Hybrid power system and vehicle with same

Abstract

The utility model discloses a hybrid power system and a vehicle with the hybrid power system. A driving motor; the transmission mechanism is in transmission connection with the engine; the decoupling device is arranged between the transmission mechanism and the driving motor, the decoupling device comprises an output shaft, the decoupling device can be switched between a coupling state and a decoupling state, in the coupling state, the driving motor and the transmission mechanism are both in transmission connection with the output shaft, so that the driving motor and the engine jointly drive the output shaft, and in the decoupling state, the driving motor and the transmission mechanism drive the output shaft. And in the decoupling state, the output shaft is disconnected from the transmission mechanism and is in transmission connection with the driving motor. According to the hybrid power system, the requirement of pure electric driving of a vehicle can be well met, the overall structure of the hybrid power system is simpler, operation of the hybrid power system is more stable and reliable, and maintenance of the hybrid power system is more convenient.

Description

Technical Field

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

[0002] In hybrid vehicles, hybrid systems are often designed with different transmission architectures to meet the needs of vehicle use. For example, in a hybrid system, the reduction mechanism of the drive motor adopts a multi-axis mechanism with parallel gears to expand the reduction ratio range and improve the operating performance of the drive motor, such as maximum torque and maximum speed. Alternatively, a planetary reduction gear mechanism can be used to enable the hybrid system to achieve power splitting when the engine is driving, thus meeting the needs of both driving and power generation.

[0003] In related technologies, when a planetary reducer mechanism is used in a hybrid power system, the overall transmission structure of the hybrid power system is relatively complex in order to achieve the need for pure electric drive of the vehicle. This makes the maintenance of the hybrid power system more troublesome and inconvenient, and to a certain extent reduces the operational reliability of the hybrid power system. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a hybrid power system that, while meeting the requirements of pure electric vehicle drive, has a relatively simple overall structure, facilitates maintenance during long-term operation, and offers better operational reliability.

[0005] This utility model also proposes a vehicle having the above-mentioned hybrid power system.

[0006] A hybrid power system according to a first aspect of the present invention includes: an engine; a drive motor; a transmission mechanism, the transmission mechanism being driveably connected to the engine; and a decoupling device disposed between the transmission mechanism and the drive motor, the decoupling device including an output shaft, wherein the decoupling device is switchable between a coupled state and a decoupling state. In the coupled state, both the drive motor and the transmission mechanism are driveably connected to the output shaft, such that the drive motor and the engine jointly drive the output shaft. In the decoupling state, the output shaft is disconnected from the transmission mechanism and driveably connected to the drive motor.

[0007] According to the hybrid power system of this utility model, by setting a decoupling device, which is set between the transmission mechanism and the drive motor, when the decoupling device is in the coupled state, the engine and the drive motor jointly drive the output shaft. When the decoupling device is in the decoupled state, the output shaft is disconnected from the transmission mechanism and connected to the drive motor, thereby enabling the hybrid power system to well meet the needs of pure electric drive of the vehicle, and making the overall structure of the hybrid power system simpler, the operation of the hybrid power system more stable and reliable, and the maintenance of the hybrid power system more convenient.

[0008] In some embodiments of this utility model, the transmission mechanism is a planetary gear reduction mechanism.

[0009] In one embodiment of the present invention, the planetary gear reduction mechanism includes an output gear ring, and the decoupling device is disposed on the radial outer side of the output gear ring. In the coupled state, the output shaft is connected to the output gear ring in a driving connection, and in the decoupled state, the output shaft is disconnected from the output gear ring.

[0010] In some examples of this utility model, the decoupling device further includes: a first transmission gear and a bearing, wherein the first transmission gear is rotatably disposed on the output shaft via the bearing, and the first transmission gear meshes with the outer gear teeth of the output gear ring; and a decoupling mechanism disposed on the output shaft, wherein in the coupled state, the decoupling mechanism is adapted to limit and fix the first transmission gear to the output shaft in the circumferential direction, so that the first transmission gear drives the output shaft to rotate.

[0011] In one example of this utility model, the decoupling mechanism includes: a decoupling member disposed on the output shaft and in circumferential upper limit engagement with the output shaft, the decoupling member being movable between a coupling position and a decoupling position along the axial direction of the output shaft, wherein in the coupling position the decoupling member is fixed to the first transmission gear, and in the decoupling device the decoupling member is separated from the first transmission gear; and a driving member for driving the decoupling member to move along the output shaft.

[0012] In some specific embodiments of this utility model, the driving member is located on the side of the decoupling member opposite to the first transmission gear in the axial direction of the output shaft.

[0013] In one specific embodiment of this utility model, the driving element is an electromagnetic coil.

[0014] In some specific embodiments of this utility model, the first transmission gear is provided with a toothed disc portion and a connecting portion. The connecting portion extends along the axial direction of the output shaft and is connected to the toothed disc portion. One of the decoupling member and the connecting portion is provided with a toothed protrusion and the other is provided with a toothed groove. At the coupling position, the decoupling member and the connecting portion are driven by meshing through the toothed protrusion and the toothed groove.

[0015] In one specific embodiment of this utility model, the decoupling member is provided with a plurality of toothed protrusions, the plurality of toothed protrusions are arranged at intervals along the circumference of the decoupling member, the toothed protrusions extend along the axial direction of the output shaft and are provided on the side of the decoupling member facing the connecting portion, and the connecting portion is provided with a plurality of toothed grooves on the side facing the connecting portion.

[0016] In some specific embodiments of this utility model, the decoupling mechanism further includes: a pushing member, which is sleeved on the output shaft, the pushing member is in circumferential upper limit engagement with the output shaft and is movable along the axial direction of the output shaft, the decoupling member is fixed on the pushing member and is disposed at the end of the pushing member facing the first transmission gear, and the driving member drives the decoupling member to move through the pushing member.

