanism 341 to be arranged in an orderly manner with the rotor 21.

[0114] Referring to Figure 1 , according to some embodiments of the present utility model, the second transmission mechanism 34 includes a first transmission gear 350. The first transmission gear 350 is fixed to the planet carrier 346, and the first transmission gear 350 is in transmission connection with the third transmission mechanism 38. When the planet gear 344 rotates, it can drive the first transmission gear 350 to rotate via the planet carrier 346. Through the transmission connection between the first transmission gear 350 and the third transmission mechanism 38, the first transmission gear 350 can drive the third transmission mechanism 38 to move, thereby realizing the power transmission from the rotor 21 of the drive motor 2 to the third transmission mechanism 38.

[0115] Referring to Figure 1 , according to some embodiments of the present utility model, the transmission assembly 3 includes a third transmission mechanism 38 and a third clutch 39. The third transmission mechanism 38 constitutes the power output end. The second transmission mechanism 34 is in transmission connection with the third transmission mechanism 38. The third clutch 39 selectively connects the first transmission mechanism 32 and the third transmission mechanism 38 to control the power transmission and disconnection between the first transmission mechanism 32 and the third transmission mechanism 38. The third clutch 39 is drivably connected to the first transmission mechanism 32 and the third transmission mechanism 38. The power transmitted by the first transmission mechanism 32 can be transmitted to the third transmission mechanism 38 via the third clutch 39. By controlling the engagement and separation of the third clutch 39, the power transmission and disconnection between the first transmission mechanism 32 and the third transmission mechanism 38 can be controlled, and the switching of the power transmission path of the vehicle can be realized, thereby realizing the switching of different power modes of the vehicle.

[0116] The parallel drive modes include a second parallel drive mode, a third parallel drive mode, a fourth parallel drive mode, and a fifth parallel drive mode. Among them, in the second and third parallel drive modes, the first clutch 36 disconnects the transmission connection between the first connecting shaft 31 and the rotor 21, and the third clutch 39 transmits power to connect the first transmission mechanism 32 and the third transmission mechanism 38. The first connecting shaft 31 transmits power through the first transmission mechanism 32, and the rotor 21 transmits power through the second transmission mechanism 34. In the fourth and fifth parallel drive modes, the first clutch 36 transmits power to connect the first connecting shaft 31 and the rotor 21, and the third clutch 39 disconnects the transmission connection between the first transmission mechanism 32 and the third transmission mechanism 38. The first connecting shaft 31 transmits power through the second transmission mechanism 34, and the rotor 21 transmits power through the second transmission mechanism 34.

[0117] When the vehicle is in the second parallel drive mode, at this time the first clutch 36 disconnects the transmission connection between the first connecting shaft 31 and the rotor 21, and the third clutch 39 transmits power to connect the first transmission mechanism 32 and the third transmission mechanism 38. By disconnecting the transmission connection between the first connecting shaft 31 and the rotor 21 through the first clutch 36, and one end of the first connecting shaft 31 is connected to the output end of the engine 1. When the engine 1 starts, it can drive the first connecting shaft 31 to move. The movement of the first connecting shaft 31 can drive the first transmission mechanism 32 to move, and the movement of the first transmission mechanism 32 can drive the third transmission mechanism 38 to move through the third clutch 39.

[0118] Moreover, when the drive motor 2 operates to rotate the rotor 21, at this time the second transmission mechanism 34 transmits power through the first transmission path. By disconnecting the transmission connection between the second connecting shaft 342 and the rotor 21 through the second clutch 348, and the brake 349 cooperates with the second connecting shaft 342. The rotation of the rotor 21 can drive the ring gear 345 to rotate, the rotation of the ring gear 345 can drive the planet gear 344 to rotate, and the rotation of the planet gear 344 can drive the third transmission mechanism 38 to move through the planet carrier 346, thereby realizing the process of jointly driving the vehicle by the engine 1 and the drive motor 2.

[0119] When the vehicle is in the third parallel drive mode, at this time the first clutch 36 disconnects the transmission connection between the first connecting shaft 31 and the rotor 21, and the third clutch 39 transmits power to connect the first transmission mechanism 32 and the third transmission mechanism 38. By disconnecting the transmission connection between the first connecting shaft 31 and the rotor 21 through the first clutch 36, and one end of the first connecting shaft 31 is connected to the output end of the engine 1. When the engine 1 starts, it can drive the first connecting shaft 31 to move. The movement of the first connecting shaft 31 can drive the first transmission mechanism 32 to move, and the movement of the first transmission mechanism 32 can drive the third transmission mechanism 38 to move through the third clutch 39.

