Hybrid power system and vehicle

Abstract

The application discloses a hybrid power system and a vehicle, and relates to the technical field of vehicles. The hybrid power system comprises a motor, an engine, an inner rotor output shaft, a primary driving gear, an intermediate shaft, a primary driven gear and a secondary driving gear. The motor comprises a stator, the inner rotor and an outer rotor. The engine comprises an engine shaft connected to the outer rotor. The inner rotor output shaft is fixedly connected to the inner rotor. The primary driving gear is fixedly connected to the inner rotor output shaft. The intermediate shaft is connected to the primary driven gear and the secondary driving gear. The primary driven gear is engaged with the primary driving gear. A first switching device is installed on the intermediate shaft and the other one. Under the action of the first switching device, the intermediate shaft and the other one are power-coupled or power-separated. When the vehicle is sliding or braking, the first switching device can separate the power of the intermediate shaft and the other one, so that the wheels do not need to drive the inner rotor output shaft, the motor and other components to idle, and the drag loss of the hybrid power system is reduced.

Description

Technical Field

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

[0002] Compared to traditional gasoline-powered and pure electric-powered vehicles, hybrid systems combine the range advantages of gasoline vehicles with the power performance and fuel economy of electric vehicles by coordinating the operation of the engine and motor.

[0003] Current hybrid power systems often employ a dual-motor architecture, such as the P1 and P3 architectures. A dual-motor architecture can output driving force through a single motor in scenarios with low torque demand, and through both motors working together in scenarios with high torque demand. Compared to a single-motor architecture, the dual-motor architecture provides increased driving force; however, it is larger, more complex, and more expensive to manufacture.

[0004] Compared to dual-motor architectures, dual-rotor motor architectures can meet the demands of new energy vehicles for more efficient and compact drive systems. However, in related technologies, hybrid systems based on dual-rotor motor architectures experience higher drag losses during braking or coasting. Utility Model Content

[0005] Based on this, this application provides a hybrid power system and vehicle to solve the problem of high drag loss in hybrid power systems in related technologies.

[0006] In a first aspect, embodiments of this application provide a hybrid power system, including:

[0007] An electric motor consists of a stator, an inner rotor, and an outer rotor;

[0008] An engine, including an engine shaft connected to the outer rotor;

[0009] The inner rotor output shaft is fixedly connected to the inner rotor;

[0010] A primary drive gear is fixedly connected to the output shaft of the inner rotor;

[0011] intermediate shaft;

[0012] A primary driven gear and a secondary driving gear, one of which is fixedly connected to the intermediate shaft, and the other is loosely fitted onto the intermediate shaft; the primary driven gear meshes with the primary driving gear;

[0013] A first switching device is installed on the intermediate shaft and the other shaft. Under the action of the first switching device, the intermediate shaft and the other shaft are either dynamically coupled or dynamically separated.

[0014] In some embodiments, the hybrid power system further includes:

[0015] A direct-drive gear is loosely fitted onto the engine shaft and meshes with the secondary drive gear.

[0016] The second switching device is installed on the engine shaft and the direct drive gear. Under the action of the second switching device, the direct drive gear is either dynamically coupled or dynamically separated from the engine shaft.

[0017] In some embodiments, the number of teeth of the direct drive gear is greater than the number of teeth of the secondary drive gear.

[0018] In some embodiments, the hybrid power system further includes:

[0019] The secondary driven gear meshes with the secondary driving gear.

[0020] In some embodiments, the number of teeth of the secondary driven gear is greater than the number of teeth of the secondary driving gear.

[0021] In some embodiments, the hybrid power system further includes:

[0022] The differential is connected to the secondary driven gear transmission.

[0023] In some embodiments, the number of teeth of the first-stage driven gear is greater than the number of teeth of the first-stage driving gear.

[0024] In some embodiments, the inner rotor output shaft is a hollow shaft, and the inner rotor output shaft is sleeved outside the engine shaft.

[0025] In some embodiments, the first switching device is a clutch.

[0026] Secondly, embodiments of this application provide a vehicle including the hybrid power system described in the first aspect.

