Hybrid powertrain and vehicle

Abstract

This application relates to a hybrid power system and a vehicle. The hybrid power system includes an engine, a first electric motor, a gear pair assembly, and a clutch assembly. The gear pair assembly forms a first power output path and a second power output path. The clutch assembly includes a first clutch, a second clutch, and a third clutch, all coaxially mounted with the engine. The first and second clutches are integrated with the first electric motor. This simplifies the structure of the hybrid power system, reduces its axial dimensions, allows the engine to select between the first and second power output paths, improves the system's power and fuel economy, and, driven by the first electric motor, reduces engine drag losses and enhances system safety redundancy.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a hybrid power system and vehicle. Background Technology

[0002] In existing hybrid power systems, although the first motor can be decoupled from the engine when the engine is directly driven, the hybrid power system has problems such as low clutch integration and low gear shaft sharing, resulting in complex structure and large space layout requirements. Utility Model Content

[0003] This application provides a hybrid power system and vehicle, aiming to solve the problems in related technologies, such as low clutch integration and low gear-shaft sharing, which are common issues in hybrid power systems, including complex structure and large space requirements, although the first motor can be decoupled from the engine when the engine is driven directly.

[0004] To achieve the above objectives, according to a first aspect of this application, a hybrid power system is provided, comprising:

[0005] engine;

[0006] First motor;

[0007] The gear pair assembly forms a first power output path and a second power output path;

[0008] The clutch assembly includes a first clutch, a second clutch, and a third clutch, all coaxially mounted with the engine. The first clutch and the second clutch are integrated with the first motor.

[0009] The first clutch is used to connect or disconnect the power between the engine and the first motor, the second clutch is used to connect or disconnect the power between the first motor and the first power output path, and the third clutch is used to connect or disconnect the power between the engine and the second power output path.

[0010] Optionally, the gear pair assembly includes:

[0011] The first gear pair is connected to or disconnected from the first motor via the second clutch;

[0012] The second gear pair is connected to the first gear pair for transmission, and the second gear pair is used to output power;

[0013] The first gear pair and the second gear pair form the first power output path.

[0014] Optionally, the first gear pair includes a first driving gear and a first driven gear that mesh with each other, wherein the first driving gear is coaxially arranged and connected to the second clutch;

[0015] The second gear pair includes a main reducing driving gear and a main reducing driven gear that mesh with each other. The main reducing driving gear and the first driven gear are coaxially arranged and connected. The main reducing driven gear is used to output power.

[0016] Optionally, the radius of the first driving gear is smaller than the radius of the first driven gear; and / or,

[0017] The radius of the main reducer drive gear is smaller than the radius of the main reducer driven gear.

[0018] Optionally, the gear pair assembly includes:

[0019] The second gear pair is used to output power;

[0020] The third gear pair is connected to the second gear pair in a transmission manner, and the third gear pair is connected to or disconnected from the engine power through the third clutch.

[0021] The second gear pair and the third gear pair form the second power output path.

[0022] Optionally, the second gear pair includes a meshing main reduction driving gear and a main reduction driven gear, wherein the main reduction driven gear is used to output power;

[0023] The third gear pair includes a second driving gear and a second driven gear that mesh with each other. The second driving gear is connected to or disconnected from the engine power through the third clutch. The second driven gear is coaxially arranged and connected to the main reduction driving gear.

[0024] Optionally, it also includes a second motor, the second motor having a first drive shaft, the first drive shaft being provided with a motor gear, the motor gear meshing with the second driven gear.

[0025] Optionally, it also includes a differential, through which the second gear pair outputs power.

[0026] Optionally, the engine has a crankshaft for power output;

[0027] The hybrid power system also includes an input shaft, which is used to transmit the power of the engine to the first motor via a first clutch and / or to the first power output path via a second clutch and / or to the second power output path via a third clutch;

[0028] The hybrid power system also includes a torsional damper that is drive-connected to the crankshaft and the input shaft.

[0029] According to a second aspect of this application, a vehicle is provided, including the hybrid power system as described above.

