Hybrid power system and automobile

Abstract

The utility model relates to the technical field of automobile arrangement, in particular to a hybrid power system and an automobile, and the hybrid power system comprises an engine, a first motor, a second motor, an input shaft, a speed reducing mechanism, a first output shaft, a second output shaft and a clutch unit. Wherein the engine is in transmission connection with the input shaft. The speed reducing mechanism is in transmission connection with the first motor and the input shaft. And the first output shaft and the second output shaft are respectively in transmission connection with the speed reducing mechanism. The clutch unit is connected with the first output shaft and the second output shaft. And the second motor is in transmission connection with the first output shaft. According to the hybrid power system, the use cost is reduced.

Description

Technical Field

[0001] The present application relates to the field of automobile layout technology, and in particular to a hybrid power system and an automobile. Background Art

[0002] A hybrid vehicle is a vehicle that uses multiple power sources to generate power and integrates the generated power to achieve its driving function.

[0003] A hybrid vehicle consists of an engine, a motor, a transmission mechanism and wheels. The transmission mechanism integrates the power of the engine and motor and outputs it to the wheels.

[0004] In the related art, hybrid electric vehicles generally have high operating costs due to the use of engines as power sources. Utility Model Content

[0005] In view of this, the present application provides a hybrid power system and a vehicle to reduce usage costs.

[0006] Specifically, the following technical solutions are included:

[0007] A first aspect of the present application provides a hybrid power system, comprising an engine, a first motor, a second motor, an input shaft, a reduction mechanism, a first output shaft, a second output shaft, and a clutch unit.

[0008] The engine is drivingly connected to the input shaft.

[0009] The reduction mechanism is in transmission connection with the first motor and the input shaft.

[0010] The first output shaft and the second output shaft are respectively transmission-connected to the reduction mechanism.

[0011] The clutch unit connects the first output shaft and the second output shaft.

[0012] The second motor is drivingly connected to the first output shaft.

[0013] Optionally, the reduction mechanism includes a first input gear, a second input gear and a synchronizer, the first input gear and the second input gear are both sleeved on the input shaft and can rotate relative to the input shaft, the synchronizer can move relative to the input shaft to transmission-connect the input shaft and the first input gear, or transmission-connect the input shaft and the second input gear, and the second input gear is transmission-connected to the first motor and the second output shaft.

[0014] Optionally, the speed reduction mechanism includes a first input gear, a second input gear, and a clutch. The first input gear and the second input gear are both sleeved on the input shaft and can rotate relative to the input shaft. The clutch is respectively connected to the first input gear, the second input gear, and the input shaft. The second input gear is in transmission connection with the first motor and the second output shaft.

[0015] Optionally, the clutch includes a first inner hub, a second inner hub, a first outer hub, and a second outer hub. The first inner hub and the second inner hub are respectively connected to the input shaft. The first outer hub is connected to the first input gear, and the second outer hub is connected to the second input gear. The first outer hub is used to be connected to the first inner hub, and the second outer hub is used to be connected to the second inner hub.

[0016] Optionally, the first outer hub has a receiving cavity, and the second outer hub is located in the receiving cavity.

[0017] Optionally, the first output shaft has a first output gear. The first output gear is in transmission connection with the second motor and the first input gear, and / or the second output shaft has a second output gear. The second output gear meshes with the second input gear.

[0018] Optionally, the first output shaft and the second output shaft are arranged collinearly. The clutch unit connects one end of the first output shaft close to the second output shaft and one end of the second output shaft close to the first output shaft.

[0019] Optionally, the first motor is located on the side opposite to the side where the first output shaft of the input shaft is located, and the second motor is located on the side opposite to the side where the input shaft of the second output shaft is located.

[0020] Optionally, the output power of the first motor is not equal to the output power of the second motor.

[0021] In a second aspect of the present application, a vehicle is provided. The vehicle includes the hybrid power system as described in the above technical solution.

