Hybrid power system and vehicle

Abstract

The utility model relates to a hybrid power system and a vehicle, the hybrid power system is used for a hybrid vehicle, the hybrid power system comprises an engine, a second speed reduction device, two wheel ends and two driving assemblies, and the second speed reduction device comprises a differential mechanism; the engine is in transmission connection with the differential mechanism, and the two wheel ends are located on the two sides of the hybrid vehicle correspondingly. The two driving assemblies are in transmission connection with the two sides of the differential mechanism correspondingly. Each driving assembly comprises a first motor, a first speed reduction device and a first coupling and disconnecting mechanism. The first motor is in transmission connection with the first speed reduction device, the first coupling and disconnecting mechanism is in transmission connection with the wheel end, and the first coupling and disconnecting mechanism is selectively in transmission connection with the first speed reduction device and / or the differential mechanism so that the wheel end can be driven by the first motor and / or the engine. By the adoption of the scheme, when the wheel end is purely electrically driven, power coupling is not carried out through a differential mechanism, transmission paths are reduced, the power transmission efficiency is improved, and functional redundancy loss caused when torque is equally divided through the differential mechanism is avoided.

Description

Technical Field

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

[0002] With the continuous development of new energy vehicles, the integration of various powertrain technologies has formed a diversified development pattern, providing consumers with more choices. Given current realities, to avoid range anxiety associated with pure electric vehicles, most users are now opting for more comprehensive hybrid electric vehicles.

[0003] Currently, the powertrain layout of hybrid vehicles is usually based on the drive components of gasoline vehicles, with the addition of electric motor drive components. Wheel-end power is often achieved by using differentials to mechanically decouple the two wheels, resulting in low power transmission efficiency and low wheel-end torque control precision. Simply combining two or more drive components makes the vehicle's transmission system structure relatively complex, leading to the drive components occupying a lot of space in the front compartment, which is not conducive to the space arrangement of other components in the front compartment. In addition, in some pure electric drive modes, the power transmission between the two wheels is still achieved by using differentials, which leads to low power transmission efficiency. Utility Model Content

[0004] Based on this, a hybrid power system and vehicle are provided to solve the problem of low transmission efficiency in the prior art under pure electric direct drive.

[0005] On the one hand, this utility model provides a hybrid power system for hybrid vehicles. The hybrid power system includes an engine, a second reduction gear, two wheel ends, and two drive components.

[0006] The second reduction gear includes a differential;

[0007] The engine is connected to the differential, and the two wheel ends are located on both sides of the hybrid vehicle.

[0008] The two drive components are respectively connected to the two sides of the differential, and each drive component includes a first motor, a first reduction device and a first coupling disconnection mechanism;

[0009] The first motor is driven by the first reduction gear, and the first coupling disconnect mechanism is driven by the wheel end. The first coupling disconnect mechanism can be selectively driven by the first reduction gear and / or the differential to realize the drive of the wheel end by the first motor and / or the engine.

[0010] Based on the above technical solution, the present invention can be further improved as follows.

[0011] In one implementation, the first coupling disconnection mechanism includes:

[0012] The motor engagement part is connected to the first motor via a first reduction gear;

[0013] Wheel end joint, which is connected to the wheel end drive;

[0014] Differential engagement part, which is connected to the differential drive;

[0015] The sliding engagement part is movable and remains engaged with the wheel end engagement part. The sliding engagement part achieves engagement with the motor engagement part and / or the differential engagement part by moving.

[0016] In one implementation, the sliding joint is a two-segment internal gear ring structure that can move along both ends of the axial direction.

[0017] Both the motor joint and the differential joint are external gear ring structures, and are located next to the axial ends of the sliding joint, respectively.

[0018] The wheel end joint is an external splined hub structure and is located in the middle of the internal gear ring structure of the sliding joint.

[0019] In one implementation, two drive components are symmetrically arranged on the lateral sides of the hybrid vehicle, and the transmission structure formed by the engine and differential is arranged longitudinally along the hybrid vehicle.

[0020] In one implementation, the hybrid system also includes:

[0021] The second coupling disconnect mechanism has two ends that are respectively connected to the first reduction gear of the two drive components. The second coupling disconnect mechanism includes two states: power coupling and power separation.