[0017] In one specific embodiment of this utility model, the output shaft is provided with a guide groove, the guide groove extends along the axial direction of the output shaft, and a plurality of guide grooves are arranged at intervals along the axial direction of the output shaft. The inner wall surface of the pusher is provided with a plurality of sliders, and the plurality of sliders are arranged in a one-to-one correspondence with the plurality of guide grooves.

[0018] In some specific embodiments of this utility model, the decoupling mechanism further includes an elastic element, which is sleeved on the output shaft and deformable along the axial direction of the output shaft. The two ends of the elastic element abut against the output shaft and the decoupling element, respectively. The elastic element is configured to always push the decoupling element toward the decoupling position.

[0019] In some embodiments of this utility model, the decoupling device further includes: a second transmission gear, which is mounted on the output shaft and is connected to the input shaft of the drive motor.

[0020] The vehicle according to the second aspect of the present invention includes a hybrid power system according to the first aspect of the present invention.

[0021] According to the present invention, the vehicle, by setting up the hybrid power system of the first aspect, and by setting up a decoupling device, which is set between the transmission mechanism and the drive motor, when the decoupling device is in the coupled state, the engine and the drive motor jointly drive the output shaft; when the decoupling device is in the decoupled state, the output shaft is disconnected from the transmission mechanism and connected to the drive motor, thereby enabling the hybrid power system to well meet the needs of pure electric drive of the vehicle, and making the overall structure of the hybrid power system simpler, making the operation of the hybrid power system more stable and reliable, and making the maintenance of the hybrid power system more convenient.

[0022] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of a hybrid power system according to an embodiment of the present utility model;

[0024] Figure 2 This is an exploded view of the decoupling device according to an embodiment of the present utility model;

[0025] Figure 3 This is a schematic diagram of the decoupling device in the coupling state according to an embodiment of the present utility model;

[0026] Figure 4 This is a schematic diagram of the decoupling device in the decoupling state according to an embodiment of the present utility model.

[0027] Figure label:

[0028] 10. Engine;

[0029] 20. Planetary gear reduction mechanism; 21. Output gear ring; 22. Planetary gears; 23. Planetary carrier; 24. Sun gear;

[0030] 30. Shock absorber; 40. Generator; 50. Drive motor; 60. Differential;

[0031] 70. Decoupling device;

[0032] 71. Output shaft; 711. Limiting protrusion; 712. Protrusion;

[0033] 72. Output gear; 73. Second transmission gear;

[0034] 74. First transmission gear; 741. Gear disc; 742. Connecting part;

[0035] 75. Bearings;

[0036] 76. Decoupling mechanism;

[0037] 761. Decoupling component; 762. Elastic component; 763. Pushing component; 764. Driving component;

[0038] 100. Hybrid power system. Detailed Implementation

[0039] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0040] The following is for reference. Figures 1-4 A hybrid power system 100 according to a first aspect embodiment of the present invention is described.

[0041] like Figures 1-4 As shown, the hybrid power system 100 according to the first aspect of the present invention includes: an engine 10, a drive motor 50, a transmission mechanism, and a decoupling device 70.

[0042] Specifically, the transmission mechanism is connected to the engine 10; the decoupling device 70 is arranged between the transmission mechanism and the drive motor 50. The decoupling device 70 includes an output shaft 71. The decoupling device 70 can switch between a coupled state and a decoupling state. In the coupled state, both the drive motor 50 and the transmission mechanism are connected to the output shaft 71 so that the drive motor 50 and the engine 10 jointly drive the output shaft 71. In the decoupling state, the output shaft 71 is disconnected from the transmission mechanism and connected to the drive motor 50.

[0043] In this embodiment, the hybrid power system 100 is equipped with an engine 10 and a drive motor 50. The engine 10 is connected to the transmission mechanism, and the drive motor 50 can provide driving force for the vehicle's movement, thereby cooperating with the engine 10 to realize the hybrid drive of the vehicle and meet the vehicle's usage needs.

[0044] In this embodiment, a decoupling device 70 is provided between the transmission mechanism and the drive motor 50. The decoupling device 70 can switch between a coupled state and a decoupling state. In the coupled state, both the drive motor 50 and the transmission mechanism are connected to the output shaft 71 of the decoupling device 70, so that the power output by the engine 10 and the power output by the drive motor 50 can be transmitted to the output shaft 71 together, so that the drive motor 50 and the engine 10 jointly drive the output shaft 71, thereby enabling the hybrid system 100 to drive the vehicle wheels through the output shaft 71, thus realizing the hybrid drive of the hybrid system 100.

[0045] When the decoupling device 70 is in the decoupling state, the output shaft 71 is only connected to the drive motor 50 and disconnected from the transmission mechanism, so that the output shaft 71 only receives the power output by the drive motor 50, thereby enabling the hybrid power system 100 to drive the wheels purely electric, thus effectively meeting the need for pure electric drive of the vehicle.

[0046] In this embodiment, the decoupling device 70 is arranged between the transmission mechanism and the drive motor 50. This effectively avoids integrating the decoupling device 70 into the transmission mechanism, which would complicate the overall transmission structure of the hybrid power system 100. Instead, it simplifies the overall structure of the hybrid power system 100, thereby reducing the complexity of its transmission structure and improving its operational stability and reliability to a certain extent. Furthermore, by arranging the decoupling device 70 externally to the transmission mechanism and drive motor 50, the transmission mechanism and decoupling device 70 can be maintained separately during long-term operation, making maintenance of the hybrid power system 100 more convenient.

[0047] According to the embodiment of the present invention, the hybrid power system 100 is equipped with a decoupling device 70, which is disposed between the transmission mechanism and the drive motor 50. When the decoupling device 70 is in the coupled state, the engine 10 and the drive motor 50 jointly drive the output shaft 71. When the decoupling device 70 is in the decoupled state, the output shaft 71 is disconnected from the transmission mechanism and connected to the drive motor 50. This allows the hybrid power system 100 to well meet the needs of pure electric drive of the vehicle, and makes the overall structure of the hybrid power system 100 simpler, the operation of the hybrid power system 100 more stable and reliable, and the maintenance of the hybrid power system 100 more convenient.

