Hybrid powertrain and vehicle

Abstract

The application provides a hybrid power system and a vehicle. The hybrid power system comprises a driving motor, a differential, a first half shaft, a second half shaft and a transmission mechanism. The differential comprises a differential housing, a differential outer gear ring, a first planetary gear, a second planetary gear and two half shaft gears. The differential outer gear ring is fixedly connected to the outside of the differential housing. The first planetary gear, the second planetary gear and the two half shaft gears are arranged in the inside of the differential housing. The first planetary gear and the second planetary gear are respectively engaged with the two half shaft gears. The first half shaft and the second half shaft are respectively connected with a corresponding half shaft gear. The transmission mechanism is arranged between the differential outer gear ring, the second half shaft and the driving motor. The transmission mechanism has a first state and a second state. When the transmission mechanism is in the first state, the driving motor is in transmission connection with the differential outer gear ring. When the transmission mechanism is in the second state, the driving motor is in transmission connection with the second half shaft.

Description

Technical Field

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

[0002] Vehicles powered by internal combustion engines cause significant air pollution, leading to the development of pure electric vehicles. However, pure electric vehicles are also subject to limitations due to factors such as battery performance and overall vehicle range. Therefore, hybrid vehicles are developing rapidly because they can better address these issues.

[0003] In hybrid vehicles using related technologies, the turning radius of the right wheel is larger than that of the left wheel when making a U-turn, resulting in the right wheel rotating at a higher speed than the left wheel. Although the differential can accommodate the different speeds of the two wheels during a U-turn, the overall turning radius of the vehicle is still relatively large, leading to poor maneuverability. Utility Model Content

[0004] This application provides a hybrid power system and vehicle, which aims to improve the problem of the large turning radius of the vehicle during U-turns, thereby increasing the vehicle's agility.

[0005] The specific technical solution is as follows: An embodiment of the first aspect of this application provides a hybrid power system, the hybrid power system including a drive motor, a differential, a first half-shaft, a second half-shaft, and a transmission mechanism. The differential includes a differential housing, a differential external gear ring, a first planetary gear, a second planetary gear, and two half-shaft gears. The differential external gear ring is fixedly connected to the outside of the differential housing. The first planetary gear, the second planetary gear, and the two half-shaft gears are disposed inside the differential housing. The first planetary gear and the second planetary gear mesh with the two half-shaft gears respectively. The first half-shaft and the second half-shaft are respectively connected to a corresponding half-shaft gear. The transmission mechanism is disposed between the differential external gear ring, the second half-shaft, and the drive motor. The transmission mechanism has a first state and a second state. When the transmission mechanism is in the first state, the drive motor is drivenly connected to the differential external gear ring. When the transmission mechanism is in the second state, the drive motor is drivenly connected to the second half-shaft.

[0006] The hybrid power system in this embodiment includes a transmission mechanism between the differential outer gear ring, the second half-shaft, and the drive motor. This transmission mechanism has a first state and a second state that can be switched between each other. Under normal vehicle driving conditions, the transmission mechanism can be adjusted to the first state. In this state, the drive motor is connected to the differential outer gear ring via the transmission mechanism, allowing the drive motor to drive the differential outer gear ring to rotate, thereby driving the differential housing to rotate. Normal vehicle driving includes straight-line driving and non-straight-line driving, but excludes U-turns. Specifically, when the vehicle is driving straight, the first planetary gear, the second planetary gear, and the two half-shaft gears rotate as a whole with the differential housing. The first planetary gear, the second planetary gear, and the two half-shaft gears do not rotate on their own axes, and there is no relative movement between the internal parts of the differential. Thus, the left and right wheels of the vehicle rotate at the same speed. When a vehicle is not traveling in a straight line (such as when turning), the first planetary gear, the second planetary gear, and the two half-shaft gears rotate around their own axes in addition to revolving around the central axis. Furthermore, the two half-shaft gears rotate in opposite directions, which creates a rotational difference between the first and second half-shafts, causing the left and right wheels of the vehicle to rotate at different speeds.

