Hybrid power assembly and vehicle

Abstract

The utility model discloses a hybrid power assembly and a vehicle. The hybrid power assembly comprises an engine; the transmission comprises a power input shaft, a first-gear gear pair, a second-gear gear pair, a gear shifting mechanism and a power output shaft, the power input shaft is connected with the engine, and the power input shaft and the power output shaft are in transmission connection through the first-gear gear pair or the second-gear gear pair; the gear shifting mechanism is arranged between the first-gear gear pair and the second-gear gear pair; the first motor is connected with the engine through a first coupling device, the first motor is connected with the first-gear gear pair, and the first motor is connected with the second-gear gear pair through a second coupling device; and the second motor is in transmission connection with the power output shaft. According to the hybrid power assembly, large-torque output can be achieved, the speed regulation range is enlarged, an efficient area of an engine can completely cover various use working conditions, and therefore oil consumption of the whole vehicle is reduced.

Description

Technical Field

[0001] This utility model relates to the field of vehicle transmission technology, and in particular to a hybrid powertrain and vehicle. Background Technology

[0002] In existing technologies, vehicles typically require high torque and a wide speed range. The electric motor and engine of a hybrid vehicle's power system usually operate independently and have fewer gears, which cannot meet the vehicle's requirements for high torque and a wide speed range. As a result, the engine's high-efficiency range cannot fully cover a variety of operating conditions, and the overall vehicle fuel consumption is high. Utility Model Content

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one objective of the present invention is to provide a hybrid powertrain that can deliver high torque output, increase the speed range of the hybrid powertrain, and enable the high-efficiency range of the engine to fully cover various operating conditions, thereby reducing overall vehicle fuel consumption and improving the power performance of the hybrid powertrain.

[0004] Another objective of this invention is to provide a vehicle that includes the aforementioned hybrid powertrain.

[0005] A hybrid powertrain according to a first aspect of the present invention includes: an engine; a transmission, the transmission including a power input shaft, a first gear pair, a second gear pair, a shifting mechanism, and a power output shaft, the power input shaft being connected to the engine, the power input shaft and the power output shaft being drivenly connected via the first gear pair or the second gear pair, the shifting mechanism being disposed between the first gear pair and the second gear pair; a first motor, the first motor being located between the engine and the first gear pair, the first motor being connected to the engine via a first coupling device, the first motor being connected to the first gear pair, and the first motor being connected to the second gear pair via a second coupling device; and a second motor, the second motor being drivenly connected to the power output shaft.

[0006] According to the first aspect of the present invention, the hybrid powertrain, by providing a first coupling device, a first gear pair, a second coupling device, a second gear pair, and a shifting mechanism, enables the hybrid powertrain to output high torque, realizes the switching of multiple gears, increases the speed range of the hybrid powertrain, and allows the high-efficiency range of the engine to fully cover various operating conditions, thereby reducing the overall vehicle fuel consumption and improving the power performance of the hybrid powertrain.

[0007] According to some embodiments of the present invention, the first coupling device is disposed on the power input shaft and is located between the engine and the first gear pair, and the first coupling device can be selectively connected to or disconnected from the first motor; the second coupling device is disposed on the power input shaft and is located between the first coupling device and the first gear pair, and the second coupling device can be selectively connected to or disconnected from the first motor.

[0008] According to some embodiments of the present invention, the first gear pair includes a first driving gear and a first driven gear meshing with each other, the second gear pair includes a second driving gear and a second driven gear meshing with each other, the first driving gear and the second driving gear are both disposed on the power input shaft, the first driving gear is connected to the first motor, and the first driven gear, the shifting mechanism and the second driven gear are all disposed on the power output shaft.

[0009] According to some embodiments of the present invention, there are two shifting mechanisms, one of which is connected to the first driven gear, and the other of which is connected to the second driven gear.

[0010] According to some embodiments of the present invention, the hybrid powertrain further includes: a motor output shaft connected to the second motor; and a first transmission gear pair, the first transmission gear pair including a first main transmission gear and a first driven transmission gear meshing with each other, the first main transmission gear being disposed on the motor output shaft and the first driven transmission gear being disposed on the power output shaft.

[0011] According to some embodiments of the present invention, the first gear pair is located between the second coupling device and the second gear pair, and the second gear pair is located between the first gear pair and the first transmission gear pair.

