Hybrid power system and vehicle

Abstract

The utility model relates to a hybrid power system and a vehicle, the hybrid power system is installed on a vehicle body, the hybrid power system comprises an engine, a differential mechanism, two wheel ends and two driving motors, the differential mechanism forms a transverse datum line in the transverse direction of the vehicle body, and the differential mechanism forms a longitudinal datum line in the longitudinal direction of the vehicle body; one wheel end, the differential mechanism and the other wheel end are in transmission connection in sequence in the direction of the transverse datum line; each wheel end is in transmission connection with one driving motor to form a connecting structure, and the two connecting structures are arranged on the two sides of the longitudinal datum line; the engine is in transmission connection with the differential mechanism, the two driving motors are located on one side of the transverse datum line, and the engine is located on the other side of the transverse datum line. By the adoption of the scheme, the two driving motors are arranged beside the wheel ends in transmission connection with the driving motors respectively, so that the transmission path is effectively reduced, the effect of reducing energy loss is achieved, the integration level and compactness are improved, the space, capable of being distributed to a battery, in the hybrid power system is enlarged, and the endurance mileage is increased.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of hybrid vehicle, in particular to a hybrid system and vehicle. BACKGROUND

[0002] With the gradual popularization of new energy vehicles, the endurance mileage has become an important consideration factor for customers to choose. The oil-electric hybrid vehicle is favored by more and more customers because of its longer endurance mileage and more extensive driving environment adaptability. However, the existing distributed drive system still has the problems of unreasonable arrangement of the components of the drive system, uneven weight distribution of the vehicle, affecting the vehicle control stability, insufficient integration, insufficient space for accommodating the battery, and affecting the driving mileage, which need to be further optimized and improved. SUMMARY

[0003] Therefore, the hybrid system and vehicle are provided to solve the problem of insufficient integration of the hybrid system due to unreasonable arrangement, affecting the battery pack space and thus affecting the endurance mileage.

[0004] In one aspect, the utility model provides a hybrid system, install in the car body, hybrid system includes engine, differential, two wheel ends and two drive motors,

[0005] The differential forms a transverse reference line along the transverse direction of the vehicle body, and the differential forms a longitudinal reference line along the longitudinal direction of the vehicle body.

[0006] One wheel end, differential and another wheel end are sequentially connected in the direction of the transverse reference line.

[0007] Each wheel end is drivingly connected with a drive motor and forms a connection structure, and the two connection structures are arranged on both sides of the longitudinal reference line.

[0008] The engine is drivingly connected with the differential, the two drive motors are located on one side of the transverse reference line, and the engine is located on the other side of the transverse reference line.

[0009] On the basis of the above technical scheme, the utility model can also be improved as follows.

[0010] In one of the implementation modes, the hybrid system further comprises a coupling and disconnecting mechanism,

[0011] The output shaft of the engine is drivingly connected with the differential and transmits power to the two wheel ends through the differential;

[0012] The output shafts of the two drive motors are drivingly connected with the two wheel ends one by one.

[0013] The two ends of the coupling and disconnecting mechanism are drivingly connected with the output shafts of the two drive motors, and the coupling and disconnecting mechanism comprises two states of power coupling and power separation.

[0014] In one wheel end is in a stuck state, the power provider corresponding to the other wheel end is any one of:

[0015] a drive motor and an engine corresponding to the other wheel end;

[0016] two drive motors;

[0017] two drive motors and an engine.

[0018] In one implementation, the hybrid system further comprises a first one-way synchronization mechanism and a second one-way synchronization mechanism,

[0019] The two ends of the differential are respectively in driving connection with the first one-way synchronization mechanism and the second one-way synchronization mechanism, and the first one-way synchronization mechanism and the second one-way synchronization mechanism are respectively in driving connection with the two wheel ends;

[0020] The first one-way synchronization mechanism and the second one-way synchronization mechanism are both configured to allow power transmission only from the differential to the wheel end, and to prevent power transmission from the wheel end to the differential.

[0021] In one implementation, the two connection structures are symmetrically arranged on both sides of the longitudinal reference line, and the two wheel ends are respectively located on the left and right sides of the hybrid system, and the hybrid system further comprises:

[0022] A first reduction mechanism, the left wheel end is in driving connection with the corresponding drive motor through the first reduction mechanism;

[0023] A second reduction mechanism, the right wheel end is in driving connection with the corresponding drive motor through the second reduction mechanism;

[0024] The two ends of the coupling disconnecting mechanism are respectively in driving connection with the first reduction mechanism and the second reduction mechanism to form power coupling or power disconnection between the two drive motors.

[0025] In one implementation, the hybrid system further comprises:

[0026] A first transmission shaft, the two ends of the first transmission shaft are respectively in driving connection with the first one-way synchronization mechanism and the left wheel end, and the first reduction mechanism is in driving connection with the left wheel end through the middle part of the first transmission shaft;

[0027] A second transmission shaft, the two ends of the second transmission shaft are respectively in driving connection with the second one-way synchronization mechanism and the right wheel end, and the second reduction mechanism is in driving connection with the right wheel end through the middle part of the second transmission shaft.

