Hybrid power driving system and vehicle

Abstract

The utility model provides a hybrid power driving system and a vehicle, and relates to the technical field of vehicles, the hybrid power driving system comprises an engine, a first driving motor, a first transmission mechanism, a multi-gear transmission mechanism and a differential mechanism assembly, the first driving motor is in transmission connection with the differential mechanism assembly through the first transmission mechanism, and the multi-gear transmission mechanism is in transmission connection with the differential mechanism assembly. The engine is in transmission connection with the differential mechanism assembly through the multi-gear transmission mechanism, and the multi-gear transmission mechanism is in transmission connection with the first transmission mechanism. Thus, the hybrid power driving system has a pure electric driving mode, an engine direct driving mode and a parallel driving mode, a hybrid power vehicle model can conveniently select a proper driving mode to drive the vehicle to run according to actual working conditions, and therefore it is guaranteed that the hybrid power driving system can meet the using requirements of different working conditions, and in the engine direct driving mode, the driving efficiency is improved. Multi-gear vehicle speed adjustment can be achieved through the multi-gear transmission mechanism, so that the power performance of a hybrid power vehicle model is improved, and the equivalent oil consumption of the hybrid power vehicle model is reduced.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and more specifically, to a hybrid power drive system and vehicle. Background Technology

[0002] As global emission regulations become increasingly stringent, traditional gasoline-powered vehicles face the challenge of failing to meet future emission standards. Against this backdrop, hybrid electric vehicles (HEVs) are gradually emerging as a crucial path to reduce emissions and improve energy efficiency. HEVs not only achieve industry-leading levels in power performance, fuel economy, handling, and comfort, but also combine the advantages of both gasoline and pure electric vehicles, demonstrating strong market competitiveness and irreplaceability. Therefore, hybrid technology is widely regarded as an important direction for the future development of the automotive industry.

[0003] Currently, most new energy hybrid vehicles on the market use single-speed hybrid transmissions. Due to their simple structure and low cost, they are particularly suitable for entry-level models with higher cost requirements. However, these hybrid transmissions have shortcomings such as relatively limited power performance and high equivalent fuel consumption. Moreover, under high torque and high power conditions, such as long-term steep hill driving, the electric motor of the hybrid transmission is difficult to operate stably for extended periods, making it unable to meet the usage requirements of certain special operating conditions. Utility Model Content

[0004] The problem this invention addresses is: how to improve the power performance of hybrid vehicles and reduce equivalent fuel consumption.

[0005] To address the aforementioned problems, this utility model provides a hybrid power drive system and vehicle.

[0006] In a first aspect, this utility model provides a hybrid power drive system, including an engine, a first drive motor, a first transmission mechanism, a multi-gear transmission mechanism, and a differential assembly. The first drive motor is connected to the differential assembly via the first transmission mechanism, the engine is connected to the differential assembly via the multi-gear transmission mechanism, and the multi-gear transmission mechanism is connected to the first transmission mechanism.

[0007] Optionally, the first transmission mechanism includes a first transmission gear, a third transmission gear, and a transmission shaft. The first transmission gear is disposed on the motor shaft of the first drive motor, the third transmission gear is disposed on the transmission shaft, the multi-gear transmission mechanism is connected to the transmission shaft, and the third transmission gear is connected to the first transmission gear and the differential assembly respectively.

[0008] Optionally, the multi-gear transmission mechanism includes an input shaft, an output shaft, a clutch, multiple gear drive gears and multiple gear driven gears, wherein the multiple gear drive gears are respectively connected to the multiple gear driven gears in a corresponding transmission connection, and the output shaft is connected to the differential assembly in a transmission connection.

[0009] A plurality of the gear drive gears are disposed on the input shaft, one of the plurality of gear driven gears is disposed on the transmission shaft, and the remaining gear driven gears of the plurality of gear driven gears are disposed on the output shaft;

[0010] The clutch includes a shift fork assembly, a first clutch, and a second clutch. The second clutch is disposed on the output shaft and is used to connect or disconnect with the gear driven gear on the output shaft under the driving action of the shift fork assembly. The first clutch is disposed on the input shaft and is used to connect or disconnect with the gear driving gear on the input shaft under the driving action of the shift fork assembly. Alternatively, the first clutch is disposed on the transmission shaft and is used to connect or disconnect with the gear driven gear on the transmission shaft under the driving action of the shift fork assembly.

[0011] Optionally, the first transmission mechanism further includes a second transmission gear disposed on the transmission shaft, the first transmission gear meshing with the second transmission gear, and the second transmission gear being configured as the gear driven gear disposed on the transmission shaft.

[0012] Optionally, the plurality of gear drive gears include a first gear drive gear loosely fitted on the input shaft, a second gear drive gear and a third gear drive gear fixed on the input shaft, and the plurality of gear driven gears include a first gear driven gear meshing with the first gear drive gear, a second gear driven gear meshing with the second gear drive gear, and a third gear driven gear meshing with the third gear drive gear;

[0013] The first clutch includes a dog-tooth engagement hub slidably disposed on the input shaft. The dog-tooth engagement hub and the first gear drive gear are provided with end face tooth structure. The shift fork assembly is used to drive the dog-tooth engagement hub to slide along the input shaft. When the shift fork assembly drives the dog-tooth engagement hub to slide along the input shaft so that the dog-tooth engagement hub and the first gear drive gear are connected through the end face tooth structure, the power of the engine is transmitted to the differential assembly in sequence through the first gear drive gear, the first gear driven gear, and the first transmission mechanism.

[0014] And / or, the second clutch is a multi-mode clutch and is located between the second driven gear and the third driven gear. The shift fork assembly is used to drive the multi-mode clutch to rotate forward or reverse. When the shift fork assembly drives the multi-mode clutch to rotate forward, so that the multi-mode clutch is connected to the second driven gear, the engine power is transmitted to the differential assembly sequentially through the second drive gear and the second driven gear. When the shift fork assembly drives the multi-mode clutch to rotate in reverse, so that the multi-mode clutch is connected to the third driven gear, the engine power is transmitted to the differential assembly sequentially through the third drive gear and the third driven gear.

[0015] Optionally, the hybrid drive system further includes a second drive motor and a second transmission mechanism, wherein the second drive motor is connected to the multi-gear transmission mechanism via the second transmission mechanism.