[0022] When the second coupling disconnection mechanism is in a power coupling state, the power of the first motors of the two drive components is in a synchronous coupling state, and the two wheel ends rotate synchronously under the drive of the corresponding first motors.

[0023] In one implementation, the first reduction device is a reduction mechanism of fixed-axis gear meshing transmission with parallel axes or a reduction mechanism of planetary gear transmission.

[0024] The first reduction gear includes an intermediate gear and a secondary reduction gear. The secondary reduction gear is connected to the first motor via at least one intermediate gear. The speed of the secondary reduction gear is lower than that of the first motor. The two ends of the second coupling disconnection mechanism are respectively connected to the secondary reduction gears of the two drive components.

[0025] In one implementation, the hybrid system also includes a second motor and a torque damper.

[0026] The engine, torque damper, second motor, and differential are sequentially connected, and the power of the engine and / or the second motor can be selectively transmitted to the differential.

[0027] In one implementation, the second reduction device includes a differential, a bevel gear transmission structure, and a reduction gear pair, wherein the reduction gear pair is a reduction structure of a series gear transmission chain or a reduction structure of a planetary gear transmission.

[0028] A differential includes planetary gears, planetary gear shafts, half-shaft gears, and a differential housing.

[0029] In one implementation, the hybrid system also includes:

[0030] The third coupling disconnection mechanism has two ends connected to the second reduction gear and the second motor drive, respectively.

[0031] The fourth coupling disconnection mechanism has two ends that are respectively connected to the engine and the second motor drive;

[0032] Both the third and fourth coupling disconnection mechanisms include two states: power coupling and power separation.

[0033] On the other hand, this utility model also provides a vehicle, including a power system.

[0034] The beneficial effects of this utility model are as follows: Since this application mainly targets hybrid vehicles, a differential connected to the engine is provided. Therefore, both drive components are connected to the differential and transmit engine power through the differential. In the pure electric drive mode, the drive components are disconnected from the differential. Since each drive component has a corresponding first motor, first reduction device, and first coupling disconnection mechanism, for each drive component and corresponding wheel end, the first motor, first reduction device, first coupling disconnection mechanism, and wheel end can be sequentially connected for transmission, thereby realizing pure electric drive for each of the two wheel ends in the hybrid system. In this pure electric drive mode, the differential is not used for power transmission. Force coupling effectively reduces the transmission path, improves power transmission efficiency, and avoids functional redundancy losses caused by torque sharing through the differential, thereby effectively reducing the transmission chain when the first motor directly drives the wheel end in pure electric mode. In addition, since the first coupling disconnect mechanism can selectively connect with different devices to realize different power drive modes, specifically including: when the first coupling disconnect mechanism is connected with the first reduction device, the first motor drives the wheel end; when the first coupling disconnect mechanism is connected with the differential, the engine drives the wheel end; when the first coupling disconnect mechanism is connected with both the first reduction device and the differential, the first motor and the engine drive the wheel end simultaneously. Attached Figure Description

[0035] Figure 1 This is a schematic diagram of the hybrid power system in one embodiment;

[0036] Figure 2 This is a schematic diagram of the structure of the first coupling disconnection mechanism in one embodiment;

[0037] Figure 3 This is a schematic diagram of the structure of the first deceleration device in one embodiment;

[0038] Figure 4 This is a schematic diagram of the structure of the second deceleration device in one embodiment;

[0039] Figure 5 This is a schematic diagram of the hybrid power system in another embodiment;

[0040] Figure 6 This is a schematic diagram of the hybrid power system in yet another embodiment.