[0012] According to some embodiments of the present invention, the hybrid powertrain further includes: a half-shaft adapted to be connected to a wheel; a second transmission gear pair, the second transmission gear pair including a second main transmission gear and a second driven transmission gear meshing with each other, the second main transmission gear being disposed on the power output shaft, and the second driven transmission gear being disposed on the half-shaft.

[0013] According to some embodiments of the present invention, a differential is provided on the half-shaft, and the second driven gear is connected to the differential.

[0014] According to some embodiments of this utility model, the shifting mechanism is a clutch or a synchronizer.

[0015] The vehicle according to a second aspect embodiment of the present invention includes a hybrid powertrain according to the first aspect embodiment of the present invention.

[0016] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of a hybrid powertrain according to an embodiment of the present utility model;

[0019] Figure 2 This is a schematic diagram of a hybrid powertrain according to another embodiment of the present invention;

[0020] Figure 3 yes Figure 1 The diagram shown illustrates the hybrid powertrain in direct drive mode with the second motor.

[0021] Figure 4 yes Figure 1 The diagram shown is a schematic of the hybrid powertrain in the first motor direct drive mode.

[0022] Figure 5 yes Figure 1 The diagram shown illustrates the hybrid powertrain in the first motor direct drive second gear mode.

[0023] Figure 6 yes Figure 1 The diagram shown is a schematic of the hybrid powertrain in dual-motor drive first gear mode;

[0024] Figure 7 yes Figure 1 The diagram shown illustrates the hybrid powertrain in dual-motor drive, second-gear mode.

[0025] Figure 8 yes Figure 1 The diagram shown is a schematic of the hybrid powertrain in the first gear mode of engine and first motor hybrid drive.

[0026] Figure 9 yes Figure 1 The diagram shown illustrates the hybrid powertrain in a two-speed hybrid mode, where the engine and the first electric motor are in a combined drive configuration.

[0027] Figure 10 yes Figure 1 The diagram shown is a schematic of the hybrid powertrain in the first gear mode of engine and second motor hybrid drive.

[0028] Figure 11 yes Figure 1 The diagram shown illustrates the hybrid powertrain in the second-gear mode of engine and second motor hybrid drive.

[0029] Figure 12 yes Figure 1 The diagram shown is a schematic of the hybrid powertrain in the first-gear mode of engine, first motor and second motor hybrid drive;

[0030] Figure 13 yes Figure 1 The diagram shown illustrates the hybrid powertrain in a two-stage hybrid drive mode, consisting of the engine, the first electric motor, and the second electric motor.

[0031] Figure 14 yes Figure 1 The diagram shown illustrates the hybrid powertrain in engine direct drive first gear mode.

[0032] Figure 15 yes Figure 1 The diagram shown illustrates the hybrid powertrain in engine direct drive second gear mode.

[0033] Explanation of reference numerals in the attached figures:

[0034] 100. Hybrid powertrain;

[0035] 10. Engine; 11. First coupling device; 20. Transmission; 21. Power input shaft; 22. First gear pair; 221. First drive gear; 222. First driven gear; 23. Second gear pair; 231. Second drive gear; 232. Second driven gear; 24. Shifting mechanism; 241. First shifting mechanism; 242. Second shifting mechanism; 25. Power output shaft; 30. First motor; 31. Stator; 32. Rotor; 40. Second motor; 41. Motor output shaft; 50. Second coupling device; 60. First transmission gear pair; 61. First main transmission gear; 62. First driven gear; 70. Half shaft; 71. Differential; 80. Second transmission gear pair; 81. Second main transmission gear; 82. Second driven gear; 90. Wheel. Detailed Implementation

[0036] The embodiments of this utility model are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Figure 1 and Figure 2 A hybrid powertrain 100 according to a first aspect embodiment of the present invention is described.

[0037] like Figure 1 As shown, the hybrid powertrain 100 according to the first aspect of the present invention includes: an engine 10, a transmission 20, a first motor 30 and a second motor 40.

[0038] Specifically, the transmission 20 includes a power input shaft 21, a first gear pair 22, a second gear pair 23, a shifting mechanism 24, and a power output shaft 25. The power input shaft 21 is connected to the engine 10. The power input shaft 21 and the power output shaft 25 are connected by transmission through the first gear pair 22 or the second gear pair 23. The shifting mechanism 24 is located between the first gear pair 22 and the second gear pair 23. A first motor 30 is located between the engine 10 and the first gear pair 22. The first motor 30 is connected to the engine 10 through a first coupling device 11, connected to the first gear pair 22, and connected to the second gear pair 23 through a second coupling device 50. A second motor 40 is connected to the power output shaft 25.