[0030] In the technical solution of this application, multiple driving modes can be achieved by controlling the engine, the first motor, the first clutch, the second clutch, and the third clutch. Due to the configuration of the first, second, and third clutches, the first motor can be decoupled from the engine during high-speed direct drive, reducing the first motor's drag loss and further reducing high-speed fuel consumption. Furthermore, when the first motor can be decoupled from the engine, pure electric drive can also be achieved as needed, reducing engine drag loss, further reducing power consumption, and improving safety redundancy for pure electric driving. In addition, the integration of the first and second clutches into the first motor improves the integration of the hybrid system, simplifies its structure, and, combined with the coaxial arrangement of the first and second clutches with the engine, makes the hybrid system structure more compact, reducing its axial dimensions and improving its overall vehicle layout. Furthermore, when the first clutch connects the engine and the first motor, and the second clutch connects the first motor and the first power output path, the engine can also output power through the first power output path. The third clutch enables power connection between the engine and the second power output path, meaning the engine can also output power through the second power output path. This allows the engine to select either the first or second power output path as needed. This design not only increases the degree of gear and shaft sharing, meeting different user needs, but also enhances the safety redundancy, power performance, and fuel economy of the hybrid system.

[0031] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0032] 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 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.

[0033] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0034] Figure 1This is a schematic diagram of the hybrid power system disclosed herein;

[0035] Figure 2 yes Figure 1 The diagram shows the structure of the second clutch engaged.

[0036] Figure 3 yes Figure 1 The diagram shows the structure of the first clutch engaged.

[0037] Figure 4 yes Figure 1 The diagram shows a structure in which both the first and second clutches are engaged.

[0038] Figure 5 yes Figure 1 The diagram shows the structure of the third clutch engaged.

[0039] Figure 6 yes Figure 1 The diagram shows a structure in which both the first and third clutches are engaged.

[0040] Explanation of reference numerals in the attached figures:

[0041] 100. Hybrid power system; 1. Engine; 11. Crankshaft for power output; 2. First motor; 31. First gear pair; 311. First drive gear; 312. First driven gear; 32. Second gear pair; 321. Main reducer drive gear; 322. Main reducer driven gear; 33. Third gear pair; 331. Second drive gear; 332. Second driven gear; 41. First clutch; 42. Second clutch; 43. Third clutch; 5. Second motor; 51. First drive shaft; 6. Motor gear; 7. Differential; 8. Input shaft; 9. Torsional damper. Detailed Implementation

[0042] 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 a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0043] This application provides a hybrid power system; please refer to [link / reference]. Figure 1 , Figure 1 A schematic diagram of the hybrid power system provided in an embodiment of this application.

[0044] The hybrid power system 100 includes an engine 1, a first electric motor 2, a gear pair assembly, and a clutch assembly.

[0045] Engine 1 can serve as one of the main power sources for a vehicle, directly driving the wheels. Furthermore, there are various types of engine 1, primarily based on internal combustion engines, including gasoline engines 1, diesel engines 1, or hydrogen fuel cell engines 1. Specifically, this application does not limit the type of engine 1.

[0046] The first motor 2 can directly provide driving force to the vehicle. In addition, the first motor 2 can be used as a generator.

[0047] The gear pair assembly forms a first power output path and a second power output path.

[0048] It should be noted that the setting of the first and second power output paths allows for flexible power distribution based on vehicle driving conditions and needs. Different power output paths can be designed with different gear ratios to provide appropriate torque output under different operating conditions. The first and second power output paths provide the vehicle with more driving mode options.

[0049] In some embodiments, the second power output path is a high-speed path, and the first power output path is a low-speed path. When the first transmission path is in low speed, it achieves higher output torque through a larger gear ratio, suitable for scenarios requiring strong traction. When the second transmission path is in high speed, it increases output speed through a smaller gear ratio, suitable for high-speed operation scenarios requiring reduced energy consumption. The design of two different power output paths provides the driver with more driving mode options, enabling the hybrid system 100 to be suitable for various operating conditions. Of course, in other embodiments, the gear ratio of the second and first power output paths can be selected as needed, and this application does not limit this.

[0050] The clutch assembly includes a first clutch 41, a second clutch 42, and a third clutch 43, all coaxially mounted with the engine 1. It should be noted that this application does not limit the specific positional arrangement of the first clutch 41, the second clutch 42, and the third clutch 43, as long as they are coaxially mounted with the engine 1.

