Series-parallel hybrid power system and vehicle

Abstract

The utility model relates to a series-parallel hybrid power system and a vehicle, and the series-parallel hybrid power system comprises a power mechanism which comprises a first input shaft, an engine connected with the first input shaft through a clutch, a first motor connected with a second input shaft, and a second motor connected with a third input shaft; the speed reducing mechanism comprises a middle rotating shaft which is hollowly sleeved on the first input shaft; the auxiliary box mechanism comprises an auxiliary box main shaft coaxially arranged with the first input shaft, a first gear shifting mechanism connected to the first input shaft, an intermediate shaft in transmission connection with the intermediate shaft, and a first gear shifting mechanism connected between the intermediate shaft and the auxiliary box main shaft; the main box mechanism comprises a main box output shaft, a third gear shifting mechanism connected to the main box output shaft and a second gear shifting mechanism connected between the middle shaft and the main box output shaft. The displacement requirement of the engine participating in direct driving can be greatly reduced, the low-cost and small-sized engine in large-scale mass production can be directly adopted, and the cost of a power system can be effectively reduced.

Description

Technical Field

[0001] This application relates to the field of automotive transmission technology, and in particular to a series-parallel hybrid power system and vehicle. Background Technology

[0002] Hybrid technology used in heavy commercial vehicles, whether on or off the road, is mainly based on P2 parallel hybrid systems. However, P2 parallel hybrid architecture is difficult to achieve high fuel efficiency, and the combination of a P2 parallel motor and a multi-speed AMT hybrid transmission cannot overcome the problem of power interruption during engine shifting.

[0003] To overcome the shortcomings of P2 parallel hybrid, a dual-motor parallel hybrid architecture with no power interruption has emerged. However, most of them adopt a dual-motor four-intermediate-shaft AMT transmission structure or a dual-intermediate-shaft AMT transmission structure with hollow sleeve shaft. Their mechanical design is difficult, the system cost is high, and the reliability of the transmission system is difficult to meet the full life cycle requirements of heavy or super heavy commercial vehicles.

[0004] In a single-motor P2 heavy-duty commercial hybrid transmission, the power to the engine and drive motor must first be disconnected during gear shifting. Only after the shifting mechanism completes the shift action is the power input from the engine and drive motor reconnected to the transmission's gear system. This interruption in power during gear shifting can negatively impact vehicle comfort and safety.

[0005] Furthermore, in ultra-heavy-duty off-road vehicles, such as heavy-duty mining trucks, multi-speed automatic transmissions based on traditional hydraulic torque converters employ multi-plate clutch shifting mechanisms, which are complex and costly. Additionally, the extremely high price of ultra-heavy-duty high-power diesel or LNG engines significantly increases the overall cost. The need for slippage control during gear shifting necessitates regular clutch maintenance, further increasing operating costs. Summary of the Invention

[0006] This application provides a series-parallel hybrid power system and vehicle to solve the problem in the related art that heavy mining trucks need to be matched with ultra-heavy-duty high-power diesel or LNG engines with extremely high prices, which greatly increases the overall cost of the machine.

[0007] The first aspect of this application provides a series-parallel hybrid power system, including:

[0008] A power mechanism includes a first input shaft, an engine connected to the first input shaft via a clutch, a second input shaft, a first motor connected to the second input shaft, and a third input shaft, a second motor connected to the third input shaft;

[0009] The speed reduction mechanism includes a transfer shaft loosely fitted on the first input shaft, a first speed reduction gear pair connected between the first input shaft and the second input shaft, and a second speed reduction gear pair connected between the third input shaft and the transfer shaft;

[0010] The auxiliary gearbox mechanism includes an auxiliary gearbox main shaft coaxially arranged with the first input shaft, a first shifting mechanism connected to the first input shaft for engaging or disengaging the transfer shaft and the auxiliary gearbox main shaft, an intermediate shaft drivingly connected to the transfer shaft, and a first gear shifting mechanism connected between the intermediate shaft and the auxiliary gearbox main shaft.

[0011] The main gearbox mechanism includes a main gearbox output shaft coaxially arranged with the auxiliary gearbox main shaft, a third gear shifting mechanism connected to the main gearbox output shaft for engaging or disengaging the auxiliary gearbox main shaft, and a second gear shifting mechanism connected between the intermediate shaft and the main gearbox output shaft.

[0012] In some embodiments: the first reduction gear pair includes a first driving bias gear and a first driven bias gear that mesh with each other, the first driving bias gear is fixedly connected to the second input shaft, and the first driven bias gear is fixedly connected to the first input shaft;

[0013] The second reduction gear pair includes a second driving bias gear and a second driven bias gear that mesh with each other. The second driving bias gear is fixedly connected to the third input shaft, and the second driven bias gear is fixedly connected to the intermediate shaft.

[0014] In some embodiments: two sets of first active bias gears are meshed on the first driven bias gear, and the two sets of first active bias gears are independently connected to the first motor through the second input shaft. Two sets of second active bias gears are meshed on the second driven bias gear, and the two sets of second active bias gears are independently connected to the second motor through the third input shaft.

[0015] In some embodiments: a first input gear and a first output gear of a front auxiliary gearbox are connected between the transfer shaft and the intermediate shaft, and the first input gear of the front auxiliary gearbox is fixedly connected to the transfer shaft, and the first output gear of the front auxiliary gearbox is fixedly connected to the intermediate shaft;

[0016] The first gear shifting mechanism includes a first shifting gear pair and a second shifting gear pair connected between the intermediate shaft and the auxiliary gearbox main shaft, and a second shifting mechanism fixed on the auxiliary gearbox main shaft for engaging or disengaging the first shifting gear pair and the second shifting gear pair.

[0017] In some embodiments: the first shift gear pair includes a front auxiliary gearbox second input gear and a front auxiliary gearbox second output gear that are meshed with each other, the front auxiliary gearbox second input gear is loosely fitted on the auxiliary gearbox main shaft, and the front auxiliary gearbox second output gear is fixed on the intermediate shaft;

[0018] The second shift gear pair includes a front auxiliary gearbox third input gear and a front auxiliary gearbox third output gear that are meshed with each other. The front auxiliary gearbox third input gear is loosely fitted on the auxiliary gearbox main shaft, and the front auxiliary gearbox third output gear is fixed on the intermediate shaft.