[0041] In the attached diagram, the components represented by each number are as follows:

[0042] 1. Engine;

[0043] 2. Second reduction gear; 2-1. Differential; 2-2. Bevel gear transmission structure; 2-3. Reduction gear pair;

[0044] 3. First motor;

[0045] 4. First reduction gear; 4-1. Intermediate gear; 4-2. Secondary reduction gear;

[0046] 5. First coupling disconnection mechanism; 5-1. Motor engagement part; 5-2. Wheel end engagement part; 5-3. Differential engagement part; 5-4. Sliding engagement part;

[0047] 6. Wheel end; 7. Second coupling disconnection mechanism; 8. Second motor; 9. Torque damper; 10. Third coupling disconnection mechanism; 11. Fourth coupling disconnection mechanism. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit its scope. It should be noted that the illustrations provided in this embodiment are only schematic representations of the basic concept of this utility model. Therefore, the drawings only show components relevant to this utility model and are not drawn according to the actual number, shape, and size of the components. In actual implementation, the form, quantity, and proportion of each component can be arbitrarily changed, and the component layout may be more complex. The structures, proportions, sizes, etc., depicted in the accompanying drawings are only used to complement the content disclosed in the specification for those skilled in the art to understand and read, and are not intended to limit the implementation conditions of this utility model. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by this utility model, should still fall within the scope of the technical content disclosed in this utility model.

[0049] A hybrid power system, see Figure 1 This is for use in hybrid vehicles. The hybrid system includes an engine 1, a second reduction gear 2, two wheel ends, and two drive components. The engine 1 is driven by a differential 2-1, and the two wheel ends are located on both sides of the hybrid vehicle. The second reduction gear 2 includes the differential 2-1. The two drive components are driven by the two sides of the differential 2-1, and each drive component includes a first motor 3, a first reduction gear 4, and a first coupling disconnect mechanism 5. The first motor 3 is driven by the first reduction gear 4, and the first coupling disconnect mechanism 5 is driven by the wheel ends. The first coupling disconnect mechanism 5 can be selectively driven by the first reduction gear 4 and / or the differential 2-1 to drive the wheel ends of the first motor 3 and / or the engine 1.

[0050] In this solution, since the application primarily targets hybrid vehicles, a differential 2-1 connected to the engine 1 is provided. Therefore, both drive components are connected to the differential 2-1 and transmit power from the engine 1 through the differential 2-1. In pure electric drive mode, the drive components are disconnected from the differential 2-1. Since each drive component contains a corresponding first motor 3, first reduction gear 4, and first coupling disconnection mechanism 5, for each drive component and its corresponding wheel end, the first motor 3, first reduction gear 4, first coupling disconnection mechanism 5, and wheel end can be sequentially connected, thereby achieving pure electric drive for each of the two wheel ends in the hybrid system. Furthermore, in this pure electric drive mode, power is not transmitted through the differential 2-1. Coupling effectively reduces the transmission path, improves the efficiency of power transmission, and avoids functional redundancy losses caused by torque sharing through differential 2-1, thereby effectively reducing the transmission chain when the first motor 3 directly drives the wheel end in pure electric mode. In addition, since the first coupling disconnect mechanism 5 can selectively connect with different devices to realize different power drive modes, specifically including: when the first coupling disconnect mechanism 5 is connected with the first reduction device 4, the first motor 3 drives the wheel end; when the first coupling disconnect mechanism 5 is connected with differential 2-1, the engine 1 drives the wheel end; when the first coupling disconnect mechanism 5 is connected with both the first reduction device 4 and differential 2-1, the first motor 3 and engine 1 drive the wheel end simultaneously.

[0051] In one implementation, see Figure 1 and Figure 2The first coupling disconnection mechanism 5 includes a motor engagement part 5-1, a wheel end engagement part 5-2, a differential engagement part 5-3, and a sliding engagement part 5-4. The motor engagement part 5-1 is connected to the first motor 3 via the first reduction device 4; the wheel end engagement part 5-2 is connected to the wheel end; the differential engagement part 5-3 is connected to the differential 2-1; the sliding engagement part 5-4 is movable and maintains engagement with the wheel end engagement part 5-2. The sliding engagement part 5-4 achieves engagement with the motor engagement part 5-1 and / or the differential engagement part 5-3 by moving. Thus, since the first coupling disconnect mechanism 5 has multiple transmission connection methods, it has four joints. Through the connection between different joints, the connection methods corresponding to different power transmissions of the first coupling disconnect mechanism 5 can be realized. Since the ends of different power transmissions are all wheel ends, the wheel end joint 5-2 of the sliding joint 5-4 remains engaged regardless of the state of the first coupling disconnect mechanism 5. The movement of the sliding joint 5-4 enables engagement with the motor joint 5-1, or with the differential joint 5-3, or simultaneously with the motor joint 5-1 and the differential joint 5-3, so as to transmit the power of the first motor 3, or the power of the engine 1, or simultaneously the power of the first motor 3 and the engine 1.

