Hybrid power driving system and vehicle

Abstract

The utility model relates to a hybrid power driving system and a vehicle, the hybrid power driving system comprises a hybrid power device, the hybrid power device comprises an engine, a first motor, a four-gear transmission and a differential mechanism, the four-gear transmission comprises a power input end, an inner input shaft, an outer input shaft, an output shaft, a first clutch, a second clutch, a first synchronizer, a second synchronizer, a first-gear driving gear, a first-gear driven gear, a second-gear driving gear, a second-gear driven gear, a third-gear driving gear and a third-gear driven gear. The output driving gear is fixed on the output shaft, and the output driven gear is connected with the input end of the differential mechanism; the first-gear driving gear is meshed with the first-gear driven gear, the second-gear driving gear is meshed with the second-gear driven gear, and the third-gear driving gear is meshed with the third-gear driven gear. According to the hybrid power driving system, fewer parts are adopted for achieving four-gear driving.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the hybrid power technical field, especially, a kind of hybrid power drive system and vehicle. BACKGROUND

[0002] The existing four-gear hybrid power drive system includes internal combustion engine, drive motor, generator and gear shifting mechanism, the gear shifting mechanism has multiple combination disconnecting devices and multiple pairs of gear sets, the number of gear sets is usually matched with the number of gears, so the existing four-gear hybrid power drive system has more parts, which makes the hybrid power architecture complex, heavy, large in space occupation and high in cost. SUMMARY

[0003] The utility model solves the technical problem to provide a kind of hybrid power drive system and vehicle, to realize four-gear hybrid power drive on the basis of simplifying the number of parts, simplifying structure, reducing weight and cost.

[0004] To solve the above technical problems, on the one hand, the utility model embodiment provides a kind of hybrid power drive system, including hybrid power device, the hybrid power device includes engine, first motor, four-gear transmission and differential, the four-gear transmission includes power input end, inner input shaft, outer input shaft, output shaft, first clutch, second clutch, first synchronizer, second synchronizer, first gear primary gear, first gear driven gear, second gear primary gear, second gear driven gear, third gear primary gear, third gear driven gear, output primary gear and output driven gear meshed with the output primary gear, the output primary gear is fixed on the output shaft, and the output driven gear is suitable for connecting the input end of the differential;The first gear primary gear is meshed with the first gear driven gear, the second gear primary gear is meshed with the second gear driven gear, and the third gear primary gear is meshed with third gear driven gear;

[0005] The engine is connected to the power input end;The first motor is connected to one of the engine, power input end, inner input shaft, outer input shaft, first gear primary gear, second gear primary gear and third gear primary gear;

[0006] The outer input shaft is sleeved on the inner input shaft, the first gear primary gear and the third gear primary gear are fixed on the outer input shaft, the second gear primary gear is arranged on the inner input shaft, and the first gear driven gear, the second gear driven gear and the third gear driven gear are sleeved on the output shaft;

[0007] The first clutch is used for power connection and power disconnection of the outer input shaft and the power input end; and the second clutch is used for power connection and power disconnection of the second gear primary gear and the power input end.

[0008] The first synchronizer is used for selectively combining the second gear driven gear to the output shaft or the third gear driven gear; and the second synchronizer is used for selectively combining the output shaft to the first gear driven gear or the third gear driven gear.

[0009] The hybrid power driving system of the embodiment of the utility model, four gear transmission sets three pairs of gear group, through control first clutch, second clutch, first synchronizer and second synchronizer's state, can realize 1-4 gear. Namely, adopt three pairs of gear group, two clutches and two synchronizers to realize four gear drive of engine, realize four gear drive and adopt less parts, cost is lower, structure is more compact.

[0010] Optionally, the first synchronizer can be switched between a first engagement position, a first neutral position and a second engagement position; when the first synchronizer is in the first neutral position, the second gear driven gear is disconnected from the output shaft, and the second gear driven gear is disconnected from the third gear driven gear; when the first synchronizer is in the first engagement position, the second gear driven gear is connected to the output shaft to transmit power, and the second gear driven gear is disconnected from the third gear driven gear; when the first synchronizer is in the second engagement position, the second gear driven gear is connected to the third gear driven gear to transmit power, and the second gear driven gear is disconnected from the output shaft.

[0011] The second synchronizer can be switched between a third engagement position, a second neutral position and a fourth engagement position; when the second synchronizer is in the second neutral position, the third gear driven gear is disconnected from the output shaft, and the first gear driven gear is disconnected from the output shaft; when the second synchronizer is in the third engagement position, the third gear driven gear is connected to the output shaft to transmit power, and the first gear driven gear is disconnected from the output shaft; when the second synchronizer is in the fourth engagement position, the first gear driven gear is connected to the output shaft to transmit power, and the third gear driven gear is disconnected from the output shaft.

[0012] The first clutch is disconnected, the second clutch is connected, the first synchronizer is in the second engagement position, and the second synchronizer is in the fourth engagement position to realize the first gear speed ratio of the four gear transmission.

[0013] The first clutch is engaged, the second clutch is disengaged, the first synchronizer is in the first neutral position, and the second synchronizer is in the fourth engagement position to realize the second speed ratio of the four-speed transmission.

[0014] The first clutch is disengaged, the second clutch is engaged, the first synchronizer is in the first engagement position, and the second synchronizer is in the second neutral position to realize the third speed ratio of the four-speed transmission.

[0015] The first clutch is engaged, the second clutch is disengaged, the first synchronizer is in the first neutral position, and the second synchronizer is in the third engagement position to realize the fourth speed ratio of the four-speed transmission.

[0016] Optionally, the first synchronizer comprises a first sleeve, a first engagement gear and a second engagement gear, the first sleeve is fixed circumferentially with the second gear driven gear and can reciprocate axially along the second gear driven gear, the first engagement gear is fixed or integrally formed on the output shaft, the second engagement gear is fixed or integrally formed on the side of the third gear driven gear facing the second gear driven gear, and the first sleeve is located between the first and second engagement gears.

[0017] When the first synchronizer is in the first neutral position, the first sleeve is separated from the first and second engagement gears; when the first synchronizer is in the first engagement position, the inner spline of the first sleeve is engaged with the outer spline of the first engagement gear, and the inner spline of the first sleeve is disengaged from the outer spline of the second engagement gear; when the first synchronizer is in the second engagement position, the inner spline of the first sleeve is engaged with the outer spline of the second engagement gear, and the inner spline of the first sleeve is disengaged from the outer spline of the first engagement gear.

[0018] Optionally, the first synchronizer further comprises a first toothed hub, the first toothed hub is fixed or integrally formed on the second gear driven gear, the outer spline of the first sleeve is engaged with the inner spline of the first toothed hub, and the first toothed hub is located between the first and second engagement gears.

[0019] Optionally, the power input end is fixedly connected or integrally formed with the inner input shaft, the engine is connected to the power input end, and the first motor is connected to the engine.

[0020] Optionally, the power input end is fixedly connected or integrally formed with the inner input shaft, and the first motor is connected to the power input end.

[0021] A third clutch is further included, which is connected between the rotor of the first motor and the engine, for power connection and disconnection between the rotor of the first motor and the engine.

[0022] Optionally, the power input end is fixedly connected or integrally formed with the inner input shaft, the engine is connected with the power input end, and the first motor is connected with one of the inner input shaft, the outer input shaft, the first gear position driving gear, the second gear position driving gear and the third gear position driving gear.

[0023] Optionally, a second motor is further included;

[0024] The second motor is connected with one of the output driving gear and the output driven gear.

[0025] Optionally, the first motor is connected with the engine;

[0026] A second motor is further included, the power input end is fixedly connected or integrally formed with the inner input shaft, and the second motor is connected with the power input end;

[0027] A third clutch is further included, which is connected between the rotor of the second motor and the engine and the first motor, for power connection and disconnection between the rotor of the second motor and the engine and the first motor.

[0028] Optionally, the hybrid power device is arranged on a front axle of a vehicle, for driving front wheels of the vehicle;

[0029] A third motor is further included, which is arranged on a rear axle of the vehicle, for driving rear wheels of the vehicle.

[0030] Optionally, the hybrid power device is arranged on a front axle of a vehicle, for driving front wheels of the vehicle;

[0031] A third motor is further included, which is arranged on a rear axle of the vehicle, for driving rear wheels of the vehicle.

[0032] Optionally, the hybrid power device is arranged on a front axle of a vehicle, for driving front wheels of the vehicle;

[0033] A third motor is further included, which is arranged on a rear axle of the vehicle, for driving rear wheels of the vehicle.

[0034] Optionally, the first clutch is connected between the outer input shaft and the power input end, or the first clutch is connected between the first gear position driving gear and the power input end.

[0035] Optionally, the second gear drive gear is sleeved on the inner input shaft, the first clutch is arranged on the outer input shaft close to the engine, and the second clutch is arranged on the inner input shaft and located on the side of the second gear drive gear.

[0036] The second clutch is connected between the inner input shaft and the second gear drive gear, and is used for power connection and power disconnection of the inner input shaft and the second gear drive gear, so as to realize power connection and power disconnection of the second gear drive gear and the power input end.

[0037] Optionally, the output drive gear is arranged on one end of the output shaft close to the engine, and the output drive gear is coplanar with the first clutch; or,

[0038] The output drive gear is arranged on one end of the output shaft away from the engine, and the output drive gear is coplanar with the second clutch.

[0039] Optionally, the second gear drive gear is fixed on the inner input shaft, the first clutch and the second clutch are arranged adjacently or integrated, and the first clutch and the second clutch are located on the side of the outer input shaft close to the engine.

[0040] The second clutch is connected between the inner input shaft and the power input end, and is used for power connection and power disconnection of the inner input shaft and the power input end, so as to realize power connection and power disconnection of the second gear drive gear and the power input end.

[0041] Optionally, the engine and the first motor are arranged transversely, the output driven gear is fixed on the input end of the differential, and the two output ends of the differential are connected with the left half shaft and the right half shaft respectively.

[0042] Optionally, the engine and the first motor are arranged longitudinally.

[0043] Further comprising a driving bevel gear and a driven bevel gear in orthogonal engagement, the driving bevel gear is coaxially connected with the output driven gear, the driven bevel gear is fixed on the input end of the differential, and the two output ends of the differential are connected with the left half shaft and the right half shaft respectively.

[0044] In another aspect, the utility model embodiment provides a vehicle comprising the hybrid power drive system. BRIEF DESCRIPTION OF DRAWINGS

[0045] Figure 1 It is the schematic view of hybrid power drive system provided by the first embodiment of the utility model;

[0046] Figure 2 is a schematic diagram of a four-gear transmission of a hybrid power drive system provided by the first embodiment of the utility model;

[0047] Figure 3 is a schematic diagram of a hybrid power drive system provided by the second embodiment of the utility model;

[0048] Figure 4 is a schematic diagram of a hybrid power drive system provided by the third embodiment of the utility model;

[0049] Figure 5 is a schematic diagram of a hybrid power drive system provided by the fourth embodiment of the utility model;

[0050] Figure 6 is a schematic diagram of a hybrid power drive system provided by the fifth embodiment of the utility model;

[0051] Figure 7 is a schematic diagram of a hybrid power drive system provided by the sixth embodiment of the utility model;

[0052] Figure 8 is a schematic diagram of a hybrid power drive system provided by the seventh embodiment of the utility model;

[0053] Figure 9 is a schematic diagram of a hybrid power drive system provided by the eighth embodiment of the utility model;

[0054] Figure 10 is a schematic diagram of a hybrid power drive system provided by the ninth embodiment of the utility model;

[0055] Figure 11 is a schematic diagram of a hybrid power drive system provided by the tenth embodiment of the utility model;

[0056] Figure 12 is a schematic diagram of a four-gear transmission of a hybrid power drive system provided by the eleventh embodiment of the utility model;

[0057] Figure 13 is a schematic diagram of a four-gear transmission of a hybrid power drive system provided by the twelfth embodiment of the utility model;

[0058] Figure 14 is a schematic diagram of a vehicle provided by the thirteenth embodiment of the utility model;

[0059] Figure 15 is a schematic diagram of a vehicle provided by the fourteenth embodiment of the utility model.

[0060] The reference signs in the specification are as follows:

[0061] 100, hybrid power device; 200, battery pack.

[0062] 1. Engine;

[0063] 2. First motor;

[0064] 3. Four-gear transmission; 31, power input end; 32, inner input shaft; 33, outer input shaft; 34, output shaft; 35, first clutch; 36, second clutch; 37, first synchronizer; 371, first toothed hub; 372, first toothed sleeve; 373, first engaging gear; 374, second engaging gear; 38, second synchronizer; 39, first gear primary gear; 310, first gear driven gear; 311, second gear primary gear; 312, second gear driven gear; 313, third gear primary gear; 314, third gear driven gear; 315, output primary gear; 316, output driven gear; 317, first gear; 318, second gear; 319, third gear; 320, fourth gear; 321, fifth gear; 323, primary bevel gear; 324, driven bevel gear; 325, third clutch; 326, sixth gear; 327, seventh gear; 328, eighth gear; 329, ninth gear; 330, tenth gear; 331, motor gear;

[0065] 4. Second motor;

[0066] 5. Differential;

[0067] 6. Third motor. DETAILED DESCRIPTION

[0068] In order to make the technical problems, technical schemes and beneficial effects solved by the utility model clearer and more apparent, the following will further describe the utility model with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the utility model, and are not used to limit the utility model.