[0019] The second shifting mechanism is located between the second input gear and the third input gear of the front auxiliary gearbox. The second shifting mechanism is used to engage or disengage the auxiliary gearbox main shaft with the second input gear or the third input gear of the front auxiliary gearbox.

[0020] In some embodiments: the intermediate shaft is provided in two or three sets, the two or three sets of intermediate shafts are respectively located outside the main shaft of the auxiliary gearbox and are evenly distributed circumferentially parallel to each other, and the two or three sets of intermediate shafts are fixedly connected to the first output gear of the front auxiliary gearbox, the second output gear of the front auxiliary gearbox and the third output gear of the front auxiliary gearbox;

[0021] Two or three sets of the first output gears of the front auxiliary gearbox are circumferentially distributed on the outside of the first input gear of the front auxiliary gearbox and are all meshed with the first input gear of the front auxiliary gearbox. Two or three sets of the second output gears of the front auxiliary gearbox are circumferentially distributed on the outside of the second input gear of the front auxiliary gearbox and are all meshed with the second input gear of the front auxiliary gearbox. Two or three sets of the third output gears of the front auxiliary gearbox are circumferentially distributed on the outside of the third input gear of the front auxiliary gearbox and are all meshed with the third input gear of the front auxiliary gearbox.

[0022] In some embodiments: the second gear shifting mechanism includes a first main gearbox output gear and a first main gearbox input gear that mesh with each other. The first main gearbox output gear is loosely fitted on the main gearbox output shaft, and the first main gearbox input gear is fixed on the intermediate shaft. The third shifting mechanism is used to engage or disengage the auxiliary gearbox main shaft or the first main gearbox output gear from the main gearbox output shaft.

[0023] Alternatively, the main gearbox output shaft may also be provided with a fourth shifting mechanism, which is used to engage or disengage the first main gearbox output gear from the main gearbox output shaft.

[0024] In some embodiments: the second gear shifting mechanism includes a first main gearbox output gear and a first main gearbox input gear meshing with each other, and a second main gearbox output gear and a second main gearbox input gear meshing with each other. The first main gearbox output gear and the second main gearbox output gear are both loosely fitted on the main gearbox output shaft, and the first main gearbox input gear and the second main gearbox input gear are both fixed on the intermediate shaft.

[0025] The main gearbox output shaft is also provided with a fourth shifting mechanism located between the first main gearbox output gear and the second main gearbox output gear. The fourth shifting mechanism is used to engage or disengage the first main gearbox output gear or the second main gearbox output gear from the main gearbox output shaft.

[0026] In some embodiments: the first master gearbox input gear and the second master gearbox input gear are provided with two or three sets, the two or three sets of the first master gearbox input gear are circumferentially distributed on the outside of the first master gearbox output gear and are all meshed with the first master gearbox output gear, and the two or three sets of the second master gearbox input gear are circumferentially distributed on the outside of the second master gearbox output gear and are all meshed with the second master gearbox output gear.

[0027] In some embodiments, the system further includes a series power generation module, which comprises a series engine, a series generator, a series connecting shaft, a series bias connecting shaft, a series driven bias gear, and a series active bias gear.

[0028] One end of the series connecting shaft is connected to the series engine, and the other end of the series connecting shaft is connected to the series driving bias gear. Two or more sets of the series driven bias gears are meshed on the series driving bias gear.

[0029] Each set of the series driven bias gears is connected to the series generator through the series bias connecting shaft, and two or more sets of the series generators are electrically connected to the first motor and the second motor respectively.

[0030] A second aspect of this application provides a vehicle that includes the series-parallel hybrid power system described in any of the above embodiments.

[0031] The beneficial effects of the technical solution provided in this application include:

[0032] This application provides a series-parallel hybrid power system and vehicle. The series-parallel hybrid power system includes a power mechanism comprising: a first input shaft, an engine connected to the first input shaft via a clutch; a second input shaft, a first motor connected to the second input shaft; a third input shaft, a second motor connected to the third input shaft; a reduction mechanism comprising a transfer shaft loosely fitted on the first input shaft, a first reduction gear pair connected between the first and second input shafts, and a second reduction gear pair connected between the third input shaft and the transfer shaft; a secondary gearbox mechanism comprising a secondary gearbox main shaft coaxially arranged with the first input shaft, a first shifting mechanism connected to the first input shaft for engaging or disengaging the transfer shaft and the secondary gearbox main shaft, an intermediate shaft drively connected to the transfer shaft, and a first gear shifting mechanism connected between the intermediate shaft and the secondary gearbox main shaft; and a main gearbox mechanism comprising a main gearbox output shaft coaxially arranged with the secondary gearbox main shaft, a third shifting mechanism connected to the main gearbox output shaft for engaging or disengaging the secondary gearbox main shaft, and a second gear shifting mechanism connected between the intermediate shaft and the main gearbox output shaft.

[0033] Therefore, the series-parallel hybrid power system of this application, by setting up a reduction gear mechanism, an auxiliary gearbox mechanism, a main gearbox mechanism, and a series power generation module, can realize multiple hybrid modes of three power sources: an engine, a first motor, and a second motor. This allows the series-parallel hybrid power system to construct multiple power transmission paths. During gear shifting, the switching between different power transmission paths enables mutual power compensation within the power transmission system, improving the smoothness of the power transmission system and reducing jerking during driving. Under special heavy-load, high-torque, and high-power demand conditions, such as heavy-load continuous uphill driving, the series power generation module provides additional continuous electrical energy for electric drive, with the first motor and / or the second motor participating in the drive together with the engine. Given this, the displacement requirement of the engine participating in direct drive can be significantly reduced, allowing for the direct use of low-cost, miniaturized engines produced on a large scale, effectively reducing the power system cost of super-heavy-duty vehicles and heavy-duty on-road or off-road vehicles with special heavy-load traction requirements. The series power generation module can be turned off or on as needed according to the vehicle's traction requirements, further improving the fuel economy of heavy-duty vehicles. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 This is a schematic diagram of the structure of a series-parallel hybrid power system according to the first embodiment of the present invention.

[0036] Figure 2 This is a schematic diagram of the structure of a series-parallel hybrid power system according to the second specific embodiment of the present invention.