[0048] In some embodiments of this utility model, reference is made to Figures 1-4 As shown, the transmission mechanism can be a planetary gear reduction mechanism 20.

[0049] In this embodiment, the transmission mechanism is set as a planetary gear reduction mechanism 20. The planetary gear reduction mechanism 20 has the characteristics of high efficiency, compact structure and good stability. The torque and rotation output by the engine 10 can be flexibly adjusted according to the driving needs of the vehicle through the planetary gear reduction mechanism 20, thereby meeting the driving needs of the vehicle under different driving conditions.

[0050] In one embodiment of this utility model, reference is made to Figures 1-4 As shown, the planetary gear reduction mechanism 20 may include an output gear ring 21, and a decoupling device 70 is located on the radial outer side of the output gear ring 21. In the coupled state, the output shaft 71 is connected to the output gear ring 21 in a transmission connection, and in the decoupled state, the output shaft 71 is disconnected from the output gear ring 21.

[0051] In this embodiment, the planetary gear reduction mechanism 20 includes an output gear ring 21. For example, the planetary gear reduction mechanism 20 may include planetary gears 22, a sun gear 24, and a planet carrier 23. The sun gear 24 is disposed radially inside the output gear ring 21 and is arranged concentrically with the output gear ring 21. The planetary gears 22 mesh with the sun gear 24 and the inner ring of the output gear ring 21 for transmission. Multiple planetary gears 22 are rotatably fixed on the planet carrier 23. The planet carrier 23 can be connected to the engine 10 for transmission, so that the output gear ring 21 and the sun gear 24 can transmit power outward as needed.

[0052] In this embodiment, the decoupling device 70 is set on the radial outer side of the output gear ring 21. The structure is simple and facilitates the assembly and arrangement of the decoupling device 70 and the planetary gear reduction mechanism 20. When the decoupling mechanism 76 is in the coupled state, the output shaft 71 in the decoupling device 70 is connected to the output gear 72, so that the power output by the engine 10 can be transmitted to the output shaft 71 through the output gear ring 21, and then drive the vehicle wheels through the output shaft 71.

[0053] When the decoupling device 70 is in the decoupling state, the output shaft 71 is disconnected from the output gear ring 21. Here, disconnection means disconnection of transmission, so that even if the engine 10 is still running, the power output by the engine 10 will not be transmitted to the output shaft 71 to drive the output shaft 71 to rotate. Thus, the output shaft 71 only relies on the drive motor 50 to rotate, thereby driving the wheels to rotate, thus meeting the pure electric drive needs of the vehicle.

[0054] In this embodiment, the decoupling device 70 is located on the radial outer side of the output gear ring 21, making the arrangement of the decoupling device 70 and the planetary gear reduction mechanism 20 in the hybrid power system 100 relatively independent. This effectively reduces the complexity of the transmission structure in the hybrid power system 100, improves the operational reliability of the engine 10 when it works in conjunction with the planetary gear reduction mechanism 20, the decoupling device 70, and the drive motor 50, and makes the maintenance of the hybrid power system 100 more convenient and easier during long-term operation.

[0055] In some examples of this utility model, such as Figure 1 and Figure 2 As shown, the decoupling device 70 may further include: a first transmission gear 74, a bearing 75, and a decoupling mechanism 76.

[0056] Specifically, the first transmission gear 74 is rotatably mounted on the output shaft 71 via a bearing 75, and the first transmission gear 74 meshes with the outer gear teeth of the output gear ring 21 for transmission; the decoupling mechanism 76 is mounted on the output shaft 71, and in the coupled state, the decoupling mechanism 76 is adapted to limit and fix the first transmission gear 74 to the output shaft 71 in the circumferential direction, so that the first transmission gear 74 drives the output shaft 71 to rotate.

[0057] In this embodiment, the decoupling device 70 includes a first transmission gear 74 and a decoupling mechanism 76. The first transmission gear 74 is rotatably mounted on the output shaft 71 via a bearing 75. Specifically, the inner ring of the bearing 75 can be fixed on the output shaft 71, and the outer ring of the bearing 75 can rotate relative to the inner ring of the bearing 75. The first transmission gear 74 is fixed on the outer ring of the bearing 75, so that the first transmission gear 74 and the output shaft 71 can rotate or stop without affecting each other. For example, when the drive motor 50 drives the output shaft 71 to rotate, the first transmission gear 74 can rotate without following the rotation of the output shaft 71.

[0058] In this embodiment, the outer gear teeth of the first transmission gear 74 mesh with the outer gear teeth of the output gear 72, so that the engine 10 can drive the first transmission gear 74 to rotate through the output gear ring 21. When the decoupling device 70 is in the coupling state, the decoupling mechanism 76 limits and fixes the first transmission gear 74 to the output shaft 71 in the circumferential direction, so that the first transmission gear 74 can drive the output shaft 71 to rotate under the drive of the output gear 72, so that the drive motor 50 can work with the engine 10 to drive the output shaft 71 to rotate to transmit power to the vehicle's wheels, thereby well meeting the hybrid drive needs of the vehicle.

[0059] When the decoupling device 70 is in the decoupling state, the corresponding decoupling mechanism 76 does not act on the first transmission gear 74. At this time, the first transmission gear 74 rotates freely on the output shaft 71 through the bearing 75. The drive motor 50 drives the output shaft 71 to rotate to transmit power to the vehicle's wheels, thereby meeting the pure electric drive requirements of the vehicle.