[0051] The first clutch 41 and the second clutch 42 are integrated with the first motor 2. This makes the axial dimensions of the hybrid power system 100 more compact, reduces the connecting parts and transmission paths between the first clutch 41 and the second clutch 42 and the first motor 2, and lowers the complexity and failure risk of the hybrid power system 100. At the same time, the integrated design also helps to improve the overall rigidity and stability of the hybrid power system 100, and reduces noise and wear caused by loose parts or vibration.

[0052] It should be noted that the axial dimension of the hybrid power system 100 refers to the dimension along the axial direction of the output shaft of the engine 1. Furthermore, the method by which the first clutch 41 and the second clutch 42 are integrated with the first motor 2 can be selected as needed. For example, the first clutch 41 and the second clutch 42 can be welded to the first motor 2, or connected and fixed by a key. Specifically, this application does not limit the method by which the first clutch 41 and the second clutch 42 are integrated with the first motor 2.

[0053] The first clutch 41 is used to connect or disconnect the power between the engine 1 and the first electric motor 2. This allows the engine 1 and the first electric motor 2 to operate independently or collaboratively. In pure electric mode, the first clutch 41 is disconnected, and the first electric motor 2 drives the vehicle alone, achieving zero-emission driving. In hybrid mode, the first clutch 41 is engaged, and the engine 1 and the first electric motor 2 jointly provide power to meet the vehicle's demand for high performance. This precise power distribution method can adjust the power source in real time according to the vehicle's driving conditions, improving the flexibility and adaptability of the hybrid system 100.

[0054] It should be noted that when the first clutch 41 is engaged, it connects the engine 1 and the first motor 2. When the first clutch 41 is disengaged, it disconnects the power between the engine 1 and the first motor 2.

[0055] The second clutch 42 is used to connect or disconnect the power between the first motor 2 and the first power output path, and the third clutch 43 is used to connect or disconnect the power between the engine 1 and the second power output path. Thus, by controlling the second clutch 42 and the third clutch 43 respectively, the power output path can be flexibly selected to achieve power transmission in different gears or different driving modes. For example, at low speeds, the second clutch 42 transmits power from the first motor 2 or engine 1 to the first power output path, providing high torque output; at high speeds or when greater power and efficient drive are required, the third clutch 43 connects the power of engine 1 to the second power output path, allowing engine 1 to participate in driving through the second power output path, achieving efficient direct drive for engine 1.

[0056] It should be noted that when the second clutch 42 is engaged, the first motor 2 and the first power output path are connected. When the second clutch 42 is disengaged, the first motor 2 and the first power output path are disconnected. When the third clutch 43 is engaged, the engine 1 and the second power output path are connected. When the third clutch 43 is disengaged, the engine 1 and the second power output path are disconnected.

[0057] Independent control of one of the first clutches 41, the second clutch 42, and the third clutch 43 enables a smooth transition during power switching. When switching from one power mode to another, precise control of the power output of the second motor 5, the speed regulation of the first motor 2, and the engagement and disengagement speed of one of the first clutches 41, the second clutch 42, and the third clutch 43 avoids power interruption or jerking, improving driving comfort and handling. This layout of the first clutch 41, the second clutch 42, and the third clutch 43 provides the vehicle with multiple driving mode options to meet different user needs.

[0058] In the technical solution of this application, multiple driving modes can be achieved by controlling the engine 1, the first motor 2, the first clutch 41, the second clutch 42, and the third clutch 43. Due to the arrangement of the first clutch 41, the second clutch 42, and the third clutch 43, when the engine 1 is in high-speed direct drive, the first motor 2 can be decoupled from the engine 1, reducing the drag loss of the first motor and further reducing high-speed fuel consumption. Furthermore, when the first motor 2 can be decoupled from the engine 1, pure electric drive can also be achieved as needed, reducing the drag loss of the engine 1, further reducing power consumption, and improving the safety redundancy of pure electric driving. In addition, the first motor 2 integrates the first clutch 41 and the second clutch 42, improving the integration of the hybrid power system 100, simplifying the structure of the hybrid power system, and the coaxial arrangement of the first clutch 41, the second clutch 42, and the engine 1 makes the structure of the hybrid power system 100 more compact, reducing the axial dimension of the hybrid power system 100, which helps to improve the layout of the hybrid power system 100 in the vehicle. Furthermore, when the first clutch 41 establishes the power connection between the engine 1 and the first motor 2, and the second clutch 42 establishes the power connection between the first motor 2 and the first power output path, the engine 1 can also output power through the first power output path. The third clutch 43 establishes the power connection between the engine 1 and the second power output path, meaning the engine 1 can also output power through the second power output path. This allows the engine 1 to select either the first or second power output path for power output as needed. This design not only improves the degree of gear and shaft sharing, meeting different user needs, but also enhances the safety redundancy, power performance, and economy of the hybrid power system 100.