[0007] When the vehicle makes a U-turn, the transmission mechanism can be adjusted to the second state. In this state, the drive motor is connected to the second half-shaft, while simultaneously disconnecting from the differential's external gear ring. In this configuration, the differential housing does not rotate; the drive motor directly drives the second half-shaft to rotate. This rotation of the second half-shaft drives one of the half-shaft gears, which in turn drives the other half-shaft gear to rotate in the opposite direction via the first and second planetary gears. This results in the two half-shaft gears rotating in opposite directions, thus causing the left and right wheels of the vehicle to rotate in opposite directions. This significantly reduces the vehicle's turning radius when making a U-turn.

[0008] In some embodiments, the transmission mechanism includes a first drive shaft, a first synchronizer, a transmission assembly, a first gear set, and a second gear set. The drive motor is connected to the first drive shaft via the transmission assembly. The first gear set is driven to the differential external gear ring, and the second gear set is driven to the second half-shaft. The first synchronizer is connected to the first drive shaft and is configured to selectively engage with one of the first gear set and the second gear set.

[0009] The drive motor is connected to the first drive shaft via a transmission assembly, enabling the drive motor to drive the first drive shaft to rotate. A first synchronizer is mounted on the first drive shaft. When the first synchronizer engages with the first gear set, the driving force of the drive motor is transmitted sequentially through the transmission assembly, the first drive shaft, and the first gear set to the differential's external gear ring, thus establishing a driving connection between the drive motor and the differential's external gear ring. When the first synchronizer engages with the second gear set, the driving force of the drive motor is transmitted sequentially through the transmission assembly, the first drive shaft, and the second gear set to the second half-shaft, thus establishing a driving connection between the drive motor and the second half-shaft. Therefore, by selectively engaging the first synchronizer with either the first gear set or the second gear set, the transmission mechanism can be switched between a first state and a second state. In other words, when the first synchronizer engages with the first gear set, the transmission mechanism can be adjusted to the first state; when the first synchronizer engages with the second gear set, the transmission mechanism can be adjusted to the second state.

[0010] In some embodiments, the first gear set includes a first gear that meshes with the outer gear ring of the differential, the first gear is sleeved on the first drive shaft and has a clearance fit with the first drive shaft, and the first synchronizer can selectively engage with the first gear.

[0011] When the first synchronizer engages with the first gear, the first gear can rotate synchronously with the first drive shaft. Since the first gear meshes with the differential's outer gear ring, when the drive motor drives the first drive shaft to rotate through the transmission assembly, the first drive shaft will drive the differential's outer gear ring to rotate through the first gear. This achieves the transmission connection between the drive motor and the differential's outer gear ring.

[0012] In some embodiments, the second gear set includes a second gear and a third gear, the second gear is connected to the second half-shaft, the third gear meshes with the second gear, the third gear is sleeved on the first drive shaft and has a clearance fit with the first drive shaft, and the first synchronizer can selectively engage with the third gear.

[0013] When the first synchronizer engages with the third gear, the third gear can rotate synchronously with the first drive shaft. Since the third gear meshes with the second gear, and the second gear is connected to the second half-shaft, when the drive motor drives the first drive shaft to rotate through the transmission assembly, the first drive shaft will drive the second half-shaft to rotate through the third and second gears. This achieves the transmission connection between the drive motor and the second half-shaft.

[0014] In some embodiments, the transmission assembly includes a fourth gear and a fifth gear, the fourth gear being connected to the output shaft of the drive motor, the fifth gear being connected to the first transmission shaft, and the fourth gear meshing with the fifth gear.

[0015] With this configuration, when the drive motor is working, the output shaft of the drive motor can drive the fourth gear to rotate. Since the fourth gear meshes with the fifth gear, and the fifth gear is connected to the first transmission shaft, the drive motor can drive the first transmission shaft to rotate through the fourth and fifth gears.

[0016] In some embodiments, the transmission assembly includes a sixth gear, a seventh gear, an eighth gear, a ninth gear, and a second synchronizer. The sixth gear and the eighth gear are both connected to the output shaft of the motor. The seventh gear and the ninth gear are both sleeved on the first transmission shaft and have a clearance fit with the first transmission shaft. The sixth gear meshes with the seventh gear, and the eighth gear meshes with the ninth gear. The second synchronizer is connected to the first transmission shaft and can selectively engage with one of the seventh gear and the ninth gear.