[0028] In one implementation, the first reduction mechanism comprises:

[0029] A first planet carrier,

[0030] The first sun gear is fixed on the output shaft of the driving motor corresponding to the left wheel end.

[0031] The first ring gear is fixed in position.

[0032] The first sun gear is fixed on the output shaft of the driving motor corresponding to the left wheel end.

[0033] The first main reduction gear is in meshing transmission connection with the first carrier, and the first main reduction gear is fixed on the first transmission shaft.

[0034] The first coupling gear is in meshing transmission connection with the first carrier, and the coupling disconnection mechanism is in transmission connection with the first reduction mechanism through the first coupling gear.

[0035] The second reduction mechanism is symmetrically arranged with the first reduction mechanism along the longitudinal reference line.

[0036] The second reduction mechanism includes a second carrier, a second sun gear, a first ring gear, a second sun gear, a second main reduction gear, and a second coupling gear.

[0037] The first reduction mechanism and the second reduction mechanism share a first ring gear, and the first reduction mechanism and the second reduction mechanism are symmetrically arranged along the length direction of the vehicle.

[0038] In one of the implementation manners, the hybrid system further includes:

[0039] The synchronous shifting mechanism,

[0040] The third reduction mechanism, the synchronous shifting mechanism and the third reduction mechanism are both in transmission connection with the output shaft of the engine, and the power of the engine is transmitted to the differential through the synchronous shifting mechanism and the third reduction mechanism in sequence.

[0041] The generator includes a rotor spline, the outer ring of the synchronous shifting mechanism and the outer ring of the third reduction mechanism are both in transmission connection with the rotor spline.

[0042] The synchronous shifting mechanism includes two gears, and the transmission direction and the speed ratio of the engine are switched by adjusting the gears in the synchronous shifting mechanism.

[0043] In one of the implementation manners, the synchronous shifting mechanism includes:

[0044] The first engaging tooth is fixed in position.

[0045] The second engaging tooth is in meshing and synchronous movement with the output shaft of the engine.

[0046] The intermediate engaging tooth is arranged in sequence along the axial direction.

[0047] The shift ring is axially movable, and the inner ring of the shift ring is selectively engaged with the first engagement teeth or the second engagement teeth by the movement of the shift ring, the outer ring of the shift ring is kept in engagement with the rotor spline, and the shift ring is kept in engagement with the intermediate engagement teeth.

[0048] In one implementation,

[0049] The third reduction mechanism comprises:

[0050] The third inner ring is in meshing connection with the rotor spline;

[0051] The third planet carrier,

[0052] The third planet gear,

[0053] The third sun gear is fixed on the output shaft of the engine;

[0054] The hybrid system further comprises:

[0055] The driving gear is in transmission connection with the third planet carrier;

[0056] The driven gear is in transmission connection with the driving gear and the differential at the same time, and the power transmitted to the third reduction mechanism is sequentially transmitted to the differential through the driving gear and the driven gear.

[0057] In another aspect, the utility model also provides a vehicle comprising the hybrid system.

[0058] The utility model discloses beneficial effects are: through setting up two drive motors respectively at wheel end with transmission connection with it, thereby effectively reducing the transmission path between drive motor and wheel end, play the effect of reducing energy loss, also reduced the setting of transmission structure, improved the integration of structural distribution, effectively improved the compactness of transmission system, and the compact arrangement makes the space of the inside of hybrid system can be distributed to the battery, thereby benefiting the capacity of battery pack to increase, to play the role of improving the cruising range, in addition, two connecting structures are distributed on the two sides of longitudinal reference line, and engine and two drive motors are distributed on the two sides of horizontal reference line respectively, make the structural distribution of transmission system more uniform, avoid the problem that the stability and maneuverability of vehicle are reduced due to uneven weight distribution, guarantee the stability of gravity center when high -speed running or turning of vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0059] Figure 1 It is structural schematic diagram of hybrid system in one embodiment;

[0060] Figure 2 It is structural schematic diagram of hybrid system in another embodiment;

[0061] Figure 3 Power transmission schematic diagram in idle generation mode in the embodiment;

[0062] Figure 4 Power transmission schematic diagram in pure electric mode in the embodiment;

[0063] Figure 5 Power transmission schematic diagram in extended range mode in the embodiment;

[0064] Figure 6 Power transmission schematic diagram in engine direct drive mode in the embodiment;

[0065] Figure 7 Power transmission schematic diagram in engine direct drive mode in the embodiment;

[0066] Figure 8 Power transmission schematic diagram in the first kind of escape mode in the embodiment;

[0067] Figure 9 Power transmission schematic diagram in the second kind of escape mode in the embodiment;

[0068] Figure 10 Power transmission schematic diagram in the third kind of escape mode in the embodiment.