[0016] Optionally, the second transmission mechanism includes a fourth transmission gear, which is disposed on the motor shaft of the second drive motor and meshes with the gear drive gear. The gear drive gear meshing with the fourth transmission gear and the gear driven gear meshing with the gear driven gear disposed on the transmission shaft are spaced apart.

[0017] Optionally, the hybrid drive system further includes a housing, on which a first motor mounting base is provided. The two ends and the middle part of the motor shaft of the first drive motor are respectively supported on the first motor mounting base by first bearings, and the first transmission gear is located between the two first bearings.

[0018] Optionally, the housing is provided with a second motor mounting base, one end of the motor shaft of the second drive motor is supported on the second motor mounting base by a second bearing, and the fourth transmission gear is sleeved on the other end of the motor shaft of the second drive motor.

[0019] Secondly, this utility model provides a vehicle including the hybrid power drive system described above.

[0020] The beneficial effects of this hybrid drive system are as follows: By setting a first drive motor and a first transmission mechanism, and connecting the first drive motor to the differential assembly via the first transmission mechanism, the power output of the first drive motor can be transmitted to the differential assembly via the first transmission mechanism, and then to the wheels. Simultaneously, by setting an engine and a multi-gear transmission mechanism, and connecting the engine to the differential assembly via the multi-gear transmission mechanism, the power output of the engine can be transmitted to the differential assembly via the multi-gear transmission mechanism, and then to the wheels. Thus, when driven only by the first drive motor, the hybrid drive system can achieve a pure electric drive mode; when driven only by the engine, the hybrid drive system can achieve an engine direct drive mode; and when driven by both the first drive motor and the engine, the hybrid drive system can achieve a parallel drive mode. This allows the hybrid drive system to have three different drive modes: pure electric drive mode, engine direct drive mode, and parallel drive mode. This allows the hybrid vehicle to select the appropriate drive mode according to actual operating conditions, ensuring that the hybrid drive system can meet the usage requirements of different operating conditions. Moreover, in engine direct drive mode, the multi-gear transmission mechanism can adjust the vehicle speed in multiple gears, allowing the hybrid vehicle to adjust its driving speed according to actual road conditions. This not only improves the power performance of the hybrid vehicle but also reduces its equivalent fuel consumption. Furthermore, by connecting the multi-gear transmission mechanism with the first transmission mechanism, the power output from the engine can be transmitted sequentially to the differential assembly via the multi-gear transmission mechanism and the first transmission mechanism, thus expanding the transmission path of the hybrid drive system. Moreover, by adopting a triangular distribution between the active and driven transmission parts of the first transmission mechanism and the multi-gear transmission mechanism, that is, by arranging the three shafts of the first transmission mechanism (e.g., the drive shaft) and the multi-gear transmission mechanism (e.g., the input shaft and the output shaft) in parallel and non-coplanar, the transmission connection between the multi-gear transmission mechanism and the first transmission mechanism can be achieved. In this case, the axial dimension of the hybrid drive system can be reduced, making the structure of the hybrid drive system more compact and easier to arrange. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the hybrid drive system in an embodiment of the present invention;

[0022] Figure 2 This is a cross-sectional view of the hybrid drive system in an embodiment of the present invention.

[0023] Figure 3 This is a schematic diagram illustrating the specific principle of the hybrid drive system in this embodiment of the present invention;

[0024] Figure 4This is a schematic diagram illustrating the principle of power transmission in the hybrid drive system of this utility model using pure electric drive mode.

[0025] Figure 5 This is a schematic diagram illustrating the principle of power transmission using a series drive mode in the hybrid drive system of this utility model embodiment;

[0026] Figure 6 This is a schematic diagram illustrating the principle of power transmission using the first parallel drive mode in the hybrid drive system of this utility model embodiment.

[0027] Figure 7 This is a schematic diagram illustrating the principle of power transmission using a second parallel drive mode in the hybrid drive system of this utility model embodiment.

[0028] Figure 8 This is a schematic diagram illustrating the principle of power transmission in the hybrid drive system of this utility model, where the engine uses a first-gear direct drive mode.

[0029] Figure 9 This is a schematic diagram illustrating the principle of power transmission in the hybrid drive system of this utility model, where the engine uses a second-gear direct drive mode.

[0030] Figure 10 This is a schematic diagram illustrating the principle of power transmission in the hybrid drive system of this utility model, where the engine uses a three-speed direct drive mode.

[0031] Figure 11 This is a schematic diagram of the assembly structure of the multi-mode clutch and the gear driven gear on the output shaft in an embodiment of this utility model;

[0032] Figure 12 for Figure 11 Enlarged view of a portion of point A in the middle.

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

[0034] 1. Engine; 2. First drive motor; 21. Motor shaft of the first drive motor; 22. Motor rotor of the first drive motor; 3. Second drive motor; 31. Motor shaft of the second drive motor; 32. Motor rotor of the second drive motor; 4. First transmission mechanism; 41. First transmission gear; 42. Second transmission gear; 43. Third transmission gear; 44. Transmission shaft; 5. Second transmission mechanism; 51. Fourth transmission gear; 6. Multi-gear transmission mechanism; 61. Input shaft; 62. Output shaft; 63. Clutch; 631. First clutch; 632. Second clutch; 6321. Gear sleeve; 63 22. Inner hub; 6323. Connecting ring; 6324. Wedge; 6325. Wedge retainer; 6326. Fixing pin; 6327. Return spring; 64. Gear drive gear; 641. First gear drive gear; 642. Second gear drive gear; 643. Third gear drive gear; 65. Gear driven gear; 651. First gear driven gear; 652. Second gear driven gear; 653. Third gear driven gear; 66. Fifth transmission gear; 7. Differential assembly; 71. Differential ring gear; 8. Housing; 81. Front housing; 82. Middle housing; 83. Rear housing; 91. First bearing; 92. Second bearing. Detailed Implementation

[0035] To make the above-mentioned objects, features, and advantages of this utility model more apparent and understandable, specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Although some embodiments of this utility model are shown in the drawings, it should be understood that this utility model can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this utility model. It should be understood that the drawings and embodiments of this utility model are for illustrative purposes only and are not intended to limit the scope of protection of this utility model.