[0069] The hybrid power driving system provided by the embodiment of the utility model, including hybrid power device, hybrid power device includes engine, first motor, four gear transmission and differential, four gear transmission includes power input end, inner input shaft, outer input shaft, output shaft, first clutch, second clutch, first synchronizer, second synchronizer, first gear position driving gear, first gear position driven gear, second gear position driving gear, second gear position driven gear, third gear position driving gear, third gear position driven gear, output driving gear and the output driven gear that meshes with output driving gear, output driving gear is fixed on output shaft, the input end of output driven gear is suitable for connecting differential;First gear position driving gear and first gear position driven gear mesh, second gear position driving gear and second gear position driven gear mesh, third gear position driving gear and third gear position driven gear mesh;Engine connects power input end;First motor is connected to engine, power input end, inner input shaft, outer input shaft, first gear position driving gear, second gear position driving gear and third gear position driving gear in one;First gear position driving gear, third gear position driving gear and second gear position driving gear are sequentially arranged in the direction away from engine, outer input shaft is sleeved on inner input shaft, first gear position driving gear and third gear position driving gear are fixed on outer input shaft, second gear position driving gear is arranged on inner input shaft, first gear position driven gear, second gear position driven gear and third gear position driven gear are sleeved on output shaft;First clutch is used for the power connection and power disconnection of outer input shaft and power input end;Second clutch is used for the power connection and power disconnection of second gear position driving gear and power input end;First synchronizer is used for selectively combining second gear position driven gear to output shaft or third gear position driven gear;Second synchronizer is used for selectively combining output shaft to first gear position driven gear or third gear position driven gear.

[0070] The hybrid power driving system of the embodiment of the utility model, four gear transmission sets three pairs of gear position gear sets of first gear position, second gear position and third gear position, through the state of control first clutch, second clutch, first synchronizer and second synchronizer, can realize 1-4 gear.

[0071] In some embodiments, the first synchronizer is capable of switching between a first engagement position, a first neutral position and a second engagement position; when the first synchronizer is in the first neutral position, the second gear driven gear is disconnected from the output shaft and the second gear driven gear is disconnected from the third gear driven gear; when the first synchronizer is in the first engagement position, the second gear driven gear is connected to the output shaft to transmit power and the second gear driven gear is disconnected from the third gear driven gear; when the first synchronizer is in the second engagement position, the second gear driven gear is connected to the third gear driven gear to transmit power and the second gear driven gear is disconnected from the output shaft; the second synchronizer is capable of switching between a third engagement position, a second neutral position and a fourth engagement position; when the second synchronizer is in the second neutral position, the third gear driven gear is disconnected from the output shaft and the first gear driven gear is disconnected from the output shaft; when the second synchronizer is in the third engagement position, the third gear driven gear is connected to the output shaft to transmit power and the first gear driven gear is disconnected from the output shaft; when the second synchronizer is in the fourth engagement position, the first gear driven gear is connected to the output shaft to transmit power and the third gear driven gear is disconnected from the output shaft; the first clutch is disconnected, the second clutch is connected, the first synchronizer is in the second engagement position and the second synchronizer is in the fourth engagement position to realize a first speed ratio of the four-speed transmission; the first clutch is connected, the second clutch is disconnected, the first synchronizer is in the first neutral position and the second synchronizer is in the fourth engagement position to realize a second speed ratio of the four-speed transmission; the first clutch is disconnected, the second clutch is connected, the first synchronizer is in the first engagement position and the second synchronizer is in the second neutral position to realize a third speed ratio of the four-speed transmission; the first clutch is connected, the second clutch is disconnected, the first synchronizer is in the first neutral position and the second synchronizer is in the third engagement position to realize a fourth speed ratio of the four-speed transmission.

[0072] In some embodiments, the first synchronizer comprises a first sleeve, a first engagement gear and a second engagement gear, the first sleeve is fixed in circumference with the second gear driven gear and the first sleeve is capable of reciprocating in the axial direction of the second gear driven gear, the first engagement gear is fixed or integrally formed on the output shaft, the second engagement gear is fixed or integrally formed on the third gear driven gear towards the side of the third gear driven gear facing the second gear driven gear, and the first sleeve is located between the first engagement gear and the second engagement gear; when the first synchronizer is in the first neutral position, the first sleeve is separated from the first engagement gear and the second engagement gear; when the first synchronizer is in the first engagement position, the inner spline of the first sleeve is engaged with the outer spline of the first engagement gear and the inner spline of the first sleeve is disengaged from the outer spline of the second engagement gear; when the first synchronizer is in the second engagement position, the inner spline of the first sleeve is engaged with the outer spline of the second engagement gear and the inner spline of the first sleeve is disengaged from the outer spline of the first engagement gear.

[0073] The first tooth sleeve is fixed in the circumferential direction with the second gear, the first tooth sleeve and the second gear perform circumferential movement together, and the first tooth sleeve can perform axial movement relative to the second gear. The first tooth sleeve of the first synchronizer is integrated on the second gear, the integration degree is higher, the structure is more compact, the volume and axial space of the four-speed transmission can be saved, and the weight of the four-speed transmission is reduced.

[0074] In some embodiments, the first synchronizer further comprises a first tooth hub, the first tooth hub is integrally formed on the second gear, the outer spline of the first tooth sleeve is matched with the inner spline of the first tooth hub, and the first tooth hub is located between the first engagement gear and the second engagement gear. That is, the first tooth hub can be a part of the second gear, for example, it can be a spline hole on the web of the second gear. In this way, the number of parts of the first synchronizer can be reduced, the assembly difficulty of the first synchronizer can be reduced, and the assembly time of the first synchronizer can be reduced.

[0075] In other embodiments, the first tooth hub is welded to the second gear. That is, the first tooth hub and the second gear are formed separately. In this way, the machining difficulty of the second gear can be reduced.

[0076] In other embodiments, the first tooth hub is fixed to the second gear by spline. That is, the first tooth hub and the second gear are formed separately. In this way, the machining difficulty of the second gear can be reduced.

[0077] In some embodiments, the first engagement gear is integrally formed on the output shaft.

[0078] In other embodiments, the first engagement gear is welded to the output shaft.

[0079] In other embodiments, the first engagement gear is fixed to the output shaft by spline.

[0080] In some embodiments, the second engagement gear is integrally formed on the third gear.

[0081] In other embodiments, the second engagement gear is welded to the third gear.

[0082] In other embodiments, the second engagement gear is fixed to the third gear by spline.

[0083] In some embodiments, the second synchronizer comprises a second gear hub, a second gear sleeve, a third engaging gear and a fourth engaging gear, the third engaging gear is fixed or integrally formed on one side of the third gear towards the first gear, the fourth engaging gear is fixed or integrally formed on one side of the first gear towards the third gear, the second gear hub is fixed relative to the output shaft, the outer spline of the second gear sleeve is matched with the inner spline of the second gear hub so that the second gear sleeve can reciprocate along the axial direction of the output shaft, and the second gear hub and the second gear sleeve are located between the third engaging gear and the fourth engaging gear; when the second synchronizer is in the second neutral position, the second gear sleeve is separated from the third engaging gear and the fourth engaging gear; when the second synchronizer is in the third engaging position, the inner spline of the second gear sleeve is matched with the outer spline of the third engaging gear, and the inner spline of the second gear sleeve is separated from the outer spline of the fourth engaging gear; when the second synchronizer is in the fourth engaging position, the inner spline of the second gear sleeve is matched with the outer spline of the fourth engaging gear, and the inner spline of the second gear sleeve is separated from the outer spline of the third engaging gear.

[0084] In some embodiments, the second gear hub is integrally formed on the output shaft.

[0085] In some other embodiments, the second gear hub is welded on the output shaft.

[0086] In some other embodiments, the second gear hub is fixed on the output shaft by spline.

[0087] In some embodiments, the third engaging gear is integrally formed on the third gear.

[0088] In some other embodiments, the third engaging gear is welded on the third gear.

[0089] In some other embodiments, the third engaging gear is fixed on the third gear by spline.

[0090] In some embodiments, the fourth engaging gear is integrally formed on the first gear.

[0091] In some other embodiments, the fourth engaging gear is welded on the first gear.

[0092] In some other embodiments, the fourth engaging gear is fixed on the first gear by spline.

[0093] In some embodiments, the power input end is fixedly connected or integrally formed with the inner input shaft, the engine is connected to the power input end, and the first motor is connected to the engine.

[0094] In some embodiments, the power input end is fixedly connected or integrally formed with the inner input shaft, and the first motor is connected to the power input end; a third clutch is connected between the rotor of the first motor and the engine, and is used for power connection and power disconnection between the rotor of the first motor and the engine. The rotor of the first motor is directly connected to the power input end, or the rotor of the first motor is connected to the power input end through a gear set. One end of the third clutch is welded, spline-connected or integrally formed with the rotor of the first motor, and the other end is welded, spline-connected or integrally formed with the output shaft of the engine.

[0095] In some embodiments, the power input end is fixedly connected or integrally formed with the inner input shaft, and the engine is connected to the power input end, and the first motor is connected to the inner input shaft. The rotor of the first motor is directly connected to the inner input shaft, or the rotor of the first motor is connected to the inner input shaft through a gear set.

[0096] In some embodiments, the power input end is fixedly connected or integrally formed with the inner input shaft, and the engine is connected to the power input end, and the first motor is connected to the outer input shaft. The rotor of the first motor is directly connected to the outer input shaft, or the rotor of the first motor is connected to the outer input shaft through a gear set.

[0097] In some embodiments, the power input end is fixedly connected or integrally formed with the inner input shaft, and the engine is connected to the power input end, and the first motor is connected to the first gear position driving gear. The rotor of the first motor is directly connected to the first gear position driving gear, or the rotor of the first motor is connected to the first gear position driving gear through a gear or a gear set.

[0098] In some embodiments, the power input end is fixedly connected or integrally formed with the inner input shaft, and the engine is connected to the power input end, and the first motor is connected to the second gear position driving gear. The rotor of the first motor is directly connected to the second gear position driving gear, or the rotor of the first motor is connected to the second gear position driving gear through a gear or a gear set.

[0099] In some embodiments, the power input end is fixedly connected or integrally formed with the inner input shaft, and the engine is connected to the power input end, and the first motor is connected to the third gear position driving gear. The rotor of the first motor is directly connected to the third gear position driving gear, or the rotor of the first motor is connected to the third gear position driving gear through a gear or a gear set.

[0100] In some embodiments, a second motor is further included; and the second motor is connected to the output driving gear. The rotor of the second motor is directly connected to the output driving gear, or the rotor of the second motor is connected to the output driving gear through a gear or a gear set.

[0101] In other embodiments, a second motor is further included; the second motor is connected to the output driven gear. The rotor of the second motor is directly connected to the output driven gear, or the rotor of the second motor is connected to the output driven gear through a gear or a gear set.

[0102] In some embodiments, the first motor is connected to the engine; a second motor is further included, the power input end is fixedly connected or integrally formed with the inner input shaft, the second motor is connected to the power input end; a third clutch is further included, the third clutch is connected between the rotor of the second motor and the engine and the first motor, and is used for power connection and power disconnection between the rotor of the second motor and the engine and the first motor. One end of the third clutch is welded, spline-connected or integrally formed with the rotor of the second motor, and the other end is welded, spline-connected or integrally formed with the output shaft of the engine.

[0103] In some embodiments, the hybrid power device is arranged at the front axle of the vehicle and is used for driving the front wheels of the vehicle; a third motor is further included, the third motor is arranged at the rear axle of the vehicle and is used for driving the rear wheels of the vehicle. In this way, the hybrid power driving system forms a four-wheel drive.

[0104] In other embodiments, the third motor is not arranged in the hybrid power driving system, and in this way, the hybrid power driving system forms a front-wheel drive.

[0105] In some embodiments, the first clutch is connected between the outer input shaft and the power input end. That is, one end of the first clutch is welded, spline-connected or integrally formed with the outer input shaft, and the other end is welded, spline-connected or integrally formed with the power input end.

[0106] In other embodiments, the first clutch is connected between the first gear drive gear and the power input end. That is, one end of the first clutch is welded, spline-connected or integrally formed with the first gear drive gear, and the other end is welded, spline-connected or integrally formed with the power input end.

[0107] In some embodiments, the second gear drive gear is sleeved on the inner input shaft, the first clutch is arranged on the outer input shaft close to the engine, and the second clutch is arranged on the inner input shaft and located beside the second gear drive gear; the second clutch is connected between the inner input shaft and the second gear drive gear, and is used for power connection and power disconnection between the inner input shaft and the second gear drive gear, so as to realize power connection and power disconnection between the second gear drive gear and the power input end. The first clutch and the second clutch are separately arranged, not only can fully utilize the space, but also can greatly reduce the development difficulty of the clutch and reduce the development cost.

[0108] In some embodiments, the first clutch and the second clutch are arranged separately, the output driving gear is arranged at the end of the output shaft close to the engine, and the output driving gear is coplanar with the first clutch. By arranging the output driving gear coplanar with the first clutch, the axial length of the four-gear transmission is reduced, and the structural compactness of the hybrid power driving system is improved.