[0069] In the drawings, the components represented by various reference numerals are as follows:

[0070] 1, engine; 2, differential; 3, wheel end; 4, drive motor; 5, coupling disconnect mechanism; 6, first one-way synchronization mechanism; 7, second one-way synchronization mechanism;

[0071] 8, first reduction mechanism; 8-1, first planet carrier; 8-2, first planet gear; 8-3, first inner ring gear; 8-4, first sun gear; 8-5, first main reduction gear; 8-6, first coupling gear;

[0072] 9, second reduction mechanism; 9-1, second planet carrier; 9-2, second planet gear; 9-3, second sun gear; 9-4, second main reduction gear; 9-5, second coupling gear;

[0073] 10, first drive shaft; 11, second drive shaft;

[0074] 12, synchronous shift mechanism; 12-1, first engagement tooth; 12-2, second engagement tooth; 12-3, intermediate engagement tooth; 12-4, shift ring gear;

[0075] 13, third reduction mechanism; 13-1, third inner ring gear; 13-2, third planet carrier; 13-3, third planet gear; 13-4, third sun gear;

[0076] 14 - generator; 15 - driving gearwheel; 16 - driven gearwheel. DETAILED DESCRIPTION

[0077] In order to make the purposes, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and not used to limit the present application. It should be noted that the diagrams provided in the embodiments only schematically illustrate the basic concept of the present application, and therefore the diagrams only show the components related to the present application, rather than being drawn according to the number, shape and size of the components in actual implementation. The shape, number and proportion of each component in actual implementation can be arbitrarily changed, and the component layout pattern can also be more complex.

[0078] A hybrid system, referring to Figure 1 and Figure 2 , is installed on a vehicle body, and the hybrid system comprises an engine 1, a differential 2, two wheel ends 3 and two drive motors 4. The differential 2 forms a transverse reference line in the transverse direction of the vehicle body, and the differential 2 forms a longitudinal reference line in the longitudinal direction of the vehicle body. One wheel end 3, the differential 2 and the other wheel end 3 are sequentially connected in the direction of the transverse reference line. Each wheel end 3 is connected with a drive motor 4 and forms a connection structure, and the two connection structures are arranged on both sides of the longitudinal reference line. The engine 1 is connected with the differential 2, the two drive motors 4 are located on one side of the transverse reference line, and the engine 1 is located on the other side of the transverse reference line.

[0079] By arranging the two drive motors 4 beside the wheel ends 3 connected therewith, the transmission path between the drive motor 4 and the wheel end 3 is effectively reduced, the energy loss is reduced, the transmission structure is reduced, the integration of the structural distribution is improved, the compactness of the transmission system is effectively improved, the compact arrangement enables the space inside the hybrid system to be allocated to the battery to be expanded, thereby facilitating the increase of the capacity of the battery pack to improve the cruising range. In addition, the two connection structures are distributed on both sides of the longitudinal reference line, and the engine 1 and the two drive motors 4 are distributed on both sides of the transverse reference line, so that the structural distribution of the transmission system is more uniform, avoiding the problem of reduced stability and handling caused by uneven weight distribution of the vehicle, and ensuring the stability of the center of gravity of the vehicle during high-speed driving or turning.

[0080] In the embodiments, the transverse reference line and the longitudinal reference line are based on the position of the differential 2 and are used to divide the transverse and longitudinal regions of the vehicle body, so as to express the arrangement mode of the hybrid system.

[0081] In some embodiments, referring to Figure 1 and Figure 2, the hybrid system further comprises a coupling and disconnect mechanism 5, the output shaft of the engine 1 is in transmission connection with the differential 2 and transmits power to the two wheel ends 3 through the differential 2; the output shaft of each of the two drive motors 4 is in transmission connection with one of the two wheel ends 3; the two ends of the coupling and disconnect mechanism 5 are in transmission connection with the output shafts of the two drive motors 4 respectively, and the coupling and disconnect mechanism 5 comprises two states of power coupling and power disconnection;

[0082] When one wheel end 3 is in the trapped state, the power provider corresponding to the other wheel end 3 is any one of the following: the drive motor 4 corresponding to the other wheel end 3 and the engine 1; the two drive motors 4; the two drive motors 4 and the engine 1. In this way, the present application provides more torque for the other wheel end 3 when one side wheel end 3 is trapped, to improve the escape ability of the non-trapped side wheel end 3; by providing the differential 2 and the engine 1, the effect of transmitting torque from the engine 1 to the wheel end 3 is achieved, i.e. the engine 1 can transmit torque to the non-trapped side wheel end 3; the coupling and disconnect mechanism 5 is provided so that the two drive motors 4 can be coupled in power, so that when one side wheel is trapped or idles, the torque of the two drive motors 4 is coupled and transmitted to the non-trapped side wheel end 3, further improving the size of the torque that the non-trapped side wheel end 3 can obtain, thereby effectively enhancing the escape ability of the vehicle; in summary, although the coupling and disconnect mechanism 5 is provided, the torque of the non-trapped side wheel end 3 of the present application does not necessarily need to be the maximum, and therefore the structural arrangement of the present application also provides three power sources of torque for selection in different trapped conditions, thereby achieving the effect of providing more torque supply options for the other side wheel end 3, while achieving the effect of avoiding energy waste.