[0039] For example, in Figure 1 In the example, the power input shaft 21 and the power output shaft 25 are arranged in parallel. The first gear pair 22 and the second gear pair 23 are connected to the power input shaft 21 and the power output shaft 25 to transmit power from the power input shaft 21 to the power output shaft 25. The first motor 30 is connected to the engine 10 and the first gear pair through two coupling devices, respectively.

[0040] When the first coupling device 11 is in the coupled state, the power of the engine 10 can be transmitted only to the first motor 30 for power generation; or, when the first coupling device 11 is in the coupled state and the first motor 30 is working, the power of the engine 10 is transmitted to the first motor 30. At this time, the power output of the first motor 30 can be the sum of the power of the engine 10 and the power of the first motor 30, that is, the first motor 30 and the engine 10 jointly provide driving force; or it can be the power of the engine 10, that is, the engine 10 provides driving force. Afterwards, the power output of the first motor 30 can be transmitted to the power output shaft 25 through the first gear pair 22 or the second gear pair 23.

[0041] Specifically, when the first coupling device 11 is in a coupled state, the second coupling device 50 is in a decoupled state, and the shifting mechanism 24 is connected to the first gear pair 22, at least one of the first motor 30 and the engine 10 provides driving force, so that the power output by the first motor 30 and / or the engine 10 can be transmitted to the power output shaft 25 through the first gear pair 22. When both the first coupling device 11 and the second coupling device 50 are in a coupled state, and the shifting mechanism 24 is connected to the second gear pair 23, at least one of the first motor 30 and the engine 10 provides driving force, so that the power output by the first motor 30 and / or the engine 10 can be transmitted to the power output shaft 25 through the second gear pair 23.

[0042] When both the first coupling device 11 and the second coupling device 50 are in a decoupled state, the shifting mechanism 24 is connected to the first gear pair 22, and the first motor 30 is working, the power output by the first motor 30 can be transmitted to the power output shaft 25 through the first gear pair 22. When the first coupling device 11 is in a decoupled state, the second coupling device 50 is in a coupled state, the shifting mechanism 24 is connected to the second gear pair 23, and the first motor 30 is working, the power output by the first motor 30 can be transmitted to the power output shaft 25 through the second gear pair 23. When the first coupling device 11, the second coupling device 50, and the shifting mechanism 24 are all in a disconnected state, the engine 10 and the first motor 30 are disconnected, the second motor 40 can work, and the power output by the second motor 40 is transmitted to the power output shaft 25.

[0043] By setting the first coupling device 11, the first motor 30 can recover energy from the engine 10 before outputting power. At this time, the power output by the first motor 30 is the sum of the power of the engine 10 and the power of the first motor 30, thereby enabling the hybrid powertrain 100 to output high torque. Furthermore, the first coupling device 11 enables the engine 10 and the first motor 30 to work together, improving the integration of the hybrid powertrain 100.

[0044] By configuring the first gear pair 22, the second coupling device 50, the second gear pair 23, and the shifting mechanism 24, the speed range of the hybrid powertrain 100 is increased, allowing for torque distribution during actual control, ensuring that the engine 10, the first motor 30, and the second motor 40 all operate within their high-efficiency range. The shifting mechanism 24 switches between the first gear pair 22 and the second gear pair 23, achieving efficient power transmission and adapting to different driving needs, thus improving the flexibility of the hybrid powertrain 100. Furthermore, it allows the high-efficiency range of the engine 10 to fully cover various operating conditions, thereby reducing overall vehicle fuel consumption. The coordinated operation of the engine 10, the first motor 30, and the second motor 40 enhances the power performance of the hybrid powertrain 100.

[0045] According to the embodiment of the present invention, the hybrid powertrain 100, by setting a first coupling device 11, a first gear pair 22, a second coupling device 50, a second gear pair 23 and a shifting mechanism 24, enables the hybrid powertrain 100 to output high torque, realizes the switching of multiple gears, increases the speed regulation range of the hybrid powertrain 100, and enables the high-efficiency range of the engine 10 to fully cover multiple operating conditions, reduces the overall vehicle fuel consumption and improves the power performance of the hybrid powertrain 100.