[0109] In some other embodiments, the first clutch and the second clutch are arranged separately, the output driving gear is arranged at the end of the output shaft away from the engine, and the output driving gear is coplanar with the second clutch. By arranging the output driving gear coplanar with the second clutch, the axial length of the four-gear transmission is reduced, and the structural compactness of the hybrid power driving system is improved.

[0110] In some embodiments, the second gear driving gear is fixed to the inner input shaft, the first clutch and the second clutch are arranged adjacently or integrated (for example, integrated as a double clutch), and the first clutch and the second clutch are arranged at the side of the outer input shaft close to the engine. The second clutch is connected between the inner input shaft and the power input end, and is used for power connection and power disconnection between the inner input shaft and the power input end, so as to realize power connection and power disconnection between the second gear driving gear and the power input end. Compared with the separate arrangement of the first clutch and the second clutch, the arrangement of the first clutch and the second clutch adjacently or integrally is more compact, and the second gear driving gear is fixed (rather than empty) to the inner input shaft, and the assembly process is simpler.

[0111] In some embodiments, the engine and the first motor are arranged transversely, the output driven gear is fixed to the input end of the differential, and the two output ends of the differential are connected to the left half shaft and the right half shaft respectively.

[0112] In some other embodiments, the engine and the first motor are arranged longitudinally, and further comprising a driving bevel gear and a driven bevel gear in orthogonal engagement, the driving bevel gear is coaxially connected with the output driven gear, the driven bevel gear is fixed to the input end of the differential, and the two output ends of the differential are connected to the left half shaft and the right half shaft respectively.

[0113] In some embodiments, the engine, the first motor and the second motor are arranged transversely, the output driven gear is fixed to the input end of the differential, and the two output ends of the differential are connected to the left half shaft and the right half shaft respectively.

[0114] In some other embodiments, the engine, the first motor and the second motor are arranged longitudinally, and further comprising a driving bevel gear and a driven bevel gear in orthogonal engagement, the driving bevel gear is coaxially connected with the output driven gear, the driven bevel gear is fixed to the input end of the differential, and the two output ends of the differential are connected to the left half shaft and the right half shaft respectively.

[0115] In some embodiments, the power input end is integrally formed with the inner input shaft. That is, the power input end is the end of the inner input shaft close to the engine.

[0116] In some embodiments, the power input end is separated from the inner input shaft and connected through a second clutch.

[0117] In some embodiments, the power input end is separated from the inner input shaft and connected through a second clutch.

[0118] In some embodiments, the outer input shaft is hollowed on the outside of the inner input shaft through a bearing. The bearing can be a needle bearing or a ball bearing.

[0119] In some embodiments, the first gear, the second gear and the third gear are hollowed on the outside of the output shaft through a bearing. The bearing can be a needle bearing or a ball bearing.

[0120] In some embodiments, the second gear is hollowed on the outside of the inner input shaft through a bearing. The bearing can be a needle bearing or a ball bearing.

[0121] In some embodiments, the second gear is integrally formed on the outside of the inner input shaft.

[0122] In some embodiments, the second gear is welded on the outside of the inner input shaft.

[0123] In some embodiments, the second gear is fixed on the outside of the inner input shaft through a spline.

[0124] In some embodiments, the first gear and the third gear are integrally formed on the outside of the outer input shaft.

[0125] In some embodiments, the first gear and the third gear are welded on the outside of the outer input shaft.

[0126] In some embodiments, the first gear and the third gear are fixed on the outside of the outer input shaft through a spline.

[0127] In some embodiments, the hybrid power drive system further comprises a damping element connected between the engine and the power input end, the damping element being a single mass flywheel, a dual mass flywheel, a torsional damper or a torque converter. The damping element can absorb the vibration of the engine and improve the driving experience.

[0128] In some embodiments, the first clutch, the second clutch and the third clutch are plate friction clutches.

[0129] The hybrid power drive system provided by the embodiments of the present application is described in detail below. Figures 1 to 15 The hybrid power drive system provided by the embodiments of the present application is described in detail below.

[0130] In the following text, the embodiments of this utility model are described using the first gear drive gear 39 as the second gear drive gear, the first gear driven gear 310 as the second gear driven gear, the second gear drive gear 311 as the third gear drive gear, the second gear driven gear 312 as the third gear driven gear, the third gear drive gear 313 as the fourth gear drive gear, and the third gear driven gear 314 as the fourth gear driven gear as examples.

[0131] First Embodiment

[0132] like Figure 1 and Figure 2 As shown, the hybrid drive system provided in the first embodiment of this utility model includes a hybrid power unit 100. The hybrid power unit 100 includes an engine 1, a first motor 2, a four-speed transmission 3, a second motor 4, and a differential 5. The four-speed transmission 3 includes a power input end 31, an inner input shaft 32, an outer input shaft 33, an output shaft 34, a first clutch 35, a second clutch 36, a first synchronizer 37, a second synchronizer 38, a first gear drive gear 39, a first gear driven gear 310, a second gear drive gear 311, and a second gear driven gear. 312, third gear drive gear 313, third gear driven gear 314, output drive gear 315 and output driven gear 316 meshing with output drive gear 315, output drive gear 315 is fixed on output shaft 34, output driven gear 316 is adapted to connect to the input end of differential 5; first gear drive gear 39 meshes with first gear driven gear 310 and is coplanar, second gear drive gear 311 meshes with second gear driven gear 312 and is coplanar, third gear drive gear 313 meshes with third gear driven gear 314 and is coplanar.

[0133] The first gear drive gear 39, the third gear drive gear 313, and the second gear drive gear 311 are arranged in sequence in the direction away from the engine 1. The outer input shaft 33 is loosely fitted onto the inner input shaft 32. The first gear drive gear 39 and the third gear drive gear 313 are fixed to the outer input shaft 33. The first gear driven gear 310, the second gear driven gear 312, and the third gear driven gear 314 are loosely fitted onto the output shaft 34.

[0134] The outer input shaft 33 is loosely fitted onto the inner input shaft 32 via bearings. The first gear driven gear 310, the second gear driven gear 312, and the third gear driven gear 314 are loosely fitted onto the output shaft 34 via bearings. The bearings are preferably needle roller bearings.

[0135] The output drive gear 315 is welded, splined, or integrally formed on the output shaft 34. The first gear drive gear 39 and the third gear drive gear 313 are welded, splined, or integrally formed on the external input shaft 33.

[0136] The first clutch 35 is used for power connection and power disconnection between the outer input shaft 33 and the power input end 31; and the second clutch 36 is used for power connection and power disconnection between the second gear primary gear 311 and the power input end 31.

[0137] The first synchronizer 37 is used for selectively combining the second gear driven gear 312 to the output shaft 34 or the third gear driven gear 314; and the second synchronizer 38 is used for selectively combining the output shaft 34 to the first gear driven gear 310 or the third gear driven gear 314.

[0138] The first clutch 35 is connected between the outer input shaft 33 and the power input end 31. Specifically, the first clutch 35 is connected between the power input end 31 and the first gear primary gear 309. One end of the first clutch 35 is welded, spline-connected or integrally formed with the first gear primary gear 309, and the other end of the first clutch 35 is welded, spline-connected or integrally formed with the power input end 31.

[0139] The second gear primary gear 311 is sleeved on the inner input shaft 32, the first clutch 35 is arranged on the outer input shaft 33 close to the engine 1, and the second clutch 36 is arranged on the inner input shaft 32 and located beside the second gear primary gear 311. The second clutch 36 is connected between the inner input shaft 32 and the second gear primary gear 311, and is used for power connection and power disconnection between the inner input shaft 32 and the second gear primary gear 311, so as to realize power connection and power disconnection between the second gear primary gear 311 and the power input end 31. One end of the second clutch 36 is welded, spline-connected or integrally formed with the second gear primary gear 311, and the other end of the second clutch 36 is welded, spline-connected or integrally formed with the inner input shaft 32. The first clutch 35 and the second clutch 36 are arranged separately, which not only can make full use of the space and make the structure extremely compact, but also can greatly reduce the development difficulty of the clutch and reduce the development cost.

[0140] The second gear primary gear 311 is sleeved on the inner input shaft 32 through a bearing, and the bearing is preferably a needle bearing.

[0141] The power input end 31 is fixedly connected or integrally formed with the inner input shaft 32, the engine 1 is connected with the power input end 31, and the first motor 2 is connected with the engine 1 through a first gear set. The first gear set includes a first gear 317 and a second gear 318 which are meshed with each other, the first gear 317 is coaxially connected with the output shaft of the first motor 2, and the second gear 318 is fixed on the output shaft of the engine 1.

[0142] The second motor 4 is connected to the output driven gear 316 through a second gear set. The second gear set comprises a third gear 319, a fourth gear 320 and a fifth gear 321. The third gear 319 is coaxially connected to the second motor 4 and is engaged with the fourth gear 320. The fourth gear 320 is coaxially connected to the fifth gear 321. The fifth gear 321 is engaged with the output driven gear 316.

[0143] The inner input shaft 32 is coaxially nested with the outer output shaft 33. The end of the inner input shaft 32 away from the engine 1 is exposed to the outer output shaft 33. The second gear drive gear 311 is arranged on the part of the inner input shaft 32 exposed to the outer output shaft 33.

[0144] The engine 1, the first motor 2 and the second motor 4 are arranged laterally. The output driven gear 316 is fixed to the input end of the differential 5. The two output ends of the differential 5 are respectively connected to the left half shaft and the right half shaft. The left half shaft is connected to the left wheel. The right half shaft is connected to the right wheel.

[0145] In the left-right direction of the vehicle, the first motor 2 and the second motor 4 are located on the same side of the engine 1, so that the structure of the hybrid drive system is more compact.

[0146] The differential 5 generally comprises a differential housing, a planetary bevel gear, a planetary axle, a first output bevel gear and a second output bevel gear. The planetary bevel gear is arranged on the planetary axle, which is installed in the differential housing. The first output bevel gear and the second output bevel gear are respectively engaged with the planetary bevel gear orthogonally. The input end of the differential 5 is the differential housing. The two output ends of the differential 5 are respectively the first output bevel gear and the second output bevel gear. The power of the output shaft 34 is input to the differential housing through the output drive gear 315 and the output driven gear 316, driving the differential housing to rotate, and then driving the planetary bevel gear to rotate. The planetary bevel gear drives the first output bevel gear and the second output bevel gear to rotate, thereby realizing the rotation of the left half shaft and the right half shaft, and then driving the left wheel and the right wheel.

[0147] The hybrid power device 100 is arranged on the front axle of the vehicle and is used to drive the front wheels of the vehicle.

[0148] The second gear drive gear 311 is loosely sleeved on the inner input shaft 32. The first clutch 35 is arranged on the side of the outer input shaft 33 close to the engine 1. The second clutch 36 is arranged on the inner input shaft 32 and is located beside the second gear drive gear 311. The second clutch 36 is connected between the inner input shaft 32 and the second gear drive gear 311 and is used for power connection and power disconnection between the inner input shaft 32 and the second gear drive gear 311, so as to realize power connection and power disconnection between the second gear drive gear 311 and the power input end 31. The first clutch 35 and the second clutch 36 are separately arranged, which can also reduce the arrangement difficulty of the two clutches.

[0149] Specifically, the output driving gear 315 is arranged at the end of the output shaft 34 close to the engine 1, and the output driving gear 315 is coplanar with the first clutch 35. By arranging the output driving gear 315 coplanar with the first clutch 35, the axial length of the four-speed transmission 3 is reduced, and the structural compactness of the hybrid power driving system is improved.

[0150] The first synchronizer 37 can be switched between the first engagement position, the first neutral position and the second engagement position; when the first synchronizer 37 is in the first neutral position, the second gear driven gear 312 is disconnected from the output shaft 34, and the second gear driven gear 312 is disconnected from the third gear driven gear 314; when the first synchronizer 37 is in the first engagement position, the second gear driven gear 312 is connected to the output shaft 34 to transmit power, and the second gear driven gear 312 is disconnected from the third gear driven gear 314; when the first synchronizer 37 is in the second engagement position, the second gear driven gear 312 is connected to the third gear driven gear 314 to transmit power, and the second gear driven gear 312 is disconnected from the output shaft 34.

[0151] The second synchronizer 38 can be switched between the third engagement position, the second neutral position and the fourth engagement position; when the second synchronizer 38 is in the second neutral position, the third gear driven gear 314 is disconnected from the output shaft 34, and the first gear driven gear 310 is disconnected from the output shaft 34; when the second synchronizer 38 is in the third engagement position, the third gear driven gear 314 is connected to the output shaft 34 to transmit power, and the first gear driven gear 310 is disconnected from the output shaft 34; when the second synchronizer 38 is in the fourth engagement position, the first gear driven gear 310 is connected to the output shaft 34 to transmit power, and the third gear driven gear 314 is disconnected from the output shaft 34.

[0152] The first clutch 35 is disconnected, the second clutch 36 is engaged, the first synchronizer 37 is in the second engagement position, and the second synchronizer 38 is in the fourth engagement position, to realize the first speed ratio of the four-speed transmission 3.