[0060] In one example of this utility model, reference is made to Figures 1-4 As shown, the decoupling mechanism 76 may include: a decoupling element 761 and a driving element 764. The decoupling element 761 is disposed on the output shaft 71 and is in upper circumferential fit with the output shaft 71. The decoupling element 761 is along the axial direction of the output shaft 71 (e.g., ...). Figure 2 The decoupling element 761 (shown in the left-right direction) can move between the coupling position and the decoupling position. In the coupling position, the decoupling element 761 is fixed to the first transmission gear 74. In the decoupling device 70, the decoupling element 761 is separated from the first transmission gear 74. The driving element 764 is used to drive the decoupling element 761 to move along the output shaft 71.

[0061] In this embodiment, the decoupling mechanism 76 is provided with a decoupling component 761 and a driving component 764. The decoupling component 761 is disposed on the output shaft 71 and is in circumferential upper limit engagement with the output shaft 71. The structure is simple, allowing the decoupling component 761 to stably follow the rotation of the output shaft 71. The decoupling component 761 can move between the coupling position and the decoupling position along the axial direction of the output shaft 71. When the decoupling component 761 moves to the coupling position, the decoupling component 761 is fixed to the first transmission gear 74, so that the first transmission gear 74 can stably drive the output shaft 71 to rotate under the fixing action of the decoupling component 761. Thus, the engine 10 can drive the output shaft 71 to rotate through the first transmission gear 74. At this time, the decoupling device 70 is in a coupled state, and the hybrid power system 100 can drive the vehicle to drive.

[0062] When the decoupling component 761 moves to the decoupling position, the decoupling component 761 separates from the first transmission gear 74, so that the first transmission gear 74 can rotate freely on the output shaft 71. At this time, the decoupling device 70 is in the decoupling state, and the hybrid power system 100 can drive the vehicle in pure electric mode.

[0063] In this embodiment, the decoupling mechanism 76 is configured with a decoupling component 761 and a driving component 764. The driving component 764 drives the decoupling component 761 to move between a decoupling position and a coupling position, so that the decoupling device 70 can switch between a decoupling state and a coupling state. This allows the hybrid power system 100 to conveniently adjust the drive mode as needed. The configuration of the decoupling component 761 and the driving component 764 is simple, making the overall structure of the decoupling device 70 relatively simple, and thus making the decoupling device 70 easier to maintain while meeting the usage requirements.

[0064] In this embodiment, the driving component 764 is used to drive the decoupling component 761 to move along the output shaft 71. The structure is simple, and the decoupling component 761 can move stably between the coupling position and the decoupling position under the driving action of the driving component 764.

[0065] In some specific embodiments of this utility model, reference is made to Figure 3 As shown, in the axial direction of the output shaft 71, the drive member 764 can be located on the side of the decoupling member 761 opposite to the first transmission gear 74.

[0066] In this embodiment, the driving component 764 is located on the side of the decoupling component 761 away from the first transmission gear 74. The structure is simple and the arrangement is reasonable, which allows the decoupling component 761 to move easily along the output shaft 71 and cooperate with the first transmission gear 74. This effectively avoids the obstruction caused by the driving component 764 to the movement of the decoupling component 761 toward the first transmission gear 74, thereby enabling the decoupling device 70 to operate more stably. Furthermore, the driving component 764 can be arranged closer to the end of the output shaft 71, making it more convenient to maintain and replace the driving component 764.

[0067] In one specific embodiment of this utility model, the driving element 764 can be an electromagnetic coil.

[0068] In this embodiment, the driving component 764 is set as an electromagnetic coil, which has a simple structure. The driving component 764 can drive the decoupling component 761 to move through electromagnetic force. Electromagnetic drive has the advantages of high efficiency, precise control and fast response. Thus, the driving component 764 can efficiently drive the decoupling component 761 to move accurately into place. This allows the decoupling component 761 to be more stably and reliably fixedly connected to the first transmission gear 74 when in the coupling position, thereby making the decoupling device 70 more stable and reliable when it is in operation.

[0069] In some specific embodiments of this utility model, reference is made to Figure 2 and Figure 3 As shown, the first transmission gear 74 may be provided with a gear disk 741 and a connecting part 742. The connecting part 742 extends along the axial direction of the output shaft 71 and is connected to the gear disk 741. One of the decoupling member 761 and the connecting part 742 is provided with a tooth protrusion and the other is provided with a tooth groove. In the coupling position, the decoupling member 761 and the connecting part 742 are driven by meshing of the tooth protrusion and the tooth groove.

[0070] In this embodiment, the first transmission gear 74 is provided with a gear disk 741 and a connecting part 742. One of the connecting part 742 and the decoupling member 761 is provided with a tooth protrusion and the other is provided with a tooth groove. When the decoupling member 761 is in the coupled position, the decoupling member 761 and the connecting part are driven by the meshing of the tooth protrusion and the tooth groove, so that the first transmission gear 74 can be stably fixedly connected to the decoupling member 761 by the meshing of the tooth protrusion and the tooth groove. When the engine 10 outputs power, the output gear ring 21 can mesh with the gear disk 741 of the first transmission gear 74, so that the connecting part 742 drives the decoupling member 761 to rotate, and then the decoupling member 761 drives the output shaft 71 to rotate, so that the engine 10 can work with the drive motor 50 to transmit power to the output shaft 71.

[0071] In this embodiment, the decoupling component 761 and the first transmission gear 74 are driven by meshing of tooth convex and tooth groove. The structure is simple and the transmission is stable and reliable, so that the engine 10 can stably transmit power to the output shaft 71.

[0072] In one specific embodiment of this utility model, reference is made to Figure 2 and Figure 3 As shown, the decoupling member 761 may have multiple tooth protrusions, which are arranged at intervals along the circumference of the decoupling member 761. The tooth protrusions extend along the axial direction of the output shaft 71 and are located on the side of the decoupling member 761 facing the connecting portion 742. The connecting portion 742 has multiple tooth grooves on the side facing the connecting portion 742.