[0046] According to some embodiments of the present invention, a first coupling device 11 is disposed on the power input shaft 21 and is located between the engine 10 and the first gear pair 22. The first coupling device 11 can be selectively connected to or disconnected from the first motor 30. A second coupling device 50 is disposed on the power input shaft 21 and is located between the first coupling device 11 and the first gear pair 22. The second coupling device 50 can be selectively connected to or disconnected from the first motor 30.

[0047] Specifically, when the first coupling device 11 is connected to the first motor 30, the power of the engine 10 is transmitted to the first motor 30 via the power input shaft 21 and the first coupling device 11; when the first coupling device 11 is disconnected from the first motor 30, the power transmission between the engine 10 and the first motor 30 is interrupted. When the second coupling device 50 is connected to the first motor 30, the power of the first motor 30 is transmitted to the power input shaft 21 via the second coupling device 50; when the second coupling device 50 is disconnected from the first motor 30, the power transmission between the power input shaft 21 and the first motor 30 is interrupted.

[0048] Therefore, the power transmission between the first motor 30 and the engine 10 and power input shaft 21 can be selectively connected or disconnected according to driving needs, thereby realizing multiple power combinations and improving the flexibility of power performance. Moreover, in situations such as braking, the power of the engine 10 can be transmitted to the first motor 30 for energy recovery, while the power of the first motor 30 can be transmitted to the power input shaft 21 when needed, realizing the efficient use of energy and ensuring smooth power transmission and switching, reducing power interruption and shock, and improving driving smoothness and comfort.

[0049] Furthermore, the first gear pair 22 includes a first driving gear 221 and a first driven gear 222 meshing with each other, and the second gear pair 23 includes a second driving gear 231 and a second driven gear 232 meshing with each other. The first driving gear 221 and the second driving gear 231 are both mounted on the power input shaft 21. The first driving gear 221 is connected to the first motor 30, and the first driven gear 222, the shifting mechanism 24, and the second driven gear 232 are all mounted on the power output shaft 25.

[0050] For example, in Figure 1 In the example, the first motor 30 includes a stator 31 and a rotor 32. The first drive gear 221 is loosely fitted on the power input shaft 21 and connected to the rotor 32 of the first motor 30. The second drive gear 231 is fixedly connected to the power input shaft 21. When the first motor 30 is in operation, it can directly drive the first drive gear 221 to rotate. When the second coupling device 50 is in the coupling state, the power of the first motor 30 can be transmitted to the power input shaft 21, which drives the second drive gear 231 to rotate. Thus, when the shifting mechanism 24 engages with different driven gears, gear switching can be achieved to adapt to different driving conditions.

[0051] The first drive gear 221 is connected to the first motor 30, which allows for better utilization of the motor's power and improves power performance at lower gears. The second drive gear 231 is fixedly connected to the power input shaft 21, ensuring the stability of power transmission at higher gears.

[0052] Specifically, there are two shifting mechanisms 24. One of the two shifting mechanisms 24 is connected to the first driven gear 222, and the other of the two shifting mechanisms 24 is connected to the second driven gear 232.

[0053] Reference Figure 1 The two shifting mechanisms 24 are a first shifting mechanism 241 and a second shifting mechanism 242. The first shifting mechanism 241 is connected to the first driven gear 222, and the second shifting mechanism 242 is connected to the second driven gear 232. Both the first shifting mechanism 241 and the second shifting mechanism 242 are located between the first driven gear 222 and the second driven gear 232, and are arranged side by side along the axial direction of the power output shaft 25. By setting the first shifting mechanism 241 and the second shifting mechanism 242, precise shifting operations can be performed on the first gear pair 22 and the second gear pair 23, respectively, improving the accuracy and reliability of shifting and better meeting the shifting requirements under different operating conditions. Moreover, the two shifting mechanisms 24 work together to complete gear shifting faster, improving the smoothness of shifting and thus enhancing the driving experience.

[0054] According to some embodiments of the present invention, the hybrid powertrain 100 further includes: a motor output shaft 41 and a first transmission gear pair 60. The motor output shaft 41 is connected to a second motor 40. The first transmission gear pair 60 includes a first main transmission gear 61 and a first driven transmission gear 62 meshing with each other. The first main transmission gear 61 is disposed on the motor output shaft 41, and the first driven transmission gear 62 is disposed on the power output shaft 25.