[0027] This application has at least the following beneficial effects:

[0028] The hybrid system employs a dual-rotor motor. Compared to the radially or axially parallel arrangement of dual motors in related technologies, the dual-rotor motor, through a coaxial nested design, eliminates the need for separate installation space for two independent motors. This results in a smaller overall size and higher integration, reducing the overall volume of the hybrid system and making it suitable for confined installation environments such as the vehicle's power compartment and chassis. It also allows for more space to be allocated for critical components like the battery pack and suspension. The dual-rotor motor connects the inner rotor to the primary drive gear via the inner rotor output shaft. This allows the inner rotor to output power to the wheels via a transmission path: inner rotor output shaft – primary drive gear – primary driven gear – intermediate shaft – secondary drive gear, driving the wheels to rotate. Simultaneously, the outer rotor connects to the engine's shaft, enabling the engine to drive the outer rotor. The magnetic field of the outer rotor cuts the stator windings, generating electricity and thus powering the engine to generate electricity. Therefore, the hybrid system combines multiple functions, including driving the wheels and generating electricity, making it suitable for diverse vehicle usage scenarios. In addition, the hybrid system can flexibly couple the intermediate shaft to the other or disconnect the intermediate shaft from the other according to the working conditions through the setting of the first switching device. For example, when the vehicle is coasting or braking, the first switching device disconnects the intermediate shaft from the other, so that the wheels do not need to drive the inner rotor output shaft, motor and other components to spin idly, thus reducing the drag loss of the hybrid system. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of the hybrid power system in some embodiments of this application.

[0031] Figure 2 This is a schematic diagram of the hybrid power system in some other embodiments of this application.

[0032] Explanation of reference numerals in the attached figures:

[0033] 100-Hybrid power system, 110-Motor, 111-Stator, 112-Inner rotor, 113-Outer rotor, 120-Engine, 121-Engine shaft, 125-Inner rotor output shaft, 130-First stage drive gear, 140-Intermediate shaft, 150-First stage driven gear, 160-Second stage drive gear, 170-First switching device, 180-Direct drive gear, 185-Second switching device, 190-Second stage driven gear, 195-Differential, 200-Wheel, 300-Half shaft. Detailed Implementation

[0034] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The described embodiments are some, but not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0035] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an indirect connection through an intermediate medium, or the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0036] In the description of this application, it should be understood that the terms "upper", "lower", "front", "back", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on 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.

[0037] The terms “first,” “second,” and “third” (if any) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0038] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or display that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or display.

[0039] Current hybrid power systems often employ a dual-motor architecture, such as the P1 and P3 architectures. A dual-motor architecture can output driving force through a single motor in scenarios with low torque demand, and through both motors working together in scenarios with high torque demand. Compared to a single-motor architecture, the dual-motor architecture provides increased driving force; however, it is larger, more complex, and more expensive to manufacture.

[0040] Compared to dual-motor architectures, dual-rotor motor architectures can meet the demands of new energy vehicles for efficient and compact drive systems. However, in related technologies, when the vehicle brakes or coasts, the dual-rotor motor architecture will drag the motor's rotor to rotate, resulting in higher drag losses in the hybrid system.

[0041] In view of this, the inventors designed a hybrid power system and vehicle. The hybrid power system, through the setting of the first switching device, can flexibly couple the intermediate shaft with the other (first-stage driven gear or second-stage driving gear) or separate the intermediate shaft from the other according to the working conditions. For example, when the vehicle is coasting or braking, the first switching device separates the intermediate shaft from the other, so that the wheels do not need to drive the inner rotor output shaft, motor and other components to spin idly, thereby reducing the drag loss of the hybrid power system.

[0042] The hybrid power system and vehicle provided in the embodiments of this application are described in detail below with reference to the accompanying drawings.

[0043] like Figure 1 and Figure 2 As shown, the hybrid power system 100 includes: a motor 110, an engine 120, an inner rotor output shaft 125, a first-stage drive gear 130, an intermediate shaft 140, a first-stage driven gear 150, a second-stage drive gear 160, and a first switching device 170. The motor 110 includes a stator 111, an inner rotor 112, and an outer rotor 113. The engine 120 includes an engine shaft 121 connected to the outer rotor 113. The inner rotor output shaft 125 is fixedly connected to the inner rotor 112. The first-stage drive gear 130 is fixedly connected to the inner rotor output shaft 125. One of the first-stage driven gear 150 and the second-stage drive gear 160 is fixedly connected to the intermediate shaft 140, while the other is loosely fitted onto the intermediate shaft 140. The first-stage driven gear 150 meshes with the first-stage drive gear 130. The first switching device 170 is installed on the intermediate shaft 140 and the other gear; under the action of the first switching device 170, the intermediate shaft 140 is either power-coupled or power-disconnected from the other gear.