[0083] In some embodiments, referring to Figure 1 and Figure 2 , the hybrid system further comprises a first one-way synchronization mechanism 6 and a second one-way synchronization mechanism 7, the two ends of the differential 2 are in transmission connection with the first one-way synchronization mechanism 6 and the second one-way synchronization mechanism 7 respectively, and the first one-way synchronization mechanism 6 and the second one-way synchronization mechanism 7 are in transmission connection with the two wheel ends 3 respectively; the first one-way synchronization mechanism 6 and the second one-way synchronization mechanism 7 are both configured to allow power to be transmitted only from the differential 2 to the wheel end 3, and to prevent power from being transmitted from the wheel end 3 to the differential 2. In this way, by providing two one-way synchronization mechanisms, power is allowed to be transmitted only from the differential 2 to the wheel end 3, ensuring that the engine 1 drives the wheels to rotate efficiently through the differential 2, meeting the power demand of the vehicle during normal driving; the reverse power transmission from the wheel end 3 to the differential 2 is completely blocked, i.e. when the wheel speed is higher than the differential 2, such as when the vehicle is sliding, descending or the driving wheel is idling after resuming contact with the ground, the wheel is prevented from dragging the engine 1 or the transmission system in reverse through the differential 2, preventing the engine 1 from being "dragged in reverse" or the transmission components from bearing abnormal loads; therefore, the provision of two one-way synchronization mechanisms achieves the effects of protecting the transmission system and the engine 1, improving the stability of the vehicle and simplifying the control of the power system.

[0084] In some embodiments, the possible structural forms of the one-way synchronization mechanism include:

[0085] Ratchet-pawl mechanism: the ratchet is fixed to the drive shaft, and the pawl is pressed against the ratchet tooth groove by a spring. When rotating forward, the pawl slides through the tooth groove, and when rotating backward, it is blocked. The structure is simple and low in cost.

[0086] Roller / wedge overrunning clutch: the roller or wedge is wedged between the inner and outer rings to transmit forward or freely slide backward, and the structure is compact, suitable for high-speed and high-torque scenes.

[0087] Hydraulic / electromagnetic control one-way clutch: the engagement and disengagement of the clutch are controlled by hydraulic or electromagnetic force to achieve one-way power transmission. It can be actively controlled, such as combined with electronic signals, but requires additional energy input and is complex.

[0088] Gear type one-way mechanism: uses bevel teeth + thrust bearing or helical teeth + one-way locking ring. When rotating forward, the gear meshes to transmit power, and when rotating backward, it is blocked due to the tooth shape or locking ring disengagement.

[0089] The above are only possible structural forms of the one-way synchronization mechanism listed, and any structure that can achieve the effect of one-way power transmission mentioned in this scheme should fall within the protection scope of this patent, and is not limited to the above listed structures.

[0090] In some embodiments, referring to Figure 2 , the two connecting structures are symmetrically arranged on both sides of the longitudinal reference line, and the two wheel ends 3 are respectively located on the left and right sides of the hybrid system. The hybrid system further includes a first reduction mechanism 8 and a second reduction mechanism 9. The wheel end 3 on the left side is in transmission connection with the corresponding drive motor 4 through the first reduction mechanism 8. The wheel end 3 on the right side is in transmission connection with the corresponding drive motor 4 through the second reduction mechanism 9. The two ends of the coupling disconnecting mechanism 5 are respectively in transmission connection with the first reduction mechanism 8 and the second reduction mechanism 9, so as to form power coupling or power disconnection between the two drive motors 4. In this way, the connecting structures are symmetrically arranged along the longitudinal reference line, so that the weight distribution of the application is more uniform, which is beneficial to improve the stability of vehicle driving. The reduction mechanism is arranged to reduce the power transmitted by the corresponding drive motor 4 to increase the torque for transmission to the wheel end 3. Through the transmission connection of the two ends of the coupling disconnecting mechanism 5 with the first reduction mechanism 8 and the second reduction mechanism 9, power coupling or power disconnection between the two drive motors 4 can be realized, so as to obtain more torque for the other wheel end 3 through the coupling of the power between the two drive motor 4 transmission chains when one wheel end 3 is trapped, thereby improving the vehicle's ability to escape.

[0091] In some embodiments, referring to Figure 2, the hybrid system further comprises a first transmission shaft 10 and a second transmission shaft 11, two ends of the first transmission shaft 10 are respectively in transmission connection with the first one-way synchronous mechanism 6 and the left wheel end 3, and the first reduction mechanism 8 is in transmission connection with the left wheel end 3 through the middle part of the first transmission shaft 10; two ends of the second transmission shaft 11 are respectively in transmission connection with the second one-way synchronous mechanism 7 and the right wheel end 3, and the second reduction mechanism 9 is in transmission connection with the right wheel end 3 through the middle part of the second transmission shaft 11. In this way, the power of the driving motor 4 is transmitted to the wheel end 3 along the middle part of the first transmission shaft 10, and the transmission path does not pass through the first one-way synchronous mechanism 6, so that the power transmission path of the driving motor 4 is simplified, the power loss of the driving motor 4 is reduced, the response of the wheel end 3 is more direct, and the flexibility of the control system is enhanced.