[0059] In some embodiments, the gear pair assembly includes a first gear pair 31 and a second gear pair 32. The first gear pair 31 is connected to or disconnected from the first motor 2 via a second clutch 42. The second gear pair 32 is drive-connected to the first gear pair 31 and is used to output power. Thus, the first gear pair 31 is connected to or disconnected from the first motor 2 via the second clutch 42, a design that provides extremely high controllability of power transmission. During vehicle operation, the engagement and disengagement of the second clutch 42 can be precisely controlled according to actual needs. For example, when the vehicle starts or travels at low speed, engaging the second clutch 42 allows the power of the first motor 2 to be quickly and stably transmitted to the first gear pair 31, and then output through the second gear pair 32 to meet the power requirements for vehicle start-up and low-speed driving. When the first motor 2 is not needed, such as during high-speed driving, disengaging the second clutch 42 engages the third clutch 43, allowing the engine 1 to drive directly at high speed, cutting off the power connection between the first motor 2 and the gear pair assembly, avoiding unnecessary energy loss.

[0060] The first gear pair 31 and the second gear pair 32 form a first power output path. Thus, since the first gear pair 31 and the second gear pair 32 are sequentially connected, a stable first power output path is formed. In some embodiments, the first gear pair 31 includes a meshing first driving gear 311 and a first driven gear 312. The first driving gear 311 is coaxially arranged and connected to the second clutch 42. The second gear pair 32 includes a meshing main-reduction driving gear 321 and a main-reduction driven gear 322. The main-reduction driving gear 321 and the first driven gear 312 are coaxially arranged and connected, and the main-reduction driven gear 322 is used to output power. Thus, the first driving gear 311 is coaxially arranged and connected to the second clutch 42. When the second clutch 42 is engaged, the power generated by the first motor 2 or the power of the engine 1 can be directly and accurately transmitted to the first driving gear 311. The first driven gear 312 is coaxially arranged and connected with the main reduction drive gear 321. Power is smoothly transmitted from the first driven gear 312 to the main reduction drive gear 321, and then output through the main reduction driven gear 322.

[0061] In some embodiments, the radius of the first driving gear 311 is smaller than the radius of the first driven gear 312. Thus, according to the principle of gear transmission, when the radius of the first driven gear 312 is larger than the radius of the first driving gear 311, the torque output by the first driven gear 312 will be greater than the torque input by the first driving gear 311. When the vehicle starts or travels at low speeds, a larger torque is needed to overcome the vehicle's inertia and driving resistance. This design effectively amplifies the relatively small torque output by the first motor 2, providing the vehicle with sufficient starting and climbing capabilities, and meeting the vehicle's power requirements under low-speed conditions.

[0062] In some embodiments, the radius of the main reducer drive gear 321 is smaller than the radius of the main reducer driven gear 322. According to the gear transmission principle, when the radius of the main reducer drive gear 321 is smaller than the radius of the main reducer driven gear 322, the torque output by the main reducer driven gear 322 will be greater than the torque input by the main reducer drive gear 321, and the speed will decrease. During vehicle operation, this deceleration and torque increase effect can adjust the power output of the power source to a state suitable for vehicle operation, meeting the power requirements under different operating conditions.