[0044] The motor 110 of the electric drive system is a dual-rotor motor, which includes a stator 111 and two rotors, namely an inner rotor 112 and an outer rotor 113. The inner rotor 112 is located inside the stator 111, and the outer rotor 113 is sleeved outside the stator 111. The stator 111 has inner and outer coils. When the stator 111 is energized, it generates a rotating magnetic field, which drives the inner rotor 112 and the outer rotor 113 to rotate. The structure of dual-rotor motors varies and is known to those skilled in the art, and will not be described in detail or limited here.

[0045] The inner rotor output shaft 125 is fixedly connected to the inner rotor 112 and rotates together with the inner rotor 112. The first-stage drive gear 130 is fixedly connected to the inner rotor output shaft 125 and rotates together with the inner rotor output shaft 125.

[0046] The first-stage driven gear 150 and the second-stage driving gear 160 can be configured such that the first-stage driven gear 150 is fixedly connected to the intermediate shaft 140 and the second-stage driving gear 160 is loosely fitted on the intermediate shaft 140; or the first-stage driven gear 150 is loosely fitted on the intermediate shaft 140 and the second-stage driving gear 160 is fixedly connected to the intermediate shaft 140. No limitation is made in this application.

[0047] like Figure 2 As shown, if the primary driven gear 150 is fixedly connected to the intermediate shaft 140, and the secondary driving gear 160 is loosely fitted onto the intermediate shaft 140, then: the first switching device 170 is installed on the intermediate shaft 140 and the secondary driving gear 160; under the action of the first switching device 170, the intermediate shaft 140 and the secondary driving gear 160 are either dynamically coupled or dynamically separated. Dynamic coupling here means that the intermediate shaft 140 and the secondary driving gear 160 are linked, and the rotation of the intermediate shaft 140 can drive the rotation of the secondary driving gear 160. Dynamic separation here means that the intermediate shaft 140 and the secondary driving gear 160 are not linked, and the rotation of the intermediate shaft 140 will not drive the rotation of the secondary driving gear 160.

[0048] like Figure 1 As shown, if the primary driven gear 150 is loosely fitted onto the intermediate shaft 140, and the secondary driving gear 160 is fixedly connected to the intermediate shaft 140, then: the first switching device 170 is installed on the intermediate shaft 140 and the primary driven gear 150; under the action of the first switching device 170, the intermediate shaft 140 and the primary driven gear 150 are either dynamically coupled or dynamically separated. Dynamic coupling here means that the intermediate shaft 140 and the primary driven gear 150 are linked, and the rotation of the intermediate shaft 140 can drive the primary driven gear 150 to rotate. Dynamic separation here means that the intermediate shaft 140 and the primary driven gear 150 are not linked, and the rotation of the intermediate shaft 140 will not drive the primary driven gear 150 to rotate.

[0049] It should be noted that the motor 110 used in this application has two modes: motor mode and generator mode. In motor mode, after the stator 111 winding is connected to an external power source, the magnetic field drives the inner rotor 112 and / or the outer rotor 113 to rotate, converting electrical energy into mechanical energy and outputting power. In generator mode, the external power drives the outer rotor 113 to rotate, and the magnetic field of the outer rotor 113 cuts the stator 111 winding, inducing electrical energy in the stator 111, converting mechanical energy into electrical energy, and outputting electrical energy.

[0050] The hybrid power system 100 has the following operating modes:

[0051] Power generation mode: When the engine 120 is working, the engine shaft 121 rotates, which drives the outer rotor 113 to rotate. The magnetic field of the outer rotor 113 cuts the winding of the stator 111, causing the stator 111 to induce electrical energy, converting mechanical energy into electrical energy, and outputting electrical energy to the outside. The electrical energy can be stored in the vehicle's battery.