[0092] In some embodiments, referring to Figure 2 , the first reduction mechanism 8 comprises a first planet carrier 8-1, a first planet gear 8-2, a first ring gear 8-3, a first sun gear 8-4, a first main reduction gear 8-5 and a first coupling gear 8-6, the first ring gear 8-3 is fixed in position; the first sun gear 8-4 is fixed on the output shaft of the corresponding driving motor 4 of the left wheel end 3; the first main reduction gear 8-5 is in meshing transmission connection with the first planet carrier 8-1, and the first main reduction gear 8-5 is fixed on the first transmission shaft 10; the first coupling gear 8-6 is in meshing transmission connection with the first planet carrier 8-1, and the coupling disconnection mechanism 5 is in transmission connection with the first reduction mechanism 8 through the first coupling gear 8-6; wherein the second reduction mechanism 9 is symmetrically arranged with the first reduction mechanism 8 along the longitudinal reference line; the second reduction mechanism 9 comprises a second planet carrier 9-1, a second planet gear 9-2, a first ring gear 8-3, a second sun gear 9-3, a second main reduction gear 9-4 and a second coupling gear 9-5, the first reduction mechanism 8 and the second reduction mechanism 9 share a first ring gear 8-3, and the first reduction mechanism 8 and the second reduction mechanism 9 are symmetrically arranged along the length direction of the vehicle. In this way, the first reduction mechanism 8 is a planetary gear reduction structure, the first reduction mechanism 8 and the second reduction mechanism 9 share a first ring gear 8-3 therebetween, and this structure of two reduction mechanisms sharing a ring gear can effectively reduce the complexity of the system, make the structure of the entire power transmission system more compact, reduce the number of parts and the risk of system failure, and also has the effect of reducing the number of ring gears to reduce the weight of the system, which has a positive impact on improving the fuel economy and maneuverability of the vehicle.

[0093] The first planet carrier 8-1, the first planet gear 8-2, the first ring gear 8-3 and the first sun gear 8-4 of the first reduction mechanism 8, and the second planet carrier 9-1, the second planet gear 9-2, the first ring gear 8-3 and the second sun gear 9-3 of the second reduction mechanism 9 respectively constitute NGW planetary rows distributed near two wheel ends 3, and the two NGW planetary rows share the same first ring gear 8-3.

[0094] In some embodiments, referring to Figure 2 , the hybrid system further comprises a synchronous shifting mechanism 12, a third reduction mechanism 13 and a generator 14, the synchronous shifting mechanism 12 and the third reduction mechanism 13 are both in driving connection with the output shaft of the engine 1, the power of the engine 1 is transmitted to the differential 2 through the synchronous shifting mechanism 12 and the third reduction mechanism 13 in sequence; the generator 14 comprises a rotor spline, the outer ring of the synchronous shifting mechanism 12 and the outer ring of the third reduction mechanism 13 are simultaneously in driving connection with the rotor spline; the synchronous shifting mechanism comprises two gears, the transmission direction and the speed ratio of the engine 1 are switched by adjusting the gears of the synchronous shifting mechanism. In this way, the required two transmission speed ratios are supplied by adjusting the synchronous shifting mechanism 12, the output power of the engine 1 is flexibly adjusted according to the actual demand and working condition of the vehicle, the working efficiency of the engine 1 can be as high as possible in the high-efficiency interval, so as to achieve the best energy utilization and performance, and the working environment adaptability of the vehicle is wider.

[0095] In some embodiments, referring to Figure 2 , since the outer ring of the synchronous shifting mechanism 12 and the outer ring of the third reduction mechanism 13 are simultaneously in driving connection with the rotor spline, the outer ring of the synchronous shifting mechanism 12 and the outer ring of the third reduction mechanism 13 rotate or stop synchronously.

[0096] In some embodiments, referring to Figure 2 , the tooth seats of the first one-way synchronous mechanism 6 and the second one-way synchronous mechanism 7 are integrated on the half shaft gear shaft of the differential 2, the engaging teeth are integrated on the first transmission shaft 10 and the second transmission shaft 11, and are engaged with the first one-way synchronous mechanism 6 and the second one-way synchronous mechanism 7 respectively, so as to control the left and right strokes of the shifting ring 12-4 of the synchronous shifting mechanism 12 and realize the two-gear power output of the engine 1.

[0097] In some embodiments, referring to Figure 2 , the synchronous shifting mechanism 12 comprises a first engaging tooth 12-1, a second engaging tooth 12-2, an intermediate engaging tooth 12-3 and a shifting ring 12-4, the position of the first engaging tooth 12-1 is fixed; the second engaging tooth 12-2 is in meshing and synchronous movement with the output shaft of the engine 1; the first engaging tooth 12-1, the intermediate engaging tooth 12-3 and the second engaging tooth 12-2 are sequentially arranged in the axial direction; the inner ring of the shifting ring 12-4 is movable in the axial direction, the inner ring of the shifting ring 12-4 is selectively meshed with the first engaging tooth 12-1 or the second engaging tooth 12-2 by moving the shifting ring 12-4, the outer ring of the shifting ring 12-4 remains in the state of meshing with the rotor spline, and the shifting ring 12-4 remains in the state of engaging with the intermediate engaging tooth 12-3. In this way, the engaging position is adjusted by moving the shifting ring 12-4, so as to adjust the speed ratio of the power transmission of the synchronous shifting mechanism.