[0052] In one implementation, see Figure 1 and Figure 2 The sliding joint 5-4 is a two-section internal gear ring structure that can move along both ends of the axial direction. The motor joint 5-1 and the differential joint 5-3 are both external gear ring structures and are located next to both ends of the sliding joint 5-4. The wheel end joint 5-2 is an external spline hub structure and is located in the middle of the internal gear ring structure of the sliding joint 5-4. Thus, since the sliding joint 5-4 is a sliding joint structure and needs to be able to engage with both the motor joint 5-1 and the differential joint 5-3 simultaneously, when the motor joint 5-1 and the differential joint 5-3 are located at opposite ends of the axial direction of the sliding joint 5-4, the sliding joint 5-4 is configured as a two-section structure that can move axially separately. This allows the two sections of the sliding joint 5-4 to move separately and engage individually or simultaneously with either end. The corresponding wheel end joint 5-2 remains engaged with the sliding joint 5-4. Therefore, when the sliding joint 5-4 is an internal gear ring structure, both the motor joint 5-1 and the differential joint 5-3 are external gear ring structures, and the wheel end joint 5-2 is an external spline hub structure. The wheel end joint 5-2 needs to be positioned in the middle of the sliding joint 5-4 so that the two can remain engaged when the sliding joint 5-4 moves.

[0053] In one implementation, see Figure 1 , Figure 5 and Figure 6The two drive components are symmetrically arranged on both sides of the hybrid vehicle, while the transmission structure formed by the engine 1 and the differential 2-1 is arranged longitudinally along the vehicle. This longitudinal arrangement of the engine 1 and differential 2-1, and the symmetrical transverse arrangement of the two drive components, results in a more even weight distribution in the drive system, improving driving stability. The symmetrical layout also allows vibrations and noise generated by the drive system to cancel each other out, reducing resonance caused by drive system imbalance and further improving the vehicle's NVH performance. Furthermore, it facilitates the rational use of interior space, freeing up more space under the floor for the battery pack, increasing the vehicle's range, and making the interior more spacious and comfortable.

[0054] In one implementation, see Figure 1 , Figure 5 and Figure 6 The hybrid system also includes a second coupling disconnect mechanism 7. The two ends of the second coupling disconnect mechanism 7 are respectively connected to the first reduction gears 4 of the two drive components. The second coupling disconnect mechanism 7 has two states: power coupling and power separation. When the second coupling disconnect mechanism 7 is in the power coupling state, the power of the first motors 3 of the two drive components is synchronously coupled, and the two wheel ends rotate synchronously under the drive of their respective first motors 3. Thus, by setting the second coupling disconnect mechanism 7, the two drive components are synchronously coupled through the second coupling disconnect mechanism 7. That is, when the second coupling disconnect mechanism 7 is in the coupling state, and the vehicle is driven by the first motors 3, with the two drive components arranged completely symmetrically inside, the coupling of the second coupling disconnect mechanism 7 connects the first reduction gears 4 of the two drive components. Since the first reduction gears 4 are connected to the first motors 3, the power of the first motors 3 of the two drive components is synchronously coupled, and the wheel ends of the corresponding two drive components rotate synchronously, making it easier for the vehicle to get out of trouble.

[0055] When a vehicle gets stuck, such as on low-traction surfaces like mud, sand, or snow, the synchronized rotation of both wheels ensures that the vehicle's power is evenly transmitted to the ground. During synchronized rotation, both wheels continuously and stably output driving force, increasing the vehicle's overall forward momentum and helping it overcome resistance to escape the predicament. Synchronous rotation also helps the vehicle maintain a straight line, reducing additional resistance and danger caused by loss of steering control, allowing the vehicle to move more effectively in the direction of escape, thus contributing to maintaining directional stability. Furthermore, synchronized rotation allows the wheels to work together better, creating more effective friction with the ground to enhance grip. It also allows the suspension system to operate in a more optimal state, fully utilizing its cushioning and support functions, improving vehicle comfort and reliability, and helping the vehicle better cope with complex road conditions to escape. Therefore, when the second coupling disconnect mechanism 7 is in the coupled state, the corresponding wheel ends rotate synchronously, enhancing the vehicle's ability to escape difficult situations.