[0073] In this embodiment, the decoupling member 761 is provided with multiple toothed protrusions, which are arranged at intervals along the circumference of the decoupling member 761. The toothed protrusions extend axially along the output shaft 71 and are located on the side of the decoupling member 761 facing the connecting part 742. The connecting part 742 is correspondingly provided with multiple toothed grooves, which can be arranged on the side of the connecting part 742 facing the decoupling member 761 and extending axially along the output shaft 71. The multiple toothed grooves are arranged at intervals along the circumference of the connecting part 742. As the decoupling member 761 moves toward the first transmission gear 74 and gradually moves to... In the decoupling position, multiple tooth protrusions can be gradually inserted into the corresponding tooth grooves along the axial direction of the output shaft 71, thereby enabling the decoupling component 761 and the first transmission gear 74 to be inserted and connected in the axial direction of the output shaft 71 and to mesh and transmit power in the circumferential direction of the output shaft 71. The multiple tooth protrusions mesh with the multiple tooth grooves, so that the first transmission gear 74 can transmit power to the decoupling component 761 more stably and reliably, thereby enabling the engine 10 to transmit power to the output shaft 71 more stably, and thus enabling the hybrid power system 100 to operate more stably and reliably.

[0074] In some specific embodiments of this utility model, reference is made to Figure 2 and Figure 3 As shown, the decoupling mechanism 76 may further include: a pusher 763, which is sleeved on the output shaft 71. The pusher 763 is in circumferential upper limit engagement with the output shaft 71 and is movable along the axial direction of the output shaft 71. The decoupling member 761 is fixed on the pusher 763 and is located at one end of the pusher 763 facing the first transmission gear 74. The drive member 764 drives the decoupling member 761 to move through the pusher 763.

[0075] In this embodiment, the decoupling mechanism 76 is further provided with a pushing member 763. The pushing member 763 is sleeved on the output shaft 71 and is in a circumferential upper limit engagement with the output shaft 71. The pushing member 763 is movable along the axial direction of the output shaft 71. The decoupling member 761 is fixed on the pushing member 763. The structure is simple, allowing the decoupling member 761 to move between the decoupling position and the coupling position through the axial movement of the pushing member 763. The axial limit engagement between the pushing member 763 and the output shaft 71 in the circumferential direction achieves axial limiting and torque transmission with the output shaft 71, which can well meet the operational needs of the mechanism. As required, the decoupling component 761 is fixed on the pusher component 763, which allows for greater flexibility in the design and manufacturing of the decoupling component 761. This enables the decoupling component 761 to be better designed to match the structure of the first transmission gear 74, allowing it to transmit power stably and reliably with the first transmission gear 74 in a coupled state. To a certain extent, it also allows the decoupling component 761 to be easily assembled onto the output shaft 71 via the pusher component 763 or to be replaced. This allows the decoupling device 70 to operate more stably and reliably with the planetary gear reduction mechanism 20, and makes maintenance of the decoupling device 70 more convenient.

[0076] In this embodiment, the decoupling component 761 is fixed on the side of the pusher 763 facing the first transmission gear 74 along the output shaft 71. The structure is simple and the arrangement is reasonable, which can facilitate the meshing and fixing of the decoupling component 761 and the first transmission gear 74 in the coupling position.

[0077] In one specific embodiment of this utility model, reference is made to Figure 2 and Figure 4 As shown, one of the pusher 763 and the decoupling member 761 may be provided with a plug and the other with a slot. The pusher 763 and the decoupling member 761 can be fixed by plugging the plug and the slot.

[0078] In this embodiment, the pusher 763 and the decoupling component 761 are fixed by inserting a plug and a slot. The structure is simple, the fixing is convenient and the connection is stable, making it convenient to assemble the pusher 763 and the decoupling component 761.

[0079] In some specific examples of this utility model, reference is made to Figure 2 and Figure 4 As shown, the pusher 763 may have multiple inserts on the side facing the first transmission gear 74. The inserts extend along the axial direction of the output shaft 71. The multiple inserts are arranged at intervals along the circumference of the pusher 763. The inner circumferential wall of the decoupling member 761 is provided with multiple slots. The multiple slots are arranged at intervals along the axial direction of the decoupling member 761. The multiple slots are arranged in a one-to-one correspondence with the multiple inserts.

[0080] In this embodiment, multiple inserts are arranged circumferentially along the output shaft 71 on the pusher 763, and multiple slots are correspondingly provided on the decoupling member 761. The structure is simple, which allows the decoupling member 761 to be more stably and reliably fixed to the pusher 763 through the cooperation of multiple inserts and slots. It can also effectively avoid the situation where the decoupling member 761 and the pusher 763 rotate relative to each other. This allows the power transmitted by the decoupling member 761 in the coupling position to be stably and efficiently transmitted to the output shaft 71 through the pusher 763, thereby enabling the hybrid power system 100 to operate more stably and reliably.

[0081] In one specific embodiment of this utility model, reference is made to Figure 2 As shown, the output shaft 71 may be provided with a guide groove, which extends along the axial direction of the output shaft 71. Multiple guide grooves are arranged at intervals along the axial direction of the output shaft 71. The inner wall surface of the pusher 763 is provided with multiple sliders, which are arranged in a one-to-one correspondence with the multiple guide grooves.

[0082] In this embodiment, multiple guide grooves are provided on the output shaft 71 at intervals along the circumference of the output shaft 71. The guide grooves extend along the axial direction of the output shaft 71. The pusher 763 is provided with multiple sliders. When the pusher 763 moves along the output shaft 71 under the driving action of the drive member 764, the multiple guide grooves cooperate to play a good limiting and guiding role for the multiple sliders, so that the sliders can move stably and reliably along the axial direction of the output shaft 71. This allows the pusher 763 to move stably and reliably along the axial direction of the output shaft 71, effectively avoiding the situation where the pusher 763 and the output shaft 71 rotate relative to each other in the circumference. Thus, when the first transmission gear 74 and the decoupling member 761 are engaged in transmission at the coupling position, the power output by the engine 10 can stably and reliably drive the output shaft 71 to rotate through the pusher 763, thereby enabling the hybrid power system 100 to maintain a stable and efficient transmission efficiency.