[0022] The beneficial effects of the technical solutions provided by the embodiments of the present application at least include: The engine and the first motor can transmit power to the first output shaft through a speed reduction mechanism, and the second motor can directly transmit power to the first output shaft. This is beneficial for customers to select motor drive according to their needs, so as to utilize the characteristics of fast response and large torque at low speed of the motor, and can also avoid the energy loss caused by frequent start and stop of the engine, and avoid the first motor and the second motor from dragging the engine, so as to improve the fuel saving rate and reduce the use cost. The clutch unit can control the power transmission route between the first output shaft and the second output shaft, which is beneficial to increasing the operation modes of the hybrid power system of the present application. In the medium-speed and high-speed stages, the engine, the first motor and the second motor generate power simultaneously, which also greatly improves the ride comfort of the whole vehicle and can also meet the comfort requirements of users. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained according to these drawings.

[0024] Figure 1 It is the power transmission diagram of the first hybrid power system provided by the embodiment of the present application;

[0025] Figure 2 It is the power transmission diagram of the second hybrid power system provided by the embodiment of the present application;

[0026] Figure 3 It is the power transmission diagram of the third hybrid power system provided by the embodiment of the present application;

[0027] Figure 4 It is the power transmission diagram of the fourth hybrid power system provided by the embodiment of the present application;

[0028] Figure 5 It is the power transmission diagram of the fifth hybrid power system provided by the embodiment of the present application;

[0029] Figure 6 It is the structural schematic diagram of a hybrid power system provided by the embodiment of the present application.

[0030] The reference numerals in the drawings respectively represent:

[0031] 1, engine;

[0032] 2, first motor;

[0033] 3, second motor;

[0034] 4, input shaft;

[0035] 5. Speed reduction mechanism; 51. First input gear; 52. Second input gear; 53. Synchronizer; 54. Clutch; 541. First inner hub; 542. Second inner hub; 543. First outer hub; 54301. Accommodation chamber; 544. Second outer hub;

[0036] 6. First output shaft; 61. First output gear;

[0037] 7. Second output shaft; 71. Second output gear;

[0038] 8. Clutch unit.

[0039] The above drawings illustrate specific embodiments of the present application, which will be described in more detail below. These drawings and the textual description are not intended to limit the scope of the present application in any way, but rather to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments. DETAILED DESCRIPTION

[0040] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0041] The directional nouns involved in the embodiments of this application, such as "upper", "lower", "side", etc., are generally expressed in the form of Figure 1 The relative relationships shown in the figure are used as a reference, and these directional terms are used only to more clearly describe the relationship between structures, not to describe absolute directions. When the product is placed in different postures, the direction may change, for example, "up" and "down" may be interchangeable.

[0042] Unless otherwise defined, all technical terms used in the embodiments of the present application have the same meanings as commonly understood by those skilled in the art.

[0043] In order to make the technical solutions and advantages of the present application clearer, the implementation methods of the present application will be described in further detail below with reference to the accompanying drawings.

[0044] A first aspect of the present application provides a hybrid power system, such as Figure 1 As shown, the hybrid system includes an engine 1, a first motor 2, a second motor 3, an input shaft 4, a reduction mechanism 5, a first output shaft 6, a second output shaft 7 and a clutch unit 8.

[0045] The engine 1 is drivingly connected to the input shaft 4 .

[0046] The speed reduction mechanism 5 is drivingly connected to the first motor 2 and the input shaft 4.

[0047] The first output shaft 6 and the second output shaft 7 are respectively drivingly connected to the speed reduction mechanism 5.

[0048] The clutch unit 8 connects the first output shaft 6 and the second output shaft 7.

[0049] The second motor 3 is drivingly connected to the first output shaft 6.