[0036] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this utility model are only used to distinguish different devices, modules, or units, and are not used to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0037] It should be noted that the terms "one" and "multiple" used in this utility model are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0038] In related technologies, new energy hybrid vehicles typically use single-speed hybrid transmissions, which are simple in structure and low in cost, making them particularly suitable for entry-level models with higher cost requirements. However, these hybrid transmissions have shortcomings such as relatively limited power performance and high equivalent fuel consumption. Moreover, under high torque and high power conditions, such as long-term steep hill driving, the electric motor of the hybrid transmission is difficult to operate stably for extended periods, resulting in its inability to meet the usage requirements under certain special conditions.

[0039] To address the problems existing in the aforementioned related technologies, this utility model provides a hybrid power drive system and vehicle.

[0040] It should be noted that, Figure 2 The section lines corresponding to the sectional views in the diagram are broken line segments, not straight line segments. In other words... Figure 2 The cross-section in the middle is not a plane; in fact, Figure 2 The input shaft 61, output shaft 62 and transmission shaft 44 are parallel to each other and not on the same plane, but are arranged in a triangle.

[0041] Combination Figure 1 and Figure 2 As shown in the figure, a hybrid power drive system provided by this utility model includes an engine 1, a first drive motor 2, a first transmission mechanism 4, a multi-gear transmission mechanism 6, and a differential assembly 7. The first drive motor 2 is connected to the differential assembly 7 through the first transmission mechanism 4, and the engine 1 is connected to the differential assembly 7 through the multi-gear transmission mechanism 6, and the multi-gear transmission mechanism 6 is connected to the first transmission mechanism 4.

[0042] Specifically, the motor shaft 21 of the first drive motor 2 is connected to the first transmission mechanism 4, and the first transmission mechanism 4 is connected to the differential assembly 7, so that the power output by the first drive motor 2 can be transmitted to the differential assembly 7 via the first transmission mechanism 4, and then to the wheels, such as... Figure 4 As shown, this process is the pure electric drive mode of the hybrid drive system. The crankshaft of engine 1 typically employs a dual-mass flywheel spline, which is connected to, for example, the input shaft 61 in the multi-gear transmission mechanism 6. The multi-gear transmission mechanism 6 is connected to the differential assembly 7, allowing the power output from engine 1 to be transmitted via the multi-gear transmission mechanism 6 to the differential assembly 7, and then to the wheels, such as... Figure 9 and 10As shown; moreover, the multi-gear transmission mechanism 6 is also connected to the first transmission mechanism 4, so that the power output from the engine 1 can be transmitted sequentially through the multi-gear transmission mechanism 6 and the first transmission mechanism 4 to the differential assembly 7, and then to the wheels, as shown. Figure 8 As shown. The multi-gear transmission mechanism 6 can be a two-gear, three-gear, or four-gear transmission mechanism, etc. In practical applications, the appropriate number of gears can be designed according to needs; no specific limitation is made here. The hybrid drive system of this embodiment has a pure electric drive mode, an engine direct drive mode, and a parallel drive mode; when driven only by the first drive motor 2, such as... Figure 4 As shown, the hybrid drive system is in pure electric drive mode; when driven solely by engine 1, as... Figures 8 to 10 As shown, the hybrid drive system is in engine direct drive mode; when driven by both the first drive motor 2 and the engine 1, as... Figure 6 As shown, the hybrid drive system is in parallel drive mode.

[0043] In this embodiment, the hybrid drive system can be configured with a first drive motor 2 and a first transmission mechanism 4, with the first drive motor 2 connected to the differential assembly 7 via the first transmission mechanism 4. This allows the power output of the first drive motor 2 to be transmitted to the differential assembly 7 via the first transmission mechanism 4, and then to the wheels. Simultaneously, by configuring an engine 1 and a multi-gear transmission mechanism 6, with the engine 1 connected to the differential assembly 7 via the multi-gear transmission mechanism 6, the power output of the engine 1 can be transmitted to the differential assembly 7 via the multi-gear transmission mechanism 6, and then to the wheels. Thus, when driven solely by the first drive motor 2, the hybrid drive system can achieve a pure electric drive mode; when driven solely by the engine 1, it can achieve an engine direct drive mode; and when driven jointly by the first drive motor 2 and the engine 1, it can achieve a parallel drive mode. This allows the hybrid drive system to have three different drive modes: pure electric drive mode, engine direct drive mode, and parallel drive mode. This allows the hybrid vehicle to select the appropriate drive mode according to actual operating conditions, ensuring that the hybrid drive system can meet the usage requirements of different operating conditions. Moreover, in engine direct drive mode, the multi-gear transmission mechanism 6 can adjust the vehicle speed in multiple gears, allowing the hybrid vehicle to adjust its driving speed according to actual road conditions. This not only improves the power performance of the hybrid vehicle but also reduces its equivalent fuel consumption. Furthermore, by connecting the multi-gear transmission mechanism 6 with the first transmission mechanism 4, the power output from the engine 1 can be transmitted sequentially to the differential assembly 7 via the multi-gear transmission mechanism 6 and the first transmission mechanism 4, thus expanding the transmission path of the hybrid drive system. Moreover, by adopting a triangular distribution between the active and driven transmission parts of the first transmission mechanism 4 and the multi-gear transmission mechanism 6, that is, by arranging the three shafts of the first transmission mechanism 4 (e.g., the drive shaft 44) and the multi-gear transmission mechanism 6 (e.g., the input shaft 61 and the output shaft 62) in parallel and non-coplanar, the transmission connection between the multi-gear transmission mechanism 6 and the first transmission mechanism 4 can be achieved. In this case, the axial dimension of the hybrid drive system can be reduced, making the structure of the hybrid drive system more compact and easier to arrange.

[0044] Optionally, combined Figure 3 As shown, the first transmission mechanism 4 includes a first transmission gear 41, a third transmission gear 43 and a transmission shaft 44. The first transmission gear 41 is mounted on the motor shaft 21 of the first drive motor 2, and the third transmission gear 43 is mounted on the transmission shaft 44. The multi-gear transmission mechanism 6 is connected to the transmission shaft 44, and the third transmission gear 43 is connected to the first transmission gear 41 and the differential assembly 7 respectively.