[0055] For example, in Figure 1 In the example, the motor output shaft 41 and the power output shaft 25 are parallel to each other, and the second motor 40 is located on the side of the shift mechanism 24 away from the first motor 30. When the second motor 40 is in operation, the power output by the second motor 40 can be transmitted sequentially to the power output shaft 25 through the motor output shaft 41, the first main drive gear 61, and the first driven gear 62. This arrangement reduces the power loss of the hybrid powertrain 100 and improves the transmission efficiency. Moreover, the power output of the second motor 40 can be adjusted as needed to make the second motor 40 work in coordination with the first motor 30 and the engine 10, improving the overall performance of the hybrid powertrain 100 and further enhancing the power performance of the entire vehicle.

[0056] According to some specific embodiments of this utility model, the first gear pair 22 is located between the second coupling device 50 and the second gear pair 23, and the second gear pair 23 is located between the first gear pair 22 and the first transmission gear pair 60. That is, the first gear pair 22, the second gear pair 23, and the first transmission gear pair 60 are arranged sequentially along the axial direction of the power output shaft 25. This makes the spatial arrangement of each gear pair more reasonable and improves the compactness of the hybrid powertrain 100. Moreover, since the second driving gear 231 and the second driven gear 232 of the second gear pair 23 have high rotational speeds, placing the second gear pair 23 between the first gear pair 22 and the first transmission gear pair 60 helps to ensure smooth power transmission, avoids interference and fluctuations to other components during power transmission, and improves the operational reliability of the hybrid powertrain 100.

[0057] According to some embodiments of the present invention, the hybrid powertrain 100 further includes: a half-shaft 70 and a second transmission gear pair 80. The half-shaft 70 is adapted to be connected to a wheel 90. The second transmission gear pair 80 includes a second main transmission gear 81 and a second driven transmission gear 82 meshing with each other. The second main transmission gear 81 is disposed on the power output shaft 25, and the second driven transmission gear 82 is disposed on the half-shaft 70.

[0058] like Figure 1 As shown, the half-shaft 70 is positioned between the two wheels 90, and is parallel to the power output shaft 25. Power from the power output shaft 25 is transmitted sequentially to the half-shaft 70 via the second main drive gear 81 and the second driven gear 82 to drive the wheels 90 to rotate. By configuring the half-shaft 70 and the second drive gear pair 80, power is accurately transmitted from the power output shaft 25 to the wheels 90, ensuring the vehicle's power performance.

[0059] According to some embodiments of this utility model, a differential 71 is provided on the half-shaft 70, and the second driven gear 82 is connected to the differential 71. The differential 71 allows the left and right wheels 90 to rotate at different speeds when turning, ensuring the stability and agility of the vehicle. Furthermore, by setting the differential 71, power can be rationally distributed to the left and right wheels 90 according to road conditions, improving the vehicle's handling.

[0060] In some alternative embodiments, the shifting mechanism 24 is a clutch or synchronizer. For example... Figure 1 As shown, the shifting mechanism 24 may include two clutches. These clutches enable rapid power connection and disconnection, improving shifting speed. Furthermore, during shifting, the clutches can transmit power more smoothly, reducing shock. Figure 2 As shown, the shifting mechanism 24 may include two synchronizers, which can ensure that the gears can mesh accurately during shifting, thereby improving the accuracy and reliability of shifting.

[0061] The specific operating mode of the hybrid powertrain 100 according to this utility model is as follows:

[0062] When the hybrid powertrain 100 is in pure electric mode, it has the following power transmission path:

[0063] like Figure 3 As shown, when the vehicle is traveling at high or low speeds, only the second motor 40 is in operation. The first shift mechanism 241, the second shift mechanism 242, the first coupling device 11, and the second coupling device 50 are all disconnected. When the engine 10 and the first motor 30 are both stopped, the second motor 40 provides power. The power output by the second motor 40 is transmitted sequentially through the motor output shaft 41, the first main drive gear 61, and the first driven gear 62 to the power output shaft 25, and then through the second main drive gear 81 and the second driven gear 82 to the differential 71. After the differential 71 distributes the power, it transmits the power to the wheels 90 through the half-shaft 70, realizing direct drive of the second motor 40.