[0063] In some embodiments, the gear pair assembly includes a second gear pair 32 and a third gear pair 33. The second gear pair 32 is used to output power, and the third gear pair 33 is drive-connected to the second gear pair 32. The third gear pair 33 is connected to or disconnected from the engine 1 via a third clutch 43, wherein the second gear pair 32 and the third gear pair 33 form a second power output path. Thus, the power of the engine 1 is connected to the third gear pair 33 via the third clutch 43, and then transmitted from the third gear pair 33 to the second gear pair 32 for power output. This design clearly defines the transmission path. Simultaneously, the presence of the third clutch 43 provides flexibility in power transmission, allowing the engine 1 to participate in power output according to actual needs, thereby meeting user requirements.

[0064] For example, when the vehicle only needs electric drive, the third clutch 43 is disengaged, the engine 1 does not participate in the work, and the power is transmitted from the first motor 2 to the second gear pair 32 through other paths for output; when the engine 1 needs to participate in the drive, the third clutch 43 is engaged, so that the power of the engine 1 can be transmitted to the second gear pair 32 through the third gear pair 33 for power output.

[0065] In some embodiments, the second gear pair 32 includes a meshing main reducer drive gear 321 and a main reducer driven gear 322, which is used to output power. The third gear pair 33 includes a meshing second drive gear 331 and a second driven gear 332. The second drive gear 331 is connected to or disconnected from the engine 1 via a third clutch 43. The second driven gear 332 is coaxially arranged and connected to the main reducer drive gear 321. Thus, the engine 1 is connected to the second drive gear 331 via the third clutch 43. Power is transmitted from the second drive gear 331 to the second driven gear 332, and then from the coaxially connected second driven gear 332 and main reducer drive gear 321 to the main reducer driven gear 322 to achieve power output. The presence of the third clutch 43 allows for flexible control of the power connection between the engine 1 and the second drive gear 331 and the second driven gear 332. When the vehicle is under different operating conditions, the engagement and disengagement of the third clutch 43 can be controlled to determine whether the engine 1 participates in power output and in what manner.

[0066] In some embodiments, the hybrid system 100 further includes a second motor 5, which has a first drive shaft 51 with a motor gear 6 meshing with a second driven gear 332. The power of the second motor 5 is directly transmitted to the second driven gear 332 via the motor gear 6, allowing it to couple with the power transmitted from the engine 1 in the power system or operate independently. Furthermore, the direct meshing design of the motor gear 6 and the second driven gear 332 means that the transmission path of the second motor 5 shares the second driven gear 332 or a portion of the transmission path with the second power output path, eliminating the need for additional complex transmission devices. This saves on the size of the hybrid system 100, making its structure more compact and cost-effective. In hybrid mode, the power of the engine 1 and the second motor 5 can be quickly integrated at the second driven gear 332 to jointly provide power to the vehicle, improving the response speed and output capability of the hybrid system 100. Because the motor gear 6 meshes with the second driven gear 332, the hybrid system 100 can flexibly distribute the power of the engine 1 and the second motor 5 according to different driving conditions and power demands. During low-speed driving or starting, the second motor 5 can provide power to achieve pure electric drive, reducing the fuel consumption and exhaust emissions of the engine 1. When driving at high speed or when high power output is required, the engine 1 and the second motor 5 can work simultaneously to provide sufficient power support.

[0067] In addition, the addition of the second electric motor 5 provides an extra power source for the hybrid system 100. When the vehicle needs to accelerate or climb hills, the second electric motor 5 can work in conjunction with the engine 1 to output greater torque and power, significantly improving the vehicle's power performance. The rapid response characteristics of the second electric motor 5 can compensate for the insufficient torque output of the engine 1 at low speeds, making the vehicle more agile during start-up and low-speed acceleration, thus enhancing driving pleasure and handling.

[0068] Reference Figures 2 to 5 In some embodiments, the hybrid power system 100 also includes a differential 7, through which the second gear pair 32 outputs power. One of the main functions of the differential 7 is to achieve differential speed between the left and right wheels, ensuring smooth and stable turning of the vehicle and avoiding problems such as increased tire wear and driving instability caused by inconsistent speeds of the inner and outer wheels during turning.

[0069] It should be noted that the differential 7 is a mature power transmission component, and its technology is already very mature. This application will not elaborate on the specific structure of the differential 7.