[0052] No-power mode: Under the action of the first switching device 170, the intermediate shaft 140 is disconnected from the other (driven gear 150 or secondary driven gear 160), and the wheel 200 spins freely, which can achieve low drag loss.

[0053] Internal rotor drive mode: Under the action of the first switching device 170, the intermediate shaft 140 is poweredly coupled to another (driven gear 150 or secondary driven gear 160). The rotation of the internal rotor 112 drives the internal rotor output shaft 125 to rotate. The internal rotor output shaft 125 drives the first-stage drive gear 130 to rotate. The first-stage drive gear 130 drives the first-stage driven gear 150 to rotate. The first-stage driven gear 150 drives the intermediate shaft 140 to rotate. The intermediate shaft 140 drives the secondary drive gear 160 to rotate. The secondary drive gear 160 outputs power outward, driving the wheel 200 to rotate.

[0054] The hybrid system 100 adopts a dual rotor motor 110. Compared with the structure of dual motors arranged radially or axially in related technologies, the dual rotor motor 110 adopts a coaxial nesting design, which eliminates the need to reserve separate installation space for two independent motors. It has the advantages of smaller size and higher integration, which can reduce the overall volume of the hybrid system 100, adapt to the narrow installation environment of vehicle power compartment, chassis and other small installation environments, and reserve more space for key components such as battery pack and suspension. The dual-rotor motor 110 connects the inner rotor 112 to the first-stage drive gear 130 via the inner rotor output shaft 125. This allows the inner rotor 112 to output power to the wheel 200 via the transmission path of inner rotor output shaft 125 - first-stage drive gear 130 - first-stage driven gear 150 - intermediate shaft 140 - second-stage drive gear 160, driving the wheel 200 to rotate. Simultaneously, the outer rotor 113 connects to the engine shaft 121 of the engine 120, enabling the engine 120 to drive the outer rotor 113 to rotate. The magnetic field of the outer rotor 113 cuts the windings of the stator 111 to generate electricity, thus realizing the function of the engine 120 driving and generating electricity. Therefore, the hybrid power system 100 has multiple functions of driving the wheel 200 and generating electricity, making it suitable for diverse vehicle usage scenarios. Furthermore, the hybrid power system 100, through the setting of the first switching device 170, can flexibly couple the intermediate shaft 140 with the other according to the working conditions, or separate the intermediate shaft 140 from the other. For example, when the vehicle is coasting or braking, the first switching device 170 separates the intermediate shaft 140 from the other, so that the wheel 200 does not need to drive the inner rotor output shaft 125, motor 110 and other components to spin idly, thereby reducing the drag loss of the hybrid power system 100.

[0055] In some embodiments, the hybrid power system 100 further includes a direct drive gear 180 and a second switching device 185. The direct drive gear 180 is loosely fitted onto the engine shaft 121 and meshes with the secondary drive gear 160. The second switching device 185 is mounted on the engine shaft 121 and the direct drive gear 180, and under the action of the second switching device 185, the direct drive gear 180 is either dynamically coupled to or disengaged from the engine shaft 121.

[0056] Under the action of the second switching device 185, the direct drive gear 180 is dynamically coupled to the engine shaft 121. Here, dynamic coupling means that the direct drive gear 180 is linked to the engine shaft 121, and the rotation of the engine shaft 121 will synchronously drive the direct drive gear 180 to rotate.

[0057] Under the action of the second switching device 185, the direct drive gear 180 is disconnected from the engine shaft 121. This disconnection means that the direct drive gear 180 and the engine shaft 121 are not linked, and the rotation of the engine shaft 121 will not drive the direct drive gear 180 to rotate.

[0058] After the direct drive gear 180 and the second switching device 185 are installed, the hybrid power system 100 has the following operating modes:

[0059] Power generation mode: When the engine 120 is working, the engine shaft 121 of the engine 120 rotates, which drives the outer rotor 113 to rotate. The magnetic field of the outer rotor 113 cuts the winding of the stator 111, causing the stator 111 to induce electrical energy, converting mechanical energy into electrical energy, outputting electrical energy to the outside, and storing the electrical energy in the vehicle's battery.