[0083] In one specific embodiment of this utility model, such as Figure 2 As shown, multiple protrusions 712 can be provided on the output shaft 71. The multiple protrusions 712 are arranged at intervals along the axial direction of the output shaft 71, and the multiple protrusions 712 cooperate with the output shaft 71 to define multiple guide grooves.

[0084] In this embodiment, multiple protrusions 712 are provided on the output shaft 71 and multiple guide grooves are formed by matching and limiting the outer peripheral surface of the output shaft 71. The structure is simple and easy to process and manufacture. It can effectively guide and limit the pusher 763, and make it easier to position and assemble the pusher 763 and the output shaft 71. This makes the decoupling device 70 easier and more convenient to assemble.

[0085] In some specific embodiments of this utility model, such as Figure 2 As shown, the decoupling mechanism 76 may further include an elastic element 762, which is sleeved on the output shaft 71 and deformable along the axial direction of the output shaft 71. The two ends of the elastic element 762 abut against the output shaft 71 and the decoupling element 761, respectively. The elastic element 762 is configured to always push the decoupling element 761 toward the decoupling position.

[0086] In this embodiment, the decoupling mechanism 76 is provided with an elastic element 762. The elastic element 762 is sleeved on the output shaft 71 and its two ends abut against the output shaft 71 and the decoupling element 761 respectively. The elastic element 762 is configured to always push the decoupling element 761 toward the decoupling position. The structure is simple, so that the elastic element 762 can cooperate with the driving element 764 to conveniently drive the pushing element 763 to move along the output shaft 71, so that the decoupling element 761 can move between the decoupling position and the coupling position. For example, in this embodiment, the elastic element 762 constantly pushes the decoupling element 761 toward the decoupling position, and the driving element 764 accordingly drives the decoupling element 761 toward the coupling position. For example, during the process of the driving element 764 driving the pushing element 763 to move so that the decoupling element 761 moves toward the coupling position, the elastic element 762 can be gradually compressed under the driving action of the driving element 764 on the pushing element 763. After the decoupling element 761 moves to the coupling position, the driving element 764 can always maintain the electromagnetic thrust applied to the pushing element 763, so that the decoupling element 761 can overcome the elastic force of the elastic element 762 and remain stably and reliably in the coupling position. When the driving element 764 is de-energized and stops applying the electromagnetic thrust to the pushing element 763, the decoupling element 761 can move toward the decoupling position under the elastic force of the elastic element 762 and move to the decoupling position, thereby disconnecting the first transmission gear 74 from the output shaft 71.

[0087] In this embodiment, the decoupling mechanism 76 is equipped with an elastic element 762, which has a simple structure. The elastic element 762 can work with the driving element 764 to stably and reliably drive the decoupling element 761 to move between the decoupling position and the coupling position. The setting of the elastic element 762 can reduce the driving difficulty of the driving element 764 to the decoupling element 761 to a certain extent, so that the driving element 764 only needs to drive the decoupling element 761 to move in one direction. This allows the driving element 764 to adopt a simpler driving method, such as an electromagnetic coil, which can meet the usage requirements. This makes the overall structure of the decoupling device 70 simpler and improves the operational reliability of the decoupling device 70, thereby enabling the hybrid power system 100 to operate more stably and reliably. Of course, the driving method of the elastic element 762 and the driving element 764 in relation to the decoupling element 761 can also be flexibly set as needed. For example, the driving element 764 can drive the decoupling element 761 to move toward the decoupling device 70, and the elastic element 762 can always push the decoupling element 761 to move toward the coupling position, etc., to meet the needs of the decoupling device 70 and the stable transmission needs of the decoupling device 70.

[0088] In some specific embodiments of this utility model, reference is made to Figure 2 As shown, a limiting protrusion 711 can be provided on the output shaft 71. The limiting protrusion 711 extends in a ring shape along the circumference of the output shaft 71. The two ends of the elastic member 762 can respectively abut against the limiting protrusion 711 and the decoupling member 761.

[0089] In this embodiment, a limiting shaft is provided on the output shaft 71, which facilitates the assembly of the elastic element 762 with the output shaft 71 and the decoupling element 761, making the decoupling device 70 more convenient to assemble.

[0090] In some embodiments of this invention, the hybrid power system 100 may further include a generator 40, which is connected to the sun gear 24 of the planetary gear reduction mechanism 20. This allows the engine 10 to provide driving force to the generator 40 during operation, enabling the engine 10 to simultaneously drive the generator 40 to generate electricity and output torque to the first transmission gear 74 via the output ring gear 21 of the planetary gear reduction mechanism 20, thus achieving power splitting in the hybrid power system 100. Alternatively, the engine 10 can also drive the generator 40 independently in pure electric drive mode, allowing the hybrid power system 100 to operate more flexibly as needed.

[0091] In some embodiments of this utility model, such as Figure 1 and Figure 2 As shown, the decoupling device 70 may further include: a second transmission gear 73, which is mounted on the output shaft 71 and is connected to the input shaft of the drive motor 50.

[0092] In this embodiment, the decoupling device 70 is provided with a second transmission gear 73. The second transmission gear 73 is mounted on the output shaft 71 and is connected to the input shaft of the drive motor 50. The structure is simple and can enable the drive motor 50 to stably drive the output shaft 71 to rotate through the second transmission gear 73, so that the drive motor 50 can stably transmit power to the output shaft 71.