[0056] In this embodiment, the connection position of the second coupling disconnection mechanism 7 is not limited, that is, the two ends of the second coupling disconnection mechanism 7 can be connected to the two first deceleration devices 4 respectively, and theoretically any connection position is acceptable.

[0057] In one implementation, see Figure 1 , Figure 3 and Figure 5The first reduction device 4 is a reduction mechanism of fixed-axis gear meshing transmission with parallel axis arrangement or a reduction mechanism of planetary gear transmission; the first reduction device 4 includes an intermediate gear 4-1 and a secondary reduction gear 4-2. The secondary reduction gear 4-2 is connected to the first motor 3 through at least one intermediate gear 4-1. The speed of the secondary reduction gear 4-2 is lower than the speed of the first motor 3. The two ends of the second coupling disconnection mechanism 7 are respectively connected to the secondary reduction gears 4-2 of the two drive components. Thus, the first reduction device 4 is connected to the first motor 3 and is used to reduce the speed and increase the torque of the first motor 3 before transmitting it to the wheel end. Therefore, the first reduction device 4 inevitably achieves the effect of speed reduction. As for the secondary reduction gear 4-2, its speed is reduced relative to the output position of the first motor 3, and the torque is also moderate. Therefore, the secondary reduction gear 4-2, which has reduced the speed and increased the torque relative to the first motor 3, is connected to the second coupling disconnect mechanism 7. The corresponding effects of this connection method are: reducing the speed at the connection position of the second coupling disconnect mechanism 7, reducing the mechanical wear of the second coupling disconnect mechanism 7 during operation, and extending the service life of the second coupling disconnect mechanism 7; the motor will generate a large impact torque at the moment of starting and stopping. If the motor is directly connected, this impact torque will directly act on the second coupling disconnect mechanism 7, which may cause damage or loosening of the internal parts of the second coupling disconnect mechanism 7. Therefore, the structure of this application can reduce the impact stress on the second coupling disconnect mechanism 7 and reduce the risk of damage; since the speed of the secondary reduction gear 4-2 is reduced, the vibration amplitude will also be reduced, thereby reducing the problem of decreased accuracy due to vibration and wear. In summary, connecting the second coupling disconnect mechanism 7 to the secondary reduction gear 4-2, rather than directly connecting it to the first motor 3, can effectively reduce the speed, reduce the impact load, protect the accuracy of the second coupling disconnect mechanism 7, and optimize power transmission. This provides significant protection for the second coupling disconnect mechanism 7 and avoids a series of problems caused by excessive speed at the connection point.

[0058] In one implementation, see Figure 1 , Figure 5 and Figure 6 The hybrid system also includes a second motor 8 and a torque damper 9. The engine 1, torque damper 9, second motor 8, and differential 2-1 are sequentially connected, allowing the power of the engine 1 and / or the second motor 8 to be selectively transmitted to the differential 2-1. The inclusion of the second motor 8 adds a power source component to the system, and because the second motor 8 is connected to the engine 1, the engine 1 can generate electricity for the second motor 8. The torque generated by the second motor 8 needs to be transmitted to or from the engine 1 to the second motor 8 via the torque damper. In conditions such as energy recovery, the torque damper buffers and regulates the torque, ensuring smooth power transmission.

[0059] In one implementation, see Figure 1 and Figure 4 The second reduction device 2 includes a differential 2-1, a bevel gear transmission structure 2-2, and a reduction gear pair 2-3. The reduction gear pair 2-3 is a reduction structure of a series gear transmission chain or a planetary gear transmission. The differential 2-1 includes planetary gears, planetary gear shafts, half-shaft gears, and a differential housing. Thus, the second reduction device 2 is used to reduce the power transmitted from the engine 1. In addition, the differential 2-1 also connects the drive components on both sides of the vehicle, that is, the differential 2-1 connects the first motor 3 and the wheel ends on both sides of the vehicle. It plays a crucial role in ensuring the normal driving of the vehicle, improving handling performance, adapting to complex road conditions, and optimizing the power system.