[0120] Moreover, the driving motor 2 operates to rotate the rotor 21. At this time, the second transmission mechanism 34 transmits power through the second transmission path. The second clutch 348 drives and connects the second connecting shaft 342 and the rotor 21, and the brake 349 is separated from the second connecting shaft 342. The brake 349 releases the restriction on the second connecting shaft 342. The rotation of the rotor 21 can drive the second connecting shaft 342 to rotate through the second clutch 348. Since the sun gear 343 is fixed to the second connecting shaft 342, the rotation of the second connecting shaft 342 can drive the sun gear 343 to rotate. The rotation of the sun gear 343 can drive the planet gear 344 to rotate. Also, the rotation of the rotor 21 can drive the ring gear 345 to rotate, and the rotation of the ring gear 345 can also drive the planet gear 344 to rotate. The rotation of the planet gear 344 can drive the third transmission mechanism 38 to move through the planet carrier 346, thereby realizing the process of jointly driving the vehicle by the engine 1 and the driving motor 2.

[0121] When the vehicle is in the fourth parallel driving mode, at this time, the first clutch 36 drives and connects the first connecting shaft 31 and the rotor 21, and the third clutch 39 disconnects the transmission connection between the first transmission mechanism 32 and the third transmission mechanism 38. The first clutch 36 drives and connects the first connecting shaft 31 and the rotor 21. One end of the first connecting shaft 31 is connected to the output end of the engine 1. The start of the engine 1 can drive the first connecting shaft 31 to move. The movement of the first connecting shaft 31 can drive the rotor 21 to move through the first clutch 36. The movement of the rotor 21 can drive the second transmission mechanism 34 to move.

[0122] Moreover, the driving motor 2 operates to rotate the rotor 21. At this time, the second transmission mechanism 34 transmits power through the first transmission path. The second clutch 348 disconnects the transmission connection between the second connecting shaft 342 and the rotor 21, and the brake 349 cooperates with the second connecting shaft 342. The rotation of the rotor 21 can drive the ring gear 345 to rotate. The rotation of the ring gear 345 can drive the planet gear 344 to rotate. The rotation of the planet gear 344 can drive the third transmission mechanism 38 to move through the planet carrier 346, thereby realizing the process of jointly driving the vehicle by the engine 1 and the driving motor 2.

[0123] When the vehicle is in the fifth parallel driving mode, at this time, the first clutch 36 drives and connects the first connecting shaft 31 and the rotor 21, and the third clutch 39 disconnects the transmission connection between the first transmission mechanism 32 and the third transmission mechanism 38. The first clutch 36 drives and connects the first connecting shaft 31 and the rotor 21. One end of the first connecting shaft 31 is connected to the output end of the engine 1. The start of the engine 1 can drive the first connecting shaft 31 to move. The movement of the first connecting shaft 31 can drive the rotor 21 to move through the first clutch 36. The movement of the rotor 21 can drive the second transmission mechanism 34 to move.

[0124] Moreover, the driving motor 2 operates to rotate the rotor 21. At this time, the second transmission mechanism 34 transmits power through the second transmission path. The second clutch 348 drives and connects the second connecting shaft 342 and the rotor 21. The brake 349 is separated from the second connecting shaft 342, and the brake 349 releases the restriction on the second connecting shaft 342. The rotation of the rotor 21 can drive the second connecting shaft 342 to rotate through the second clutch 348. Since the sun gear 343 is fixed to the second connecting shaft 342, the rotation of the second connecting shaft 342 can drive the sun gear 343 to rotate. The rotation of the sun gear 343 can drive the planet gear 344 to rotate. Also, the rotation of the rotor 21 can drive the ring gear 345 to rotate, and the rotation of the ring gear 345 can also drive the planet gear 344 to rotate. The rotation of the planet gear 344 can drive the third transmission mechanism 38 to move through the planet carrier 346, thereby realizing the process of jointly driving the vehicle by the engine 1 and the driving motor 2.