[0017] When the second synchronizer engages with the seventh gear, the drive motor can drive the first drive shaft to rotate via the seventh and eighth gears. When the second synchronizer engages with the ninth gear, the drive motor can drive the first drive shaft to rotate via the eighth and ninth gears. By setting the second synchronizer, different speed ratios can be achieved between the drive motor and the first drive shaft. Different speed ratios correspond to different gears in the vehicle, facilitating gear changes during vehicle operation.

[0018] In some embodiments, the hybrid power system further includes a brake configured to brake the differential housing or the differential outer gear ring.

[0019] When a vehicle makes a U-turn, the brakes apply pressure to the differential housing or the outer gear ring, keeping the differential housing stationary. Therefore, when the drive motor rotates the second half-shaft, the two half-shaft gears only rotate on their own axes and do not revolve around a central axis, and their rotation directions are opposite. This prevents the rotation of the differential housing from affecting the speed of the left wheel's reverse rotation, thus ensuring efficient U-turns.

[0020] In some embodiments, the hybrid power system further includes an engine, a transmission, and a second driveshaft, wherein the input end of the transmission is connected to the engine, the output end of the transmission is connected to the second driveshaft, and the second driveshaft is connected to the differential external gear ring.

[0021] The engine can drive the differential's outer gear ring to rotate via the gearbox and second drive shaft, thereby driving the first and second half-shafts to rotate. In other words, both the engine and the drive motor can drive the left and right wheels of the vehicle to rotate via the first and second half-shafts.

[0022] In some embodiments, the hybrid power system further includes a generator, and the engine is drive-connected to the generator.

[0023] In this way, when the engine is running, it can drive the generator to operate, thereby generating electrical energy, which can be used to power the vehicle's electrical equipment.

[0024] An embodiment of the second aspect of this application provides a vehicle that includes the hybrid power system of any of the above embodiments.

[0025] The vehicle in this embodiment is based on the same inventive concept as the hybrid power system in the above embodiments. Therefore, the vehicle in this embodiment can obtain the beneficial effects of the hybrid power system in the corresponding embodiments. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the structure of a hybrid power system provided in an embodiment of this application; Figure 2 This is a schematic diagram of a hybrid power system provided in another embodiment of this application.

[0027] The annotations in the attached figures are explained as follows: 1. Hybrid power system; 10. Drive motor; 20. Differential; 21. Differential housing; 22. Differential outer gear ring; 23. First planetary gear; 24. Second planetary gear; 25. Half-shaft gear; 30. First half-shaft; 40. Second half-shaft; 50. Transmission mechanism; 51. First drive shaft; 52. First synchronizer; 53. Transmission assembly; 531. Fourth gear; 532. Fifth gear; 533. Sixth gear; 534. Seventh gear; 535. Eighth gear; 536. Ninth gear; 537. Second synchronizer; 54. First gear set; 541. First gear; 55. Second gear set; 551. Second gear; 552. Third gear; 60. Brake; 70. Engine; 80. Gearbox; 90. Second drive shaft; 100. Generator; 110. Left wheel; 120. Right wheel. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0029] In the description of this application, it should be understood that if terms such as "upper," "lower," "left," and "right" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, they 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. Therefore, the terms used to describe positional relationships in the accompanying drawings are only for illustrative purposes and should not be construed as limiting this application. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0030] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0031] In the description of this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection 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 of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0032] Vehicles powered by internal combustion engines cause significant air pollution, leading to the development of pure electric vehicles. However, pure electric vehicles are also subject to limitations due to factors such as battery performance and overall vehicle range. Therefore, hybrid vehicles are developing rapidly because they can better address these issues.

[0033] In hybrid vehicles using related technologies, the turning radius of the right wheel is larger than that of the left wheel when making a U-turn, resulting in a higher rotational speed for the right wheel compared to the left. Typically, the left wheel is connected to the differential via the left axle, and the right wheel via the right axle. While the differential can accommodate the different rotational speeds of the two wheels during a U-turn, the overall turning radius remains relatively large, leading to poor maneuverability.

[0034] Based on the above problems, the applicant of this application has proposed the technical solution in this application. Specifically, a transmission mechanism is set between the drive motor, the differential outer gear ring, and the second half-shaft (i.e., the right half-shaft of the vehicle). The transmission mechanism has a first state and a second state that can be switched between each other. When the transmission mechanism is in the first state, the drive motor is connected to the differential outer gear ring. When the transmission mechanism is in the second state, the drive motor is connected to the second half-shaft.