[0070] In some embodiments, the engine 1 has a crankshaft 11 for power output, and the hybrid system 100 further includes an input shaft 8, which is used to transmit power from the engine 1 to the first motor 2 via a first clutch 41 and / or to a first power output path via a first clutch 41 and a second clutch 42 and / or to a second power output path via a third clutch 43. Thus, the input shaft 8 can transmit power from the engine 1 to the first motor 2 via the first clutch 41, to the first power output path via the first clutch 41 and the second clutch 42, and to the second power output path via the third clutch 43. This design provides multiple power transmission combinations. For example, in pure electric mode, the first clutch 41 is disengaged, the engine 1 does not operate, and at least one of the first motor 2 and the second motor 5 drives the vehicle. In hybrid series mode, the first clutch 41 is engaged, and both the second clutch 42 and the third clutch 43 are disengaged. The engine 1 drives the first motor 2 to generate electricity to power the second motor 5 or charge the power battery. The second motor 5 drives the vehicle. The engine 1 is decoupled from the vehicle's wheel ends, resulting in efficient power generation and ultra-low fuel consumption. In hybrid parallel mode, the first clutch 41 is engaged. Part of the power from the engine 1 can be directly transmitted to the second power output path to drive the vehicle through the third clutch 43 or to the first power output path through the second clutch 42 to drive the vehicle. The other part of the power drives the second motor 5 or the first motor 2 to generate electricity, or the first motor 2 and the second motor 5 can participate in driving according to power demand. This achieves efficient power distribution and flexible utilization, enabling the hybrid system 100 to achieve efficient driving and excellent power performance. The hybrid system 100 also includes a torsional damper 9, which is connected to the crankshaft 11 and the input shaft 8. Thus, the torsional damper 9 can effectively absorb and attenuate the torsional vibration generated by the engine 1. During engine 1 operation, torsional vibrations are generated due to the periodic changes in gas pressure within the cylinders. These vibrations are transmitted to the entire powertrain via the drive shaft, leading to increased vehicle vibration and noise. The presence of the torsional damper 9 reduces these vibrations and noise, improving vehicle comfort and quietness. The torsional damper 9 buffers the impact load between engine 1 and input shaft 8, reduces stress caused by sudden torque changes during power transmission, and reduces the risk of wear and damage to components, thereby improving the reliability and durability of the entire hybrid powertrain 100. For example, during rapid acceleration or deceleration of the vehicle, the torsional damper 9 can absorb and release energy, reducing the impact on various components of the powertrain and extending their service life.

[0071] In some embodiments, the first motor 2 is arranged in a flat shape, and the first clutch 41 and the second clutch 42 are integrated inside the flat first motor 2, which improves the integration design of the hybrid power system 100, reduces the axial dimension of the hybrid power system 100, and makes the structure more compact.

[0072] In some embodiments, when engine 1, first motor 2, and second motor 5 are simultaneously configured, the hybrid power system 100 can achieve pure electric single / dual motor drive, series drive, direct drive two-speed, and parallel drive modes. The dual-motor drive capability improves the vehicle's pure electric power performance and safety redundancy. Engine 1 can achieve direct drive two-speed mode. Direct drive via the second power output path also decouples the first motor 2, reducing drag loss of the first motor 2 during direct drive and further reducing high-speed fuel consumption. Simultaneously, the first motor 2 can be decoupled from engine 1 and achieve pure electric drive via the first path, decoupling engine 1 from the first motor 2, reducing drag loss of engine 1 during pure electric drive and further reducing energy consumption.

[0073] Reference Figures 2 to 6 , Figure 2 yes Figure 1 The diagram shows the structure of the second clutch engaged. Figure 3 yes Figure 1 The diagram shows the structure of the first clutch engaged. Figure 4 yes Figure 1 The diagram shows a structure in which both the first and second clutches are engaged. Figure 5 yes Figure 1 The diagram shows the structure of the third clutch engaged.