[0125] Referring to Figure 1 , according to some embodiments of the present invention, the first transmission mechanism 32 includes a second transmission gear 321 and a third transmission gear 322. The third transmission mechanism 38 includes a fourth transmission gear 381 and a third connecting shaft 382. The fourth transmission gear 381 is fixed to the third connecting shaft 382. The second transmission mechanism 34 is drivingly connected to the fourth transmission gear 381. The second transmission gear 321 is fixed to the first connecting shaft 31. The third transmission gear 322 is sleeved on the third connecting shaft 382 and the third transmission gear 322 is drivingly connected to the second transmission gear 321. The third clutch 39 selectively connects the third transmission gear 322 and the third connecting shaft 382 to control the transmission and disconnection of power between the first transmission mechanism 32 and the third transmission mechanism 38. The second transmission mechanism 34 is drivingly connected to the fourth transmission gear 381. The movement of the second transmission mechanism 34 can drive the fourth transmission gear 381 to rotate. The rotation of the fourth transmission gear 381 can drive the third connecting shaft 382 to rotate, so as to drive the third transmission gear 322 to rotate. The third transmission gear 322 and the third connecting shaft 382 can be drivingly connected through the third clutch 39, and the rotation of the third transmission gear 322 can drive the third connecting shaft 382 to rotate.

[0126] Referring to Figure 1 , Figure 10 and Figure 12, according to some embodiments of the present utility model, the transmission assembly 3 includes a third transmission mechanism 38, the third transmission mechanism 38 constitutes a power output end, the first transmission mechanism 32 is selectively connected or disconnected from the third transmission mechanism 38, the second transmission mechanism 34 is adapted to be drivingly connected to the third transmission mechanism 38, the third transmission mechanism 38 includes a differential unit 383, a first transmission shaft 386 and a second transmission shaft 387, the differential unit 383 includes a differential 384 and a differential lock clutch 385, the differential 384 includes a differential housing 388 and a differential transmission mechanism, the differential transmission mechanism is disposed within the differential housing 388, the differential housing 388 is rotatably sleeved on the first transmission shaft 386 and the second transmission shaft 387, the differential transmission mechanism is drivingly connectable to both the first transmission shaft 386 and the second transmission shaft 387, the differential lock clutch 385 selectively connects or disconnects the differential housing 388 from the first transmission shaft 386, the differential unit 383 has an unlocked state and a locked state, when the differential unit 383 is in the unlocked state, the differential lock clutch 385 is disconnected from the first transmission shaft 386, the differential unit 383 is used to achieve differential rotation of the first transmission shaft 386 and the second transmission shaft 387, when the differential unit 383 is in the locked state, the differential lock clutch 385 is connected to the first transmission shaft 386, and the differential unit 383 is used to achieve synchronous rotation of the first transmission shaft 386 and the second transmission shaft 387.

[0127] When the differential unit 383 is in the unlocked state, the differential lock clutch 385 is disconnected from the first transmission shaft 386, the differential unit 383 is used to achieve differential rotation of the first transmission shaft 386 and the second transmission shaft 387, the power transmitted by the second transmission mechanism 34 can drive the first transmission shaft 386 and the second transmission shaft 387 to rotate via the differential 384, the differential 384 can freely distribute the power transmitted by the second transmission mechanism 34 to the first transmission shaft 386 and the second transmission shaft 387, enabling the first transmission shaft 386 and the second transmission shaft 387 to freely adjust their rotational speeds according to the actual situation, the first transmission shaft 386 and the second transmission shaft 387 can rotate at the same speed, or the first transmission shaft 386 and the second transmission shaft 387 can rotate differentially.

[0128] When the differential unit 383 is in the locked state, the differential lock clutch 385 connects the differential housing 388 to the first transmission shaft 386, the power transmitted by the second transmission mechanism 34 can drive the second transmission shaft 387 to rotate via the differential housing 388, thereby forcing the first transmission shaft 386 and the second transmission shaft 387 to rotate synchronously.

[0129] For example, when the drive assembly 100 is used for a vehicle, the vehicle includes a left wheel 41 and a right wheel 42 arranged at intervals in the left - right direction, the left wheel 41 is connected to the differential 384 through the first transmission shaft 386, and the right wheel 42 is connected to the differential 384 through the second transmission shaft 387.