[0064] like Figure 4 As shown, when the vehicle is traveling at low speed, only the first motor 30 is in working condition. The first coupling device 11, the second coupling device 50, and the second shift mechanism 242 are all disconnected, and the first shift mechanism 241 is engaged. When the engine 10 and the second motor 40 are both stopped, the first motor 30 provides power. The power output by the first motor 30 is transmitted to the power output shaft 25 through the first drive gear 221 and the first driven gear 222 in sequence, and then through the second main drive gear 81 and the second driven gear 82 to the differential 71. After the differential 71 distributes the power, it transmits the power to the wheels 90 through the half shaft 70, realizing the direct drive first gear mode of the first motor 30.

[0065] like Figure 5As shown, when the vehicle is traveling at high speed, only the first motor 30 is in working condition. The first coupling device 11, the second coupling device 50 and the first shift mechanism 241 are all disconnected, and the second shift mechanism 242 is engaged. When the engine 10 and the second motor 40 are both stopped, the first motor 30 provides power. The power output by the first motor 30 is transmitted to the power output shaft 25 through the second drive gear 231 and the second driven gear 232 in sequence, and then through the second main drive gear 81 and the second driven gear 82 to the differential 71. After the differential 71 distributes the power, it transmits the power to the wheels 90 through the half shaft 70, realizing the direct drive two-speed mode of the first motor 30.

[0066] like Figure 6 As shown, when the vehicle is traveling at low speed and requires a large torque, both the first motor 30 and the second motor 40 are in working condition. The first coupling device 11, the second coupling device 50, and the second shift mechanism 242 are all disconnected, the first shift mechanism 241 is engaged, the engine 10 stops working, and when both the first motor 30 and the second motor 40 provide power, the power output by the first motor 30 is transmitted sequentially through the first drive gear 221 and the first driven gear 222 to the power output shaft 25. The power output by the second motor 40 is transmitted sequentially through the motor output shaft 41, the first main drive gear 61, and the first driven gear 62 to the power output shaft 25, and then through the second main drive gear 81 and the second driven gear 82 to the differential 71. After the differential 71 distributes the power, it transmits the power to the wheels 90 through the half shaft 70, realizing the dual-motor drive first gear mode.

[0067] like Figure 7 As shown, when the vehicle is traveling at high speed and requires a large torque, both the first motor 30 and the second motor 40 are in working condition. The second coupling device 50 and the second shift mechanism 242 are engaged, while the first coupling device 11 and the first shift mechanism 241 are disengaged. When the engine 10 stops working, and both the first motor 30 and the second motor 40 provide power, the power output by the first motor 30 is transmitted sequentially through the second coupling device 50, the power input shaft 21, the second drive gear 231, and the second driven gear 232 to the power output shaft 25. The power output by the second motor 40 is transmitted sequentially through the motor output shaft 41, the first main drive gear 61, and the first driven gear 62 to the power output shaft 25, and then through the second main drive gear 81 and the second driven gear 82 to the differential 71. After the differential 71 distributes the power, it transmits the power to the wheels 90 through the half-shaft 70, realizing the dual-motor drive two-speed mode.

[0068] When the hybrid powertrain 100 is in power generation mode, the first shift mechanism 241, the second shift mechanism 242, the first coupling device 11 and the second coupling device 50 are all disconnected, the engine 10 and the first motor 30 stop working, and the second motor 40 generates electricity.

[0069] When the hybrid powertrain 100 is in power-assisted operation (the vehicle requires greater torque, such as during 0-100 km / h acceleration), it has the following power transmission path:

[0070] like Figure 8 As shown, the first coupling device 11 and the first shifting mechanism 241 are engaged, while the second coupling device 50 and the second shifting mechanism 242 are disengaged. The engine 10 and the first motor 30 both provide power. When the second motor 40 stops working, the power output by the engine 10 is transmitted to the first motor 30. The first motor 30 transmits the sum of the power of the engine 10 and the power of the first motor 30 sequentially through the first drive gear 221 and the first driven gear 222 to the power output shaft 25, and then through the second main drive gear 81 and the second driven gear 82 to the differential 71. After the differential 71 distributes the power, it transmits the power to the wheels 90 through the half shaft 70, realizing the mixed drive mode of the engine 10 and the first motor 30 in first gear.