[0045] Specifically, the third transmission gear 43 and the first transmission gear 41 can be directly meshed to achieve a transmission connection, or a transition gear can be used to mesh with both the third transmission gear 43 and the first transmission gear 41 to achieve a transmission connection, or the first transmission gear 41 can be connected to the transmission shaft 44 to achieve a transmission connection; no specific limitation is made here. The connection between the first transmission gear 41 and the motor shaft 21 of the first drive motor 2, the third transmission gear 43 and the transmission shaft 44, and the second transmission gear 42 and the transmission shaft 44 (described later) can be splined or integrally formed. In practical applications, to reduce the number of parts and facilitate assembly, it is generally preferred that the first transmission gear 41 and the motor shaft 21 of the first drive motor 2 are integrally formed, the second transmission gear 42 is fixedly connected to the transmission shaft 44 via a spline, and the third transmission gear 43 and the transmission shaft 44 are integrally formed. Moreover, when the first transmission mechanism 4 also includes the second transmission gear 42, the first transmission gear 41 can mesh with the second transmission gear 42 or with the third transmission gear 43, for example... Figure 3 The example given is the meshing of the first transmission gear 41 and the second transmission gear 42. In actual applications, the design can be selected according to needs, and no specific limitation is made here. In addition, the third transmission gear 43 usually meshes with the differential ring gear 71 in the differential assembly 7. The multi-gear transmission mechanism 6 is connected to the drive shaft 44. The connection between the multi-gear transmission mechanism 6 and the drive shaft 44 can be understood as one of the driven gears 65 (described later) in the multi-gear transmission mechanism 6 being set on the drive shaft 44.

[0046] In this optional embodiment, by setting the first transmission gear 41 on the motor shaft 21 of the first drive motor 2 and setting the third transmission gear 43 on the transmission shaft 44, the motor shaft 21 and the transmission shaft 44 of the first drive motor 2 are arranged in parallel, thereby further reducing the axial dimension of the hybrid drive system and improving the convenience of arrangement. Simultaneously, by connecting the third transmission gear 43 to the differential assembly 7, the power output by the first drive motor 2 can be transmitted sequentially through the first transmission gear 41 and the third transmission gear 43 to, for example, the differential ring gear 71 of the differential assembly 7, and then to the wheels to drive the vehicle. Furthermore, by connecting the multi-gear transmission mechanism 6 to the transmission shaft 44, the transmission connection between the first transmission mechanism 4 and the multi-gear transmission mechanism 6 can be achieved by setting, for example, one gear driven gear 65 of the multi-gear transmission mechanism 6 on the transmission shaft 44.

[0047] Optionally, combined Figure 3As shown, the multi-gear transmission mechanism 6 includes an input shaft 61, an output shaft 62, a clutch 63, multiple gear drive gears 64 and multiple gear driven gears 65. The multiple gear drive gears 64 are respectively connected to the multiple gear driven gears 65 in a transmission connection. The output shaft 62 is connected to the differential assembly 7 in a transmission connection.

[0048] Multiple gear drive gears 64 are mounted on the input shaft 61, one of the multiple gear driven gears 65 is mounted on the transmission shaft 44, and the remaining gear driven gears 65 are mounted on the output shaft 62.

[0049] The clutch 63 includes a shift fork assembly, a first clutch 631, and a second clutch 632. The second clutch 632 is disposed on the output shaft 62 and is used to connect or disconnect with the gear driven gear 65 on the output shaft 62 under the driving action of the shift fork assembly. The first clutch 631 is disposed on the input shaft 61 and is used to connect or disconnect with the gear driving gear 64 on the input shaft 61 under the driving action of the shift fork assembly. Alternatively, the first clutch 631 is disposed on the transmission shaft 44 and is used to connect or disconnect with the gear driven gear 65 on the transmission shaft 44 under the driving action of the shift fork assembly.

[0050] Specifically, a fifth transmission gear 66 is typically provided on the output shaft 62. The output shaft 62 meshes with the differential ring gear 71 of the differential assembly 7 via the fifth transmission gear 66. Moreover, the fifth transmission gear 66 is typically integrally formed with the output shaft 62. When the multi-gear transmission mechanism 6 is a three-gear transmission mechanism with three-gear drive gears 64 and three-gear driven gears 65, such as Figure 3As shown, a second clutch 632 is typically mounted on the output shaft 62, and a first clutch 631 is mounted on the input shaft 61 or the transmission shaft 44. The three drive gears 64 are designated as first gear 641, second gear 642, and third gear 643, respectively. The three driven gears 65 are designated as first gear 651, second gear 652, and third gear 653, respectively. The first gear drive gear 641 is typically loosely mounted on the input shaft 61. The second and third gear drive gears 642 and 643 are fixed to the input shaft 61 via splines. The first gear driven gear 651 is fixed to the transmission shaft 44 via splines. On shaft 44, the second-gear driven gear 652 and the third-gear driven gear 653 are loosely fitted on the output shaft 62. When the first clutch 631 is set on the input shaft 61, it is used to connect or disconnect with the first-gear drive gear 641 under the driving action of the shift fork assembly. When the first clutch 631 is set on the transmission shaft 44, it is used to connect or disconnect with the first-gear driven gear 651 under the driving action of the shift fork assembly. The second clutch 632 is usually set between the second-gear driven gear 652 and the third-gear driven gear 653, and is used to connect or disconnect with the second-gear driven gear 652 and the third-gear driven gear 653 under the driving action of the shift fork assembly.

[0051] In addition, when the multi-gear transmission mechanism 6 is a two-gear transmission mechanism with two driving gears 64 and two driven gears 65, a first clutch 631 can be installed on the input shaft 61, or a second clutch 632 can be installed on the output shaft 62 to save production costs. Alternatively, a first clutch 631 can be installed on the input shaft 61, and a second clutch 632 can be installed on the output shaft 62 to achieve dual protection. The first clutch 631 is used to connect or disconnect with the two driving gears 64 on the input shaft 61 under the driving action of the shift fork assembly, and the second clutch 632 is used to connect or disconnect with the driven gears 65 on the output shaft 62 under the driving action of the shift fork assembly. When the multi-gear transmission mechanism 6 is a four-gear transmission mechanism with four driving gears 64 and four driven gears 65, a first clutch 631 is usually set on the input shaft 61 and a second clutch 632 is set on the output shaft 62. The first clutch 631 is usually set between the first driving gear 641 and the second driving gear 642 and is used to connect or disconnect with the first driving gear 641 and the second driving gear 642. The second clutch 632 is usually set between the third driven gear 653 and the fourth driven gear and is used to connect or disconnect with the third driven gear 653 and the fourth driven gear.