[0130] When the differential unit 383 is in the unlocked state, the left wheel 41 and the right wheel 42 can freely adjust their rotational speeds according to the actual situation. The left wheel 41 and the right wheel 42 can rotate at the same speed, or they can rotate differentially. For example, when the vehicle is turning, the turning radii of the left wheel 41 and the right wheel 42 are different. By keeping the differential unit 383 in the unlocked state, differential rotation of the left wheel 41 and the right wheel 42 can be achieved, enabling the left wheel 41 and the right wheel 42 to rotate at different speeds to adapt to the different turning radii, thus ensuring that the vehicle can turn smoothly.

[0131] In the locked state of the differential unit 383, the differential unit 383 is used to make the left wheel 41 and the right wheel 42 rotate at the same speed. When the differential unit 383 is in the locked state, the left wheel 41 and the right wheel 42 keep rotating at the same speed, which can improve the driving stability of the vehicle. For example, when the vehicle is driving on a wet or muddy ground, the left wheel 41 or the right wheel 42 may spin or slip. By keeping the differential unit 383 in the locked state, the left wheel 41 and the right wheel 42 can be controlled to rotate at the same speed, enabling the vehicle to get out of trouble and improving the driving stability of the vehicle.

[0132] Optionally, referring to Figure 1 , the third transmission mechanism 38 includes a fifth transmission gear 389. The fifth transmission gear 389 is fixed to one end of the third connecting shaft 382 away from the third transmission gear 322 and is in transmission connection with the differential 384. Rotation of the third connecting shaft 382 can drive the fifth transmission gear 389 to rotate, and rotation of the fifth transmission gear 389 can drive the differential 384 to move. Subsequently, the differential 384 drives the left wheel 41 and the right wheel 42 to move, so as to drive the vehicle to run. By connecting the fifth transmission gear 389 with the differential 384 in transmission, the overall speed ratio matching of the hybrid power system 100 can be made more flexible, and the speed ratio can be made larger, which is beneficial to improving the overall power performance and economy of the hybrid power drive system 100.

[0133] For example, when the hybrid drive system 100 is in the second or third gear state, if the second transmission mechanism 34 and the differential 384 share the fourth transmission gear 381, at this time, the fourth transmission gear 381 acts as an idler gear, only providing power transmission without changing the speed ratio, which will cause the speed ratios of the second and third gears to be very close. When the hybrid drive system 100 is in the first gear state, compared with the second and third gears, the speed ratio of the first gear is very large, and when the speed ratio order of the first gear is too large, the vehicle speed range covered by the first gear will be very small. Since the second transmission mechanism 34 and the differential 384 share the fourth transmission gear 381, when the hybrid drive system 100 switches from the first gear to the second or third gear, it will cause the speed regulation response time of the hybrid drive system 100 to be too long, and the power performance of the hybrid system 100 in the second or third gear state is too weak. By drivingly connecting the fifth transmission gear 389 to the differential 384 and fixing the fifth transmission gear 389 to the third connecting shaft 382, the overall speed ratio matching of the hybrid system 100 can be made more flexible, and the speed ratio can be made larger, which is beneficial to improving the overall power performance and economy of the hybrid drive system 100.

[0134] Refer to Figure 1 、 Figure 3 and Figure 5 According to the vehicle of the second aspect embodiment of the present invention, it includes the hybrid drive system 100 according to the above first aspect embodiment of the present invention, and the power output end is drivably connected to the vehicle wheels. For example, the vehicle includes a left wheel 41 and a right wheel 42 arranged at intervals in the left-right direction.

[0135] According to the vehicle of the embodiment of the present invention, the vehicle includes the above hybrid drive system 100, with an engine and a drive motor as the power sources of the hybrid drive system. While realizing multiple modes and multiple gears of the hybrid drive system, the overall structure of the hybrid drive system can be made compact, thereby reducing the space occupied by the hybrid drive system and being beneficial to reducing the overall manufacturing cost of the hybrid drive system; and, by arranging the drive motor 2 and the engine 1 of the hybrid drive system 100 along the axial direction of the drive motor 2 and connecting one end of the first connecting shaft 31 to the output end of the engine 1, and coaxially setting the first connecting shaft 31 with the rotor 21 of the drive motor 2, the power transmission path between the drive motor 2 and the engine 1 can be shortened, thereby reducing the energy loss in the transmission path and helping to improve the oil-electric conversion efficiency.

[0136] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present utility model.

[0137] In the description of the present utility model, the "first feature" and the "second feature" may include one or more of such features.

[0138] In the description of the present utility model, the meaning of "a plurality of" is two or more.