[0071] like Figure 9 As shown, the first shift mechanism 241 is disengaged, and the first coupling device 11, the second coupling device 50, and the second shift mechanism 242 are all engaged. The engine 10 and the first motor 30 provide power. When the second motor 40 stops working, the power output by the engine 10 is transmitted to the first motor 30. The first motor 30 transmits the sum of the power of the engine 10 and the power of the first motor 30 to the power output shaft 25 through the second drive gear 231 and the second driven gear 232 in sequence. Then, it is transmitted to the differential 71 through the second main drive gear 81 and the second driven gear 82. After the differential 71 distributes the power, it transmits the power to the wheels 90 through the half shaft 70, realizing the two-speed mixed drive mode of the engine 10 and the first motor 30.

[0072] like Figure 10 As shown, the first coupling device 11 and the first shifting mechanism 241 are both engaged, while the second coupling device 50 and the second shifting mechanism 242 are both disengaged. When the engine 10 and the second motor 40 provide power, the power output by the engine 10 is transmitted sequentially to the power output shaft 25 through the first drive gear 221 and the first driven gear 222. The power output by the second motor 40 is transmitted sequentially to the power output shaft 25 through the motor output shaft 41, the first main drive gear 61 and the first driven gear 62, and then to the differential 71 through the second main drive gear 81 and the second driven gear 82. After the differential 71 distributes the power, it transmits the power to the wheels 90 through the half-shaft 70, realizing the mixed drive mode of the engine 10 and the second motor 40 in first gear.

[0073] like Figure 11As shown, the first shift mechanism 241 is disengaged, and the first coupling device 11, the second coupling device 50, and the second shift mechanism 242 are all engaged. When the engine 10 and the second motor 40 provide power, the power output by the engine 10 is transmitted sequentially to the power output shaft 25 through the second drive gear 231 and the second driven gear 232. The power output by the second motor 40 is transmitted sequentially to the power output shaft 25 through the motor output shaft 41, the first main drive gear 61, and the first driven gear 62, and then to the differential 71 through the second main drive gear 81 and the second driven gear 82. After the differential 71 distributes the power, it transmits the power to the wheels 90 through the half shaft 70, realizing the two-speed mixed drive mode of the engine 10 and the second motor 40.

[0074] like Figure 12 As shown, the first coupling device 11 and the first shifting mechanism 241 are both engaged, while the second coupling device 50 and the second shifting mechanism 242 are both disengaged. When the engine 10, the first motor 30, and the second motor 40 all provide power, the power output by the engine 10 is transmitted to the first motor 30. The first motor 30 transmits the sum of the power of the engine 10 and the power of the first motor 30 sequentially through the first drive gear 221 and the first driven gear 222 to the power output shaft 25. The power output by the second motor 40 is transmitted sequentially through the motor output shaft 41, the first main drive gear 61, and the first driven gear 62 to the power output shaft 25, and then through the second main drive gear 81 and the second driven gear 82 to the differential 71. After the differential 71 distributes the power, it transmits the power to the wheels 90 through the half-shaft 70, thus realizing the mixed drive mode of the engine 10, the first motor 30, and the second motor 40 in first gear.

[0075] like Figure 13 As shown, the first shift mechanism 241 is disengaged, and the first coupling device 11, the second coupling device 50, and the second shift mechanism 242 are all engaged. When the engine 10, the first motor 30, and the second motor 40 all provide power, the power output by the engine 10 is transmitted to the first motor 30. The first motor 30 transmits the sum of the power of the engine 10 and the power of the first motor 30 sequentially through the second drive gear 231 and the second driven gear 232 to the power output shaft 25. The power output by the second motor 40 is transmitted sequentially through the motor output shaft 41, the first main drive gear 61, and the first driven gear 62 to the power output shaft 25, and then through the second main drive gear 81 and the second driven gear 82 to the differential 71. After the differential 71 distributes the power, it transmits the power to the wheels 90 through the half-shaft 70, realizing the mixed-drive two-speed mode of the engine 10, the first motor 30, and the second motor 40.

[0076] like Figure 14As shown, when the vehicle is traveling at high speed, the first coupling device 11 and the first shifting mechanism 241 are engaged, while the second coupling device 50 and the second shifting mechanism 242 are disengaged. When only the engine 10 provides power, the power output by the engine 10 is transmitted sequentially to the power output shaft 25 through the first drive gear 221 and the first driven gear 222, and then to the differential 71 through the second main drive gear 81 and the second driven gear 82. After the differential 71 distributes the power, it transmits the power to the wheels 90 through the half-shaft 70, realizing the direct drive first gear mode of the engine 10.