[0052] In this optional embodiment, by setting multiple driving gears 64 on the input shaft 61, setting one of the multiple driven gears 65 on the transmission shaft 44, setting the remaining driven gears 65 on the output shaft 62, setting the second clutch 632 on the output shaft 62, and setting the first clutch 631 on either the input shaft 61 or the transmission shaft 44, the arrangement of each driving gear 64, each driven gear 65, and the clutch 63 in the multi-gear transmission mechanism 6 is realized. Moreover, setting one of the driven gears 65 on the transmission shaft 44 realizes the transmission connection between the multi-gear transmission mechanism 6 and the first transmission mechanism 4. At the same time, it is also convenient to arrange the three shafts, namely the transmission shaft 44, the input shaft 61, and the output shaft 62, in a triangular distribution, that is, the three shafts are arranged in parallel and not coplanar, so as to reduce the axial dimension of the hybrid drive system, making the structure of the hybrid drive system more compact and easier to arrange.

[0053] Optionally, combined Figure 3 As shown, the first transmission mechanism 4 also includes a second transmission gear 42 disposed on the transmission shaft 44. The first transmission gear 41 meshes with the second transmission gear 42, and the second transmission gear 42 is configured as a shift driven gear 65 disposed on the transmission shaft 44. That is, the second transmission gear 42 and the shift driven gear 65 disposed on the transmission shaft 44 are shared. In this way, not only can the number of transmission gears be reduced, the assembly process be simplified, and the production cost be reduced, but the weight of the hybrid drive system can also be reduced, which is conducive to the lightweight design of the whole vehicle. Moreover, the axial dimension of the first transmission mechanism 4 and even the hybrid drive system can be further reduced, which is convenient for layout.

[0054] Taking a three-speed transmission mechanism 6, specifically a three-speed transmission mechanism with a three-speed drive gear 64 and a three-speed driven gear 65, as an example, the engine direct drive mode of a hybrid system will be explained in detail. The engine direct drive mode includes first-speed direct drive mode, second-speed direct drive mode, and third-speed direct drive mode. In first-speed direct drive mode, such as... Figure 8 As shown, the first clutch 631 is connected to the first gear drive gear 641, so that the power output from the engine 1 can be transmitted sequentially through the input shaft 61, the first gear drive gear 641, the second transmission gear 42 (i.e., the first gear driven gear 651), the drive shaft 44, and the third transmission gear 43 to the differential ring gear 71 of the differential assembly 7; in the second gear direct drive mode, as Figure 9 As shown, the second clutch 632 is connected to the second-gear driven gear 652, allowing the power output from engine 1 to be transmitted sequentially through input shaft 61, second-gear drive gear 642, second-gear driven gear 652, output shaft 62, and fifth transmission gear 66 to the differential ring gear 71 of the differential assembly 7; in third-gear direct drive mode, as... Figure 10As shown, the second clutch 632 is connected to the third gear driven gear 653, so that the power output by the engine 1 can be transmitted sequentially through the input shaft 61, the third gear drive gear 643, the third gear driven gear 653, the output shaft 62, and the fifth transmission gear 66 to the differential ring gear 71 of the differential assembly 7.

[0055] Optionally, combined Figure 3 , Figures 8 to 10 As shown, the multiple gear drive gears 64 include a first gear drive gear 641 loosely fitted on the input shaft 61, a second gear drive gear 642 and a third gear drive gear 643 fixed on the input shaft 61, and multiple gear driven gears 65 include a first gear driven gear 651 meshing with the first gear drive gear 641, a second gear driven gear 652 meshing with the second gear drive gear 642, and a third gear driven gear 653 meshing with the third gear drive gear 643;

[0056] The first clutch 631 includes a dog-tooth engagement hub that is slidably mounted on the input shaft 61. The end faces of the dog-tooth engagement hub and the first gear drive gear 641 are provided with dog-tooth structures. The shift fork assembly is used to drive the dog-tooth engagement hub to slide along the input shaft 61. When the shift fork assembly drives the dog-tooth engagement hub to slide along the input shaft 61 so that the dog-tooth engagement hub and the first gear drive gear 641 are connected through the dog-tooth structure, the power of the engine 1 is transmitted to the differential assembly 7 in sequence through the first gear drive gear 641, the first gear driven gear 651, and the first transmission mechanism 4.

[0057] And / or, the second clutch 632 is a multi-mode clutch and is located between the second driven gear 652 and the third driven gear 653. The shift fork assembly is used to drive the multi-mode clutch to rotate forward or reverse. When the shift fork assembly drives the multi-mode clutch to rotate forward so that the multi-mode clutch is engaged with the second driven gear 652, the power of the engine 1 is transmitted to the differential assembly 7 sequentially through the second drive gear 642 and the second driven gear 652. When the shift fork assembly drives the multi-mode clutch to rotate in reverse so that the multi-mode clutch is engaged with the third driven gear 653, the power of the engine 1 is transmitted to the differential assembly 7 sequentially through the third drive gear 643 and the third driven gear 653.