[0139] In the description of the present utility model, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through additional features therebetween.

[0140] In the description of the present utility model, the first feature being "above", "over" and "on top of" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the first feature has a higher horizontal height than the second feature.

[0141] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "illustrative 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 utility model. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in a suitable manner in any one or more embodiments or examples.

[0142] Although the embodiments of the present utility model 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 utility model, and the scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A hybrid power drive system, characterized in that: include: engine; A drive motor is arranged along the axial direction of the drive motor together with the engine; The transmission assembly includes a first connecting shaft, a first transmission mechanism and a second transmission mechanism, one end of the first connecting shaft is connected to the output end of the engine, the first connecting shaft is selectively connected or disconnected with the rotor of the drive motor, the first connecting shaft and the rotor are coaxially arranged, the first transmission mechanism is suitable for being able to drive and connect the first connecting shaft to the power output end, the first transmission mechanism is selectively connected or disconnected with the power output end, the second transmission mechanism is suitable for being able to drive and connect the rotor to the power output end, and the second transmission mechanism includes a gear switching mechanism.

2. The hybrid drive system according to claim 1, characterized in that: The rotor has a accommodating cavity therein, and a portion of the first connecting shaft and / or at least a portion of the second transmission mechanism is located in the accommodating cavity and is spaced apart from an inner wall of the accommodating cavity; alternatively, along the axial direction of the drive motor, the first connecting shaft and the second transmission mechanism are located between the engine and the drive motor.

3. The hybrid drive system according to claim 1, characterized in that: The transmission assembly includes a first clutch, which selectively connects the first connecting shaft and the rotor to control the transmission and disconnection of power between the first connecting shaft and the rotor; the rotor has a accommodating cavity, part of the first connecting shaft is located in the accommodating cavity and is separated from the inner wall of the accommodating cavity, and at least part of the first clutch is located in the accommodating cavity and is separated from the inner wall of the accommodating cavity.

4. The hybrid drive system according to claim 1, characterized in that: The second transmission mechanism includes a first transmission path and a second transmission path with different transmission ratios, and the rotor can selectively transmit power through the first transmission path or the second transmission path.

5. The hybrid drive system according to claim 4, characterized in that: The second transmission mechanism includes a planetary gear mechanism and the gear shift mechanism, the planetary gear mechanism includes a second connecting shaft, a sun gear, a planetary gear, a ring gear and a planet carrier, the second connecting shaft is loosely sleeved on the outer peripheral side of the first connecting shaft and is coaxially arranged with the first connecting shaft, the sun gear is fixed to the second connecting shaft, the planetary gear is rotatably mounted on the planet carrier and meshes with the sun gear and the ring gear, the transmission assembly includes a third transmission mechanism, the third transmission mechanism constitutes the power output end, the planetary carrier is transmission-connected to the third transmission mechanism, and the first transmission mechanism is selectively connected or disconnected with the third transmission mechanism; wherein one of the ring gear and the second connecting shaft is connected to the rotor, and the gear switching mechanism is used to control the other of the ring gear and the second connecting shaft to rotate or not to move, so that the planetary gear mechanism switches between the first transmission state and the second transmission state; In the first transmission state, the second transmission mechanism transmits power through the first transmission path, the ring gear, the planetary gears and the planetary frame constitute at least part of the first transmission path and the sun gear and the second connecting shaft are both stationary, or the second connecting shaft, the planetary gears and the planetary frame constitute at least part of the first transmission path and the ring gear is stationary, In the second transmission state, the second transmission mechanism transmits power through the second transmission path, and the ring gear, the planetary gears, the planetary carrier, the second connecting shaft and the sun gear constitute at least a part of the second transmission path.

6. The hybrid drive system according to claim 5, characterized in that: The ring gear is connected to the rotor, and the gear switching mechanism includes a second clutch and a brake. The second clutch selectively connects the second connecting shaft and the rotor to control the transmission and disconnection of power between the second connecting shaft and the rotor. The brake can selectively cooperate with the second connecting shaft. Wherein, in the first transmission state, the second clutch disconnects the transmission connection between the second connecting shaft and the rotor, and the brake cooperates with the second connecting shaft to limit the movement of the second connecting shaft. In the second transmission state, the second clutch transmission-connects the second connecting shaft and the rotor, and the brake is separated from the second connecting shaft.