[0060] Engine Independent Drive Mode: The second switching device 185 power couples the direct drive gear 180 with the engine shaft 121. When the engine 120 operates, the rotation of the engine shaft 121 drives the outer rotor 113 and the rotating direct drive gear 180 to rotate together. The magnetic field of the outer rotor 113 cuts the windings of the stator 111, inducing electrical energy in the stator 111, converting mechanical energy into electrical energy, outputting electrical energy, and storing it in the vehicle's battery. Simultaneously, the direct drive gear 180 drives the secondary drive gear 160 to rotate, outputting power to rotate the wheels 200. Therefore, in engine independent drive mode, the engine simultaneously performs the functions of power generation and driving. It should be noted that if the first switching device 170 is installed on the intermediate shaft 140 and the driven gear 150, in generator independent drive mode, the intermediate shaft 140 and the driven gear 150 can be power-disconnected. It should be noted that if the first switching device 170 is installed on the intermediate shaft 140 and the secondary drive gear 160, the intermediate shaft 140 and the secondary drive gear 160 are power-coupled in the engine independent drive mode.

[0061] In the independent drive mode of the inner rotor: the first switching device 170 couples the intermediate shaft 140 with another power source, and the second switching device 185 separates the direct drive gear 180 from the engine shaft 121. The rotation of the inner rotor 112 drives the inner rotor output shaft 125 to rotate. The inner rotor output shaft 125 drives the first-stage drive gear 130 to rotate. The first-stage drive gear 130 drives the first-stage driven gear 150 to rotate. The first-stage driven gear 150 drives the intermediate shaft 140 to rotate. The intermediate shaft 140 drives the second-stage drive gear 160 to rotate. The second-stage drive gear 160 outputs power outward, driving the wheel 200 to rotate.

[0062] In the internal rotor and engine coordinated drive mode: the first switching device 170 couples the intermediate shaft 140 with another power source, and the second switching device 185 couples the direct drive gear 180 with the engine shaft 121; the rotation of the internal rotor 112 drives the internal rotor output shaft 125 to rotate, the internal rotor output shaft 125 drives the first-stage drive gear 130 to rotate, the first-stage drive gear 130 drives the first-stage driven gear 150 to rotate, the first-stage driven gear 150 drives the intermediate shaft 140 to rotate, the intermediate shaft 140 drives the second-stage drive gear 160 to rotate, and the second-stage drive gear... 160 outputs power to drive the wheel 200 to rotate; at the same time, the engine 120 works, the engine shaft 121 of the engine 120 rotates to drive the outer rotor 113 and the rotating direct drive gear 180 to rotate together. The magnetic field of the outer rotor 113 cuts the winding of the stator 111, causing the stator 111 to induce electrical energy, converting mechanical energy into electrical energy, outputting electrical energy to the outside, and storing the electrical energy in the vehicle's battery; at the same time, the direct drive gear 180 drives the secondary drive gear 160 to rotate, the secondary drive gear 160 outputs power to drive the wheel 200 to rotate.

[0063] No-power mode: The first switching device 170 separates the intermediate shaft 140 from the other power source, and the second switching device 185 separates the direct drive gear 180 from the engine shaft 121 power source, allowing the wheels 200 to idle and achieve low drag loss.

[0064] With the direct-drive gear 180 and the second switching device 185 installed, the engine 120 can not only drive the outer rotor 113 to generate electricity but also participate in driving the wheels 200. On the one hand, the engine 120 can directly drive the wheels 200 through the transmission path of engine shaft 121-second switching device 185-direct-drive gear 180-secondary drive gear 160, without the need for an additional independent engine 120 direct-drive transmission shaft or reduction mechanism. This avoids the problems of increased volume and transmission loss caused by the need to stack transmission components when the dual motors are arranged in parallel in related technologies. On the other hand, the participation of the engine 120 in driving can form a flexible power combination with the inner rotor 112, enabling high-speed cruising and other low-speed driving. Under load and high-speed conditions, when the engine 120 directly drives the wheels 200 in engine-independent drive mode, the motor 110 can switch to generator mode (the outer rotor 113 generates electricity as the engine shaft 121 rotates) or the inner rotor 112 stops to reduce energy consumption. This achieves the energy-saving effect of efficient direct drive of the engine 120 plus on-demand power generation, avoiding inefficient losses due to high-speed operation of the motor 110. Under high-load conditions such as climbing steep slopes, starting with heavy loads, and overtaking at high speeds, the engine 120 and the inner rotor 112 work together to output power to the secondary drive gear 160, which can increase the total output torque of the system, enhance the vehicle's power response, and solve the problem of insufficient power under high loads when driven by a single motor or a single engine in related technologies.