[0153] The first clutch 35 is engaged, the second clutch 36 is disconnected, the first synchronizer 37 is in the first neutral position, and the second synchronizer 38 is in the fourth engagement position, to realize the second speed ratio of the four-speed transmission 3.

[0154] The first clutch 35 is disconnected, the second clutch 36 is engaged, the first synchronizer 37 is in the first engagement position, and the second synchronizer 38 is in the second neutral position, to realize the third speed ratio of the four-speed transmission.

[0155] The first clutch 35 is engaged, the second clutch 36 is disconnected, the first synchronizer 37 is in the first neutral position, and the second synchronizer 38 is in the third engagement position, to realize the fourth speed ratio of the four-speed transmission 3.

[0156] Referring toFigure 2 The first synchronizer 37 comprises a first sleeve 372, a first engaging gear 373 and a second engaging gear 374. The first sleeve 372 is fixed in circumference with the second gear driven gear 312 (no relative rotation) and can move in the axial direction of the second gear driven gear 312. The first engaging gear 373 is fixed or integrated on the output shaft 34. The second engaging gear 374 is fixed or integrated on the third gear driven gear 314 towards the side of the second gear driven gear 312. The first sleeve 372 is located between the first engaging gear 373 and the second engaging gear 374.

[0157] When the first synchronizer 37 is in the first neutral position, the first sleeve 372 is separated from the first engaging gear 373 and the second engaging gear 374. The second gear driven gear 312 is disconnected from the output shaft 34 and the third gear driven gear 314. When the first synchronizer 37 is in the first engaging position, the inner spline of the first sleeve 372 is engaged with the outer spline of the first engaging gear 373, and the inner spline of the first sleeve 372 is disengaged from the second engaging gear 374. The second gear driven gear 312 is connected to the output shaft 34 to transmit power, and the second gear driven gear 312 is disconnected from the third gear driven gear 314. When the first synchronizer 37 is in the second engaging position, the inner spline of the first sleeve 372 is engaged with the outer spline of the second engaging gear 374, and the inner spline of the first sleeve 372 is disengaged from the first engaging gear 373. The second gear driven gear 312 is connected to the third gear driven gear 314 to transmit power, and the second gear driven gear 312 is disconnected from the output shaft 34.

[0158] In this way, the first sleeve 372 is fixed in circumference with the second gear driven gear 312, and the first sleeve 371 always moves in the circumferential direction with the second gear driven gear 312, and the first sleeve 371 can move in the axial direction relative to the second gear driven gear 312.

[0159] In addition, the first synchronizer 37 can also comprise a first tooth hub 371 fixed or integrated on the second gear driven gear 312. The outer spline of the first sleeve 372 is engaged with the inner spline of the first tooth hub 371, and the first tooth hub 371 is located between the first engaging gear 373 and the second engaging gear 374. That is, the first tooth hub 371 can be a part of the second gear driven gear 312, for example, a spline hole on the web of the second gear driven gear 312. In this way, the number of parts of the first synchronizer 37 can be reduced, the assembly difficulty of the first synchronizer 37 can be reduced, and the assembly time of the first synchronizer 37 can be reduced.

[0160] Of course, in other embodiments, the first tooth hub 371 can also be fixed with the second gear driven gear 312 by welding or spline connection.

[0161] The conventional three-position synchronizer and M synchronizer are usually spline-connected with the shaft, the sleeve moves axially relative to the shaft, the inner ring of the hub is spline-connected with the outer ring of the sleeve, the outer ring of the hub is fixed, the engagement teeth are fixed on the gear, and the sleeve is disengaged from the gear in the neutral position. The first synchronizer of the application, the first sleeve 372 of the first synchronizer 37 is integrated on the second gear, and the first hub 371 of the first synchronizer 37 is part of the second gear or is not provided (for example, the first hub 371 can be a spline hole on the web of the second gear). In this way, the first sleeve 372 of the first synchronizer 37 is integrated on the second gear, the integration of the first synchronizer 37 is higher, the structure is more compact, the volume and axial space of the four-speed transmission 3 can be saved, and the weight of the four-speed transmission 3 is reduced.

[0162] The second synchronizer 38 is a common three-position synchronizer, which includes a second hub, a second sleeve, a third engagement gear and a fourth engagement gear. The third engagement gear is fixed or integrally formed on the side of the third gear towards the first gear, and the fourth engagement gear is fixed or integrally formed on the side of the first gear towards the third gear. The second hub is fixed relative to the output shaft 34, the outer spline of the second sleeve matches the inner spline of the second hub, so that the second sleeve can reciprocate along the axial direction of the output shaft 34, and the second hub and the second sleeve are located between the third engagement gear and the fourth engagement gear.

[0163] When the second synchronizer 38 is in the second neutral position, the second sleeve is disengaged from the third engagement gear and the fourth engagement gear, the third gear is disconnected from the output shaft 34, and the first gear is disconnected from the output shaft 34; when the second synchronizer 38 is in the third engagement position, the inner spline of the second sleeve matches the outer spline of the third engagement gear, and the inner spline of the second sleeve is disengaged from the fourth engagement gear, the third gear is combined with the output shaft 34 to transmit power, and the first gear is disconnected from the output shaft 34; when the second synchronizer 38 is in the fourth engagement position, the inner spline of the second sleeve matches the outer spline of the fourth engagement gear, and the inner spline of the second sleeve is disengaged from the third engagement gear, the first gear is combined with the output shaft 34 to transmit power, and the third gear is disconnected from the output shaft 34.

[0164] The first engagement gear 373 is welded, spline connected or integrally formed on the output shaft 34. The second engagement gear 374 is welded, spline connected or integrally formed on the third gear driven gear 314. The second gear hub is welded, spline connected or integrally formed on the output shaft 34. The third engagement gear is welded, spline connected or integrally formed on the third gear driven gear 314. The fourth engagement gear is welded, spline connected or integrally formed on the first gear driven gear 310.

[0165] The hybrid power driving system of the first embodiment of the utility model is suitable for transverse front drive car type. Through controlling the working state of engine 1, first motor 2 and second motor 4 and the state of first clutch 35, second clutch 36, first synchronizer 37 and second synchronizer 38, parking power generation mode, pure electric drive mode, range extending mode, engine direct drive first gear mode, parallel drive first gear mode, engine direct drive second gear mode, parallel drive second gear mode, engine direct drive third gear mode, parallel drive third gear mode, engine direct drive fourth gear mode, parallel drive fourth gear mode and brake energy recovery mode and other drive modes can be realized. The control under each drive mode is shown in the following table 1:

[0166]

[0167] The power (power) transmission under each drive mode is as follows:

[0168] (1) parking power generation mode

[0169] When the vehicle is parked, first clutch 35 and second clutch 36 are disconnected, first synchronizer 37 is located at the first middle position, second synchronizer 38 is located at the second middle position, second motor 4 does not work, engine 1 works to drive first motor 2 to generate electricity, and parking power generation is realized. At this time, the power transmission route is: engine 1-first gear set-first motor 2. This mode is mainly used for parking power supply working conditions such as red light.

[0170] (2) pure electric drive mode

[0171] First clutch 35 and second clutch 36 are disconnected, first synchronizer 37 is located at the first middle position, and second synchronizer 38 is located at the second middle position. Engine 1 and first motor 2 do not work. At this time, the power transmission route is: second motor 4-second gear set-output driven gear 316-differential 5. This mode is mainly used for the working condition of sufficient battery power at medium and low speed.

[0172] (3) range extending mode

[0173] The first clutch 35 and the second clutch 36 are disconnected, the first synchronizer 37 is located at the first neutral position, and the second synchronizer 38 is located at the second neutral position. At this time, the first power transmission route is: the second motor 4-second gear set-output driven gear 316-differential 5. The second power transmission route is: engine 1-first gear set-first motor 2. That is, the engine 1 drives the first motor 2 to generate electricity, and the electricity generated by the first motor 2 is provided to the second motor 4 to drive, and the excess electricity can be stored through the battery pack. This mode is mainly used for low-speed power feeding driving conditions.

[0174] (4) Engine direct drive one-gear mode

[0175] The first clutch 35 is disconnected, the second clutch 36 is connected, the first synchronizer 37 is located at the second engagement position, and the second synchronizer 38 is located at the fourth engagement position. The engine 1 is driven, and the first motor 2 and the second motor 4 are not working. At this time, the power transmission route is: engine 1-inner input shaft 32-second gear position driving gear 311-second gear position driven gear 312-third gear position driven gear 314-third gear position driving gear 313-outer input shaft 32-first gear position driving gear 39-first gear position driven gear 310-output shaft 34-output driving gear 315-output driven gear 316-differential 5.

[0176] (5) Parallel driving one-gear mode

[0177] The first clutch 35 is disconnected, the second clutch 36 is connected, the first synchronizer 37 is located at the second engagement position, and the second synchronizer 38 is located at the fourth engagement position. The engine 1 is driven, and the first motor 2 and the second motor 4 are simultaneously driven, or the first motor 2 is driven and the second motor 4 is not working, or the first motor 2 generates electricity and the second motor 4 is driven. There are three cases:

[0178] 1), the first motor 2 and the second motor 4 are simultaneously driven

[0179] At this time, power transmission route one is: engine 1 - inner input shaft 32 - second gear position driving gear 311 - second gear position driven gear 312 - third gear position driven gear 314 - third gear position driving gear 313 - outer input shaft 32 - first gear position driving gear 39 - first gear position driven gear 310 - output shaft 34 - output driving gear 315 - output driven gear 316 - differential 5. Power transmission route two is: first motor 2 - first gear set - inner input shaft 32 - second gear position driving gear 311 - second gear position driven gear 312 - third gear position driven gear 314 - third gear position driving gear 313 - outer input shaft 32 - first gear position driving gear 39 - first gear position driven gear 310 - output shaft 34 - output driving gear 315 - output driven gear 316 - differential 5. Power transmission route three is: second motor 4 - second gear set - output driven gear 316 - differential 5.

[0180] 2) First motor 2 is driven, and second motor 4 is not working

[0181] At this time, power transmission route one is: engine 1 - inner input shaft 32 - second gear position driving gear 311 - second gear position driven gear 312 - third gear position driven gear 314 - third gear position driving gear 313 - outer input shaft 32 - first gear position driving gear 39 - first gear position driven gear 310 - output shaft 34 - output driving gear 315 - output driven gear 316 - differential 5. Power transmission route two is: first motor 2 - first gear set - inner input shaft 32 - second gear position driving gear 311 - second gear position driven gear 312 - third gear position driven gear 314 - third gear position driving gear 313 - outer input shaft 32 - first gear position driving gear 39 - first gear position driven gear 310 - output shaft 34 - output driving gear 315 - output driven gear 316 - differential 5.

[0182] 3) First motor 2 generates electricity, and second motor 4 is driven

[0183] At this time, power transmission route one is: engine 1 - inner input shaft 32 - second gear position driving gear 311 - second gear position driven gear 312 - third gear position driven gear 314 - third gear position driving gear 313 - outer input shaft 32 - first gear position driving gear 39 - first gear position driven gear 310 - output shaft 34 - output driving gear 315 - output driven gear 316 - differential 5. Power transmission route two is: engine 1 - first gear set - first motor 2. Power transmission route three is: second motor 4 - second gear set - output driven gear 316 - differential 5.

[0184] (6) Engine direct drive two-gear mode

[0185] The first clutch 35 is engaged, the second clutch 36 is disengaged, the first synchronizer 37 is in the first neutral position, and the second synchronizer 38 is in the fourth engaged position. The engine 1 is driven, and the first motor 2 and the second motor 4 are simultaneously driven, or the first motor 2 is driven and the second motor 4 is not driven, or the first motor 2 generates electricity and the second motor 4 is driven. There are three cases as follows:

[0186] (7) Parallel driving second gear mode

[0187] The first clutch 35 is engaged, the second clutch 36 is disengaged, the first synchronizer 37 is in the first neutral position, and the second synchronizer 38 is in the fourth engaged position. The engine 1 is driven, and the first motor 2 and the second motor 4 are simultaneously driven, or the first motor 2 is driven and the second motor 4 is not driven, or the first motor 2 generates electricity and the second motor 4 is driven. There are three cases as follows:

[0188] 1) The first motor 2 is driven and the second motor 4 is simultaneously driven

[0189] At this time, the power transmission route one is: the engine 1 - the first gear main driving gear 39 - the first gear driven gear 310 - the output shaft 34 - the output main driving gear 315 - the output driven gear 316 - the differential 5. The power transmission route two is: the first motor 2 - the first gear set - the first gear main driving gear 39 - the first gear driven gear 310 - the output shaft 34 - the output main driving gear 315 - the output driven gear 316 - the differential 5. The power transmission route three is: the second motor 4 - the second gear set - the output driven gear 316 - the differential 5.

[0190] 2) The first motor 2 is driven and the second motor 4 is not driven

[0191] At this time, the power transmission route one is: the engine 1 - the first gear main driving gear 39 - the first gear driven gear 310 - the output shaft 34 - the output main driving gear 315 - the output driven gear 316 - the differential 5. The power transmission route two is: the first motor 2 - the first gear set - the first gear main driving gear 39 - the first gear driven gear 310 - the output shaft 34 - the output main driving gear 315 - the output driven gear 316 - the differential 5.