[0058] Specifically, the first clutch 631 is a dog-tooth clutch, which includes a dog-tooth engagement hub. The dog-tooth engagement hub is typically connected to the input shaft 61 via an involute spline, allowing it to move axially along the input shaft 61. Furthermore, the dog-tooth engagement hub is typically positioned using a spring-loaded locating block. The end face of the dog-tooth engagement hub has a dog-tooth structure, and the end face of the gear drive gear 64 (i.e., the first gear drive gear 641) that is compatible with the dog-tooth engagement hub also has a dog-tooth structure. When the vehicle requires first gear, the shift fork in the shift fork assembly moves the dog-tooth engagement hub to slide along the input shaft 61, causing the dog-tooth engagement hub to engage with the first gear drive gear 641 via the dog-tooth structure on its end face, thereby transmitting power to the first gear drive gear 641. For ease of description, let's take a three-speed transmission mechanism 6 as an example, with the first clutch 631 matched with the first-speed drive gear 641, and the second clutch 632 matched with the second-speed driven gear 652 and the third-speed driven gear 653. In this case, the end face of the first-speed drive gear 641 is usually also provided with a dog-tooth structure. This dog-tooth structure is used to connect or disconnect with the dog-tooth structure on the end face of the dog-tooth engagement hub, so that the first gear of the multi-speed transmission mechanism 6 participates in power transmission or interrupts power transmission. When the shift fork assembly drives the dog-tooth engagement hub to slide along the input shaft 61, so that the dog-tooth engagement hub is connected to the first-speed drive gear 641 through the dog-tooth structure, as... Figure 8 As shown, the power of engine 1 is transmitted sequentially through first gear drive gear 641, first gear driven gear 651, and first transmission mechanism 4 to differential assembly 7, thereby realizing the first gear direct drive mode of engine 1.

[0059] More specifically, the second clutch 632 is a multi-mode clutch positioned between the second-gear driven gear 652 and the third-gear driven gear 653, while the shift fork assembly is used to drive the gear sleeve of the multi-mode clutch to rotate forward or reverse. When the shift fork assembly drives the multi-mode clutch to rotate forward by a certain angle, the multi-mode clutch engages with the second-gear driven gear 652. At this time, as... Figure 9 As shown, the power of engine 1 is transmitted sequentially to the differential assembly 7 via the second-gear drive gear 642 and the second-gear driven gear 652, thereby realizing the second-gear direct drive mode of engine 1; when the shift fork assembly drives the multi-mode clutch to reverse a certain angle, the multi-mode clutch is connected to the third-gear driven gear 653. At this time, as... Figure 10 As shown, the power of engine 1 is transmitted sequentially to differential assembly 7 via third-speed drive gear 643 and third-speed driven gear 653, thereby realizing the three-speed direct drive mode of engine 1.

[0060] In this optional embodiment, by setting the first clutch 631 as a dog clutch and / or setting the second clutch 632 as a multi-mode clutch, the multi-gear transmission mechanism 6 can switch gears, for example, using a dog clutch for first gear and a multi-mode clutch for second and third gears. In this way, the multi-gear transmission mechanism 6 does not need to disconnect from the engine 1 during gear shifting, thereby eliminating the need for a traditional wet clutch and the high-pressure system required by the wet clutch, achieving cost savings and reducing the space required for the entire machine. Moreover, the gear shifting actuator of the entire hybrid drive system can be driven by a low-energy and high-efficiency motor, thereby eliminating the need for a high-pressure pump and the motor used to drive the high-pressure pump required by the traditional hydraulic drive method, further reducing production costs.

[0061] Furthermore, combined Figure 11 and Figure 12 As shown, the multi-mode clutch includes a gear sleeve 6321, an inner hub 6322, a connecting ring 6323, a wedge 6324, a wedge retainer 6325, a fixing pin 6326, and a return spring 6327. The gear sleeve 6321 is fitted over the inner hub 6322. A connecting ring 6323 is located on each of the left and right sides (i.e., the axial sides of the inner hub 6322). The left connecting ring 6323 is splined to the third-gear driven gear 653, and the right connecting ring 6324... The third gear and the second-gear driven gear 652 are connected by a spline. Wedges 6324 are provided between the left connecting ring 6323 and the inner hub 6322, and between the right connecting ring 6323 and the inner hub 6322, respectively. The gear sleeve 6321 is connected to the inner hub 6322 via a connecting pin. The inner hub 6322 is connected to the output shaft 62 via a spline. A return spring 6327 is sleeved on a fixing pin 6326. The inner hub 6322 is connected to the wedge retainer 6325 via the fixing pin 6326. Figure 11 and Figure 12 As shown, when the gear sleeve 6321 rotates forward (or reverses) by a certain angle under the drive of the shift fork assembly, the inner hub 6322 and the connecting ring 6323 on the right (or left) side are connected through the wedge block 6324 on the right (or left) side. This allows the torque of the second-gear driven gear 652 (or the third-gear driven gear 653) to be transmitted to the output shaft 62 through the corresponding connecting ring 6323, thus completing the power transmission of the second (third) gear. The multi-mode clutch structure in this embodiment can effectively reduce the axial length of the entire drive system.

[0062] Optionally, combined Figure 1 and Figure 2 As shown, the hybrid drive system also includes a second drive motor 3 and a second transmission mechanism 5. The second drive motor 3 is connected to the multi-gear transmission mechanism 6 through the second transmission mechanism 5.

[0063] In this optional embodiment, the power output by the second drive motor 3 can be transmitted sequentially to the differential assembly 7 via the second transmission mechanism 5 and the multi-gear transmission mechanism 6, or sequentially via the second transmission mechanism 5, the multi-gear transmission mechanism 6, and the first transmission mechanism 4. When driven by the first drive motor 2 and / or the second drive motor 3, the hybrid drive system is in pure electric drive mode. When driven by the engine 1 and at least one of the first drive motor 2 and the second drive motor 3, such as... Figure 6 and Figure 7 As shown, the hybrid drive system is in parallel drive mode. Thus, by setting up a second drive motor 3 to independently achieve pure electric drive mode or assist the first drive motor 2 in achieving pure electric drive mode, the overall vehicle's power performance is further improved. Furthermore, by connecting the second drive motor 3 to the multi-gear transmission mechanism 6 via the second transmission mechanism 5, the second drive motor 3 can achieve multi-gear drive in pure electric drive mode. This allows the hybrid vehicle to adjust its speed according to actual road conditions, further improving the hybrid vehicle's power performance and reducing its equivalent fuel consumption.

[0064] Optionally, combined Figure 5 As shown, engine 1 is used to drive second drive motor 3 to generate electricity through multi-gear transmission mechanism 6 and second transmission mechanism 5.