[0050] It can be understood that the engine 1 and the first motor 2 can transmit power to the first output shaft 6 through the speed reduction mechanism 5, and the second motor 3 can directly transmit power to the first output shaft 6. This is beneficial for customers to select motor drive according to their needs, so as to utilize the characteristics of fast response and large torque at low speed of the motor, and can also avoid the energy loss caused by the frequent start and stop of the engine 1, and avoid the drag of the first motor 2 and the second motor 3 on the engine 1, so as to improve the fuel saving rate and reduce the use cost. The clutch unit 8 can control the power transmission route between the first output shaft 6 and the second output shaft 7, which is beneficial to increasing the operation modes of the hybrid power system of the present application. At medium and high speeds, the engine 1, the first motor 2 and the second motor 3 generate power simultaneously, which also greatly improves the smoothness of the whole vehicle and can meet the comfort requirements of users.

[0051] In the embodiment of the present application, the engine 1 can be drivingly connected by connecting the crankshaft and the input shaft 4 through connecting parts such as a coupling. Among them, the engine 1 can be connected to one end of the input shaft 4, and the two are arranged in sequence along the axial direction of the input shaft 4.

[0052] In the embodiment of the present application, the speed reduction mechanism 5 is drivingly connected to the first motor 2 and the input shaft 4. On the one hand, it can transmit the power of the first motor 2 to the input shaft 4, and on the other hand, it can change the rotational speed of the input shaft 4 by changing the power transmission route of the first motor 2 in the speed reduction mechanism 5, so as to achieve the function of speed reduction and torque increase.

[0053] In the embodiment of the present application, the first output shaft 6 and the second output shaft 7 are respectively drivingly connected to the speed reduction mechanism 5. The first output shaft 6 and the second output shaft 7 are respectively drivingly connected to the speed reduction mechanism 5, and can respectively transmit the power from the speed reduction mechanism 5 and output it to the wheels.

[0054] In the embodiment of the present application, the clutch unit 8 connects the first output shaft 6 and the second output shaft 7. Through the clutch unit 8, the transmission situation between the first output shaft 6 and the second output shaft 7 can be controlled, which is beneficial to increasing the operation modes of the hybrid power system of the present application, and then matching with the actual road conditions to reduce fuel consumption.

[0055] In the embodiment of the present application, the second motor 3 is drivingly connected to the first output shaft 6. Among them, the second motor 3 can drive a gear to rotate, and form an engagement with a component on the first output shaft 6 by using the gear, so as to realize the transmission of power to the first output shaft 6.

[0056] In the embodiment of the present application, the hybrid power system may further include a battery pack. After the battery pack converts direct current into three-phase alternating current through an inverter or an inverter, it drives the first motor 2 and the second motor 3.

[0057] In the embodiment of the present application, since the engine 1 is drivingly connected to the input shaft 4, and the first motor 2 is drivingly connected to the reduction mechanism 5, when the engine 1 rotates and the first motor 2 does not work, the first motor 2 will not drag the engine 1, which is beneficial to improving the fuel saving rate and reducing the use cost.

[0058] In the embodiment of the present application, the first motor 2 and the second motor 3 can generate power simultaneously and cooperate with the engine 1 to generate power matching the road conditions, thereby improving the ride comfort of the whole vehicle.

[0059] In some embodiments of the present application, as Figure 1 shown, the reduction mechanism 5 includes a first input gear 51, a second input gear 52 and a synchronizer 53. The first input gear 51 and the second input gear 52 are both sleeved on the input shaft 4 and can rotate relative to the input shaft 4. The synchronizer 53 can move relative to the input shaft 4 to drivingly connect the input shaft 4 and the first input gear 51, or drivingly connect the input shaft 4 and the second input gear 52. The second input gear 52 is drivingly connected to the first motor 2 and the second output shaft 7.

[0060] It can be understood that the synchronizer 53 can control the transmission routes of the first motor 2 and the engine 1 on the reduction mechanism 5 by moving. In this way, combined with the clutch unit 8, it is beneficial for the first output shaft 6 to output power matching the road conditions.