[0098] In an embodiment, referring to Figure 2 , the second engagement tooth 12-2 is integrated on the third sun gear 13-4, the first engagement tooth 12-1 is integrated on the front housing of the transmission case, the shift ring 12-4 is in meshing gap with the rotor spline of the generator 14 and the shift ring 12-4 is slidable for shifting, the shift ring 12-4 can be shifted left to engage with the first engagement tooth 12-1 or the shift ring 12-4 can be shifted right to engage with the second engagement tooth 12-2, thereby forming a two-gear mechanism of one power for the synchronous shifting mechanism.

[0099] For the two gears of the synchronous shifting mechanism, the driving modes below will be described. In some embodiments, the third reduction mechanism 13 includes a third inner ring gear 13-1, a third carrier 13-2, a third planetary gear 13-3 and a third sun gear 13-4, the outer ring of the third inner ring gear 13-1 is in meshing connection with the rotor spline, and the third sun gear 13-4 is fixed on the output shaft of the engine 1; the hybrid system further includes a driving gear 15 and a driven gear 16, the driving gear 15 is in driving connection with the third carrier 13-2; the driven gear 16 is in driving connection with the driving gear 15 and the differential 2 at the same time, and the power transmitted to the third reduction mechanism 13 is transmitted to the differential 2 in turn through the driving gear 15, the driven gear 16 and then the differential 2. In this way, the third reduction mechanism 13 also transmits power through the planetary gear structure.

[0100] In an embodiment, referring to Figure 1 , the third reduction mechanism 13 constitutes a NGW planetary gear train, wherein the third inner ring gear 13-1 is integrated with the rotor spline of the generator 14, the driving gear 15 is integrated on the third carrier 13-2, and the driven gear 16 is integrated on the differential 2 to form a direct-driven two-stage gear pair; when the shift ring 12-4 in the synchronous shifting mechanism 12 is engaged with the second engagement tooth 12-2, the engine 1 can realize the function of generating electricity.

[0101] A vehicle includes a hybrid system.

[0102] Referring to Figure 2 and Figures 3-10 , the application includes an engine 1, a generator 14 and two driving motors 4, the engine 1 and the generator 14 are arranged adjacent to each other and located on one side of a transverse reference line, and the two driving motors 4 are located on the other side of the transverse reference line; for Figure 3 It can be understood that the arrow direction represents the direction of power transmission, and thus for the driving system of the application, the following six working modes are illustrated:

[0103] Idle generating mode: referring to Figure 4, the vehicle is in static state, two drive motors 4 do not work, the shift ring 12-4 of the synchronous shift mechanism 12 is engaged with the second engagement tooth 12-2, at this time the third inner ring 13-1 of the third reduction mechanism 13 is fixed with the third sun gear 13-4 due to the engagement of the shift ring 12-4 and the second engagement tooth 12-2, that is, the rotation speed of the third inner ring 13-1 is the same as that of the third sun gear 13-4; at this time the engine 1 is directly connected with the generator 14, the engine 1 inputs power to drive the generator 14 to work, thereby realizing the function of power generation.

[0104] Pure electric mode: refer to Figure 5 , the coupling disconnect mechanism 5 does not work, the coupling disconnect mechanism 5 remains in the disconnected state, the engine 1, the first one-way synchronous mechanism 6 and the second one-way synchronous mechanism 7 do not work, the two drive motors 4 respectively input power to the two wheel ends 3 through the NGW planetary gear trains of the first reduction mechanism 8 and the second reduction mechanism 9, thereby realizing that the power of the two drive motors 4 is respectively output to the first main reduction gear 8-5 along the first planetary carrier 8-1 and to the second main reduction gear 9-4 along the second planetary carrier 9-1, and then to the wheel end 3.

[0105] Extended range mode: refer to Figure 6 , the coupling disconnect mechanism 5 does not work, the coupling disconnect mechanism 5 remains in the disconnected state, the first one-way synchronous mechanism 6 and the second one-way synchronous mechanism 7 do not work; the two drive motors 4 output power through the NGW planetary gear trains of the first reduction mechanism 8 and the second reduction mechanism 9, the power is respectively output to the first main reduction gear 8-5 along the first planetary carrier 8-1 and to the second main reduction gear 9-4 along the second planetary carrier 9-1, and then to the wheel end 3; at the same time, the engine 1 outputs power, the shift ring 12-4 of the synchronous shift mechanism 12 is engaged with the second engagement tooth 12-2, and the generator 14 is driven to work, thereby realizing the function of power generation.

[0106] Engine 1 direct drive mode one: refer to Figure 7 , the generator 14 and the two drive motors 4 do not work, the first one-way synchronous mechanism 6 and the second one-way synchronous mechanism 7 work, the shift ring 12-4 of the synchronous shift mechanism 12 is engaged with the second engagement tooth 12-2, the generator 14 only idles and does not output torque, at this time the engine 1 inputs power through the gear pair of the driving gear 15 and the driven gear 16, the two sides of the differential 2 are respectively connected with the first one-way synchronous mechanism 6 and the second one-way synchronous mechanism 7, thereby outputting power to the wheel end 3, at this time the torque of the wheel end 3 is the same as the torque output by the engine 1, and the speed ratio of the third reduction mechanism 13 is i1=1; specifically, the rotation speed of the second engagement tooth 12-2 is the same as that of the third sun gear 13-4, and the rotation speed of the third sun gear 13-4 is the same as that of the third inner ring 13-1.