[0077] like Figure 15 As shown, the first coupling device 11, the second coupling device 50, and the second shifting mechanism 242 are all engaged, and the first shifting mechanism 241 is disengaged. When only the engine 10 provides power, the power output by the engine 10 is transmitted sequentially to the power output shaft 25 through the second drive gear 231 and the second driven gear 232, and then to the differential 71 through the second main drive gear 81 and the second driven gear 82. After the differential 71 distributes the power, it transmits the power to the wheels 90 through the half shaft 70, realizing the direct drive second gear mode of the engine 10.

[0078] It should be noted that in actual vehicle use, the configuration can be flexibly adjusted according to the working state of the engine 10. For example, when the engine 10 is in direct drive, it can also generate electricity at the same time. The selection of different working modes of the hybrid powertrain 100 is based on the optimal selection of the vehicle's driving state, including the vehicle's current speed and required torque. This application does not impose specific restrictions on this.

[0079] The vehicle (not shown) according to a second aspect embodiment of the present invention includes a hybrid powertrain 100 according to the first aspect embodiment of the present invention described above.

[0080] According to the embodiments of the present invention, by adopting the above-mentioned hybrid powertrain 100, the overall space of the vehicle is more compact, and the power output of the whole vehicle takes into account both high efficiency and high torque, effectively reducing the fuel consumption of the whole vehicle.

[0081] Other components and operations of the vehicle according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0082] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0083] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0084] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0085] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A hybrid powertrain, characterized by, Comprising: an engine; a transmission, the transmission comprising a power input shaft, a first gear pair, a second gear pair, a shift mechanism and a power output shaft, the power input shaft being connected to the engine, the power input shaft and the power output shaft being drivingly connected through the first gear pair or the second gear pair, the shift mechanism being arranged between the first gear pair and the second gear pair; a first electric machine, the first electric machine being arranged between the engine and the first gear pair, the first electric machine being connected to the engine through a first coupling device, the first electric machine being connected to the first gear pair, the first electric machine being connected to the second gear pair through a second coupling device; a second electric machine, the second electric machine being drivingly connected to the power output shaft.

2. The hybrid assembly of claim 1, wherein, the first coupling device being arranged on the power input shaft, the first coupling device being arranged between the engine and the first gear pair, the first coupling device being selectively connected to or disconnected from the first electric machine; the second coupling device being arranged on the power input shaft, the second coupling device being arranged between the first coupling device and the first gear pair, the second coupling device being selectively connected to or disconnected from the first electric machine.

3. The hybrid assembly of claim 2, wherein, the first gear pair comprising a first gear driving tooth and a first gear driven tooth which are in mesh with each other, the second gear pair comprising a second gear driving tooth and a second gear driven tooth which are in mesh with each other, the first gear driving tooth and the second gear driving tooth being arranged on the power input shaft, the first gear driving tooth being connected to the first electric machine, the first gear driven tooth, the shift mechanism and the second gear driven tooth being arranged on the power output shaft.

4. The hybrid assembly of claim 3, wherein, the shift mechanism being two, one of the two shift mechanisms being connected to the first gear driven tooth, the other of the two shift mechanisms being connected to the second gear driven tooth.

5. The hybrid assembly of claim 2, wherein, Further comprising: an electric machine output shaft, the electric machine output shaft being connected to the second electric machine; a first transmission gear pair, the first transmission gear pair comprising a first transmission driving tooth and a first transmission driven tooth which are in mesh with each other, the first transmission driving tooth being arranged on the electric machine output shaft, the first transmission driven tooth being arranged on the power output shaft.

6. The hybrid assembly of claim 5, wherein, the first gear pair being arranged between the second coupling device and the second gear pair, the second gear pair being arranged between the first gear pair and the first transmission gear pair.

7. The hybrid assembly of claim 5, wherein, Further comprising: a half shaft, the half shaft being adapted to be connected to a wheel; a second transmission gear pair, the second transmission gear pair comprising a second transmission driving tooth and a second transmission driven tooth which are in mesh with each other, the second transmission driving tooth being arranged on the power output shaft, the second transmission driven tooth being arranged on the half shaft.

8. The hybrid assembly of claim 7, wherein, a differential being arranged on the half shaft, the second transmission driven tooth being connected to the differential.

9. The hybrid assembly of any of claims 1-8, wherein, the shift mechanism being a clutch or a synchronizer.

10. A vehicle characterized by comprising: comprising the hybrid assembly according to any one of claims 1-9.

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