[0037] Figure 3 This is a schematic diagram of the structure of a series-parallel hybrid power system according to the third specific embodiment of the present invention.

[0038] Figure 4 This is a schematic diagram of the structure of a series-parallel hybrid power system according to the fourth specific embodiment of the present invention.

[0039] Figure 5 This is a schematic diagram of the structure of a series-parallel hybrid power system according to the fifth specific embodiment of the present invention.

[0040] Figure 6 This is a schematic diagram of the series-parallel hybrid power system according to the sixth specific embodiment of the present invention.

[0041] Figure label:

[0042] 1. Engine; 2. First motor; 3. Second motor; 4. Clutch; 5. First shift mechanism; 6. Second shift mechanism; 7. Third shift mechanism; 8. Fourth shift mechanism; 10. First input shaft; 20. Second input shaft;

[0043] 21. First driving bias gear; 22. First driven bias gear; 30. Third input shaft; 31. Second driving bias gear; 32. Second driven bias gear; 40. Transmission shaft; 41. First input gear of front auxiliary gearbox; 50. Intermediate shaft; 51. First output gear of front auxiliary gearbox; 52. Second output gear of front auxiliary gearbox; 53. Third output gear of front auxiliary gearbox; 54. First main gearbox input gear; 55. Second main gearbox input gear;

[0044] 60. Auxiliary gearbox main shaft; 61. Second input gear of the front auxiliary gearbox; 62. Third input gear of the front auxiliary gearbox; 70. Main gearbox output shaft; 71. First main gearbox output gear; 72. Second main gearbox output gear; 2S. Series generator; 10S. Series connecting shaft; 20S. Series offset connecting shaft; 21S. Series driven offset gear; 22S. Series driving offset gear; 100. Reduction mechanism; 200. Auxiliary gearbox mechanism; 300. Main gearbox mechanism; 400. Series generator module. Detailed Implementation

[0045] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0046] This application provides a series-parallel hybrid power system and vehicle, which can solve the problem in related technologies that heavy mining trucks need to be matched with ultra-heavy-duty high-power diesel or LNG engines with extremely high prices, which greatly increases the overall cost of the machine.

[0047] See Figures 1 to 6 As shown, the first aspect of this application provides a series-parallel hybrid power system, including:

[0048] The power mechanism includes a first input shaft 10, an engine 1 connected to the first input shaft 10 via a clutch 4, a second input shaft 20, a first motor 2 connected to the second input shaft 20, a third input shaft 30, and a second motor 3 connected to the third input shaft 30. The first input shaft 10, the second input shaft 20, and the third input shaft 30 are arranged parallel to each other and radially spaced apart.

[0049] A reduction mechanism 100 includes a transfer shaft 40 loosely fitted on a first input shaft 10, a first reduction gear pair connected between the first input shaft 10 and a second input shaft 20, the first reduction gear pair being used to transmit the power of the first motor 2 to the first input shaft 10 after reduction and torque amplification, and a second reduction gear pair connected between a third input shaft 30 and the transfer shaft 40, the second reduction gear pair being used to transmit the power of the second motor 3 to the transfer shaft 40 after reduction and torque amplification.

[0050] The first motor 2 is linked to the first reduction gear pair of the reduction mechanism 100 via the second input shaft 20. After reduction and torque amplification, the first motor 2 is linked to the first input shaft 10. The input power of the engine 1 and the first motor 2 can be selectively linked on the first input shaft 10 via the clutch 4. The second motor 3 is linked to the second reduction gear pair of the front reduction mechanism 100 via the third input shaft 30. After reduction and torque amplification, the second motor 3 is loaded onto the intermediate shaft 40. The intermediate shaft 40 is directly connected to the auxiliary gearbox mechanism 200 and is a hollow shaft sleeved outside the first input shaft 10.

[0051] The auxiliary gearbox mechanism 200 includes an auxiliary gearbox main shaft 60 coaxially arranged with the first input shaft 10, a first shifting mechanism 5 connected to the first input shaft 10 for engaging or disengaging the intermediate shaft 40 and the auxiliary gearbox main shaft 60, an intermediate shaft 50 drivingly connected to the intermediate shaft 40, and a first gear shifting mechanism connecting the intermediate shaft 50 and the auxiliary gearbox main shaft 60.

[0052] After the engine 1 and / or the first motor 2 are linked to the first input shaft 10, the power input can be selectively linked to multiple gear coupling components of the auxiliary gearbox 200 through the first shifting mechanism 5 and the first gear shifting mechanism of the auxiliary gearbox 200. The second motor 3 is only linked to one of the gear coupling components of the auxiliary gearbox 200. The second motor 3 can provide power interruption compensation for the shifting process of the first motor 2 and / or the engine 1 between multiple gears of the auxiliary gearbox 200.

[0053] The main gearbox mechanism 300 includes a main gearbox output shaft 70 coaxially arranged with the auxiliary gearbox main shaft 60, a third shifting mechanism 7 connected to the main gearbox output shaft 70 for engaging or disengaging the auxiliary gearbox main shaft 60, and a second gear shifting mechanism connected between the intermediate shaft 50 and the main gearbox output shaft 70. When the first shifting mechanism 5 engages the auxiliary gearbox main shaft 60 and the first input shaft 10, and when the third shifting mechanism 7 engages the auxiliary gearbox main shaft 60 and the main gearbox output shaft 70, the engine 1 drives the main gearbox output shaft 70 at high speed.

[0054] The linkage power between the second motor 3 and the first motor 2 and / or engine 1 in the auxiliary gearbox mechanism 200 can be transmitted through the intermediate shaft 50 to the second gear shifting mechanism of the main gearbox mechanism 300. The second gear shifting mechanism can selectively output two transmission gears of the power input from the intermediate shaft 50. In addition, the linkage power on the intermediate shaft 50 can also be cleverly transmitted through the multi-speed transmission path of the auxiliary gearbox mechanism 200 to the main gearbox output shaft 70 via the auxiliary gearbox main shaft 60. The linkage power of the first input shaft 10 can also be selectively and efficiently output directly to the main gearbox output shaft 70 via the auxiliary gearbox main shaft 60.