[0192] 3) The first motor 2 generates electricity and the second motor 4 is driven

[0193] At this time, the power transmission route one is: the engine 1 - the first gear main driving gear 39 - the first gear driven gear 310 - the output shaft 34 - the output main driving gear 315 - the output driven gear 316 - the differential 5. The power transmission route two is: the engine 1 - the first gear set - the first motor 2. The power transmission route three is: the second motor 4 - the second gear set - the output driven gear 316 - the differential 5.

[0194] (8) Engine direct drive three-gear mode

[0195] The first clutch 35 is disconnected, the second clutch 36 is connected, the first synchronizer 37 is located at the first engagement position, and the second synchronizer 38 is located at the second intermediate position. The engine 1 is driven, and the first motor 2 and the second motor 4 are not operated. At this time, the power transmission route is: engine 1 - inner input shaft 32 - second gear primary gear 311 - second gear driven gear 312 - output shaft 34 - output primary gear 315 - output driven gear 316 - differential 5.

[0196] (9) Parallel drive three-gear mode

[0197] The first clutch 35 is disconnected, the second clutch 36 is connected, the first synchronizer 37 is located at the first engagement position, and the second synchronizer 38 is located at the second intermediate position. The engine 1 is driven, and the first motor 2 and the second motor 4 are simultaneously driven, or the first motor 2 is driven and the second motor 4 is not operated, or the first motor 2 generates electricity and the second motor 4 drives. There are three cases:

[0198] 1) The first motor 2 drives and the second motor 4 simultaneously drives

[0199] At this time, the first power transmission route is: engine 1 - inner input shaft 32 - second gear primary gear 311 - second gear driven gear 312 - output shaft 34 - output primary gear 315 - output driven gear 316 - differential 5. The second power transmission route is: first motor 2 - first gear set - inner input shaft 32 - second gear primary gear 311 - second gear driven gear 312 - output shaft 34 - output primary gear 315 - output driven gear 316 - differential 5. The third power transmission route is: second motor 4 - second gear set - output driven gear 316 - differential 5.

[0200] 2) The first motor 2 drives and the second motor 4 does not operate

[0201] At this time, the first power transmission route is: engine 1 - inner input shaft 32 - second gear primary gear 311 - second gear driven gear 312 - output shaft 34 - output primary gear 315 - output driven gear 316 - differential 5. The second power transmission route is: first motor 2 - first gear set - inner input shaft 32 - second gear primary gear 311 - second gear driven gear 312 - output shaft 34 - output primary gear 315 - output driven gear 316 - differential 5.

[0202] 3) The first motor 2 generates electricity and the second motor 4 drives

[0203] At this time, the power transmission route one is: engine 1 - inner input shaft 32 - second gear position driving gear 311 - second gear position driven gear 312 - output shaft 34 - output driving gear 315 - output driven gear 316 - differential 5. The power transmission route two is: engine 1 - first gear set - first motor 2. The power transmission route three is: second motor 4 - second gear set - output driven gear 316 - differential 5.

[0204] (10) Engine direct drive four-gear mode

[0205] The first clutch 35 is engaged, the second clutch 36 is disengaged, the first synchronizer 37 is located at the first neutral position, and the second synchronizer 38 is located at the third engagement position. The engine 1 is driven, and the first motor 2 and the second motor 4 are not working. At this time, the power transmission route is: engine 1 - first gear position driving gear 39 - outer input shaft 33 - third gear position driving gear 313 - third gear position driven gear 314 - output shaft 34 - output driving gear 315 - output driven gear 316 - differential 5.

[0206] (11) Parallel drive four-gear mode

[0207] The first clutch 35 is engaged, the second clutch 36 is disengaged, the first synchronizer 37 is located at the first neutral position, and the second synchronizer 38 is located at the third engagement position. The engine 1 is driven, and the first motor 2 and the second motor 4 are simultaneously driven, or the first motor 2 is driven and the second motor 4 is not working, or the first motor 2 generates electricity and the second motor 4 drives. There are three cases as follows:

[0208] 1) The first motor 2 drives and the second motor 4 simultaneously drives

[0209] At this time, the power transmission route one is: engine 1 - first gear position driving gear 39 - outer input shaft 33 - third gear position driving gear 313 - third gear position driven gear 314 - output shaft 34 - output driving gear 315 - output driven gear 316 - differential 5; the power transmission route two is: first motor 2 - first gear set - first gear position driving gear 39 - outer input shaft 33 - third gear position driving gear 313 - third gear position driven gear 314 - output shaft 34 - output driving gear 315 - output driven gear 316 - differential 5. The power transmission route three is: second motor 4 - second gear set - output driven gear 316 - differential 5.

[0210] 2) The first motor 2 drives and the second motor 4 does not work

[0211] At this time, power transmission route one is: engine 1-first gear primary gear 39-outer input shaft 33-third gear primary gear 313-third gear driven gear 314-output shaft 34-output primary gear 315-output driven gear 316-differential 5; power transmission route two is: first motor 2-first gear set-first gear primary gear 39-outer input shaft 33-third gear primary gear 313-third gear driven gear 314-output shaft 34-output primary gear 315-output driven gear 316-differential 5.

[0212] 3) First motor 2 generates electricity, and second motor 4 drives

[0213] At this time, power transmission route one is: engine 1-first gear primary gear 39-outer input shaft 33-third gear primary gear 313-third gear driven gear 314-output shaft 34-output primary gear 315-output driven gear 316-differential 5. Power transmission route two is: engine 1-first gear set-first motor 2. Power transmission route three is: second motor 4-second gear set-output driven gear 316-differential 5.

[0214] (12) Brake energy recovery mode

[0215] When braking, the second motor 4 is reversed to generate electricity. In any mode except the parking generation mode, when the vehicle brakes, the brake energy recovery mode can be entered.

[0216] The engine direct drive one gear mode, the engine direct drive two gear mode, the engine direct drive three gear mode, and the engine direct drive four gear mode described above are collectively referred to as an engine direct drive mode, and the parallel drive one gear mode, the parallel drive two gear mode, the parallel drive three gear mode, and the parallel drive four gear mode described above are collectively referred to as a parallel drive mode. The engine direct drive mode and the parallel drive mode are mainly suitable for medium and high speed working conditions. The first motor 2 performs peak shaving according to the high efficiency operation interval of the engine 1 and the power demand of the vehicle, and at this time, the second motor 4 is mainly used to ensure the instantaneous power demand, such as acceleration and overtaking conditions.

[0217] Second embodiment

[0218] Figure 3 The hybrid power drive system provided by the second embodiment of the utility model is shown, and the difference from the first embodiment is that the engine 1, the first motor 2 and the second motor 4 are arranged longitudinally, that is, the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front-rear direction of the vehicle.

[0219] Also included are a driving bevel gear 323 and a driven bevel gear 324 in orthogonal engagement, the driving bevel gear 323 being coaxially connected with the output driven gear 316, and the driven bevel gear 324 being fixed to the input end (differential housing) of the differential 5.

[0220] Correspondingly, the four-gear transmission 3 is also longitudinally arranged, that is, the inner input shaft 32, the outer input shaft 33 and the output shaft 34 are longitudinally arranged (extending along the front-rear direction of the vehicle).

[0221] In the embodiment, a motor gear 331 is further provided, which is coaxially connected with the output shaft of the second motor 4 and engaged with the output driven gear 316.

[0222] The hybrid power drive system of the second embodiment of the utility model is suitable for longitudinal front drive vehicle type.

[0223] Third embodiment

[0224] Figure 4 The hybrid power drive system provided by the third embodiment of the utility model is different from the first embodiment in that the arrangement position of the first motor 2 is different.

[0225] Specifically, the first motor 2 is directly connected with the power input end 31 (the first gear set is cancelled), and a third clutch 325 is further connected between the rotor of the first motor 2 and the engine 1, for power connection and power disconnection between the rotor of the first motor 2 and the engine 1.

[0226] The hybrid power drive system of the third embodiment of the utility model is suitable for transverse front drive vehicle type. By controlling the working states of the engine 1, the first motor 2 and the second motor 4, and the states of the first clutch 35, the second clutch 36, the third clutch 325, the first synchronizer 37 and the second synchronizer 38, the following multiple drive modes can be realized: parking power generation mode, pure electric drive mode (pure electric first-gear drive mode, pure electric second-gear drive mode, pure electric third-gear drive mode, pure electric fourth-gear drive mode), range extending mode, engine direct drive first-gear mode, parallel drive first-gear mode, engine direct drive second-gear mode, parallel drive second-gear mode, engine direct drive third-gear mode, parallel drive third-gear mode, engine direct drive fourth-gear mode, parallel drive fourth-gear mode, and brake energy recovery mode.

[0227] The control in each drive mode is shown in the following Table 2:

[0228]

[0229] The power (power) transmission in each drive mode is as follows:

[0230] (1) Parking power generation mode

[0231] When the vehicle is parked, the first clutch 35 and the second clutch 36 are disconnected, the third clutch 325 is engaged, the first synchronizer 37 is located at the first neutral position, the second synchronizer 38 is located at the second neutral position, the second motor 4 is not working, and the engine 1 works to drive the first motor 2 to generate electricity, thereby realizing parked power generation. At this time, the power transmission route is: engine 1 - first motor 2. This mode is mainly used for power feeding working conditions such as traffic lights and the like.

[0232] (2) Pure electric drive first gear mode

[0233] The first clutch 35 is disconnected, the second clutch 36 is engaged, the third clutch 325 is disconnected, the first synchronizer 37 is located at the second engagement position, and the second synchronizer 38 is located at the fourth engagement position. The engine 1 is not working, and the first motor 2 and the second motor 4 jointly drive. At this time, the first power transmission route is: first motor 2 - inner input shaft 32 - second gear main gear 311 - second gear driven gear 312 - third gear driven gear 314 - third gear main gear 313 - outer input shaft 33 - first gear main gear 39 - first gear driven gear 310 - output shaft 34 - output main gear 315 - output driven gear 316 - differential 5. The second power transmission route is: second motor 4 - second gear set - output driven gear 316 - differential 5. This mode realizes double-motor drive, and the power is strong, which is mainly used for working conditions with sufficient battery power at medium and low speeds.

[0234] (3) Pure electric drive second gear mode

[0235] The first clutch 35 is engaged, the second clutch 36 is disconnected, the third clutch 325 is disconnected, the first synchronizer 37 is located at the first neutral position, and the second synchronizer 38 is located at the fourth engagement position. The engine 1 is not working, and the first motor 2 and the second motor 4 jointly drive. At this time, the first power transmission route is: first motor 2 - first gear main gear 39 - first gear driven gear 310 - output shaft 34 - output main gear 315 - output driven gear 316 - differential 5. The second power transmission route is: second motor 4 - second gear set - output driven gear 316 - differential 5.

[0236] (4) Pure electric drive third gear mode

[0237] The first clutch 35 is disconnected, the second clutch 36 is connected, the third clutch 325 is disconnected, the first synchronizer 37 is located at the first engagement position, and the second synchronizer 38 is located at the second intermediate position. The engine 1 is not working, and the first motor 2 and the second motor 4 are jointly driven. At this time, the power transmission route one is: the first motor 2 - the inner input shaft 32 - the second gear position driving gear 311 - the second gear position driven gear 312 - the output shaft 34 - the output driving gear 315 - the output driven gear 316 - the differential 5. The power transmission route two is: the second motor 4 - the second gear set - the output driven gear 316 - the differential 5.

[0238] (5) Pure electric drive four-gear mode

[0239] The first clutch 35 is connected, the second clutch 36 is disconnected, the third clutch 325 is disconnected, the first synchronizer 37 is located at the first intermediate position, and the second synchronizer 38 is located at the third engagement position. The engine 1 is not working, and the first motor 2 and the second motor 4 are jointly driven. At this time, the power transmission route one is: the first motor 2 - the first gear position driving gear 39 - the outer input shaft 33 - the third gear position driving gear 313 - the third gear position driven gear 314 - the output shaft 34 - the output driving gear 315 - the output driven gear 316 - the differential 5. The power transmission route two is: the second motor 4 - the second gear set - the output driven gear 316 - the differential 5.

[0240] (6) Extended range mode

[0241] The first clutch 35 and the second clutch 36 are disconnected, the third clutch 325 is connected, the first synchronizer 37 is located at the first intermediate position, and the second synchronizer 38 is located at the second intermediate position. At this time, the power transmission route one is: the second motor 4 - the second gear set - the output driven gear 316 - the differential 5. The power transmission route two is: the engine 1 - the first motor 2. That is, the engine 1 drives the first motor 2 to generate electricity, the electricity generated by the first motor 2 is provided to the second motor 4 for driving, and the excess electricity can be stored through the battery pack. This mode is mainly used for low-speed power feeding running working conditions.

[0242] (7) Engine direct drive one-gear mode

[0243] The first clutch 35 is disconnected, the second clutch 36 is connected, the third clutch 325 is connected, the first synchronizer 37 is located at the second engagement position, and the second synchronizer 38 is located at the fourth engagement position. The engine 1 is driven, the first motor 2 is idling, and the second motor 4 is not working. At this time, the power transmission route is: the engine 1 - the inner input shaft 32 - the second gear position driving gear 311 - the second gear position driven gear 312 - the third gear position driven gear 314 - the third gear position driving gear 313 - the outer input shaft 33 - the first gear position driving gear 39 - the first gear position driven gear 310 - the output shaft 34 - the output driving gear 315 - the output driven gear 316 - the differential 5.