[0107] Engine 1 direct drive mode two: refer to Figures 8-10, the generator 14 and the two drive motors 4 are not working, the first one-way synchronization mechanism 6 and the second one-way synchronization mechanism 7 are working, the shift ring 12-4 of the synchronous shift mechanism 12 is engaged with the first engagement tooth 12-1, at this time, the rotor spline of the generator 14 is fixedly connected with the first engagement tooth 12-1 and does not rotate, at this time, the third inner gear ring 13-1 of the NGW planetary gear train of the third reduction mechanism 13 is fixed, and the speed ratio of the planetary gear train is Z R is the number of inner gear teeth, Z S is the number of sun gear teeth, the engine 1 inputs power, passes through the NGW planetary gear train, the gear pair of the driving gear 15 and the driven gear 16, and the two sides of the differential 2 are respectively connected with the first one-way synchronization mechanism 6 and the second one-way synchronization mechanism 7, so as to output power to the wheel end 3, at this time, the torque F 轮端 of the wheel end 3 is F 发动机 *i2. By comparing the two gears of the synchronous shift mechanism 12, it can be seen that at low speed, the shift ring 12-4 is engaged with the first engagement tooth 12-1 to increase the torque and reduce the speed; at high speed, the shift ring 12-4 is engaged with the second engagement tooth 12-2.

[0108] Escape mode: see Figure 8 , the wheel end 3 on one side is in a special condition such as suspension, and is in a power-off state, at this time, the coupling disconnecting mechanism 5 works, the coupling disconnecting mechanism 5 can be in a power coupling or power separation state, at this time, the following three modes can be selected for auxiliary escape:

[0109] ① Single motor + engine 1 escape, see Figure 9 , that is, the drive motor 4 corresponding to the non-trapped side wheel end 3 and the engine 1 together provide power, and the coupling disconnecting mechanism 5 is in a power separation state;

[0110] ② Double motor coupling driving escape, see Figure 10 , the two drive motors 4 together provide power, and the coupling disconnecting mechanism 5 is in a power coupling state;

[0111] ③ Double motor coupling + engine 1 driving escape, see ​ , the two drive motors 4 and the engine 1 together provide power, and the coupling disconnecting mechanism 5 is in a power coupling state.

[0112] In the description of the utility model, it is understood that the orientation or positional relationship indicated by the terms "length", "left", "right", "axial direction" and the like is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the utility model and simplifying the description, and does not indicate or imply that the device or element indicated must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the utility model. In addition, the terms "first", "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one of the features. In the description of the utility model, the meaning of "a plurality of" is at least two, for example, two, three, etc., unless otherwise specifically limited.

[0113] In the description of the present application, the description of the terms "one embodiment", "some embodiments", "example", "specific example" or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In the present application, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, the skilled in the art can combine and combine the different embodiments or examples described in the present application and the features of different embodiments or examples without contradiction.

[0114] The above-described embodiments only express several embodiments of the present application, which are described in detail and in detail, but should not be understood as a limitation on the scope of the utility model patent. It should be pointed out that for ordinary skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are within the scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. A hybrid system installed in a vehicle body, characterized by comprising: The hybrid system comprises an engine (1), a differential (2), two wheel ends (3) and two drive motors (4), The differential (2) forms a transverse reference line along the transverse direction of the vehicle body, and forms a longitudinal reference line along the longitudinal direction of the vehicle body; One of the wheel ends (3), the differential (2) and the other wheel end (3) are sequentially connected in the direction of the transverse reference line; Each of the wheel ends (3) is connected with one of the drive motors (4) to form a connection structure, and the two connection structures are arranged on the two sides of the longitudinal reference line; The engine (1) is connected with the differential (2), and the two drive motors (4) are located on one side of the transverse reference line, and the engine (1) is located on the other side of the transverse reference line.

2. The hybrid system according to claim 1, characterized by, The hybrid system further comprises a coupling and disconnecting mechanism (5), The output shaft of the engine (1) is connected with the differential (2) and transmits power to the two wheel ends (3) through the differential (2); The output shafts of the two drive motors (4) are connected with the two wheel ends (3) one by one; The two ends of the coupling and disconnecting mechanism (5) are connected with the output shafts of the two drive motors (4) respectively, and the coupling and disconnecting mechanism (5) comprises two states of power coupling and power separation; When one of the wheel ends (3) is in a trapped state, the power provider corresponding to the other wheel end (3) is any one of: The drive motor (4) corresponding to the other wheel end (3) and the engine (1); The two drive motors (4); The two drive motors (4) and the engine (1).