[0055] The series-parallel hybrid power system of this application embodiment, by setting a reduction gear mechanism 100, an auxiliary gearbox mechanism 200 and a main gearbox mechanism 300, can realize multiple hybrid modes of three power sources: engine 1, first motor 2 and second motor 3. This allows the series-parallel hybrid power system to construct multiple power transmission paths. During gear shifting, by switching between different power transmission paths, mutual power compensation of the power transmission system can be achieved, improving the smoothness of the power transmission system and reducing the sense of jerking during driving.

[0056] Under special heavy-load, high-torque, and high-power demand conditions, such as continuous uphill driving under heavy load, the series-connected generator module provides electrical energy for the first motor 2 and / or the second motor 3 to work together with the engine 1 for propulsion. Therefore, the displacement requirement of the engine 1 participating in direct drive can be significantly reduced, allowing for the direct adoption of low-cost, miniaturized engines produced on a large scale. This effectively reduces the powertrain costs of ultra-heavy-duty vehicles and heavy-duty on-road or off-road vehicles with special heavy-load traction requirements. The first motor 2 and / or the second motor 3 can be shut down or operated as needed based on the vehicle's traction requirements, further improving the fuel economy of heavy-duty vehicles.

[0057] In some alternative embodiments: see Figures 1 to 6 As shown, this application embodiment provides a series-parallel hybrid power system. The first reduction gear pair of the series-parallel hybrid power system includes a first active bias gear 21 and a first driven bias gear 22 that are meshed with each other. The first active bias gear 21 is fixedly connected to the second input shaft 20, and the first driven bias gear 22 is fixedly connected to the first input shaft 10.

[0058] The second reduction gear pair includes a second driving bias gear 31 and a second driven bias gear 32 that are meshed together. The second driving bias gear 31 is fixedly connected to the third input shaft 30, and the second driven bias gear 32 is fixedly connected to the intermediate shaft 40. The first motor 2 is biased to one side of the first input shaft 10 through the meshing first driving bias gear 21 and the first driven bias gear 22.

[0059] The second active bias gear 31 and the second driven bias gear 32, which are meshed with each other, are biased on the other side of the first input shaft 10. This can effectively reduce the torque requirements of the first motor 2 and the second motor 3, significantly reduce the cost and weight of the first motor 2 and the second motor 3, and solve the problem of complex empty-set mechanical structure of the first motor 2 and the second motor 3 arranged coaxially.

[0060] The first reduction gear pair in this embodiment consists of a first driving bias gear 21 and a first driven bias gear 22, and the second reduction gear pair consists of a second driving bias gear 31 and a second driven bias gear 32. The second input shaft 20 is connected to the first driving bias gear 21, and the first driving bias gear 21 meshes with the first driven bias gear 22. The first driven bias gear 22 is fixedly mounted on the first input shaft 10. The power input of the first motor 2 and the engine 1 can be selectively linked on the first input shaft 10 through the clutch 4.

[0061] The third input shaft 30 is fixedly connected to the second active bias gear 31. The second active bias gear 31 meshes with the second driven bias gear 32. The second driven bias gear 32 is fixedly mounted on the central shaft 40. The second motor 3 is directly linked to the auxiliary gearbox mechanism 200 through the central shaft 40.

[0062] In some alternative embodiments: see Figure 2 , Figure 4 and Figure 6 As shown, this application embodiment provides a series-parallel hybrid power system. The first driven bias gear 22 of this system is meshed with two sets of first driving bias gears 21, each set of first driving bias gears 21 being independently connected to a first motor 2 via a second input shaft 20. The second driven bias gear 32 is meshed with two sets of second driving bias gears 31, each set of second driving bias gears 31 being independently connected to a second motor 3 via a third input shaft 30.

[0063] Based on the above embodiments, this application embodiment adds an additional set of offset first motor 2 and second motor 3 to meet the ultra-high power traction drive requirements of ultra-heavy vehicles, such as super mining trucks weighing hundreds of tons. The two sets of first motor 2 and second motor 3 are symmetrically offset, and the first driven offset gear 22 meshes with two first driving offset gears 21 simultaneously. The two first motors 2 are respectively connected to the two first driving offset gears 21.

[0064] Similarly, the second driven bias gear 32 simultaneously meshes with two second active bias gears 31, and the two second motors 3 are respectively connected to the two second active bias gears 31. Thus, the two first motors 2 can simultaneously and selectively engage with the input power of the engine 1 via the clutch 4 on the first input shaft 10, thereby improving the continuous power generation capability and parallel assist capability of the engine 1. In addition, the two second motors 3 can simultaneously provide parallel assist or pure electric drive, improving the electric drive capability of the heavy-duty vehicle.

[0065] In some alternative embodiments: see Figures 1 to 6 As shown, this application embodiment provides a series-parallel hybrid power system. The series-parallel hybrid power system has a front auxiliary gearbox first input gear 41 and a front auxiliary gearbox first output gear 51 that are meshed with each other between the central shaft 40 and the intermediate shaft 50. The front auxiliary gearbox first input gear 41 is fixedly connected to the central shaft 40, and the front auxiliary gearbox first output gear 51 is fixedly connected to the intermediate shaft 50.

[0066] The first gear shifting mechanism includes a first shifting gear pair and a second shifting gear pair connected between the intermediate shaft 50 and the auxiliary gearbox main shaft 60, and a second shifting mechanism 6 fixed on the auxiliary gearbox main shaft 60 for engaging or disengaging the first shifting gear pair and the second shifting gear pair. The first shifting mechanism 5 is disposed on the first input shaft 10, and the intermediate shaft 40 is loosely fitted outside the first input shaft 10. Thus, the first shifting mechanism 5 can selectively engage or disengage the first input shaft 10 with the first input gear 41 of the front auxiliary gearbox or the auxiliary gearbox main shaft 60, thereby selectively realizing the linkage input of the power of the second motor 3 with the first motor 2 and / or the engine 1 through the first input gear 41 of the front auxiliary gearbox.

[0067] Furthermore, the first and second shift gear pairs are connected between the intermediate shaft 50 and the auxiliary gearbox main shaft 60. The second shift mechanism 6 can selectively engage or disengage the first or second shift gear pair from the auxiliary gearbox main shaft 60. The first shift mechanism 5 and the second shift mechanism 6 can selectively realize the output mechanism of the linkage between the first motor 2 and / or the engine 1, which transmits the power of the auxiliary gearbox mechanism 200 to the main gearbox mechanism 300 according to the three gear ratios via the intermediate shaft 50.