[0074] Figure 6 yes Figure 1 The diagram shows a structure where both the first and third clutches are engaged. This patent application enables multiple modes, including pure electric, series, direct drive, and parallel operation, through the control of engine 1, first motor 2, second motor 5, first clutch 41, second clutch 42, and third clutch 43. In pure electric mode, dual-motor drive is achieved, and the first motor 2's drive via a higher speed ratio first power output path significantly improves pure electric performance. In the direct drive parallel mode, engine 1 can achieve dual direct drive modes, reducing high-speed fuel consumption. Simultaneously, the direct drive second power output path decouples the first motor 2 from engine 1, reducing the first motor's drag loss and further lowering high-speed fuel consumption. Furthermore, the first motor 2's rotor integrates the first clutch 41 and the second clutch 42, resulting in high integration and reducing the axial dimension of the hybrid system 100, thus improving its layout within the vehicle.

[0075] The motor gear 6, the second driven gear 332, the main reducer drive gear 321, and the main reducer driven gear 322 are configured to form a third power output path. The hybrid power system 100 of this patent application can achieve at least, but is not limited to, the operating modes shown. The specific control logic and implementation description are as follows:

[0076] First pure electric mode: Refer to Figure 2With the first clutch 41 and the third clutch 43 both disengaged, the second clutch 42 engaged, and the first motor 2 driven, while the engine 1 and the second motor 5 are not operating. The first motor 2 outputs power through the first power output path, achieving a pure electric drive mode. For example, this mode can be a pure electric auxiliary drive mode, enabling pure electric drive redundancy backup.

[0077] Second pure electric mode: Refer to Figure 1 When the first clutch 41, the second clutch 42, and the third clutch 43 are all disengaged, the engine 1 and the first motor 2 are not working, and the second motor 5 drives the engine. The second motor 5 outputs power along the third power output path, thus realizing the second motor 5 drive mode. For example, this mode can be a pure electric main drive mode, which is suitable for main daily driving and work scenarios such as vehicles with high or low SOC and low speed power requirements.

[0078] Third pure electric mode: Refer to Figure 2 When the first clutch 41 and the third clutch 43 are disengaged, and the second clutch 42 is engaged, both the first motor 2 and the second motor 5 are driven. The first motor 2 outputs power along the first power output path, and the second motor 5 outputs power along the third power output path, achieving high-torque pure electric dual-motor drive. For example, this mode is suitable for scenarios with high vehicle SOC, rapid acceleration from a standstill, and high power demands such as hill climbing.

[0079] Series mode: Reference Figure 3 The first clutch 41 engages, while the third clutch 43 and the second clutch 42 disengage. The engine 1 drives the first motor 2 to generate electricity, which either powers the second motor 5 or replenishes the vehicle's battery. The second motor 5 then outputs power through the third power output path. This mode is suitable for scenarios where the vehicle's state of charge (SOC) is low or where high-speed power demand is high.

[0080] First direct drive mode: Refer to Figure 4 When the first clutch 41 and the second clutch 42 are engaged, and the third clutch 43 is disengaged, the first motor 2 and the second motor 5 are not working, and the engine 1 outputs power through the first power output path in first gear direct drive. For example, this mode is suitable for scenarios with higher power requirements at low to medium speeds, such as climbing hills or rapid acceleration.

[0081] Second direct drive mode: Refer to Figure 5 When the first clutch 41 and the second clutch 42 are disengaged, and the third clutch 43 is engaged, both the first motor 2 and the second motor 5 are not working. Engine 1 then outputs power via the second power output path in second-gear direct drive. This mode is suitable for scenarios where the vehicle travels at high speeds and has low power requirements.

[0082] First parallel mode: Refer to Figure 4When the first clutch 41 and the second clutch 42 are engaged, the third clutch 43 is disengaged, the second motor 5 is not working, and the engine 1 and the first motor 2 are working.

[0083] Second parallel mode: Refer to Figure 4 When the first clutch 41 and the second clutch 42 are engaged, the third clutch 43 is disengaged, the first motor 2 is not working, and the engine 1 and the second motor 5 are working.

[0084] Third parallel mode: Refer to Figure 6 When the first clutch 41 and the third clutch 43 are engaged, the second clutch 42 is disengaged, the first motor 2 is not working, and the engine 1 and the second motor 5 are working.

[0085] Fourth parallel mode: Refer to Figure 6 When the first clutch 41 and the third clutch 43 are engaged, the second clutch 42 is disengaged, the second motor 5 is not working, and the engine 1 and the first motor 2 are working.