[0035] When the vehicle makes a U-turn, the transmission mechanism can be adjusted to the second state. In this state, the drive motor is connected to the second half-shaft, while simultaneously disconnecting from the differential's external gear ring. In this configuration, the differential housing does not rotate; the drive motor directly drives the second half-shaft to rotate. This rotation of the second half-shaft drives one of the half-shaft gears, which in turn drives the other half-shaft gear to rotate in the opposite direction via the first and second planetary gears. This results in the two half-shaft gears rotating in opposite directions, thus causing the left and right wheels of the vehicle to rotate in opposite directions. This significantly reduces the vehicle's turning radius when making a U-turn.

[0036] The above is the core idea of ​​this application. The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. 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.

[0037] like Figure 1 , Figure 2 As shown, an embodiment of the first aspect of this application provides a hybrid power system 1, which includes a drive motor 10, a differential 20, a first half-shaft 30, a second half-shaft 40, and a transmission mechanism 50. The differential 20 includes a differential housing 21, a differential external gear ring 22, a first planetary gear 23, a second planetary gear 24, and two half-shaft gears 25. The differential external gear ring 22 is fixedly connected to the outside of the differential housing 21. The first planetary gear 23, the second planetary gear 24, and the two half-shaft gears 25 are disposed inside the differential housing 21. The first planetary gear 23 and the second planetary gear 24 respectively mesh with the two half-shaft gears 25. The first half-shaft 30 and the second half-shaft 40 are respectively connected to a corresponding half-shaft gear 25. The transmission mechanism 50 is disposed between the differential outer gear ring 22, the second half-shaft 40 and the drive motor 10. The transmission mechanism 50 has a first state and a second state that can be switched between each other. When the transmission mechanism 50 is in the first state, the drive motor 10 is connected to the differential outer gear ring 22. When the transmission mechanism 50 is in the second state, the drive motor 10 is connected to the second half-shaft 40.

[0038] Specifically, the first half-shaft 30 is used to connect to the left wheel 110 of the vehicle, and the second half-shaft 40 is used to connect to the right wheel 120 of the vehicle.

[0039] The first planetary gear 23, the second planetary gear 24, and the two half-shaft gears 25 of the differential 20 are disposed inside the differential housing 21, wherein the first planetary gear 23 and the second planetary gear 24 mesh with the two half-shaft gears 25 respectively. It can be understood that when one half-shaft gear 25 rotates, the other half-shaft gear 25 will rotate in the opposite direction through the transmission action of the first planetary gear and the second planetary gear.

[0040] The hybrid power system 1 in this embodiment includes a transmission mechanism 50 between the differential outer gear ring 22, the second half-shaft 40, and the drive motor 10. The transmission mechanism 50 has a first state and a second state that can be switched between each other. Under normal vehicle driving conditions, the transmission mechanism 50 can be adjusted to the first state. In this state, the drive motor 10 is connected to the differential outer gear ring 22 via the transmission mechanism 50, allowing the drive motor 10 to drive the differential outer gear ring 22 to rotate, thereby driving the differential housing 21 to rotate. Normal vehicle driving includes straight-line driving and non-straight-line driving, but does not include U-turns. Specifically, when the vehicle is driving straight, the first planetary gear, the second planetary gear, and the two half-shaft gears 25 rotate as a whole with the differential housing 21. The first planetary gear, the second planetary gear, and the two half-shaft gears 25 do not rotate on their own axis, and there is no relative movement between the internal parts of the entire differential 20. Thus, the left wheel 110 and the right wheel 120 of the vehicle rotate at the same speed. When the vehicle is not traveling in a straight line (e.g., turning), the first planetary gear, the second planetary gear, and the two half-shaft gears 25 rotate around their own axes in addition to revolving around the central axis. The two half-shaft gears 25 rotate in opposite directions, which creates a rotational difference between the first half-shaft 30 and the second half-shaft 40, causing the left wheel 110 and the right wheel 120 of the vehicle to rotate at different speeds.