[0061] In the embodiment of the present application, the synchronizer 53 can realize the driving connection between the input shaft 4 and the second input gear 52 by moving to a position in contact with the first input gear 51, or can also realize the driving connection between the input shaft 4 and the second input gear 52 by moving to a position in contact with the second input gear 52.

[0062] In the embodiment of the present application, the first input gear 51 and the input shaft 4 can be connected through a bearing to reduce the friction between the two when the first input gear 51 rotates relative to the input shaft 4.

[0063] In the embodiment of the present application, the second input gear 52 and the input shaft 4 can be connected through a bearing to reduce the friction between the two when the second input gear 52 rotates relative to the input shaft 4.

[0064] In the embodiment of the present application, the number of teeth of the first input gear 51 is less than that of the second input gear 52.

[0065] In the embodiment of the present application, the hybrid power system of the present application has five operating modes, specifically including:

[0066] 1. As Figure 1 shown, the engine 1 and the first motor 2 do not work, the second motor 3 works, the clutch unit 8 is not engaged, and the synchronizer 53 is not connected to the first input gear 51 and the second input gear 52. The power generated by the second motor 3 is output through the first output shaft 6. Among them, in this mode, the reverse driving condition can be realized by reversing the second motor 3. Among them, the first motor 2 can convert the kinetic energy of the whole vehicle into electric energy through negative torque.

[0067] 2. As Figure 2 shown, the engine 1 does not work, the first motor 2 and the second motor 3 work, the clutch unit 8 is engaged, and the synchronizer 53 is not connected to the first input gear 51 and the second input gear 52. The power generated by the first motor 2 is transmitted to the second output shaft 7 through the second input gear 52, and is transmitted to the first output shaft 6 through the clutch unit 8, and finally output through the first output shaft 6; the power generated by the second motor 3 is output through the first output shaft 6. Among them, in this mode, the reverse driving condition can be realized by reversing the first motor 2 and the second motor 3. Among them, the first motor 2 and the second motor 3 can convert the kinetic energy of the whole vehicle into electric energy through negative torque.

[0068] 3. As Figure 3 shown, the engine 1, the first motor 2 and the second motor 3 work, the clutch unit 8 is not engaged, and the synchronizer 53 is connected to the second input gear 52. The power generated by the engine 1 passes through the input shaft 4 and is transmitted to the first motor 2 through the second input gear 52, and the first motor 2 works to generate electricity; the power generated by the second motor 3 is output through the first output shaft 6.

[0069] 4. As Figure 4 shown, the engine 1 and the second motor 3 work, the clutch unit 8 is not engaged, and the synchronizer 53 is connected to the first input gear 51. The power generated by the engine 1 passes through the input shaft 4 and is transmitted to the first output shaft 6 through the first input gear 51; the power generated by the second motor 3 is output through the first output shaft 6.

[0070] 5. As Figure 5 shown, the engine 1 and the second motor 3 work, the clutch unit 8 is engaged, and the synchronizer 53 is connected to the second input gear 52. The power generated by the engine 1 passes through the input shaft 4 and is transmitted to the second output shaft 7 through the second input gear 52, and finally output through the first output shaft 6; the power generated by the second motor 3 is output through the first output shaft 6.

[0071] In some embodiments of the present application, as Figure 6 shown, the speed reduction mechanism 5 includes a first input gear 51, a second input gear 52, and a clutch 54. The first input gear 51 and the second input gear 52 are both sleeved on the input shaft 4 and can rotate relative to the input shaft 4. The clutch 54 is respectively connected to the first input gear 51, the second input gear 52, and the input shaft 4. The second input gear 52 is drivingly connected to the first motor 2 and the second output shaft 7.

[0072] It can be understood that the clutch 54 can change the power transmission route of the engine 1. Thus, combined with the clutch unit 8, it is beneficial to increase the operating modes of the hybrid power system of the present application and beneficial for the first output shaft 6 to output power matching the road conditions.

[0073] In an embodiment of the present application, the first input gear 51 and the input shaft 4 can be connected through a bearing to reduce the friction between the two when the first input gear 51 rotates relative to the input shaft 4.