3. The hybrid system according to claim 2, characterized by, The hybrid system further comprises a first one-way synchronization mechanism (6) and a second one-way synchronization mechanism (7), The two ends of the differential (2) are connected with the first one-way synchronization mechanism (6) and the second one-way synchronization mechanism (7) respectively, and the first one-way synchronization mechanism (6) and the second one-way synchronization mechanism (7) are connected with the two wheel ends (3) respectively; The first one-way synchronization mechanism (6) and the second one-way synchronization mechanism (7) are configured to only allow power to be transmitted from the differential (2) to the wheel end (3), and prevent the wheel end (3) from transmitting power to the differential (2).

4. The hybrid system according to claim 3, characterized by, The two connection structures are symmetrically arranged on the two sides of the longitudinal reference line, and the two wheel ends (3) are respectively located on the left and right sides of the hybrid system, and the hybrid system further comprises: A first reduction mechanism (8), the left wheel end (3) is connected with the corresponding drive motor (4) through the first reduction mechanism (8); A second reduction mechanism (9), the right wheel end (3) is connected with the corresponding drive motor (4) through the second reduction mechanism (9); The two ends of the coupling and disconnecting mechanism (5) are connected with the first reduction mechanism (8) and the second reduction mechanism (9) respectively to form power coupling or power disconnection between the two drive motors (4).

5. The hybrid system according to claim 4, characterized by, The hybrid system further comprises: A first transmission shaft (10) is in transmission connection with the first one-way synchronous mechanism (6) and the left wheel end (3) respectively at both ends of the first transmission shaft (10), and the first reduction mechanism (8) is in transmission connection with the left wheel end (3) through the middle part of the first transmission shaft (10); A second transmission shaft (11) is in transmission connection with the second one-way synchronous mechanism (7) and the right wheel end (3) respectively at both ends of the second transmission shaft (11), and the second reduction mechanism (9) is in transmission connection with the right wheel end (3) through the middle part of the second transmission shaft (11).

6. The hybrid system according to claim 5, characterized by, The first reduction mechanism (8) comprises: A first planetary carrier (8-1), A first planetary gear (8-2), A first inner ring gear (8-3) with a fixed position; A first sun gear (8-4) fixed on the output shaft of the corresponding driving motor (4) of the left wheel end (3); A first main reduction gear (8-5) in meshing transmission connection with the first planetary carrier (8-1), the first main reduction gear (8-5) being fixed on the first transmission shaft (10); A first coupling gear (8-6) in meshing transmission connection with the first planetary carrier (8-1), the coupling disconnection mechanism (5) being in transmission connection with the first reduction mechanism (8) through the first coupling gear (8-6); Wherein, the second reduction mechanism (9) is symmetrically arranged with the first reduction mechanism (8) along the longitudinal reference line; The second reduction mechanism (9) comprises a second planetary carrier (9-1), a second planetary gear (9-2), the first inner ring gear (8-3), a second sun gear (9-3), a second main reduction gear (9-4) and a second coupling gear (9-5), The first reduction mechanism (8) and the second reduction mechanism (9) share one first inner ring gear (8-3), and the first reduction mechanism (8) and the second reduction mechanism (9) are symmetrically arranged along the length direction of the vehicle.

7. The hybrid system of claim 1, wherein, The hybrid system further comprises: A synchronous shifting mechanism (12), A third reduction mechanism (13), the synchronous shifting mechanism (12) and the third reduction mechanism (13) are both in transmission connection with the output shaft of the engine (1), and the power of the engine (1) is transmitted to the differential (2) through the synchronous shifting mechanism (12) and the third reduction mechanism (13) in sequence; A generator (14) comprising a rotor spline, the outer ring of the synchronous shifting mechanism (12) and the outer ring of the third reduction mechanism (13) are simultaneously in transmission connection with the rotor spline; The synchronous shifting mechanism (12) comprises two gears, and the transmission direction and speed ratio of the engine (1) are switched by adjusting the gears in the synchronous shifting mechanism (12).

8. The hybrid system according to claim 7, characterized by, The synchronous shifting mechanism (12) comprises: A first engagement tooth (12-1) with a fixed position; A second engaging tooth (12-2) engaged with and kept in synchronous movement with an output shaft of the engine (1); An intermediate engaging tooth (12-3) disposed axially in sequence with the first engaging tooth (12-1), the intermediate engaging tooth (12-3), and the second engaging tooth (12-2); A shift ring (12-4) of which an inner ring is axially movable, through movement of the shift ring (12-4) the inner ring of the shift ring (12-4) is selectively engaged with the first engaging tooth (12-1) or the second engaging tooth (12-2), an outer ring of the shift ring (12-4) is kept in engagement with the rotor spline, and the shift ring (12-4) is kept in engagement with the intermediate engaging tooth (12-3).

9. The hybrid system according to claim 7, wherein The third reduction mechanism (13) comprises: A third inner ring (13-1) of which an outer ring is engaged with the rotor spline; A third carrier (13-2); A third sun gear (13-4) fixed on an output shaft of the engine (1); The hybrid system further comprises: A driving gear (15) drivingly connected with the third carrier (13-2); A driven gear (16) drivingly connected with the driving gear (15) and the differential (2) at the same time, power transmitted to the third reduction mechanism (13) is sequentially transmitted through the driving gear (15), the driven gear (16), and then to the differential (2). The hybrid system according to any one of claims 1 to 9.

10. A vehicle characterized by comprising: ​

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