[0086] Fifth parallel mode: Refer to Figure 4 The first clutch 41 and the second clutch 42 are engaged, the third clutch 43 is disengaged, and the second motor 5, the engine 1 and the first motor 2 are all working.

[0087] Sixth parallel mode: Refer to Figure 6 When the first clutch 41 and the third clutch 43 are engaged, the second clutch 42 is disengaged, and the second motor 5, the engine 1 and the first motor 2 are all working.

[0088] It should be noted that the above parallel modes one to six are based on the direct drive first gear and direct drive second gear of engine 1. According to the vehicle power battery SOC and vehicle power demand, the first motor 2 participates in driving or generating electricity through the first power output path or the second power output path, or the second motor 5 participates in driving or generating electricity through the third power output path, so as to realize multi-power source driving, improve power performance, system efficiency, and system safety redundancy.

[0089] On-site power generation: Reference Figure 3 The first clutch 41 is engaged, the second clutch 42 and the third clutch 43 are both disengaged, the second motor 5 is not working, and the engine 1 drives the first motor 2 to generate electricity to quickly replenish the vehicle's power battery.

[0090] Secondly, this application also provides a vehicle including the hybrid power system 100 as described above. The structure of the hybrid power system 100 is as described above. Since this vehicle adopts all the technical solutions of all the above embodiments, it has at least the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0091] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this application does not make any specific restrictions.

[0092] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0093] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0094] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0095] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A hybrid power system, characterized in that, include: engine; First motor; The gear pair assembly forms a first power output path and a second power output path; The clutch assembly includes a first clutch, a second clutch, and a third clutch, all coaxially mounted with the engine. The first clutch and the second clutch are integrated with the first motor. The first clutch is used to connect or disconnect the power between the engine and the first motor, the second clutch is used to connect or disconnect the power between the first motor and the first power output path, and the third clutch is used to connect or disconnect the power between the engine and the second power output path.

2. The hybrid power system according to claim 1, characterized in that, The gear pair assembly includes: The first gear pair is connected to or disconnected from the first motor via the second clutch; The second gear pair is connected to the first gear pair for transmission, and the second gear pair is used to output power; The first gear pair and the second gear pair form the first power output path.

3. The hybrid power system according to claim 2, characterized in that, The first gear pair includes a first driving gear and a first driven gear that mesh with each other, and the first driving gear is coaxially arranged and connected to the second clutch; The second gear pair includes a main reducing driving gear and a main reducing driven gear that mesh with each other. The main reducing driving gear and the first driven gear are coaxially arranged and connected. The main reducing driven gear is used to output power.

4. The hybrid power system according to claim 3, characterized in that, The radius of the first driving gear is smaller than the radius of the first driven gear; and / or, The radius of the main reducer drive gear is smaller than the radius of the main reducer driven gear.

5. The hybrid power system according to claim 1, characterized in that, The gear pair assembly includes: The second gear pair is used to output power; The third gear pair is connected to the second gear pair in a transmission manner, and the third gear pair is connected to or disconnected from the engine power through the third clutch; The second gear pair and the third gear pair form the second power output path.

6. The hybrid power system according to claim 5, characterized in that, The second gear pair includes a meshing main reduction driving gear and a main reduction driven gear, wherein the main reduction driven gear is used to output power; The third gear pair includes a second driving gear and a second driven gear that mesh with each other. The second driving gear is connected to or disconnected from the engine power through the third clutch. The second driven gear is coaxially arranged and connected to the main reduction driving gear.

7. The hybrid power system according to claim 6, characterized in that, It also includes a second motor, which has a first drive shaft and a motor gear on the first drive shaft, the motor gear meshing with the second driven gear.

8. The hybrid power system according to any one of claims 2 to 7, characterized in that, It also includes a differential, through which the second gear pair outputs power.

9. The hybrid power system according to any one of claims 1 to 7, characterized in that, The engine has a crankshaft for power output; The hybrid power system also includes an input shaft, which is used to transmit the power of the engine to the first motor via a first clutch and / or to the first power output path via a second clutch and / or to the second power output path via a third clutch; The hybrid power system also includes a torsional damper that is drive-connected to the crankshaft and the input shaft.

10. A vehicle, characterized in that, Including the hybrid power system as described in any one of claims 1 to 9.

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