[0068] In addition, after the first motor 2 and / or engine 1 are linked with the second motor 3, they can selectively transmit power to the auxiliary gearbox main shaft 60 via the coupling path of the first input gear 41 and the first output gear 51 of the front auxiliary gearbox to the first shift gear pair and the second shift gear pair of the auxiliary gearbox mechanism 200, and then output power through the main gearbox output shaft 70. These two independent transmission paths enrich the transmission gears of the three power sources, which is especially beneficial to the efficient driving of engine 1 under medium and high speed conditions.

[0069] In some alternative embodiments: see Figures 1 to 6 As shown, this application embodiment provides a series-parallel hybrid power system. The first shift gear pair of the series-parallel hybrid power system includes a front auxiliary gearbox second input gear 61 and a front auxiliary gearbox second output gear 52 that are meshed with each other. The front auxiliary gearbox second input gear 61 is loosely fitted on the auxiliary gearbox main shaft 60, and the front auxiliary gearbox second output gear 52 is fixed on the intermediate shaft 50.

[0070] The second shift gear pair includes a front auxiliary gearbox third input gear 62 and a front auxiliary gearbox third output gear 53 that are meshed together. The front auxiliary gearbox third input gear 62 is loosely fitted on the auxiliary gearbox main shaft 60, and the front auxiliary gearbox third output gear 53 is fixed on the intermediate shaft 50. The second shift mechanism 6 is located between the front auxiliary gearbox second input gear 61 and the front auxiliary gearbox third input gear 62. The second shift mechanism 6 is used to engage or disengage the front auxiliary gearbox second input gear 61 or the front auxiliary gearbox third input gear 62 from the auxiliary gearbox main shaft 60.

[0071] Two sets of intermediate shafts 50 are provided, located outside the auxiliary gearbox main shaft 60 and arranged parallel to each other. Each set of intermediate shafts 50 is fixedly connected to a first output gear 51, a second output gear 52, and a third output gear 53 of the front auxiliary gearbox. The two sets of first output gears 51 are circumferentially distributed outside the first input gear 41 of the front auxiliary gearbox and are meshed with it. The two sets of second output gears 52 are circumferentially distributed outside the second input gear 61 of the front auxiliary gearbox and are meshed with it. The two sets of third output gears 53 are circumferentially distributed outside the third input gear 62 of the front auxiliary gearbox and are meshed with it.

[0072] The auxiliary gearbox mechanism 200 of this application embodiment is a double intermediate shaft structure to improve load capacity. Its structural components include a first input gear 41 of the front auxiliary gearbox and two first output gears 51 of the front auxiliary gearbox, a second input gear 61 of the front auxiliary gearbox and two second output gears 52 of the front auxiliary gearbox, a third input gear 62 of the front auxiliary gearbox and two third output gears 53 of the front auxiliary gearbox, a first shifting mechanism 5 and a second shifting mechanism 6.

[0073] The first input gear 41 of the front auxiliary gearbox simultaneously meshes with two first output gears 51 of the front auxiliary gearbox. The two first output gears 51 are symmetrically distributed and located on both sides of the same radial extension region of the first input gear 41. Similarly, the second input gear 61 of the front auxiliary gearbox simultaneously meshes with two second output gears 52 of the front auxiliary gearbox. The two second output gears 52 are symmetrically distributed and located on both sides of the same radial extension region of the second input gear 61.

[0074] Similarly, the third input gear 62 of the front auxiliary gearbox simultaneously meshes with the two third output gears 53 of the front auxiliary gearbox. The two third output gears 53 of the front auxiliary gearbox are symmetrically distributed and located on both sides of the same radial extension region of the third input gear 62 of the front auxiliary gearbox. The two sets of first output gears 51, the two sets of second output gears 52, and the two sets of third output gears 53 of the front auxiliary gearbox are respectively fixedly mounted on two symmetrically distributed intermediate shafts 50.

[0075] In some alternative embodiments: see Figures 3 to 6As shown in the figure, this application embodiment provides a series-parallel hybrid power system. The second gear shifting mechanism of the series-parallel hybrid power system includes a first main gearbox output gear 71 and a first main gearbox input gear 54 that mesh with each other. The first main gearbox output gear 71 is loosely fitted on the main gearbox output shaft 70. The first main gearbox input gear 54 is fixed on the intermediate shaft 50. A third shifting mechanism 7 is used to engage or disengage the auxiliary gearbox main shaft 60 or the first main gearbox output gear 71 from the main gearbox output shaft 70. Alternatively, a fourth shifting mechanism 8 is also provided on the main gearbox output shaft 70, which is used to engage or disengage the first main gearbox output gear 71 from the main gearbox output shaft 70.

[0076] like Figure 3 and Figure 4 The series-parallel hybrid system of the illustrated embodiment can provide six forward gears of drive output for engine 1. The first motor 2 can be connected in series with engine 1 to generate electricity, or the first motor 2 and engine 1 can provide parallel assistance, regenerative braking, or pure electric drive in the same gear. In addition, the second motor 3 only provides parallel assistance, regenerative braking, or pure electric drive in three gears. In order to maintain uninterrupted gear shifting between the low-speed third gear and the medium-high-speed third gear, the independent shifting functions of the third shift mechanism 7 and the fourth shift mechanism 8 are retained.

[0077] like Figure 5 and Figure 6 As shown, the embodiments of this application are in Figure 3 and Figure 4 The structure is further simplified based on the embodiments. Figure 5 and Figure 6 Will Figure 3 and Figure 4 In this embodiment, the third shift mechanism 7 and the fourth shift mechanism 8 are combined into a single third shift mechanism 7. This results in a power interruption between the low-speed third gear and the medium-to-high-speed third gear of the engine 1 and / or the first motor 2. Other functions remain the same. Figure 3 and Figure 4 The implementation methods are the same.