[0244] (8) Parallel drive one-gear mode

[0245] The first clutch 35 is disconnected, the second clutch 36 is engaged, the third clutch 325 is engaged, the first synchronizer 37 is in the second engagement position, and the second synchronizer 38 is in the fourth engagement position. The engine 1 is driven, the first motor 2 and the second motor 4 are simultaneously driven, or the first motor 2 is driven and the second motor 4 is not driven, or the first motor 2 generates electricity and the second motor 4 is driven. There are three cases as follows:

[0246] 1) The first motor 2 is driven and the second motor 4 is simultaneously driven

[0247] At this time, the power transmission route one is: the engine 1 - the inner input shaft 32 - the second-gear driving gear 311 - the second-gear driven gear 312 - the third-gear driven gear 314 - the third-gear driving gear 313 - the outer input shaft 32 - the first-gear driving gear 39 - the first-gear driven gear 310 - the output shaft 34 - the output driving gear 315 - the output driven gear 316 - the differential 5. The power transmission route two is: the first motor 2 - the first gear set - the inner input shaft 32 - the second-gear driving gear 311 - the second-gear driven gear 312 - the third-gear driven gear 314 - the third-gear driving gear 313 - the outer input shaft 32 - the first-gear driving gear 39 - the first-gear driven gear 310 - the output shaft 34 - the output driving gear 315 - the output driven gear 316 - the differential 5. The power transmission route three is: the second motor 4 - the second gear set - the output driven gear 316 - the differential 5.

[0248] 2) The first motor 2 is driven and the second motor 4 is not driven

[0249] At this time, the power transmission route one is: the engine 1 - the inner input shaft 32 - the second-gear driving gear 311 - the second-gear driven gear 312 - the third-gear driven gear 314 - the third-gear driving gear 313 - the outer input shaft 32 - the first-gear driving gear 39 - the first-gear driven gear 310 - the output shaft 34 - the output driving gear 315 - the output driven gear 316 - the differential 5. The power transmission route two is: the first motor 2 - the first gear set - the inner input shaft 32 - the second-gear driving gear 311 - the second-gear driven gear 312 - the third-gear driven gear 314 - the third-gear driving gear 313 - the outer input shaft 32 - the first-gear driving gear 39 - the first-gear driven gear 310 - the output shaft 34 - the output driving gear 315 - the output driven gear 316 - the differential 5.

[0250] 3) The first motor 2 generates electricity and the second motor 4 is driven

[0251] At this time, power transmission route one is: engine 1 - first gear set - first motor 2. Power transmission route two is: second motor 4 - second gear set - output driven gear 316 - differential 5.

[0252] (9) Engine direct drive two-gear mode

[0253] The first clutch 35 is engaged, the second clutch 36 is disengaged, the third clutch 325 is engaged, the first synchronizer 37 is located at the first neutral position, and the second synchronizer 38 is located at the fourth engagement position. The engine 1 is driven, and the first motor 2 and the second motor 4 are not working. At this time, the power transmission route is: engine 1 - first gear set - first motor 2. Power transmission route two is: second motor 4 - second gear set - output driven gear 316 - differential 5.

[0254] (10) Parallel drive two-gear mode

[0255] The first clutch 35 is engaged, the second clutch 36 is disengaged, the third clutch 325 is engaged, the first synchronizer 37 is located at the first neutral position, and the second synchronizer 38 is located at the fourth engagement position.

[0256] The engine 1 is driven, and the first motor 2 and the second motor 4 are simultaneously driven, or the first motor 2 is driven and the second motor 4 is not working, or the first motor 2 generates electricity and the second motor 4 drives. There are three cases:

[0257] 1) The first motor 2 drives and the second motor 4 simultaneously drives

[0258] At this time, power transmission route one is: engine 1 - first gear set - first motor 2. Power transmission route two is: second motor 4 - second gear set - output driven gear 316 - differential 5.

[0259] 2) The first motor 2 drives and the second motor 4 does not work

[0260] At this time, the power transmission route one is: engine 1 - first gear set - first motor 2. The power transmission route two is: second motor 4 - second gear set - output driven gear 316 - differential 5.

[0261] 3) The first motor 2 generates electricity, and the second motor 4 drives

[0262] At this time, the power transmission route one is: engine 1 - first gear set - first motor 2. The power transmission route two is: second motor 4 - second gear set - output driven gear 316 - differential 5.

[0263] (11) Engine direct drive three-gear mode

[0264] The first clutch 35 is disconnected, the second clutch 36 is engaged, the third clutch 325 is engaged, the first synchronizer 37 is located at the first engagement position, and the second synchronizer 38 is located at the second middle position. The engine 1 drives, and the first motor 2 and the second motor 4 do not work. At this time, the power transmission route is: engine 1 - inner input shaft 32 - second gear set - second motor 4 - second gear set - output driven gear 316 - differential 5.

[0265] (12) Parallel driving three-gear mode

[0266] The first clutch 35 is disconnected, the second clutch 36 is engaged, the third clutch 325 is engaged, the first synchronizer 37 is located at the first engagement position, and the second synchronizer 38 is located at the second middle position.

[0267] The engine 1 drives, and the first motor 2 and the second motor 4 simultaneously drive, or the first motor 2 drives and the second motor 4 does not work, or the first motor 2 generates electricity and the second motor 4 drives. There are three cases as follows:

[0268] 1) The first motor 2 drives and the second motor 4 simultaneously drives

[0269] At this time, power transmission route one is: engine 1 - inner input shaft 32 - second gear main gear 311 - second gear driven gear 312 - output shaft 34 - output main gear 315 - output driven gear 316 - differential 5. Power transmission route two is: first motor 2 - first gear set - inner input shaft 32 - second gear main gear 311 - second gear driven gear 312 - output shaft 34 - output main gear 315 - output driven gear 316 - differential 5. Power transmission route three is: second motor 4 - second gear set - output driven gear 316 - differential 5.

[0270] 2) First motor 2 is driven, and second motor 4 is not working

[0271] At this time, power transmission route one is: engine 1 - inner input shaft 32 - second gear main gear 311 - second gear driven gear 312 - output shaft 34 - output main gear 315 - output driven gear 316 - differential 5. Power transmission route two is: first motor 2 - first gear set - inner input shaft 32 - second gear main gear 311 - second gear driven gear 312 - output shaft 34 - output main gear 315 - output driven gear 316 - differential 5.

[0272] 3) First motor 2 generates electricity, and second motor 4 is driven

[0273] At this time, power transmission route one is: engine 1 - inner input shaft 32 - second gear main gear 311 - second gear driven gear 312 - output shaft 34 - output main gear 315 - output driven gear 316 - differential 5. Power transmission route two is: engine 1 - first gear set - first motor 2. Power transmission route three is: second motor 4 - second gear set - output driven gear 316 - differential 5.

[0274] (13) Engine direct drive four-gear mode

[0275] First clutch 35 is engaged, second clutch 36 is disconnected, third clutch 325 is engaged, first synchronizer 37 is located at first neutral position, and second synchronizer 38 is located at third engagement position. Engine 1 is driven, and first motor 2 and second motor 4 are not working. At this time, the power transmission route is: engine 1 - first gear main gear 39 - outer input shaft 33 - third gear main gear 313 - third gear driven gear 314 - output shaft 34 - output main gear 315 - output driven gear 316 - differential 5.

[0276] (14) Parallel driving four-gear mode

[0277] The first clutch 35 is engaged, the second clutch 36 is disengaged, the first synchronizer 37 is in the first neutral position, and the second synchronizer 38 is in the third engaged position. The engine 1 is driven, the first motor 2 and the second motor 4 are simultaneously driven, or the first motor 2 is driven and the second motor 4 is not driven, or the first motor 2 generates electricity and the second motor 4 is driven. There are three cases as follows:

[0278] 1) The first motor 2 is driven and the second motor 4 is simultaneously driven

[0279] At this time, the first power transmission route is: the engine 1 - the first gear 39 - the outer input shaft 33 - the third gear 313 - the third driven gear 314 - the output shaft 34 - the output driving gear 315 - the output driven gear 316 - the differential 5. The second power transmission route is: the first motor 2 - the first gear set - the first gear 39 - the outer input shaft 33 - the third gear 313 - the third driven gear 314 - the output shaft 34 - the output driving gear 315 - the output driven gear 316 - the differential 5. The third power transmission route is: the second motor 4 - the second gear set - the output driven gear 316 - the differential 5.

[0280] 2) The first motor 2 is driven and the second motor 4 is not driven

[0281] At this time, the first power transmission route is: the engine 1 - the first gear 39 - the outer input shaft 33 - the third gear 313 - the third driven gear 314 - the output shaft 34 - the output driving gear 315 - the output driven gear 316 - the differential 5. The second power transmission route is: the first motor 2 - the first gear set - the first gear 39 - the outer input shaft 33 - the third gear 313 - the third driven gear 314 - the output shaft 34 - the output driving gear 315 - the output driven gear 316 - the differential 5.

[0282] 3) The first motor 2 generates electricity and the second motor 4 is driven

[0283] At this time, the first power transmission route is: the engine 1 - the first gear 39 - the outer input shaft 33 - the third gear 313 - the third driven gear 314 - the output shaft 34 - the output driving gear 315 - the output driven gear 316 - the differential 5. The second power transmission route is: the engine 1 - the first gear set - the first motor 2. The third power transmission route is: the second motor 4 - the second gear set - the output driven gear 316 - the differential 5.

[0284] (15) Braking energy recovery mode

[0285] When braking, the second motor 4 generates electricity by being reversely driven. In any mode other than the parking power generation mode, when the vehicle is braking, the braking energy recovery mode can be entered.

[0286] The engine direct drive one-gear mode, the engine direct drive two-gear mode, the engine direct drive three-gear mode, and the engine direct drive four-gear mode are collectively referred to as the engine direct drive mode. The parallel drive one-gear mode, the parallel drive two-gear mode, the parallel drive three-gear mode, and the parallel drive four-gear mode are collectively referred to as the parallel drive mode. The engine direct drive mode and the parallel drive mode are mainly suitable for medium and high speed driving. The first motor 2 performs peak shaving according to the high efficiency operation range of the engine 1 and the power demand of the vehicle, and at this time, the second motor 4 is mainly used to ensure the instantaneous power demand, such as acceleration and overtaking.

[0287] The pure electric drive one-gear mode, the pure electric drive two-gear mode, the pure electric drive three-gear mode, and the pure electric drive four-gear mode are collectively referred to as the pure electric drive mode. The pure electric drive mode realizes double motor drive, which is powerful and is mainly used in low speed driving with sufficient battery power.

[0288] In the third embodiment, the third clutch 325 is added, which can realize the double motor drive function in the pure electric drive mode, and the first motor 2 has four gears when driving, which significantly improves the power and economy of pure electric drive (the generator drive is always in the high efficiency range), and is particularly important for vehicles with large capacity battery packs and high pure electric performance.

[0289] Because of the engagement option of the third clutch 325, the third clutch 325 needs to be engaged in all working modes in which the engine 1 participates in work. In addition, because the third clutch 325 can disconnect the engine 1, the third clutch 325 can be selectively disconnected according to the braking power and braking efficiency when the braking energy recovery is in the engine direct drive mode, the parallel drive mode, or the pure electric drive mode, to realize double motor braking energy recovery and fully utilize the braking energy, which is very meaningful for vehicle braking on long downhill slopes.

[0290] In the third embodiment, each clutch is a friction clutch, and a wet friction clutch is preferably used, which has a slip ability. The start of the engine and the switching between almost all gears can be realized by power shifting through the clutch slip, i.e. no power interruption shifting, which can theoretically achieve no torque drop and strong linear acceleration, which is particularly important for performance vehicles.

[0291] Fourth embodiment

[0292] Figure 5The fourth embodiment of the utility model provides a hybrid power drive system, which is different from the third embodiment in that the engine 1, the first motor 2 and the second motor 4 are arranged longitudinally, that is, the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front-rear direction of the vehicle.

[0293] The fourth embodiment of the utility model provides a hybrid power drive system, which is different from the third embodiment in that the engine 1, the first motor 2 and the second motor 4 are arranged longitudinally, that is, the output shafts of the engine 1, the first motor 2 and the second motor 4 extend along the front-rear direction of the vehicle.

[0294] Correspondingly, the four-gear transmission 3 is also arranged longitudinally, that is, the inner input shaft 32, the outer input shaft 33 and the output shaft 34 are arranged longitudinally (extend along the front-rear direction of the vehicle).

[0295] In the embodiment, a motor gear 331 is further arranged, which is coaxially connected with the output shaft of the second motor 4 and engages with the output driven gear 316. The hybrid power drive system of the fourth embodiment of the utility model is suitable for a longitudinal front-drive vehicle.

[0296] Fifth embodiment

[0297] Figure 6 The fifth embodiment of the utility model provides a hybrid power drive system, which is different from the third embodiment in that the second motor 4 and the second gear set are cancelled, and a third motor 6 (see Figure 15 ) is added. The third motor 6 is arranged at the rear axle of the vehicle and is used to drive the rear wheels of the vehicle. The third motor 6 can drive the rear wheels through a speed reducer. The hybrid power drive system of the fifth embodiment of the utility model is suitable for a transverse four-wheel drive vehicle.