[0074] In an embodiment of the present application, the second input gear 52 and the input shaft 4 can be connected through a bearing to reduce the friction between the two when the second input gear 52 rotates relative to the input shaft 4.

[0075] In an embodiment of the present application, the number of teeth of the first input gear 51 is less than the number of teeth of the second input gear 52.

[0076] In an embodiment of the present application, the hybrid power system of the present application has five operating modes, specifically including:

[0077] 1. The engine 1 and the first motor 2 do not work, the second motor 3 works, the clutch unit 8 is not engaged, and the clutch 54 is not connected to the first input gear 51 and the second input gear 52. The power generated by the second motor 3 is output through the first output shaft 6. Among them, in this mode, the reverse condition can be achieved by reversing the second motor 3.

[0078] 2. The engine 1 does not work, the first motor 2 and the second motor 3 work, the clutch unit 8 is engaged, and the clutch ⑤ is not connected to the first input gear 51 and the second input gear 52. The power generated by the first motor 2 is transmitted to the second output shaft 7 through the second input gear 52, and is transmitted to the first output shaft 6 through the clutch unit 8, and finally output through the first output shaft 6; the power generated by the second motor 3 is output through the first output shaft 6.

[0079] 3. The engine 1, the first motor 2, and the second motor 3 operate, the clutch unit 8 is not engaged, and the clutch 54 is connected to the second input gear 52. The power generated by the engine 1 passes through the input shaft 4 and is transmitted to the first motor 2 through the second input gear 52, and the first motor 2 operates to generate electricity; the power generated by the second motor 3 is output through the first output shaft 6.

[0080] 4. The engine 1 and the second motor 3 operate, the clutch unit 8 is not engaged, and the clutch 54 is connected to the first input gear 51. The power generated by the engine 1 passes through the input shaft 4 and is transmitted to the first output shaft 6 through the first input gear 51; the power generated by the second motor 3 is output through the first output shaft 6.

[0081] 5. The engine 1 and the second motor 3 operate, the clutch unit 8 is engaged, and the clutch 54 is connected to the second input gear 52. The power generated by the engine 1 passes through the input shaft 4 and is transmitted to the second output shaft 7 through the second input gear 52 and finally output through the first output shaft 6; the power generated by the second motor 3 is output through the first output shaft 6.

[0082] In some embodiments of the present application, as Figure 6 shown, the clutch 54 includes a first inner hub 541, a second inner hub 542, a first outer hub 543, and a second outer hub 544. The first inner hub 541 and the second inner hub 542 are respectively connected to the input shaft 4, the first outer hub 543 is connected to the first input gear 51, the second outer hub 544 is connected to the second input gear 52, the first outer hub 543 is used to be connected to the first inner hub 541, and the second outer hub 544 is used to be connected to the second inner hub 542.

[0083] It can be understood that when the first inner hub 541 is engaged with the first outer hub 543 and the second inner hub 542 is separated from the second outer hub 544, the power of the engine 1 can be transmitted to the first input gear 51 through the input shaft 4; when the first inner hub 541 is separated from the first outer hub 543 and the second outer hub 544 is separated from the second inner hub 542, the power of the engine 1 can be transmitted to the second input gear 52 through the input shaft 4, thus realizing the change of the power transmission route of the engine 1.

[0084] In the embodiments of the present application, between the first inner hub 541 and the first outer hub 543, separation and engagement can be achieved by means such as hydraulic drive, pneumatic drive, or electromagnetic drive.

[0085] In the embodiments of the present application, between the second inner hub 542 and the second outer hub 544, separation and engagement can be achieved by means such as hydraulic drive, pneumatic drive, or electromagnetic drive.

[0086] In some embodiments of the present application, as Figure 6As shown, the first outer hub 543 has an accommodating cavity 54301 , and the second outer hub 544 is located in the accommodating cavity 54301 .