[0060] In one implementation, see Figure 1 , Figure 5 and Figure 6 The hybrid system also includes a third coupling disconnect mechanism 10 and a fourth coupling disconnect mechanism 11. The two ends of the third coupling disconnect mechanism 10 are respectively connected to the second reduction gear 2 and the second motor 8; the two ends of the fourth coupling disconnect mechanism 11 are respectively connected to the engine 1 and the second motor 8. Both the third coupling disconnect mechanism 10 and the fourth coupling disconnect mechanism 11 have two states: power coupling and power disengagement. Thus, by providing both the third coupling disconnect mechanism 10 and the fourth coupling disconnect mechanism 11 with both power coupling and power disengagement states, the third coupling disconnect mechanism 10 and / or the fourth coupling disconnect mechanism 11 can be in a power disengagement state in the corresponding connected drive mode, thereby avoiding wheel-end drag loss, improving system efficiency, and increasing the vehicle's range.

[0061] A vehicle, including a powertrain system.

[0062] For the hybrid power system of this application, the following connection and transmission methods are exemplified:

[0063] 1. High-speed engine 1 direct drive mode. Engine 1 is in working state, the first motor 3 of both drive components is in non-working state, the second motor 8 is in non-working state, and the third coupling disconnect mechanism 10 is in power coupling state; in the first coupling disconnect mechanism 5 of the two drive components, the sliding joint 5-4 is engaged with the wheel end joint 5-2, and the sliding joint 5-4 is engaged with the differential joint 5-3.

[0064] 2. Parking Start Mode. The third coupling disconnect mechanism 10 is in a power disconnect state, the second motor 8 is in a current-driven working state, the engine 1 is in a working state, and the first motors 3 of both drive components are in a non-working state. The engine 1 is driven to work by starting the second motor 8.

[0065] 3. Idle power generation mode. The third coupling disconnection mechanism 10 is in a power separation state, the engine 1 is in a working state, the first motor 3 of the two drive components is in a non-working state, and the second motor 8 is in a torque drive working state.

[0066] 4. Dual-motor pure electric drive mode. The third coupling disconnect mechanism 10 is in a power separation state, the second motor 8 is in a non-working state, the first motor 3 of both drive components is in a current drive working state, and the engine 1 is in a non-working state; in the first coupling disconnect mechanism 5 of the two drive components, the sliding joint 5-4 is engaged with the wheel end joint 5-2, and the sliding joint 5-4 is engaged with the motor joint 5-1.

[0067] 5. Single-motor pure electric drive mode. Engine 1 is in a non-operating state, the first motor 3 of both drive components is in a non-operating state, the second motor 8 is in a current-driven operating state, the fourth coupling disconnect mechanism 11 is in a power-disconnected state, and the third coupling disconnect mechanism 10 is in a power-coupled state; in the first coupling disconnect mechanism 5 of the two drive components, the sliding joint 5-4 is engaged with the wheel end joint 5-2, and the sliding joint 5-4 is engaged with the differential joint 5-3.

[0068] 6. Series drive mode. The third coupling disconnect mechanism 10 is in the power separation state, the engine 1 is in the working state, the second motor 8 is in the torque drive working state and generates electricity, and the first motor 3 of both drive components is in the current drive working state; in the first coupling disconnect mechanism 5 of the two drive components, the sliding joint 5-4 is engaged with the wheel end joint 5-2, and the sliding joint 5-4 is engaged with the motor joint 5-1.

[0069] 7. Parallel drive mode. The third coupling disconnect mechanism 10 is in a power coupling state, the engine 1 is in a working state, the first motor 3 of both drive components is in a current drive working state, and the second motor 8 is in a current drive working state; in the first coupling disconnect mechanism 5 of the two drive components, the sliding joint 5-4 is engaged with the wheel end joint 5-2, and the sliding joint 5-4 is simultaneously engaged with the motor joint 5-1 and the differential joint 5-3.