[0065] In this optional embodiment, the second drive motor 3 can be used as an electric motor or as a generator. Since the power to start the first drive motor 2 typically comes from the vehicle battery, if the second drive motor 3 can be used as a generator, it can generate electricity to power the first drive motor 2. When the second drive motor 3 is used as a generator, the power output from the engine 1 is transmitted sequentially through the input shaft 61, the third-speed drive gear 643, and the second transmission mechanism 5 to the motor shaft 31 of the second drive motor 3 to drive it to generate electricity. When only the first drive motor 2 is used for driving, and the engine 1 drives the second drive motor 3 to generate electricity to power the first drive motor 2, such as... Figure 5 As shown, the hybrid drive system is in series drive mode. Thus, when the battery powering the first drive motor 2 is insufficient, the engine 1 can drive the second drive motor 3 to generate electricity, which is then supplied to the first drive motor 2 to start it and drive the system. This expands the hybrid drive system's drive mode beyond the series drive mode.

[0066] Optionally, combined Figure 3As shown, the second transmission mechanism 5 includes a fourth transmission gear 51, which is mounted on the motor shaft 31 of the second drive motor 3 and meshes with one of the multiple gear drive gears 64. The gear drive gear 64 meshing with the fourth transmission gear 51 and the gear drive gear 64 meshing with the gear driven gear 65 mounted on the transmission shaft 44 are spaced apart.

[0067] In this optional embodiment, the fourth transmission gear 51 and the motor shaft 31 of the second drive motor 3 can be connected by a spline or integrally formed; no specific limitation is made here. For ease of description, the multi-gear transmission mechanism 6 is described as a three-gear transmission mechanism, with the first clutch 631 adapted to the first-gear drive gear 641, and the second clutch 632 adapted to the second-gear driven gear 652 and the third-gear driven gear 653. In this case, the first-gear drive gear 641 meshes with the first-gear driven gear 651 disposed on the transmission shaft 44, while the fourth transmission gear 51 of the second transmission mechanism 5 typically meshes with the third-gear drive gear 643. In addition, the motor shaft 31 of the second drive motor 3 is typically located above the third-gear drive gear 643. In this way, by setting the fourth transmission gear 51 on the motor shaft 31 of the second drive motor 3 and meshing the fourth transmission gear 51 with the gear shift drive gear 64, the motor shaft 31 of the second drive motor 3 is arranged parallel to the input shaft 61, thereby reducing the axial dimension of the hybrid power system. Moreover, by arranging the gear shift drive gear 64 meshing with the fourth transmission gear 51 and the gear shift drive gear 64 meshing with the gear shift driven gear 65 set on the transmission shaft 44 at intervals, that is, the gear shift drive gear 64 meshing with the fourth transmission gear 51 and the gear shift drive gear 64 meshing with the gear shift driven gear 65 set on the transmission shaft 44 are not the same gear shift drive gear 64, so that the fourth transmission gear 51 and the corresponding gear shift driven gear 65 (i.e., the third gear driven gear 653) can share the gear shift drive gear 64 (i.e., the third gear drive gear 643), thereby using the gear shift drive gear 64 to provide support for the motor shaft 31 of the second drive motor 3.

[0068] Optionally, combined Figure 2 As shown, the hybrid drive system also includes a housing 8, on which a first motor mounting base is provided. The two ends and the middle part of the motor shaft 21 of the first drive motor 2 are supported on the first motor mounting base by first bearings 91, and the first transmission gear 41 is located between the two first bearings 91.

[0069] In this optional embodiment, the first drive motor 2 is housed within the housing 8. The housing 8 typically has three first motor mounting seats. The two ends and the middle portion of the motor shaft of the first drive motor 2 are supported on the three first motor mounting seats by a first bearing 91. The motor rotor 22 of the first drive motor 2 is typically located between the first bearing 91 at the middle portion of the motor shaft 21 and the first bearing 91 at one end of the motor shaft 21. The first transmission gear 41 is located between the first bearing 91 at the middle portion of the motor shaft 21 and the first bearing 91 at the other end of the motor shaft 21. The first bearings 91 located on both sides of the motor rotor 22 are typically ball bearings, while the first bearing 91 located on the side of the first transmission shaft 41 away from the motor rotor 22 is typically a spur bearing. Thus, by using, for example, two ball bearings and one spur bearing, the motor shaft 21 of the first drive motor 2 is supported by three first bearings 91, improving the reliability and stability of the support, thereby ensuring the continuous operation of the first drive motor 2 and improving the robustness of the vehicle's NVH performance.

[0070] Optionally, combined Figure 2 As shown, the housing 8 is provided with a second motor mounting base. One end of the motor shaft 31 of the second drive motor 3 is supported on the second motor mounting base by the second bearing 92, and the fourth transmission gear 51 is sleeved on the other end of the motor shaft 31 of the second drive motor 3.

[0071] In this optional embodiment, the second drive motor 3 is disposed within the housing 8. One end and the middle portion of the motor shaft 31 of the second drive motor 3 are each supported on the second motor mounting base by a second bearing 92. The motor rotor 32 of the second drive motor 3 is located between the two second bearings 92, while the other end of the motor shaft 31 is cantilevered, and the fourth transmission gear 51 is sleeved on the other end of the motor shaft 31, i.e., the cantilever end. In this way, the end of the motor shaft 31 of the second drive motor 3 can be supported by the gear drive gear 64 meshing with the fourth transmission gear 51. Moreover, compared with the prior art in which the two ends and the middle portion of the motor shaft 31 of the second drive motor 3 are each supported on the motor mounting base by a bearing, the second bearing 92 at one end of the motor shaft 31 can be eliminated, and the length of the motor shaft 31 can be shortened. This reduces the number of second bearings 92 used, saves production costs, and reduces the axial length of the hybrid drive system.

[0072] Furthermore, combined Figure 2As shown, housing 8 includes a front housing 81, a middle housing 82, and a rear housing 83. A first motor mounting base is typically disposed on the front housing 81, the middle housing 82, and the rear housing 83. One end of the motor shaft 21 of the first drive motor 2 is supported by a first bearing 91 at the first motor mounting base on the front housing 81. The middle portion of the motor shaft 21 of the first drive motor 2 is supported by a first bearing 91 at the first motor mounting base on the middle housing 82. The other end of the motor shaft 21 of the first drive motor 2 is supported by a first bearing 91 at the first motor mounting base on the front housing 81. A second motor mounting base is typically disposed on the front housing 81 and the middle housing 82. One end of the motor shaft 31 of the second drive motor 3 is supported by a second bearing 92 at the second motor mounting base on the front housing 81. The middle portion of the motor shaft 31 of the second drive motor 3 is supported by a second bearing 92 at the second motor mounting base on the middle housing 82.