[0087] It can be understood that the accommodating cavity 54301, by accommodating the second outer hub 544, is beneficial to protecting the second outer hub 544 and enabling it to work normally, and is also beneficial to improving the compactness of the hybrid power system of the present application.

[0088] In the embodiment of the present application, the second outer hub 544 may be roughly in the shape of a hollow cylinder, and the hollow portion forms an accommodating cavity 54301 to accommodate the second outer hub 544 .

[0089] In the embodiment of the present application, the first inner hub 541 and the second inner hub 542 are both located in the accommodating cavity 54301 .

[0090] In some of the embodiments of this application, Figure 1 As shown, the first output shaft 6 has a first output gear 61 , and the first output gear 61 is transmission-connected to the second motor 3 and the first input gear 51 .

[0091] It is understood that the first output gear 61 can drive the first output shaft 6 to rotate, thereby achieving power output. The first output gear 61 is connected to the second motor 3 and the first input gear 51, which facilitates the first input gear 51 to drive the first output gear 61 to rotate, and the power is transmitted to the first output shaft 6 through the first output gear 61.

[0092] In the embodiment of the present application, transmission is achieved between the first output gear 61 and the first output shaft 6 by key connection, welding, or the like.

[0093] In the embodiment of the present application, the first output gear 61 can be engaged with the first input gear 51 to achieve transmission.

[0094] In the embodiment of the present application, the second motor 3 can be meshed with the first output gear 61 through gears to achieve transmission connection with the first output gear 61.

[0095] In the embodiment of the present application, the second output shaft 7 has a second output gear 71 , and the second output gear 71 is engaged with the second input gear 52 .

[0096] In some of the embodiments of this application, Figure 1 As shown, the second output shaft 7 has a second output gear 71 , and the second output gear 71 is engaged with the second input gear 52 .

[0097] It is understood that the second output gear 71 can drive the second output shaft 7 to rotate, thereby achieving power output. The second output gear 71 is engaged with the second input gear 52, which facilitates the second input gear 52 to drive the second output gear 71 to rotate, and the power is transmitted to the second output shaft 7 through the second output gear 71.

[0098] In the embodiment of the present application, transmission is achieved between the second output gear 71 and the second output shaft 7 by key connection, welding, or the like.

[0099] In the embodiment of the present application, the second output gear 71 can be engaged with the second input gear 52 to achieve transmission.

[0100] In some of the embodiments of this application, Figure 1 As shown, the first output shaft 6 and the second output shaft 7 are arranged colinearly, and the clutch unit 8 connects one end of the first output shaft 6 close to the second output shaft 7 and one end of the second output shaft 7 close to the first output shaft 6 .

[0101] It is understood that the colinear arrangement of the first output shaft 6 and the second output shaft 7 facilitates the clutch unit 8 to simultaneously connect the first output shaft 6 and the second output shaft 7. By connecting the end of the first output shaft 6 close to the second output shaft 7 and the end of the second output shaft 7 close to the first output shaft 6, the clutch unit 8 can help the second output shaft 7 drive the first output shaft 6 to rotate, thereby achieving power output.

[0102] In some of the embodiments of this application, Figure 1 As shown, the first motor 2 is located on the opposite side of the input shaft 4 to the first output shaft 6 , and the second motor 3 is located on the opposite side of the second output shaft 7 to the input shaft 4 .

[0103] It can be understood that such a configuration is beneficial to improving the compactness of the hybrid power system of the present application.

[0104] In some embodiments of the present application, the output power of the first motor 2 is not equal to the output power of the second motor 3 .

[0105] In the embodiment of the present application, since the first motor 2 and the second motor 3 can participate in the transmission of power at the same time, the wheels can obtain sufficient power to match the current road conditions, so the two do not require similar output power, which is conducive to reducing the design cost of the hybrid power system of the present application.

[0106] A second aspect of the present application provides a vehicle, which includes a hybrid power system according to the above embodiment.

[0107] It can be understood that due to the adoption of the hybrid power system of the above embodiment, the automobile of the present application has the same technical effects as the above embodiment, which will not be described in detail here.