[0078] In some alternative embodiments: see Figure 1 and Figure 2 As shown in the figure, this application embodiment provides a series-parallel hybrid power system. The second gear shifting mechanism of the series-parallel hybrid power system includes a first main gearbox output gear 71 and a first main gearbox input gear 54 meshing with each other, and a second main gearbox output gear 72 and a second main gearbox input gear 55 meshing with each other. The first main gearbox output gear 71 and the second main gearbox output gear 72 are both loosely fitted on the main gearbox output shaft 70, and the first main gearbox input gear 54 and the second main gearbox input gear 55 are both fixed on the intermediate shaft 50.

[0079] The main gearbox output shaft 70 is also provided with a fourth shifting mechanism 8 located between the first main gearbox output gear 71 and the second main gearbox output gear 72. The fourth shifting mechanism 8 is used to engage or disengage the first main gearbox output gear 71 or the second main gearbox output gear 72 from the main gearbox output shaft 70. The fourth shifting mechanism 8 engages or disengages the first main gearbox output gear 71 or the second main gearbox output gear 72 from the main gearbox output shaft 70, thereby realizing two-speed shifting transmission of the main gearbox mechanism 300.

[0080] The first main gearbox input gear 54 and the second main gearbox input gear 55 are each provided in two sets. The two sets of the first main gearbox input gear 54 are evenly distributed around the outside of the first main gearbox output gear 71 and are meshed with each other. The two sets of the second main gearbox input gear 55 are evenly distributed around the outside of the second main gearbox output gear 72 and are meshed with each other.

[0081] The main gearbox mechanism 300 of this embodiment includes two first main gearbox input gears 54 and one first main gearbox output gear 71, two second main gearbox input gears 55 and one second main gearbox output gear 72, a third shifting mechanism 7, and a fourth shifting mechanism 8. The first main gearbox output gear 71 meshes with the two first main gearbox input gears 54, which are symmetrically distributed and extend to both sides of the same radial direction of the first main gearbox output gear 71. Similarly, the second main gearbox output gear 72 meshes with the two second main gearbox input gears 55, which are symmetrically distributed and extend to both sides of the same radial direction of the second main gearbox output gear 72.

[0082] The third shift mechanism 7 and the fourth shift mechanism 8 of this application embodiment are disposed on the main gearbox output shaft 70. If the third shift mechanism 7 selectively engages the auxiliary gearbox main shaft 60 with the main gearbox output shaft 70, and the first shift mechanism 5 selectively connects the first input shaft 10 with the auxiliary gearbox main shaft 60, and the second shift mechanism 6 and / or the fourth shift mechanism 8 are in neutral, a direct connection between the first input shaft 10 and the main gearbox output shaft 70 can be realized, which can be used in the high-efficiency direct drive mode of the engine 1 in the vehicle at medium and high speeds.

[0083] Furthermore, if the third shift mechanism 7 selectively engages the auxiliary gearbox main shaft 60 with the main gearbox output shaft 70, and the first shift mechanism 5 selectively connects the first input shaft 10 with the first input gear 41 of the front auxiliary gearbox, and the fourth shift mechanism 8 is in neutral, the second shift mechanism 6 selectively engages the auxiliary gearbox main shaft 60 with the second input gear 61 (or the third input gear 62) of the front auxiliary gearbox. The linkage power between the engine 1 and the first motor 2 and / or the second motor 3 will be transmitted through the path of the first input gear 41 of the front auxiliary gearbox → the first output gear 51 of the front auxiliary gearbox → the intermediate shaft 50 → the second output gear 52 (or the third output gear 53) of the front auxiliary gearbox → the second input gear 61 (or the third input gear 62) of the front auxiliary gearbox → the auxiliary gearbox main shaft 60 → the main gearbox output shaft 70.

[0084] This transmission path cleverly provides two independent transmission paths by utilizing the three-speed intermediate transmission path of the auxiliary gearbox mechanism 200, thereby adding two additional gears to the power system. This helps to reduce the number of gear coupling components in the transmission and further reduce the cost and weight of the power system.

[0085] Furthermore, the fourth shift mechanism 8 can selectively engage either the first main gearbox output gear 71 or the second main gearbox output gear 72 with the main gearbox output shaft 70, thereby enabling two forward gear outputs from the main gearbox mechanism 300. Combined with the gear amplification function provided by the auxiliary gearbox mechanism 200, plus the engine high-speed direct drive gear and the two additional gears provided by the auxiliary gearbox mechanism 200, this achieves a three-fold increase in gear ratios.

[0086] Figure 1 and Figure 2 The series-parallel hybrid system of this embodiment can provide nine forward gears for the engine 1. Simultaneously, the first motor 2 can be connected in parallel with the engine 1 in the same gear to provide power assist, regenerative braking, or pure electric drive. Furthermore, the second motor 3 provides parallel power assist, regenerative braking, or pure electric drive only in four of the forward gears. When the first shift mechanism 5 is in neutral, the engine 1 and the first motor 2 can be disengaged and connected in series to generate electricity or stop, while the second motor 3 can independently provide pure electric drive in four gears.

[0087] In this embodiment, the combined speed regulation of the auxiliary gearbox mechanism 200 and the main gearbox mechanism 300 enables the power of the first motor 2 and / or engine 1 to be transmitted to the main gearbox output shaft 70 in nine forward gears; while the second motor 3 only outputs power to the main gearbox output shaft 70 in four gears; the second motor 3 and the first motor 2 and / or engine 1 compensate for each other during the gear shifting process, thereby achieving a power-uninterrupted gear shifting process of the transmission assembly and improving the driving comfort of the vehicle.

[0088] In some alternative embodiments: see Figure 1 , Figure 3 and Figure 5As shown, this application provides a series-parallel hybrid power system, which further includes a series power generation module 400. The series power generation module 400 includes a series engine 1S, a series generator 2S, a series connecting shaft 10S, a series bias connecting shaft 20S, a series driven bias gear 21S, and a series active bias gear 22S.

[0089] One end of the series connecting shaft 10S is connected to the series engine 1S, and the other end of the series connecting shaft 10S is connected to the series driving bias gear 22S. Two sets of series driven bias gears 21S are meshed on the series driving bias gear 22S. Each set of series driven bias gears 21S is connected to the series generator 2S through the series bias connecting shaft 20S. The two sets of series generators 2S are electrically connected to the first motor 2 and the second motor 3, respectively.