[0041] When the vehicle makes a U-turn, the transmission mechanism 50 can be adjusted to the second state. In this state, the drive motor 10 is connected to the second half-shaft 40, while the drive motor 10 is disconnected from the differential outer gear ring 22. In this case, the differential housing 21 does not rotate, and the drive motor 10 directly drives the second half-shaft 40 to rotate. As the second half-shaft 40 rotates, it drives one of the half-shaft gears 25 to rotate. This half-shaft gear 25 drives the other half-shaft gear 25 to rotate in the opposite direction via the first and second planetary gears. This causes the two half-shaft gears 25 to rotate in opposite directions, thereby enabling the left wheel 110 and right wheel 120 of the vehicle to rotate in opposite directions. This significantly reduces the turning radius of the vehicle when making a U-turn.

[0042] like Figure 1, 2 As shown in the figure, in some embodiments, the transmission mechanism 50 includes a first drive shaft 51, a first synchronizer 52, a transmission assembly 53, a first gear set 54, and a second gear set 55. The drive motor 10 is connected to the first drive shaft 51 via the transmission assembly 53. The first gear set 54 is driven by the differential external gear ring 22, and the second gear set 55 is driven by the second half-shaft 40. The first synchronizer 52 is connected to the first drive shaft 51 and is configured to selectively engage with either the first gear set 54 or the second gear set 55.

[0043] The drive motor 10 is connected to the first drive shaft 51 via a transmission assembly 53, enabling the drive motor 10 to drive the first drive shaft 51 to rotate. A first synchronizer 52 is mounted on the first drive shaft 51. When the first synchronizer 52 engages with the first gear set 54, the driving force of the drive motor 10 is transmitted sequentially through the transmission assembly 53, the first drive shaft 51, and the first gear set 54 to the differential external gear ring 22, thus connecting the drive motor 10 to the differential external gear ring 22. When the first synchronizer 52 engages with the second gear set 55, the driving force of the drive motor 10 is transmitted sequentially through the transmission assembly 53, the first drive shaft 51, and the second gear set 55 to the second half-shaft 40, thus connecting the drive motor 10 to the second half-shaft 40. Therefore, by selectively engaging the first synchronizer 52 with either the first gear set 54 or the second gear set 55, the transmission mechanism 50 can be switched between a first state and a second state. In other words, when the first synchronizer 52 is engaged with the first gear set 54, the transmission mechanism 50 can be adjusted to the first state, and when the first synchronizer 52 is engaged with the second gear set 55, the transmission mechanism 50 can be adjusted to the second state.

[0044] like Figure 1 , Figure 2 As shown, in one embodiment, the first gear set 54 includes a first gear 541, which meshes with the differential outer gear ring 22. The first gear 541 is sleeved on the first drive shaft 51 and has a clearance fit with the first drive shaft 51. The first synchronizer 52 can selectively engage with the first gear 541.

[0045] When the first synchronizer 52 engages with the first gear 541, the first gear 541 can rotate synchronously with the first drive shaft 51. Since the first gear 541 meshes with the differential outer gear ring 22, when the drive motor 10 drives the first drive shaft 51 to rotate through the transmission assembly 53, the first drive shaft 51 will drive the differential outer gear ring 22 to rotate through the first gear 541. Thus, the transmission connection between the drive motor 10 and the differential outer gear ring 22 is realized.

[0046] like Figure 1 , Figure 2 As shown, in one embodiment, the second gear set 55 includes a second gear 551 and a third gear 552. The second gear 551 is connected to the second half-shaft 40, and the third gear 552 meshes with the second gear 551. The third gear 552 is sleeved on the first drive shaft 51 and has a clearance fit with the first drive shaft 51. The first synchronizer 52 can selectively engage with the third gear 552.

[0047] When the first synchronizer 52 engages with the third gear 552, the third gear 552 can rotate synchronously with the first drive shaft 51. Since the third gear 552 meshes with the second gear 551, and the second gear 551 is connected to the second half-shaft 40, when the drive motor 10 drives the first drive shaft 51 to rotate through the transmission assembly 53, the first drive shaft 51 will drive the second half-shaft 40 to rotate through the third gear 552 and the second gear 551. Thus, the transmission connection between the drive motor 10 and the second half-shaft 40 is realized.

[0048] like Figure 1 As shown, in one embodiment, the transmission assembly 53 includes a fourth gear 531 and a fifth gear 532. The fourth gear 531 is connected to the output shaft of the drive motor 10, and the fifth gear 532 is connected to the first transmission shaft 51. The fourth gear 531 and the fifth gear 532 mesh.