[0070] 8. Energy recovery mode. Engine 1 is in a non-working state, the second motor 8 is in a non-working state, the third coupling disconnect mechanism 10 is in a power separation state, and the first motor 3 of both drive components is in a torque drive working state and generates electricity; in the first coupling disconnect mechanism 5 of the two drive components, the sliding joint 5-4 is engaged with the wheel end joint 5-2, and the sliding joint 5-4 is engaged with the motor joint 5-1.

[0071] In summary, by using the state connection of the coupling disconnection mechanism, adjustments can be made for fuel-driven, electric motor-driven, and hybrid-driven modes. For various driving modes, such as high-speed engine direct drive mode and dual-motor pure electric drive mode (front-wheel drive portion of distributed drive mode), the system achieves good fuel economy. Simultaneously, it can achieve precise control and feedback of torque at different wheel ends and effective energy recovery in the dual-motor pure electric drive mode (front-wheel drive portion of distributed drive mode) under special road conditions. The third coupling disconnection mechanism 10 and the fourth coupling disconnection mechanism 11 are set at the front and rear ends of the second motor 8, selectively disconnecting the coupling of this part of the power transmission chain, reducing end-dragging losses in certain driving modes, improving system efficiency, and increasing the vehicle's range. The entire hybrid system features a symmetrical arrangement of the engine 1 and symmetrically arranged drive components on both sides, resulting in a simple design and high reliability. Furthermore, this application can achieve multiple power source drives, with high integration and the drive systems being essentially independent and mutually redundant, improving the safety redundancy of the drive system.

[0072] The functions of the components involved in this application are described below:

[0073] The function of engine 1 is to convert the chemical energy of fuel into mechanical energy, serving as one of the power sources to provide torque and speed for the drive system; the function of torque damper is to reduce the torsional vibration of engine 1 crankshaft, transmit and attenuate the torque fluctuation of engine 1 power, and reduce vehicle vibration and noise.

[0074] Each of the two drive components contains a first motor 3, which is used to convert electrical energy into mechanical energy or mechanical energy into electrical energy; and a second motor 8 is used to convert electrical energy into mechanical energy or mechanical energy into electrical energy.

[0075] Each of the two drive components contains a first reduction device 4. The first reduction device 4 serves as a transmission structure for the first motor 3 to reduce speed and increase torque, transmitting power to one wheel end. On the other hand, it serves as a transmission structure for the first motor 3 to increase speed and reduce torque, transmitting power to the first motor 3.

[0076] The function of the second reduction device 2 is to change the direction of power transmission through a pair of bevel gears, while simultaneously reducing power speed and increasing torque, and transmitting it to both wheels.

[0077] Each of the two drive components includes a first coupling disconnection mechanism 5, which can be selectively connected to realize the drive of the wheel end by the first motor 3 and / or the engine 1, thereby realizing the transmission connection between the wheel end and the transmission system of the power source.

[0078] The function of the second coupling disconnection mechanism 7 is to couple or disconnect the power transmission between the two first reduction mechanisms, thereby synchronizing the power of the two first motors 3, ensuring that the power output of both wheel ends is synchronized, preventing power loss, and thus improving the vehicle's ability to get out of trouble; the function of the third coupling disconnection mechanism 10 is to couple or disconnect the power transmission between the second motor 8 and the second reduction mechanism; the function of the fourth coupling disconnection mechanism 11 is to couple or disconnect the power transmission between the second motor 8 and the torque damper.

[0079] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0080] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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. In the description of this specification, the reference to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., means that the specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this utility model. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any suitable manner in one or more embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0081] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A hybrid power system for a hybrid vehicle, characterized in that, The hybrid power system includes an engine (1), a second reduction gear (2), two wheel ends, and two drive components. The second reduction gear (2) includes a differential (2-1); The engine (1) is connected to the differential (2-1) in a transmission, and the two wheel ends are located on both sides of the hybrid vehicle; The two drive components are respectively connected to the two sides of the differential (2-1) for transmission. Each drive component includes a first motor (3), a first reduction device (4) and a first coupling disconnection mechanism (5). The first motor (3) is driven by the first reduction gear (4), and the first coupling disconnect mechanism (5) is driven by the wheel end. The first coupling disconnect mechanism (5) can be selectively driven by the first reduction gear (4) and / or the differential (2-1) to realize the drive of the wheel end by the first motor (3) and / or the engine (1).