[0090] In this embodiment of the application, the power output shaft of the series engine 1S is connected to the series connecting shaft 10S. The driven bias gear 22S is disposed on the series connecting shaft 10S, and the series active bias gear 22S meshes with two series driven bias gears 21S at the same time. Each series driven bias gear 21S is disposed on an independent series bias connecting shaft 20S, and each series bias connecting shaft 20S is provided with a series generator 2S.

[0091] Two series-connected generators 2S with bias coupling are linked to the series-connected engine 1S via a first-stage bias coupling gear mechanism. The two series-connected generators 2S convert the mechanical input power of the series-connected engine 1S into electrical energy, which is used to charge the on-board power battery or directly supply the first motor 2 and / or the second motor 3 for driving.

[0092] In some alternative embodiments: see Figure 2 , Figure 4 and Figure 6 As shown, this application embodiment provides a series-parallel hybrid power system, which adds an additional set of offset first motor 2 and second motor 3 on the basis of the above embodiment, and also adds a series power generation module 400 to meet the ultra-high power traction drive requirements of ultra-heavy vehicles, such as the application of super mining trucks weighing hundreds of tons.

[0093] Two sets of first motors 2 and two sets of second motors 3 are symmetrically offset. The first driven offset gear 22 meshes with two first driving offset gears 21 simultaneously, and the two first motors 2 are respectively connected to the two first driving offset gears 21. Similarly, the second driven offset gear 32 meshes with two second driving offset gears 31 simultaneously, and the two second motors 3 are respectively connected to the two second driving offset gears 31.

[0094] Thus, the two first motors 2 can be selectively linked with the input power of the engine 1 through the clutch 4 on the first input shaft 10, thereby improving the continuous power generation capability and parallel assist capability of the engine 1. In addition, the two second motors 3 can simultaneously provide parallel assist or pure electric drive, improving the electric drive capability of the heavy-duty vehicle.

[0095] The two series-connected engines 1S and two series-connected generators 2S of the two series-connected power generation modules 400 generate electricity to provide continuous power supply for the two first motors 2 and two second motors 3 under heavy load conditions. For the series-parallel hybrid system matched with the series-connected power generation modules 400, the engine 1 can adopt a more cost-effective miniaturized engine, which is conducive to reducing the cost of the whole vehicle.

[0096] For ultra-heavy-duty wide-body mining dump trucks or similar engineering vehicle applications, in order to improve the load-bearing capacity of the series-parallel hybrid power system of this application, Figures 1 to 6 The intermediate shaft 50 of the embodiment and the first output gear 51, the second output gear 52, the third output gear 53, the first input gear 54, and the second input gear 55 of the front auxiliary gearbox disposed thereon can be designed as a three-intermediate shaft structure with symmetrical circumferential distribution.

[0097] The three intermediate shaft structure is as follows: three sets of first output gears 51 of the front auxiliary gearbox are evenly distributed circumferentially on the outside of the first input gear 41 of the front auxiliary gearbox and are all meshed with the first input gear 41 of the front auxiliary gearbox; three sets of second output gears 52 of the front auxiliary gearbox are evenly distributed circumferentially on the outside of the second input gear 61 of the front auxiliary gearbox and are all meshed with the second input gear 61 of the front auxiliary gearbox; and three sets of third output gears 53 of the front auxiliary gearbox are evenly distributed circumferentially on the outside of the third input gear 62 of the front auxiliary gearbox and are all meshed with the third input gear 62 of the front auxiliary gearbox.

[0098] Three sets of first main gearbox input gears 54 are circumferentially distributed on the outside of the first main gearbox output gear 71 and are all meshed with the first main gearbox output gear 71. Three sets of second main gearbox input gears 55 are circumferentially distributed on the outside of the second main gearbox output gear 72 and are all meshed with the second main gearbox output gear 72. This three-intermediate-shaft series-parallel hybrid power system corresponds to the two-intermediate-shaft system. Figures 1 to 6 The embodiments have exactly the same control functions, which will not be described in detail here.

[0099] A second aspect of this application provides a vehicle that includes the series-parallel hybrid power system described in any of the above embodiments. The vehicle may be a heavy-duty tractor, a heavy-duty mining truck, a heavy-duty loader, etc.

[0100] In the description of this application, it should be noted that the terms "upper," "lower," 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 application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0101] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0102] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A series-parallel hybrid power system, characterized in that, include: The power mechanism includes a first input shaft (10), an engine (1) connected to the first input shaft (10) via a clutch (4), a second input shaft (20), a first motor (2) connected to the second input shaft (20), a third input shaft (30), and a second motor (3) connected to the third input shaft (30); The speed reduction mechanism (100) includes a transfer shaft (40) loosely fitted on the first input shaft (10), a first speed reduction gear pair connected between the first input shaft (10) and the second input shaft (20), and a second speed reduction gear pair connected between the third input shaft (30) and the transfer shaft (40); The auxiliary gearbox mechanism (200) includes an auxiliary gearbox main shaft (60) coaxially arranged with the first input shaft (10), a first shifting mechanism (5) connected to the first input shaft (10) for engaging or disengaging the intermediate shaft (40) and the auxiliary gearbox main shaft (60), an intermediate shaft (50) drivingly connected to the intermediate shaft (40), and a first gear shifting mechanism connected between the intermediate shaft (50) and the auxiliary gearbox main shaft (60). The main gearbox mechanism (300) includes a main gearbox output shaft (70) coaxially arranged with the auxiliary gearbox main shaft (60), a third gear shifting mechanism (7) connected to the main gearbox output shaft (70) for engaging or disengaging the auxiliary gearbox main shaft (60), and a second gear shifting mechanism connected between the intermediate shaft (50) and the main gearbox output shaft (70).

2. The series-parallel hybrid power system as described in claim 1, characterized in that: The first reduction gear pair includes a first driving bias gear (21) and a first driven bias gear (22) that mesh with each other. The first driving bias gear (21) is fixedly connected to the second input shaft (20), and the first driven bias gear (22) is fixedly connected to the first input shaft (10). The second reduction gear pair includes a second active bias gear (31) and a second driven bias gear (32) that mesh with each other. The second active bias gear (31) is fixedly connected to the third input shaft (30), and the second driven bias gear (32) is fixedly connected to the intermediate shaft (40).