[0065] In some embodiments, the number of teeth of the direct drive gear 180 is greater than the number of teeth of the secondary drive gear 160.

[0066] Engine 120 drives wheel 200 through a transmission system consisting of engine shaft 121, second switching device 185, direct drive gear 180, and secondary drive gear 160. At this time, direct drive gear 180 is the power input end and secondary drive gear 160 is the power output end. Since the number of teeth of direct drive gear 180 is greater than that of secondary drive gear 160, according to the gear transmission principle, when the two mesh, speed is increased and torque is reduced. The low-speed, high-torque output of engine 120 is converted into the high-speed, low-torque required for high-speed driving of wheel 200. For example, during high-speed cruising, engine 120 does not need to maintain a high speed to meet the speed requirements of wheel 200, so that engine 120 can operate stably in the low-speed, high-fuel-efficiency economic operating range, reducing fuel consumption and noise under high-speed conditions.

[0067] In some embodiments, the hybrid power system 100 further includes a secondary driven gear 190, which meshes with a secondary driving gear 160.

[0068] By designing the secondary driven gear 190 to mesh with the secondary driving gear 160, on the one hand, the secondary driven gear 190 can serve as a connecting carrier for downstream power receiving components (such as the differential 195), enabling the power of the secondary driving gear 160 to be stably transmitted to the wheel 200, avoiding structural compatibility issues caused by the secondary driving gear 160 being directly connected to the wheel 200 or the differential 195; on the other hand, by designing the gear ratio between the secondary driven gear 190 and the secondary driving gear 160, the speed and torque can be further adjusted on the basis of speed increase and torque reduction. For example, when the number of teeth of the secondary driven gear 190 is greater than the number of teeth of the secondary driving gear 160, the high speed of the secondary driving gear 160 can be moderately reduced and the torque supplemented, so that the power finally transmitted to the wheel 200 is more in line with the needs of different vehicle speeds, such as balancing speed and torque when driving at medium speed.

[0069] In some embodiments, the number of teeth of the secondary driven gear 190 is greater than the number of teeth of the secondary driving gear 160.

[0070] Based on the principle of gear transmission, the meshing of the two can perform secondary adjustment of the power after acceleration and torque reduction, reduce the high speed of the secondary drive gear 160, and supplement the torque at the same time, forming a stepped power optimization of first accelerating and then moderately decelerating and increasing torque. This can avoid the increase in energy consumption caused by excessive speed when the engine 120 is directly driven, and can also solve the problem of insufficient torque after acceleration and torque reduction to a certain extent. This makes the speed and torque finally transmitted to the wheel 200 match the high-speed driving scenario, taking into account both vehicle speed requirements and power reserves.

[0071] In some embodiments, the hybrid power system 100 further includes a differential 195, which is connected to a secondary driven gear 190.

[0072] Specifically, the secondary driven gear 190 is fixedly connected to the housing of the differential 190, and the rotation of the secondary driven gear 190 drives the differential 190 to rotate together. The differential 195 can compensate for the speed difference between the left and right wheels 200 when the vehicle is turning: when the vehicle is turning, the travel radius of the inner wheel 200 is smaller than that of the outer wheel 200. The differential 195 can automatically adjust the power distribution between the left and right wheels 200 through its internal gear structure, so that the two wheels 200 rotate smoothly at different speeds. The structure of the differential 195 is known to those skilled in the art and will not be described or limited here.

[0073] In some embodiments, the number of teeth of the first-stage driven gear 150 is greater than the number of teeth of the first-stage driving gear 130.