7. The hybrid drive system according to claim 5, characterized in that: The second connecting shaft is connected to the rotor, and the gear switching mechanism includes a second clutch and a brake. The second clutch selectively connects the ring gear and the rotor to control the transmission and disconnection of power between the ring gear and the rotor. The brake can selectively cooperate with the ring gear. Wherein, in the first transmission state, the second clutch disconnects the transmission connection between the ring gear and the rotor, and the brake cooperates with the ring gear to limit the movement of the second connecting shaft. In the second transmission state, the second clutch transmission-connects the ring gear and the rotor, and the brake is separated from the ring gear.

8. The hybrid drive system according to claim 6 or 7, characterized in that: The transmission assembly includes a first clutch, which selectively connects the first connecting shaft and the rotor to control the transmission and disconnection of power between the first connecting shaft and the rotor. Along the axial direction of the drive motor, the second clutch and the first clutch are both located on the side of the planetary gear mechanism away from the engine, and the first clutch and the second clutch are arranged along the axial direction of the drive motor; along the axial direction of the drive motor, the first clutch is located on the side of the second clutch away from the planetary gear mechanism.

9. The hybrid drive system according to claim 6 or 7, characterized in that: The rotor has an accommodating cavity therein, a portion of the first connecting shaft and at least a portion of the second connecting shaft are located in the accommodating cavity and are spaced apart from an inner wall of the accommodating cavity, and the transmission assembly includes a first clutch, the first clutch selectively connects the first connecting shaft and the rotor to control the transmission and disconnection of power between the first connecting shaft and the rotor; Wherein, at least part of the first clutch and at least part of the second clutch are located in the accommodating cavity and spaced apart from the inner wall of the accommodating cavity, and / or at least part of the planetary gear mechanism is located in the accommodating cavity and spaced apart from the inner wall of the accommodating cavity.

10. The hybrid drive system according to claim 5, characterized in that: The second transmission mechanism includes a first transmission gear, the first transmission gear is fixed to the planet carrier, and the first transmission gear is transmission-connected to the third transmission mechanism.

11. The hybrid drive system according to claim 4, characterized in that: The transmission assembly includes a third transmission mechanism and a third clutch. The third transmission mechanism constitutes the power output end. The second transmission mechanism and the third transmission mechanism are transmission-connected. The third clutch selectively connects the first transmission mechanism and the third transmission mechanism to control the transmission and disconnection of power between the first transmission mechanism and the third transmission mechanism.

12. The hybrid drive system according to claim 11, characterized in that: The first transmission mechanism includes a second transmission gear and a third transmission gear, the third transmission mechanism includes a fourth transmission gear and a third connecting shaft, the fourth transmission gear is fixed to the third connecting shaft, the second transmission mechanism is transmission-connected to the fourth transmission gear, the second transmission gear is fixed to the first connecting shaft, the third transmission gear is loosely mounted on the third connecting shaft and transmission-connected to the second transmission gear, and the third clutch selectively connects the third transmission gear and the third connecting shaft to control the transmission and disconnection of power between the first transmission mechanism and the third transmission mechanism.

13. The hybrid drive system according to claim 1, characterized in that: The transmission assembly includes a third transmission mechanism, which constitutes the power output end, the first transmission mechanism is selectively connected or disconnected with the third transmission mechanism, the second transmission mechanism is suitable for being transmission-connected with the third transmission mechanism, the third transmission mechanism includes a differential unit, a first transmission shaft and a second transmission shaft, the differential unit includes a differential and a differential lock clutch, the differential includes a differential case and a differential transmission mechanism, the differential transmission mechanism is arranged in the differential case, the differential case is loosely sleeved on the first transmission shaft and the second transmission shaft, the differential transmission mechanism is transmission-connected with the first transmission shaft and the second transmission shaft, the differential lock clutch selectively connects the differential case with the first transmission shaft, The differential unit has an unlocked state and a locked state. When the differential unit is in the unlocked state, the differential lock clutch is disconnected from the first drive shaft, and the differential unit is used to achieve differential rotation of the first drive shaft and the second drive shaft. When the differential unit is in the locked state, the differential lock clutch is connected to the first drive shaft, and the differential unit is used to achieve synchronous rotation of the first drive shaft and the second drive shaft.

14. A vehicle, characterized in that: include: According to the hybrid drive system according to any one of claims 1-13, the power output end is driveably connected to the wheels of the vehicle.

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