[0073] This utility model provides a vehicle that includes the hybrid power drive system described above.

[0074] The beneficial effects of the vehicle in this embodiment compared to the prior art are the same as those of the hybrid drive system described above, and will not be repeated here.

[0075] Although the present invention has been disclosed above, its protection scope is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the protection scope of the present invention.

Claims

1. A hybrid power drive system, characterized in that, It includes an engine (1), a first drive motor (2), a first transmission mechanism (4), a multi-gear transmission mechanism (6), and a differential assembly (7). The first drive motor (2) is connected to the differential assembly (7) through the first transmission mechanism (4). The engine (1) is connected to the differential assembly (7) through the multi-gear transmission mechanism (6), and the multi-gear transmission mechanism (6) is connected to the first transmission mechanism (4).

2. The hybrid drive system according to claim 1, characterized in that, The first transmission mechanism (4) includes a first transmission gear (41), a third transmission gear (43) and a transmission shaft (44). The first transmission gear (41) is mounted on the motor shaft of the first drive motor (2), and the third transmission gear (43) is mounted on the transmission shaft (44). The multi-gear transmission mechanism (6) is connected to the transmission shaft (44), and the third transmission gear (43) is connected to the first transmission gear (41) and the differential assembly (7) respectively.

3. The hybrid drive system according to claim 2, characterized in that, The multi-gear transmission mechanism (6) includes an input shaft (61), an output shaft (62), a clutch (63), multiple gear drive gears (64) and multiple gear driven gears (65). The multiple gear drive gears (64) are respectively connected to the multiple gear driven gears (65) in a corresponding transmission connection. The output shaft (62) is connected to the differential assembly (7). A plurality of gear drive gears (64) are disposed on the input shaft (61), one of the plurality of gear driven gears (65) is disposed on the transmission shaft (44), and the remaining gear driven gears (65) are disposed on the output shaft (62); The clutch (63) includes a shift fork assembly, a first clutch (631) and a second clutch (632). The second clutch (632) is disposed on the output shaft (62) and is used to connect or disconnect with the gear driven gear (65) on the output shaft (62) under the driving action of the shift fork assembly. The first clutch (631) is disposed on the input shaft (61) and is used to connect or disconnect with the gear driving gear (64) on the input shaft (61) under the driving action of the shift fork assembly. Alternatively, the first clutch (631) is disposed on the transmission shaft (44) and is used to connect or disconnect with the gear driven gear (65) on the transmission shaft (44) under the driving action of the shift fork assembly.

4. The hybrid drive system according to claim 3, characterized in that, The first transmission mechanism (4) further includes a second transmission gear (42) disposed on the transmission shaft (44), the first transmission gear (41) meshing with the second transmission gear (42), and the second transmission gear (42) being configured as the gear driven gear (65) disposed on the transmission shaft (44).

5. The hybrid drive system according to claim 3, characterized in that, The plurality of gear drive gears (64) include a first gear drive gear (641) loosely fitted on the input shaft (61), a second gear drive gear (642) and a third gear drive gear (643) fixed on the input shaft (61), and the plurality of gear driven gears (65) include a first gear driven gear (651) meshing with the first gear drive gear (641), a second gear driven gear (652) meshing with the second gear drive gear (642), and a third gear driven gear (653) meshing with the third gear drive gear (643); The first clutch (631) includes a dog-tooth engagement hub slidably disposed on the input shaft (61). The dog-tooth engagement hub and the first gear drive gear (641) are provided with end face tooth structure. The shift fork assembly is used to drive the dog-tooth engagement hub to slide along the input shaft (61). When the shift fork assembly drives the dog-tooth engagement hub to slide along the input shaft (61) so that the dog-tooth engagement hub and the first gear drive gear (641) are connected through the end face tooth structure, the power of the engine (1) is transmitted to the differential assembly (7) in sequence through the first gear drive gear (641), the first gear driven gear (651), and the first transmission mechanism (4). And / or, the second clutch (632) is a multi-mode clutch and is located between the second driven gear (652) and the third driven gear (653). The shift fork assembly is used to drive the multi-mode clutch to rotate forward or reverse. When the shift fork assembly drives the multi-mode clutch to rotate forward so that the multi-mode clutch is connected to the second driven gear (652), the power of the engine (1) is transmitted to the differential assembly (7) in sequence through the second drive gear (642) and the second driven gear (652). When the shift fork assembly drives the multi-mode clutch to rotate in reverse so that the multi-mode clutch is connected to the third driven gear (653), the power of the engine (1) is transmitted to the differential assembly (7) in sequence through the third drive gear (643) and the third driven gear (653).

6. The hybrid drive system according to claim 3, characterized in that, It also includes a second drive motor (3) and a second transmission mechanism (5), wherein the second drive motor (3) is connected to the multi-gear transmission mechanism (6) through the second transmission mechanism (5).

7. The hybrid drive system according to claim 6, characterized in that, The second transmission mechanism (5) includes a fourth transmission gear (51), which is mounted on the motor shaft of the second drive motor (3) and meshes with the gear shift drive gear (64). The gear shift drive gear (64) meshing with the fourth transmission gear (51) and the gear shift drive gear (64) meshing with the gear shift driven gear (65) mounted on the transmission shaft (44) are spaced apart.

8. The hybrid drive system according to claim 7, characterized in that, It also includes a housing (8), on which a first motor mounting base is provided. The two ends and the middle part of the motor shaft of the first drive motor (2) are supported on the first motor mounting base by first bearings (91), and the first transmission gear (41) is located between the two first bearings (91).

9. The hybrid drive system according to claim 8, characterized in that, The housing (8) is provided with a second motor mounting base. One end of the motor shaft of the second drive motor (3) is supported on the second motor mounting base by a second bearing (92). The fourth transmission gear (51) is sleeved on the other end of the motor shaft of the second drive motor (3).

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

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