[0093] In some embodiments of this utility model, reference is made to Figure 1 As shown, the decoupling device 70 may further include an output gear 72, which is fixed on the output shaft 71. The hybrid power system 100 may also include a differential 60, with the output shaft 71 and the differential 60 connected via the output gear 72. This allows the power output from the engine 10 and / or the drive motor 50 to be reliably and stably transmitted to the differential 60 via the output gear 72, and then distributed to the wheels to meet the vehicle's driving needs.

[0094] In some embodiments of this utility model, such as Figure 1 As shown, the hybrid power system 100 may also include a shock absorber 30, and the input shaft of the engine 10 is connected to the planet carrier 23 of the planetary gear reduction mechanism 20 via the shock absorber 30.

[0095] In this embodiment, the vibration damper 30 can reduce the vibration transmitted to the planetary gear reduction mechanism 20 when the engine 10 is running, making the power transmission smoother and more stable, so that the hybrid power system 100 can operate more stably and reliably.

[0096] The following is for reference. Figures 1-4 A vehicle according to a second aspect embodiment of the present invention is described.

[0097] like Figures 1-4 As shown, the vehicle according to an embodiment of the present invention includes a hybrid power system 100 according to a first aspect embodiment of the present invention.

[0098] Other configurations and operations of the vehicle according to the embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0099] According to the vehicle of the present invention, by providing the hybrid power system 100 of the first aspect embodiment, and by providing a decoupling device 70, which is disposed between the transmission mechanism and the drive motor 50, when the decoupling device 70 is in the coupled state, the engine 10 and the drive motor 50 jointly drive the output shaft 71; when the decoupling device 70 is in the decoupled state, the output shaft 71 is disconnected from the transmission mechanism and connected to the drive motor 50, thereby enabling the hybrid power system 100 to well meet the needs of pure electric drive of the vehicle, and making the overall structure of the hybrid power system 100 simpler, the operation of the hybrid power system 100 more stable and reliable, and the maintenance of the hybrid power system 100 more convenient.

[0100] The following will refer to Figures 1-4 This invention describes a vehicle according to a specific embodiment of the present invention.

[0101] like Figures 1-4 As shown, the vehicle includes a hybrid power system 100. The hybrid power system 100 includes an engine 10, a shock absorber 30, a planetary gear reduction mechanism 20, a generator 40, a decoupling device 70, a drive motor 50, and a differential 60.

[0102] The planetary gear reduction mechanism 20 is a single planetary gear set, including a sun gear 24, a planet carrier 23, planet gears 22, and an output ring gear 21. The input shaft of the engine 10 is connected to the planet carrier 23 via a vibration damper 30, and the input shaft of the generator 40 is connected to the sun gear 24. For example, the planetary gear reduction mechanism 20 is a single planetary gear set, which has a simple structure and makes the overall structure of the hybrid power system 100 simpler, thereby further improving the stability and reliability of the hybrid power system 100.

[0103] The decoupling device 70 includes an output shaft 71, an output gear 72, a second transmission gear 73, a first transmission gear 74, a bearing 75, and a decoupling mechanism 76.

[0104] The output gear 72, the second transmission gear 73, the first transmission gear 74, and the decoupling mechanism 76 are all mounted on the output shaft 71 and arranged sequentially along the axial direction of the output shaft 71. The output gear 72 is fixed on the output shaft 71, and the output shaft 71 is connected to the differential 60 through the output gear 72. The second transmission gear 73 is fixed on the output shaft 71 and meshes with the drive gear on the input shaft of the drive motor 50. The bearing 75 is fixed on the output shaft 71, and the first transmission gear 74 is rotatably fixed on the output shaft 71 through the bearing 75.

[0105] The decoupling mechanism 76 includes a decoupling component 761, a pushing component 763, an elastic component 762, and a driving component 764. The decoupling component 761 is fixed on the pushing component 763. The pushing component 763 is sleeved on the output shaft 71 and is in circumferential upper limit engagement with the output shaft 71. The pushing component 763 is movable along the axial direction of the output shaft 71 so that the decoupling component 761 can move between a decoupling position and a coupling position. The elastic component 762 is a spring and is sleeved on the output shaft 71. The output shaft 71 is provided with a limiting protrusion 711. Both ends of the elastic component 762 abut against the limiting protrusion 711 and the decoupling component 761, respectively. For example, the decoupling component 761 may be provided with a mating groove, and one end of the elastic component 762 may extend into the limiting groove to abut against the decoupling component 761, thereby making the connection between the elastic component 762 and the decoupling component 761 more stable. The drive element 764 is fixed on the output shaft 71 and located at the end of the output shaft 71. The drive element 764 is an electromagnetic coil. The drive element 764 can drive the push element 763 to move by magnetic field thrust.

[0106] During vehicle operation, in normal driving mode, the drive component 764 maintains a thrust on the push component 763, keeping the decoupling component 761 stably in the coupling position and connected to the first transmission gear 74. At this time, the power output by the engine 10 is transmitted to the output shaft 71 through the output ring gear 21, the first transmission gear 74, the decoupling component 761, and the push component 763. The power output by the drive motor 50 is transmitted to the output shaft 71 through the drive gear and the second transmission gear 73, causing the engine 10 and the drive motor 50 to jointly drive the output shaft 71 to rotate. In turn, the output shaft 71 transmits power to the differential 60 through the output gear 72 and drives the wheels to rotate, making the vehicle drive stably. At the same time, the power output by the engine 10 is also transmitted to the generator 40 through the sun gear 24, thereby driving the generator 40 to generate electricity.

[0107] When the hybrid system 100 switches to pure electric drive mode, the drive component 764 removes the thrust on the push component 763. Under the elastic force of the elastic component 762, the push component 763 moves from the coupling position to the decoupling position. At this time, the first transmission gear 74 is disconnected from the decoupling component 761, thereby decoupling the first transmission gear 74 from the output shaft 71 and realizing pure electric drive. The drive motor 50 drives the output shaft 71 to rotate independently. The engine 10 can stop running or run normally to drive the generator 40 to generate electricity without affecting the rotation of the output shaft 71.