2. The hybrid power system according to claim 1, characterized in that, The first coupling disconnect mechanism (5) includes: The motor joint (5-1) is connected to the first motor (3) via the first reduction gear (4); Wheel end joint (5-2), the wheel end joint (5-2) is connected to the wheel end drive; Differential engagement part (5-3), the differential engagement part (5-3) is connected to the differential (2-1) in a transmission manner; The sliding engagement part (5-4) is movable and maintains engagement with the wheel end engagement part (5-2). The sliding engagement part (5-4) achieves engagement with the motor engagement part (5-1) and / or the differential engagement part (5-3) by moving.

3. The hybrid power system according to claim 2, characterized in that, The sliding joint (5-4) is a two-section internal gear ring structure that can move along both ends of the axial direction. Both the motor engagement part (5-1) and the differential engagement part (5-3) are external gear ring structures, and are located next to the two axial ends of the sliding engagement part (5-4), respectively. The wheel end joint (5-2) is an external splined hub structure and is located in the middle of the internal gear ring structure of the sliding joint (5-4).

4. The hybrid power system according to claim 1, characterized in that, The two drive components are symmetrically arranged on the lateral sides of the hybrid vehicle, and the transmission structure formed by the engine (1) and the differential (2-1) is arranged along the longitudinal direction of the hybrid vehicle.

5. The hybrid power system according to claim 1, characterized in that, The hybrid power system also includes: The second coupling disconnect mechanism (7) has two ends that are respectively connected to the first reduction gear (4) of the two drive components. The second coupling disconnect mechanism (7) includes two states: power coupling and power separation. When the second coupling disconnect mechanism (7) is in a power coupling state, the power of the first motors (3) of the two drive components is in a synchronous coupling state, and the two wheel ends are driven by the corresponding first motors (3) to make the two wheel ends rotate synchronously.

6. The hybrid power system according to claim 5, characterized in that, The first reduction device (4) is a reduction mechanism of fixed-axis gear meshing transmission with parallel axis arrangement or a reduction mechanism of planetary gear transmission. The first reduction device (4) includes an intermediate gear (4-1) and a secondary reduction gear (4-2). The secondary reduction gear (4-2) is connected to the first motor (3) via at least one of the intermediate gears (4-1). The speed of the secondary reduction gear (4-2) is lower than that of the first motor (3). The two ends of the second coupling disconnection mechanism (7) are respectively connected to the secondary reduction gears (4-2) of the two drive components.

7. The hybrid power system according to claim 1, characterized in that, The hybrid power system also includes a second motor (8) and a torque damper (9). The engine (1), the torque damper (9), the second motor (8) and the differential (2-1) are sequentially connected in a transmission manner, and the power of the engine (1) and / or the second motor (8) can be selectively transmitted to the differential (2-1).

8. The hybrid power system according to claim 7, characterized in that, The second reduction device (2) includes the differential (2-1), the bevel gear transmission structure (2-2), and the reduction gear pair (2-3). The reduction gear pair (2-3) is a reduction structure of a series gear transmission chain or a reduction structure of a planetary gear transmission. The differential (2-1) includes planetary gears, planetary gear shafts, half-shaft gears, and differential housing.

9. The hybrid power system according to claim 8, characterized in that, The hybrid power system also includes: The third coupling disconnection mechanism (10) is connected at both ends to the second deceleration device (2) and the second motor (8) respectively. The fourth coupling disconnect mechanism (11) is connected at both ends to the engine (1) and the second motor (8) respectively. The third coupling disconnect mechanism (10) and the fourth coupling disconnect mechanism (11) both include two states: power coupling and power separation.

10. A vehicle, characterized in that, Includes the power system as described in any one of claims 1-9.

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