[0298] The hybrid power drive system of the fifth embodiment of the utility model can realize multiple drive modes such as a parking power generation mode, a pure electric drive mode (pure electric first-gear drive mode, pure electric second-gear drive mode, pure electric third-gear drive mode, pure electric fourth-gear drive mode), an extended range mode, an engine direct drive first-gear mode, a parallel drive first-gear mode, an engine direct drive second-gear mode, a parallel drive second-gear mode, an engine direct drive third-gear mode, a parallel drive third-gear mode, an engine direct drive fourth-gear mode, a parallel drive fourth-gear mode and a brake energy recovery mode by controlling the working states of the engine 1, the first motor 2 and the third motor 6 and the states of the first clutch 35, the second clutch 36, the third clutch 325, the first synchronizer 37 and the second synchronizer 38. The control in each drive mode is shown in Table 3 below.

[0299]

[0300] It can be seen from Tables 2 and 3 that the working mode of the fifth embodiment is basically the same as that of the third embodiment, the integration degree of the hybrid power driving system is slightly reduced, but the performance is fundamentally improved, which is mainly reflected in that:

[0301] (1) The power performance of the rear-drive vehicle is always stronger than that of the front-drive vehicle due to the axle load transfer, and the arrangement of the electric drive system is much simpler than that of the traditional vehicle engine assembly under the background of electrification, more and more vehicle manufacturers promote the rear-drive as the main drive of the vehicle platform, and there are more and more rear-drive as the main drive of the vehicle on the market, so it is of great significance to replace the second motor 4 in the third embodiment with the third motor 6.

[0302] (2) In this embodiment, four-wheel drive function can be realized, especially pure electric four-wheel drive, and the power performance and off-road passability of the hybrid four-wheel drive or pure electric four-wheel drive are greatly improved, and the price of two-wheel drive vehicle and the performance of four-wheel drive vehicle can be realized.

[0303] (3) The existence of the third motor 6 makes the front and rear axle load distribution more balanced, and the performance of the front and rear motors can be fully utilized, and the economy is also improved accordingly.

[0304] (4) For off-road vehicles that require larger suspension travel, the front-drive is generally arranged longitudinally, and in this embodiment, the existence of the rear wheel electric drive of the third motor 6 reduces the difficulty of arranging the traditional rear-drive system, and saves cost and space.

[0305] Sixth embodiment

[0306] Figure 7 The hybrid power driving system provided by the sixth embodiment of the utility model is shown, and the difference from the fifth embodiment is that the engine 1 and the first motor 2 are longitudinally arranged, that is, the output shafts of the engine 1 and the first motor 2 extend along the front and rear directions of the vehicle.

[0307] It also includes a positive engagement driving bevel gear 323 and a driven bevel gear 324, the driving bevel gear 323 is coaxially connected with the output driven gear 316, and the driven bevel gear 324 is fixed to the input end (differential housing) of the differential 5.

[0308] Correspondingly, the four-speed transmission 3 is also longitudinally arranged, that is, the inner input shaft 32, the outer input shaft 33 and the output shaft 34 are longitudinally arranged (extend along the front and rear directions of the vehicle).

[0309] The hybrid power driving system of the sixth embodiment of the utility model is suitable for longitudinal four-wheel drive vehicle.

[0310] Seventh embodiment

[0311] Figure 8The seventh embodiment of the utility model provides a hybrid power drive system, which is different from the fifth embodiment in that the first motor 2 is located differently, and the third clutch 325 is cancelled. Specifically, the power input end 31 is fixedly connected or integrally formed with the inner input shaft 32, the engine 1 is directly connected to the power input end 31, and the first motor 2 is connected to one end of the first clutch 35 and the first gear position driving gear 39 fixedly through a third gear set. The third gear set comprises a sixth gear 326, a seventh gear 327 and an eighth gear 328, the seventh gear 327 is engaged between the sixth gear 326 and the eighth gear 328, the sixth gear 326 is coaxially connected to an output shaft of the first motor 2, and the eighth gear 328 is fixed to one end of the first clutch 35 and the first gear position driving gear 39. The hybrid power drive system of the seventh embodiment of the utility model is suitable for a transverse four-wheel drive vehicle.

[0312] In the embodiment, the first motor 2 has two gears and four gears when driving.

[0313] However, in other embodiments, the seventh gear 327 can also be cancelled, and the sixth gear 326 and the eighth gear 328 are directly engaged.

[0314] The hybrid power drive system of the seventh embodiment of the utility model can realize multiple drive modes such as a parking power generation mode, a pure electric drive mode (a pure electric two-gear drive mode and a pure electric four-gear drive mode), an extended range mode, an engine direct drive one-gear mode, a parallel drive one-gear mode, an engine direct drive two-gear mode, a parallel drive two-gear mode, an engine direct drive three-gear mode, a parallel drive three-gear mode, an engine direct drive four-gear mode, a parallel drive four-gear mode and a brake energy recovery mode by controlling the working states of the engine 1, the first motor 2 and the third motor 6 and the states of the first clutch 35, the second clutch 36, the first synchronizer 37 and the second synchronizer 38. The control in each drive mode is shown in Table 4 below.

[0315]

[0316] Compared with the fifth embodiment, the seventh embodiment has only two gears and four gears in the pure electric drive mode. However, the two gears of the four-wheel drive double-motor pure electric drive mode are sufficient to efficiently cover the entire vehicle speed range. Compared with the power configuration of the fifth embodiment, the third clutch is cancelled, and the hydraulic execution system is also simplified, thereby saving costs. In addition, in the engine direct drive / parallel mode, the first motor 2 can be mounted on the four gears to realize peak clipping of the power and torque of the engine 1, and the performance is not weakened too much. Therefore, the hybrid power drive system of the seventh embodiment has a very high cost performance, and is a better choice for four-wheel drive vehicles that pursue extreme cost performance.

[0317] Eighth embodiment

[0318] Figure 9 The hybrid power drive system provided by the eighth embodiment of the utility model is different from the seventh embodiment in that the engine 1 and the first motor 2 are arranged longitudinally, that is, the output shafts of the engine 1 and the first motor 2 extend along the front-rear direction of the vehicle.

[0319] The fourth gear set further comprises a driving bevel gear 323 and a driven bevel gear 324, the driving bevel gear 323 is coaxially connected with the output driven gear 316, and the driven bevel gear 324 is fixed to the input end of the differential 5 (differential housing).

[0320] Correspondingly, the four-gear transmission 3 is also arranged longitudinally, that is, the inner input shaft 32, the outer input shaft 33 and the output shaft 34 are arranged longitudinally (extend along the front-rear direction of the vehicle).

[0321] The hybrid power drive system of the eighth embodiment of the utility model is suitable for a longitudinally arranged four-wheel drive vehicle.

[0322] Ninth Embodiment

[0323] Figure 10 The hybrid power drive system provided by the ninth embodiment of the utility model is different from the seventh embodiment in that the position of the first motor 2 is different.

[0324] Specifically, the first motor 2 is connected with the second-gear driving gear 311 through the fourth gear set.

[0325] The fourth gear set comprises a ninth gear 329 and a tenth gear 330, the ninth gear 329 is coaxially connected with the output shaft of the first motor 2, and the tenth gear 330 is engaged between the ninth gear 329 and the second-gear driving gear 311.

[0326] The hybrid power drive system of the ninth embodiment of the utility model is suitable for a transversely arranged four-wheel drive vehicle.

[0327] In the embodiment, since the first motor 2 is connected with the second-gear driving gear 311 through the second clutch 36, the first motor 2 drives the first gear and the third gear.

[0328] The hybrid power drive system of the ninth embodiment of the utility model can realize multiple drive modes such as the parking power generation mode, the pure electric drive mode (pure electric first-gear drive mode and pure electric third-gear drive mode), the range extending mode, the engine direct drive first-gear mode, the parallel drive first-gear mode, the engine direct drive second-gear mode, the parallel drive second-gear mode, the engine direct drive third-gear mode, the parallel drive third-gear mode, the engine direct drive fourth-gear mode, the parallel drive fourth-gear mode and the brake energy recovery mode by controlling the working states of the engine 1, the first motor 2 and the third motor 6 and the states of the first clutch 35, the second clutch 36, the first synchronizer 37 and the second synchronizer 38.

[0329] The control in each driving mode is shown in Table 5 below:

[0330]

[0331] The ninth embodiment is relative to the fifth embodiment, and the pure electric driving has only one gear and three gears. However, the two gears of the four-wheel drive double-motor pure electric driving are sufficient to efficiently cover the entire vehicle speed range. Relative to the power configuration of the fifth embodiment, the third clutch is omitted, and the hydraulic execution system is also simplified, thereby saving the cost. In addition, in the engine direct drive / parallel mode, the four gears can be pre-engaged, and the first motor 2 can be mounted on the four gears to realize the peak clipping and valley filling of the engine 1 power and torque, and the performance is not weakened too much. Therefore, the hybrid power driving system of the ninth embodiment has a very high cost performance, and is a better choice for four-wheel drive vehicles pursuing the ultimate cost performance.

[0332] Tenth embodiment

[0333] Figure 11 The hybrid power driving system provided by the tenth embodiment of the utility model is different from the ninth embodiment in that the engine 1 and the first motor 2 are longitudinally arranged, that is, the output shafts of the engine 1 and the first motor 2 extend along the front-rear direction of the vehicle.

[0334] Further comprising a driving bevel gear 323 and a driven bevel gear 324 in orthogonal engagement, the driving bevel gear 323 is coaxially connected with the output driven gear 316, and the driven bevel gear 324 is fixed to the input end (differential housing) of the differential 5.

[0335] Correspondingly, the four-gear transmission 3 is also longitudinally arranged, that is, the inner input shaft 32, the outer input shaft 33 and the output shaft 34 are longitudinally arranged (extend along the front-rear direction of the vehicle).

[0336] The hybrid power driving system of the tenth embodiment of the utility model is suitable for longitudinally arranged four-wheel drive vehicles.

[0337] Eleventh embodiment

[0338] Figure 12 The hybrid power driving system provided by the eleventh embodiment of the utility model is different from the tenth embodiment in that Figure 2 The difference between the embodiment shown and the tenth embodiment is that the output driving gear 315 is arranged at the end of the output shaft 34 away from the engine 1, and the output driving gear 315 is coplanar with the second clutch 36.

[0339] By arranging the output driving gear 315 to be coplanar with the second clutch 36, the axial length of the four-gear transmission 3 is reduced, and the structural compactness of the hybrid power driving system is improved.

[0340] Twelfth embodiment

[0341] Figure 13 The hybrid power driving system provided by the twelfth embodiment of the utility model is shown in the figure, which is different from the above-mentioned embodiments in that the second gear driving gear 311 is fixed to the inner input shaft 32, the first clutch 35 and the second clutch 36 are adjacently arranged or integrated (for example, integrated as a double clutch), and the first clutch 35 and the second clutch 36 are located on the side of the outer input shaft 33 close to the engine 1. The second clutch 36 is connected between the inner input shaft 32 and the power input end 31, and is used for power connection and power disconnection between the inner input shaft 32 and the power input end 31, so as to realize power connection and power disconnection between the second gear driving gear 311 and the power input end 31. Figure 2 The embodiment is different from the above-mentioned embodiments in that the second clutch 36 is connected between the inner input shaft 32 and the power input end 31, and is used for power connection and power disconnection between the inner input shaft 32 and the power input end 31, so as to realize power connection and power disconnection between the second gear driving gear 311 and the power input end 31.

[0342] In the embodiment, the power input end 31 is separated from the inner input shaft 32 and connected through the second clutch 36.

[0343] Compared with the separate arrangement of the first clutch 35 and the second clutch 36 in the other embodiments, in the embodiment, the first clutch 36 and the second clutch 36 are adjacently arranged or integrated into a more compact structure, and the second gear driving gear 311 is fixed (rather than empty) to the inner input shaft 32, and the assembly process is simpler.

[0344] Thirteenth embodiment

[0345] Figure 14 The vehicle provided by the thirteenth embodiment of the utility model is shown in the figure, which comprises the hybrid power driving system without the third motor 6.

[0346] The vehicle is a front-drive vehicle, which can be a transverse vehicle or a longitudinal vehicle.

[0347] The vehicle further comprises a battery pack 200.

[0348] The battery pack 200 is used for supplying power to the first motor 2 and the second motor 4. The electricity generated by the first motor 2 and the second motor 4 can also charge the battery pack 200.

[0349] Fourteenth embodiment

[0350] Figure 15 The vehicle provided by the fourteenth embodiment of the utility model is shown in the figure, which comprises the hybrid power driving system provided with the third motor 6.

[0351] The vehicle is a four-wheel drive vehicle, which can be a transverse vehicle or a longitudinal vehicle.

[0352] In the embodiment with the first motor 2 and the third motor 6, the battery pack 200 is used for supplying power to the first motor 2 and the third motor 6. The electricity generated by the first motor 2 and the third motor 6 can also charge the battery pack 200.