[0074] When in the inner rotor drive mode or the inner rotor and engine co-drive mode, the power of the inner rotor 112 is transmitted through the inner rotor output shaft 125 - first-stage drive gear 130 - first-stage driven gear 150 - intermediate shaft 140. The number of teeth of the first-stage driven gear 150 is greater than the number of teeth of the first-stage drive gear 130, which can reduce the speed and increase the torque of the inner rotor 112. The high speed and low torque output of the inner rotor 112 is converted into low speed and high torque that is more suitable for low-speed heavy load scenarios, such as climbing steep slopes and starting under heavy load. This can amplify the driving force of the inner rotor 112 and prevent the inner rotor 112 from losing power due to excessive load.

[0075] In some embodiments, the inner rotor output shaft 125 is a hollow shaft, and the inner rotor output shaft 125 is sleeved outside the engine shaft 121.

[0076] Setting the inner rotor output shaft 125 as a hollow shaft and fitting it around the engine shaft 121 reduces the radial space occupied by the electric drive system, making it suitable for narrow installation environments such as vehicle chassis and power compartment, and allowing more space for components such as battery pack and suspension system.

[0077] In some embodiments, a bearing is provided between the inner rotor output shaft 125 and the engine shaft 121.

[0078] The switching device can be a clutch, synchronizer, etc., and is not limited in this application. The clutch can be a claw clutch, friction clutch, etc. The structure and installation method of the clutch, synchronizer, etc. are known to those skilled in the art and will not be described in detail here.

[0079] Based on the same inventive concept, this application also provides a vehicle including the above-described hybrid power system 100.

[0080] Since the vehicle includes the aforementioned hybrid power system 100, it naturally possesses all the beneficial effects of the hybrid power system 100, which will not be elaborated upon here.

[0081] In some embodiments, the vehicle includes a wheel 200 and a half-shaft 300, one side of the half-shaft 300 being connected to the wheel 200 and the other end being connected to a differential 195.

[0082] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A hybrid system characterized by comprising: include: The motor (110) includes a stator (111), an inner rotor (112), and an outer rotor (113); An engine (120) includes an engine shaft (121) connected to the outer rotor (113); The inner rotor output shaft (125) is fixedly connected to the inner rotor (112); A primary drive gear (130) is fixedly connected to the inner rotor output shaft (125); Intermediate shaft (140); A primary driven gear (150) and a secondary driving gear (160), one of which is fixedly connected to the intermediate shaft (140), and the other is loosely fitted on the intermediate shaft (140); the primary driven gear (150) meshes with the primary driving gear (130); A first switching device (170) is installed on the intermediate shaft (140) and the other. Under the action of the first switching device (170), the intermediate shaft (140) is either dynamically coupled or dynamically separated from the other.

2. The hybrid power system according to claim 1, characterized in that, The hybrid power system (100) also includes: A direct drive gear (180) is loosely fitted onto the engine shaft (121) and meshes with the secondary drive gear (160); The second switching device (185) is installed on the engine shaft (121) and the direct drive gear (180). Under the action of the second switching device (185), the direct drive gear (180) is either dynamically coupled or dynamically separated from the engine shaft (121).

3. The hybrid system according to claim 2, characterized by The number of teeth of the direct drive gear (180) is greater than the number of teeth of the secondary drive gear (160).

4. The hybrid power system according to any one of claims 1-3, characterized in that, The hybrid power system (100) also includes: The secondary driven gear (190) meshes with the secondary driving gear (160).

5. The hybrid power system according to claim 4, characterized in that, The number of teeth of the secondary driven gear (190) is greater than the number of teeth of the secondary driving gear (160).

6. The hybrid power system according to claim 4, characterized in that, The hybrid power system (100) also includes: The differential (195) is connected to the secondary driven gear (190).

7. The hybrid power system according to any one of claims 1-3, characterized in that, The number of teeth of the first-stage driven gear (150) is greater than the number of teeth of the first-stage driving gear (130).

8. The hybrid system according to any one of claims 1-3, characterized by The inner rotor output shaft (125) is a hollow shaft, and the inner rotor output shaft (125) is sleeved outside the engine shaft (121).

9. The hybrid power system according to any one of claims 1-3, characterized in that, The first switching device (170) is a clutch.

10. A vehicle characterized by comprising: include: The hybrid power system (100) according to any one of claims 1-9.

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