[0108] This embodiment, by setting up the hybrid power system 100 of the first aspect embodiment above, and by setting up a decoupling device 70, which is located between the planetary gear reduction mechanism 20 and the drive motor 50, allows the engine 10 and the drive motor 50 to jointly drive the output shaft 71 when the decoupling device 70 is in the coupled state. When the decoupling device 70 is in the decoupled state, the output shaft 71 is disconnected from the planetary gear reduction mechanism 20 and is connected to the drive motor 50 in a transmission manner. This allows the hybrid power system 100 to well meet the needs of pure electric drive of the vehicle, and makes the overall structure of the hybrid power system 100 simpler, the operation of the hybrid power system 100 more stable and reliable, and the maintenance of the hybrid power system 100 more convenient.

[0109] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0110] 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 technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0111] 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, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0112] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0113] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A hybrid power system, characterized in that, include: Engine (10); Drive motor (50); A transmission mechanism, which is connected to the engine (10) in a transmission manner; A decoupling device (70) is arranged between the transmission mechanism and the drive motor (50). The decoupling device (70) includes an output shaft (71). The decoupling device (70) is switchable between a coupled state and a decoupling state. In the coupled state, both the drive motor (50) and the transmission mechanism are connected to the output shaft (71) so that the drive motor (50) and the engine (10) jointly drive the output shaft (71). In the decoupling state, the output shaft (71) is disconnected from the transmission mechanism and connected to the drive motor (50).

2. The hybrid power system according to claim 1, characterized in that, The transmission mechanism is a planetary gear reduction mechanism (20).

3. The hybrid power system according to claim 2, characterized in that, The planetary gear reduction mechanism (20) includes an output gear ring (21). The decoupling device (70) is located on the radial outer side of the output gear ring (21). In the coupled state, the output shaft (71) is connected to the output gear ring (21) in a transmission connection. In the decoupled state, the output shaft (71) is disconnected from the output gear ring (21).

4. The hybrid power system according to claim 3, characterized in that, The decoupling device (70) further includes: A first transmission gear (74) and a bearing (75) are provided. The first transmission gear (74) is rotatably mounted on the output shaft (71) via the bearing (75). The first transmission gear (74) meshes with the outer gear teeth of the output gear ring (21) for transmission. A decoupling mechanism (76) is provided on the output shaft (71). In the coupled state, the decoupling mechanism (76) is adapted to limit and fix the first transmission gear (74) to the output shaft (71) in the circumferential direction, so that the first transmission gear (74) drives the output shaft (71) to rotate.

5. The hybrid power system according to claim 4, characterized in that, The decoupling mechanism (76) includes: A decoupling component (761) is disposed on the output shaft (71) and is in circumferential upper limit engagement with the output shaft (71). The decoupling component (761) is movable between a coupling position and a decoupling position along the axial direction of the output shaft (71). In the coupling position, the decoupling component (761) is fixed to the first transmission gear (74). In the decoupling device (70), the decoupling component (761) is separated from the first transmission gear (74). A drive (764) is used to drive the decoupling member (761) to move along the output shaft (71).

6. The hybrid power system according to claim 5, characterized in that, In the axial direction of the output shaft (71), the drive member (764) is located on the side of the decoupling member (761) opposite to the first transmission gear (74).

7. The hybrid power system according to claim 6, characterized in that, The driving component (764) is an electromagnetic coil.

8. The hybrid power system according to claim 5, characterized in that, The first transmission gear (74) is provided with a gear disk (741) and a connecting part (742). The connecting part (742) extends along the axial direction of the output shaft (71) and is connected to the gear disk (741). One of the decoupling member (761) and the connecting part (742) is provided with a tooth protrusion and the other is provided with a tooth groove. At the coupling position, the decoupling member (761) and the connecting part (742) are driven by meshing through the tooth protrusion and the tooth groove.

9. The hybrid power system according to claim 8, characterized in that, The decoupling member (761) is provided with a plurality of teeth, which are arranged at circumferential intervals along the decoupling member (761). The teeth extend axially along the output shaft (71) and are located on the side of the decoupling member (761) facing the connecting portion (742). The connecting portion (742) is provided with a plurality of teeth grooves on the side facing the connecting portion (742).

10. The hybrid power system according to claim 5, characterized in that, The decoupling mechanism (76) further includes: A pusher (763) is sleeved on the output shaft (71). The pusher (763) and the output shaft (71) are in circumferential upper limit engagement and are movable along the axial direction of the output shaft (71). The decoupling member (761) is fixed on the pusher (763) and is located at one end of the pusher (763) facing the first transmission gear (74). The drive member (764) drives the decoupling member (761) to move through the pusher (763).

11. The hybrid power system according to claim 10, characterized in that, The output shaft (71) is provided with a guide groove, which extends along the axial direction of the output shaft (71). Multiple guide grooves are arranged at intervals along the axial direction of the output shaft (71). The inner wall surface of the pusher (763) is provided with multiple sliders, which are arranged in a one-to-one correspondence with the multiple guide grooves.

12. The hybrid power system according to claim 5, characterized in that, The decoupling mechanism (76) further includes an elastic element (762), which is sleeved on the output shaft (71) and deformable along the axial direction of the output shaft (71). The two ends of the elastic element (762) abut against the output shaft (71) and the decoupling element (761) respectively. The elastic element (762) is configured to always push the decoupling element (761) toward the decoupling position.

13. The hybrid power system according to claim 1, characterized in that, The decoupling device (70) further includes a second transmission gear (73), which is mounted on the output shaft (71) and is connected to the input shaft of the drive motor (50).

14. A vehicle, characterized in that, include: The hybrid power system according to any one of claims 1-13.

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