[0353] In the embodiment with the first motor 2, the second motor 4 and the third motor 6, the battery pack 200 is used to supply power to the first motor 2, the second motor 4 and the third motor 6. The electricity generated by the first motor 2, the second motor 4 and the third motor 6 can also charge the battery pack 200.

[0354] Fifteenth embodiment

[0355] The fifteenth embodiment of the utility model provides a kind of hybrid power drive system, it is applicable to front drive vehicle, and it is different from the first embodiment, second motor position is different.Specifically, second motor is directly connected power input end.It also includes third clutch, third clutch is connected between the rotor of second motor and engine and first motor, for the power connection and power disconnection between the rotor of second motor and engine and first motor.

[0356] Sixteenth embodiment

[0357] The sixteenth embodiment of the utility model provides a kind of hybrid power drive system, it is applicable to front drive vehicle, and it is different from the first embodiment, the position of first motor is different.

[0358] Specifically, power input end is fixedly connected or integrally formed with inner input shaft, engine is directly connected power input end, and first motor is connected with the fixed end of first clutch and first gear position driving gear through third gear set.

[0359] Seventeenth embodiment

[0360] The seventeenth embodiment of the utility model provides a kind of hybrid power drive system, it is applicable to front drive vehicle, and it is different from the sixteenth embodiment, the position of first motor is different.

[0361] Specifically, first motor is connected with third driving gear through third gear set.

[0362] Eighteenth embodiment

[0363] The eighteenth embodiment of the utility model provides a kind of hybrid power drive system, it is applicable to four-wheel drive vehicle, and it is different from the first embodiment, cancel second motor, increase third motor.Third motor is arranged in the rear axle of vehicle, for driving the rear wheel of vehicle.

[0364] Third motor can drive rear wheel through speed reducer.

[0365] Nineteenth embodiment

[0366] The nineteenth embodiment of the utility model provides a kind of hybrid power drive system, it is applicable to four-wheel drive vehicle, and it is different from the fifteenth embodiment, increase third motor.Third motor is arranged in the rear axle of vehicle, for driving the rear wheel of vehicle.

[0367] The third motor can drive the rear wheels through a reducer.

[0368] The twentieth embodiment

[0369] The twentieth embodiment of the utility model provides a hybrid power drive system, be applicable to four drive vehicles, its difference with the first embodiment lies in, increased third motor. The third motor is arranged in the rear axle of the vehicle, is used for driving the rear wheel of the vehicle.

[0370] The third motor can drive the rear wheels through a reducer.

[0371] The twenty-first embodiment

[0372] The twenty-first embodiment of the utility model provides a hybrid power drive system, be applicable to four drive vehicles, its difference with the third embodiment lies in, increased third motor. The third motor is arranged in the rear axle of the vehicle, is used for driving the rear wheel of the vehicle.

[0373] The third motor can drive the rear wheels through a reducer.

[0374] The twenty-second embodiment

[0375] The twenty-second embodiment of the utility model provides a hybrid power drive system, be applicable to four drive vehicles, its difference with the sixteenth embodiment lies in, increased third motor. The third motor is arranged in the rear axle of the vehicle, is used for driving the rear wheel of the vehicle.

[0376] The third motor can drive the rear wheels through a reducer.

[0377] The twenty-third embodiment

[0378] The twenty-third embodiment of the utility model provides a hybrid power drive system, be applicable to four drive vehicles, its difference with the seventeenth embodiment lies in, increased third motor. The third motor is arranged in the rear axle of the vehicle, is used for driving the rear wheel of the vehicle.

[0379] The third motor can drive the rear wheels through a reducer.

[0380] The hybrid power drive system with double motor (first motor and second motor) of the utility model can make full use of the performance of engine, and the power performance is not inferior to the hybrid power drive system with more than three motors, in addition, can realize engine full-speed section direct drive coverage, even in extreme power feeding or extreme environment (such as low temperature and other battery cannot normally discharge conditions), the vehicle still has good power performance and economy.

[0381] And, the hybrid power drive system of the above embodiment of the utility model all has the range extending mode, so that the vehicle has excellent power preservation performance.

[0382] In addition, the hybrid power drive system of the above-mentioned embodiments of the utility model, each clutch adopts friction clutch, preferentially adopts wet friction clutch, has slip ability, including starting machine and almost all gear switching etc.

[0383] In addition, the hybrid power drive system of the above-mentioned embodiments of the utility model, when the third motor is arranged at the rear axle, the front axle can adopt only one motor (the first motor), to realize the performance of four-wheel drive at the cost of two-wheel drive.

[0384] The above-mentioned is only the preferred embodiment of the utility model, and does not limit the utility model, and any modification, equivalent replacement and improvement etc. within the spirit and principle of the utility model should be included in the protection scope of the utility model.

Claims

1. A hybrid drive system characterized by comprising: The hybrid power device comprises an engine, a first motor, a four-gear transmission and a differential. The four-gear transmission comprises a power input end, an inner input shaft, an outer input shaft, an output shaft, a first clutch, a second clutch, a first synchronizer, a second synchronizer, a first gear primary gear, a first gear driven gear, a second gear primary gear, a second gear driven gear, a third gear primary gear, a third gear driven gear, an output primary gear and an output driven gear meshing with the output primary gear. The output primary gear is fixed on the output shaft, and the output driven gear is connected to the input end of the differential. The first gear primary gear meshes with the first gear driven gear, the second gear primary gear meshes with the second gear driven gear, and the third gear primary gear meshes with the third gear driven gear. The engine is connected to the power input end. The first motor is connected to one of the engine, the power input end, the inner input shaft, the outer input shaft, the first gear primary gear, the second gear primary gear and the third gear primary gear. The outer input shaft is sleeved on the inner input shaft. The first gear primary gear and the third gear primary gear are fixed on the outer input shaft. The second gear primary gear is arranged on the inner input shaft. The first gear driven gear, the second gear driven gear and the third gear driven gear are sleeved on the output shaft. The first clutch is used for power connection and power disconnection between the outer input shaft and the power input end. The second clutch is used for power connection and power disconnection between the second gear primary gear and the power input end. The first synchronizer is used for selectively combining the second gear driven gear to the output shaft or the third gear driven gear. The second synchronizer is used for selectively combining the output shaft to the first gear driven gear or the third gear driven gear.

2. The hybrid drive system of claim 1, wherein The first synchronizer can be switched between a first engagement position, a first neutral position and a second engagement position. When the first synchronizer is in the first neutral position, the second gear driven gear is disconnected from the output shaft, and the second gear driven gear is disconnected from the third gear driven gear. When the first synchronizer is in the first engagement position, the second gear driven gear is combined with the output shaft to transmit power, and the second gear driven gear is disconnected from the third gear driven gear. When the first synchronizer is in the second engagement position, the second gear driven gear is combined with the third gear driven gear to transmit power, and the second gear driven gear is disconnected from the output shaft. The second synchronizer is capable of switching between a third engagement position, a second neutral position and a fourth engagement position; when the second synchronizer is in the second neutral position, the third gear driven gear is disconnected from the output shaft and the first gear driven gear is disconnected from the output shaft; when the second synchronizer is in the third engagement position, the third gear driven gear is connected to the output shaft to transmit power and the first gear driven gear is disconnected from the output shaft; when the second synchronizer is in the fourth engagement position, the first gear driven gear is connected to the output shaft to transmit power and the third gear driven gear is disconnected from the output shaft; The first clutch is disconnected, the second clutch is connected, the first synchronizer is in a second engagement position, and the second synchronizer is in a fourth engagement position to realize a first speed ratio of the four-speed transmission; The first clutch is connected, the second clutch is disconnected, the first synchronizer is in a first neutral position, and the second synchronizer is in a fourth engagement position to realize a second speed ratio of the four-speed transmission; The first clutch is disconnected, the second clutch is connected, the first synchronizer is in a first engagement position, and the second synchronizer is in a second neutral position to realize a third speed ratio of the four-speed transmission; The first clutch is connected, the second clutch is disconnected, the first synchronizer is in a first neutral position, and the second synchronizer is in a third engagement position to realize a fourth speed ratio of the four-speed transmission.

3. The hybrid drive system of claim 2, wherein The first synchronizer includes a first tooth sleeve, a first engagement gear and a second engagement gear, the first tooth sleeve is fixed circumferentially with the second gear driven gear, and the first tooth sleeve is capable of reciprocating axially along the second gear driven gear, the first engagement gear is fixed or integrally formed on the output shaft, the second engagement gear is fixed or integrally formed on the side of the third gear driven gear facing the second gear driven gear, and the first tooth sleeve is located between the first engagement gear and the second engagement gear; When the first synchronizer is in the first neutral position, the first tooth sleeve is separated from the first engagement gear and the second engagement gear; when the first synchronizer is in the first engagement position, the inner splines of the first tooth sleeve are matched with the outer spline of the first engagement gear, and the inner splines of the first tooth sleeve are separated from the outer spline of the second engagement gear; when the first synchronizer is in the second engagement position, the inner splines of the first tooth sleeve are matched with the outer spline of the second engagement gear, and the inner splines of the first tooth sleeve are separated from the outer spline of the first engagement gear.

4. The hybrid drive system of claim 3, wherein The first synchronizer further includes a first tooth hub fixed or integrally formed on the second gear driven gear, the outer splines of the first tooth sleeve are matched with the inner splines of the first tooth hub, and the first tooth hub is located between the first engagement gear and the second engagement gear.

5. The hybrid drive system of claim 1, wherein, The power input end is fixedly connected or integrally formed with the inner input shaft, the engine is connected to the power input end, and the first motor is connected to the engine.

6. The hybrid drive system of claim 1, wherein The power input end is fixedly connected or integrally formed with the inner input shaft, and the first motor is connected to the power input end; A third clutch is further included, which is connected between the rotor of the first motor and the engine for power connection and disconnection between the rotor of the first motor and the engine.

7. The hybrid drive system of claim 1, wherein The power input end is fixedly connected or integrally formed with the inner input shaft, the engine is connected with the power input end, and the first motor is connected with one of the inner input shaft, the outer input shaft, the first gear main driving gear, the second gear main driving gear and the third gear main driving gear.

8. The hybrid drive system according to any one of claims 1, 5-7, characterized by A second motor is further included; The second motor is connected with one of the output main driving gear and the output driven gear.

9. The hybrid drive system of claim 1, wherein, The first motor is connected with the engine; A second motor is further included, the power input end is fixedly connected or integrally formed with the inner input shaft, and the second motor is connected with the power input end; A third clutch is further included, which is connected between the rotor of the second motor and the engine and the first motor for power connection and disconnection between the rotor of the second motor and the engine and the first motor.

10. The hybrid drive system according to any one of claims 5-7, characterized by The hybrid power device is arranged on a front axle of a vehicle for driving front wheels of the vehicle. A third motor is further included, which is arranged on a rear axle of the vehicle for driving rear wheels of the vehicle.

11. The hybrid drive system of claim 8, wherein, The hybrid power device is arranged on a front axle of a vehicle for driving front wheels of the vehicle. A third motor is further included, which is arranged on a rear axle of the vehicle for driving rear wheels of the vehicle.

12. The hybrid drive system of claim 9, wherein, The hybrid power device is arranged on a front axle of a vehicle for driving front wheels of the vehicle. A third motor is further included, which is arranged on a rear axle of the vehicle for driving rear wheels of the vehicle.

13. The hybrid drive system of claim 1, wherein, The first clutch is connected between the outer input shaft and the power input end, or the first clutch is connected between the first gear main driving gear and the power input end.

14. The hybrid drive system of claim 13, wherein, The second gear main driving gear is sleeved on the inner input shaft, the first clutch is arranged on one side of the outer input shaft close to the engine, and the second clutch is arranged on the inner input shaft and located beside the second gear main driving gear. The second clutch is connected between the inner input shaft and the second gear main driving gear for power connection and disconnection between the inner input shaft and the second gear main driving gear, so as to realize power connection and disconnection between the second gear main driving gear and the power input end.

15. The hybrid drive system of claim 14, wherein, The output main driving gear is arranged on one end of the output shaft close to the engine, and the output main driving gear is coplanar with the first clutch; or The output main driving gear is arranged on one end of the output shaft away from the engine, and the output main driving gear is coplanar with the second clutch.

16. The hybrid drive system of claim 13, wherein, The second gear main driving gear is fixed to the inner input shaft, the first clutch and the second clutch are adjacently arranged or integrally formed, and the first clutch and the second clutch are located on one side of the outer input shaft close to the engine. The second clutch is connected between the inner input shaft and the power input end, and is used for power connection and power disconnection of the inner input shaft and the power input end, so as to realize power connection and power disconnection of the second gear main driven gear and the power input end.

17. The hybrid drive system of claim 1, wherein, The engine and the first motor are arranged transversely, the output driven gear is fixed to the input end of the differential, and the two output ends of the differential are connected with the left half shaft and the right half shaft respectively.

18. The hybrid drive system of claim 1, wherein, The engine and the first motor are arranged longitudinally. The differential further comprises a driving bevel gear and a driven bevel gear in orthogonal engagement, the driving bevel gear is coaxially connected with the output driven gear, the driven bevel gear is fixed to the input end of the differential, and the two output ends of the differential are connected with the left half shaft and the right half shaft respectively.

19. A vehicle characterized by comprising: The hybrid drive system comprises any one of claims 1-18.

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