[0108] In this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The term "plurality" refers to two or more, unless otherwise specifically defined.

[0109] Other embodiments of the present application will be readily apparent to those skilled in the art upon consideration of the specification and practice of the application disclosed herein. The present application is intended to cover any variations, uses, or adaptations of the present application, which follow the general principles of the present application and include common general knowledge or conventional technical means in the technical field not disclosed in the present application. The specification and examples are only to be considered exemplary.

[0110] It should be understood that the present application is not limited to the exact structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present application is only limited by the appended claims.

Claims

1. A hybrid power system, characterized in that, The hybrid power system includes an engine (1), a first motor (2), a second motor (3), an input shaft (4), a speed reduction mechanism (5), a first output shaft (6), a second output shaft (7), and a clutch unit (8), wherein, the engine (1) is drivingly connected to the input shaft (4); the speed reduction mechanism (5) is drivingly connected to the first motor (2) and the input shaft (4); the first output shaft (6) and the second output shaft (7) are respectively drivingly connected to the speed reduction mechanism (5); the clutch unit (8) connects the first output shaft (6) and the second output shaft (7); the second motor (3) is drivingly connected to the first output shaft (6).

2. The hybrid power system according to claim 1, wherein The speed reduction mechanism (5) includes a first input gear (51), a second input gear (52), and a synchronizer (53). The first input gear (51) and the second input gear (52) are both sleeved on the input shaft (4) and can rotate relative to the input shaft (4). The synchronizer (53) can move relative to the input shaft (4) to drivingly connect the input shaft (4) and the first input gear (51), or drivingly connect the input shaft (4) and the second input gear (52). The second input gear (52) is drivingly connected to the first motor (2) and the second output shaft (7).

3. The hybrid system according to claim 1, wherein The speed reduction mechanism (5) includes a first input gear (51), a second input gear (52), and a clutch (54). The first input gear (51) and the second input gear (52) are both sleeved on the input shaft (4) and can rotate relative to the input shaft (4). The clutch (54) is respectively connected to the first input gear (51), the second input gear (52), and the input shaft (4). The second input gear (52) is drivingly connected to the first motor (2) and the second output shaft (7).

4. The hybrid power system according to claim 3, characterized in that, The clutch (54) includes a first inner hub (541), a second inner hub (542), a first outer hub (543), and a second outer hub (544). The first inner hub (541) and the second inner hub (542) are respectively connected to the input shaft (4). The first outer hub (543) is connected to the first input gear (51). The second outer hub (544) is connected to the second input gear (52). The first outer hub (543) is used to be connected to the first inner hub (541), and the second outer hub (544) is used to be connected to the second inner hub (542).

5. The hybrid power system according to claim 4, wherein The first outer hub (543) has a receiving cavity (54301), and the second outer hub (544) is located in the receiving cavity (54301).

6. The hybrid system according to claim 2 or 3, characterized in that, The first output shaft (6) has a first output gear (61), and the first output gear (61) is drivingly connected to the second motor (3) and the first input gear (51), and / or, the second output shaft (7) has a second output gear (71), and the second output gear (71) meshes with the second input gear (52).

7. The hybrid system according to claim 1, characterized in that, The first output shaft (6) and the second output shaft (7) are arranged collinearly, and the clutch unit (8) connects one end of the first output shaft (6) close to the second output shaft (7) and one end of the second output shaft (7) close to the first output shaft (6).

8. The hybrid power system according to claim 1, wherein The first motor (2) is located on the side opposite to the side where the first output shaft (6) of the input shaft (4) is located, and the second motor (3) is located on the side opposite to the side where the input shaft (4) of the second output shaft (7) is located.

9. The hybrid system according to claim 1, wherein The output power of the first motor (2) is not equal to the output power of the second motor (3).

10. A vehicle, characterized in that, The vehicle includes the hybrid power system according to any one of claims 1 to 9.

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