3. The series-parallel hybrid power system as described in claim 2, characterized in that: Two sets of first driving bias gears (21) are meshed on the first driven bias gear (22). Both sets of first driving bias gears (21) are independently connected to the first motor (2) through the second input shaft (20). Two sets of second driving bias gears (31) are meshed on the second driven bias gear (32). Both sets of second driving bias gears (31) are independently connected to the second motor (3) through the third input shaft (30).

4. A series-parallel hybrid power system as described in claim 1, characterized in that: The central shaft (40) and the intermediate shaft (50) are connected by a front auxiliary gearbox first input gear (41) and a front auxiliary gearbox first output gear (51) that mesh with each other. The front auxiliary gearbox first input gear (41) is fixedly connected to the central shaft (40), and the front auxiliary gearbox first output gear (51) is fixedly connected to the intermediate shaft (50). The first gear shifting mechanism includes a first shifting gear pair and a second shifting gear pair connected between the intermediate shaft (50) and the auxiliary gearbox main shaft (60), and a second shifting mechanism (6) fixed on the auxiliary gearbox main shaft (60) for engaging or disengaging the first shifting gear pair and the second shifting gear pair.

5. A series-parallel hybrid power system as described in claim 4, characterized in that: The first shift gear pair includes a front auxiliary gearbox second input gear (61) and a front auxiliary gearbox second output gear (52) that mesh with each other. The front auxiliary gearbox second input gear (61) is loosely fitted on the auxiliary gearbox main shaft (60), and the front auxiliary gearbox second output gear (52) is fixed on the intermediate shaft (50). The second shift gear pair includes a front auxiliary gearbox third input gear (62) and a front auxiliary gearbox third output gear (53) that mesh with each other. The front auxiliary gearbox third input gear (62) is loosely fitted on the auxiliary gearbox main shaft (60), and the front auxiliary gearbox third output gear (53) is fixed on the intermediate shaft (50). The second shifting mechanism (6) is located between the second input gear (61) and the third input gear (62) of the front auxiliary gearbox. The second shifting mechanism (6) is used to engage or disengage the auxiliary gearbox main shaft (60) with the second input gear (61) or the third input gear (62) of the front auxiliary gearbox.

6. A series-parallel hybrid power system as described in claim 5, characterized in that: The intermediate shaft (50) is provided in two or three sets. The two or three sets of intermediate shafts (50) are respectively located on the outside of the auxiliary gearbox main shaft (60) and are evenly distributed and spaced apart in the circumferential direction. The two or three sets of intermediate shafts (50) are fixedly connected to the first output gear (51) of the front auxiliary gearbox, the second output gear (52) of the front auxiliary gearbox and the third output gear (53) of the front auxiliary gearbox. Two or three sets of the first output gears (51) of the front auxiliary gearbox are circumferentially distributed on the outside of the first input gear (41) of the front auxiliary gearbox and are all meshed with the first input gear (41) of the front auxiliary gearbox. Two or three sets of the second output gears (52) of the front auxiliary gearbox are circumferentially distributed on the outside of the second input gear (61) of the front auxiliary gearbox and are all meshed with the second input gear (61) of the front auxiliary gearbox. Two or three sets of the third output gears (53) of the front auxiliary gearbox are circumferentially distributed on the outside of the third input gear (62) of the front auxiliary gearbox and are all meshed with the third input gear (62) of the front auxiliary gearbox.

7. A series-parallel hybrid power system as described in claim 1, characterized in that: The second gear shifting mechanism includes a first main gearbox output gear (71) and a first main gearbox input gear (54) that mesh with each other. The first main gearbox output gear (71) is loosely fitted on the main gearbox output shaft (70), and the first main gearbox input gear (54) is fixed on the intermediate shaft (50). The third shifting mechanism (7) is used to engage or disengage the auxiliary gearbox main shaft (60) or the first main gearbox output gear (71) from the main gearbox output shaft (70). Alternatively, a fourth shifting mechanism (8) may be provided on the main gearbox output shaft (70), the fourth shifting mechanism (8) being used to engage or disengage the first main gearbox output gear (71) from the main gearbox output shaft (70).

8. A series-parallel hybrid power system as described in claim 1, characterized in that: The second gear shifting mechanism includes a first main gearbox output gear (71) and a first main gearbox input gear (54) meshing with each other, and a second main gearbox output gear (72) and a second main gearbox input gear (55) meshing with each other. The first main gearbox output gear (71) and the second main gearbox output gear (72) are both loosely fitted on the main gearbox output shaft (70), and the first main gearbox input gear (54) and the second main gearbox input gear (55) are both fixed on the intermediate shaft (50). The main gearbox output shaft (70) is also provided with a fourth shifting mechanism (8) located between the first main gearbox output gear (71) and the second main gearbox output gear (72). The fourth shifting mechanism (8) is used to engage or disengage the first main gearbox output gear (71) or the second main gearbox output gear (72) from the main gearbox output shaft (70).

9. A series-parallel hybrid power system as described in claim 8, characterized in that: The first main gearbox input gear (54) and the second main gearbox input gear (55) are provided with two or three sets. The two or three sets of the first main gearbox input gear (54) are evenly distributed around the outside of the first main gearbox output gear (71) and are all meshed with the first main gearbox output gear (71). The two or three sets of the second main gearbox input gear (55) are evenly distributed around the outside of the second main gearbox output gear (72) and are all meshed with the second main gearbox output gear (72).

10. A series-parallel hybrid power system as described in any one of claims 1 to 9, characterized in that: It also includes a series power generation module (400), which includes a series engine (1S), a series generator (2S), a series connecting shaft (10S), a series bias connecting shaft (20S), a series driven bias gear (21S), and a series active bias gear (22S). One end of the series connecting shaft (10S) is connected to the series engine (1S), and the other end of the series connecting shaft (10S) is connected to the series active bias gear (22S). Two or more sets of the series driven bias gears (21S) are meshed on the series active bias gear (22S). Each of the series driven bias gears (21S) is connected to the series generator (2S) through the series bias connecting shaft (20S), and two or more series generators (2S) are electrically connected to the first motor (2) and the second motor (3) respectively.

11. A vehicle, characterized in that, The vehicle includes the series-parallel hybrid power system as described in any one of claims 1 to 10.

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