[0049] With this configuration, when the drive motor 10 is working, the output shaft of the drive motor 10 can drive the fourth gear 531 to rotate. Since the fourth gear 531 meshes with the fifth gear 532, and the fifth gear 532 is connected to the first transmission shaft 51, the drive motor 10 can drive the first transmission shaft 51 to rotate through the fourth gear 531 and the fifth gear 532.

[0050] like Figure 2 As shown, in another embodiment, the transmission assembly 53 includes a sixth gear 533, a seventh gear 534, an eighth gear 535, a ninth gear 536, and a second synchronizer 537. The sixth gear 533 and the eighth gear 535 are both connected to the output shaft of the motor. The seventh gear 534 and the ninth gear 536 are both sleeved on the first transmission shaft 51 and are clearance-fitted with the first transmission shaft 51. The sixth gear 533 meshes with the seventh gear 534, and the eighth gear 535 meshes with the ninth gear 536. The second synchronizer 537 is connected to the first transmission shaft 51 and can selectively engage with one of the seventh gear 534 and the ninth gear 536.

[0051] It is understandable that the transmission ratio between the sixth gear 533 and the seventh gear 534 is not equal to the transmission ratio between the eighth gear 535 and the ninth gear 536.

[0052] When the second synchronizer 537 engages with the seventh gear 534, the drive motor 10 can drive the first transmission shaft 51 to rotate via the seventh gear 534 and the eighth gear 535. When the second synchronizer 537 engages with the ninth gear 536, the drive motor 10 can drive the first transmission shaft 51 to rotate via the eighth gear 535 and the ninth gear 536. By setting the second synchronizer 537, different speed ratios can be achieved between the drive motor 10 and the first transmission shaft 51. Different speed ratios can correspond to different gears in the vehicle, so as to facilitate gear changes during vehicle operation.

[0053] like Figure 1 , Figure 2 As shown, in some embodiments, the hybrid power system 1 further includes a brake 60 configured to brake the differential housing 21 or the differential outer gear ring 22. Specifically, when the transmission mechanism 50 is in a first state, the brake 60 is in an open state (i.e., released from braking), and when the transmission mechanism 50 is in a second state, the brake 60 is in a braking state.

[0054] In this way, when the vehicle turns around, the braking action of the brake 60 on the differential housing 21 or the differential outer gear ring 22 keeps the differential housing 21 stationary. Therefore, when the drive motor 10 drives the second half-shaft 40 to rotate, the two half-shaft gears 25 only rotate on their own axes and do not revolve around the central axis, and the rotation directions of the two half-shaft gears 25 are opposite. This avoids affecting the reverse rotation speed of the left wheel 110 due to the rotation of the differential housing 21, thus helping to ensure the efficiency of the vehicle turning around.

[0055] like Figure 1 , Figure 2 As shown, in some embodiments, the hybrid power system 1 further includes an engine 70, a gearbox 80, and a second driveshaft 90. The input end of the gearbox 80 is connected to the engine 70, and the output end of the gearbox 80 is connected to the second driveshaft 90. The second driveshaft 90 is connected to the differential external gear ring 22.

[0056] The engine 70 can drive the differential outer gear ring 22 to rotate via the gearbox 80 and the second drive shaft 90, thereby driving the first half-shaft 30 and the second half-shaft 40 to rotate. In other words, both the engine 70 and the drive motor 10 can drive the left wheel 110 and the right wheel 120 of the vehicle to rotate via the first half-shaft 30 and the second half-shaft 40.

[0057] It should be noted that when the vehicle is making a U-turn, it needs to be adjusted to be driven only by the drive motor 10.

[0058] like Figure 1 , Figure 2As shown, in some embodiments, the hybrid power system 1 further includes a generator 100, with the engine 70 being drive-connected to the generator 100. Thus, when the engine 70 operates, it can drive the generator 100 to generate electrical energy, which can be used to power the vehicle's electrical equipment.

[0059] An embodiment of the second aspect of this application provides a vehicle that includes the hybrid power system 1 in any of the above embodiments.

[0060] The vehicle in this embodiment is based on the same inventive concept as the hybrid power system 1 in the above embodiments. Therefore, the vehicle in this embodiment can obtain the beneficial effects of the hybrid power system 1 in the corresponding embodiments.

[0061] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A hybrid system characterized by comprising: include: Drive motor; A differential, comprising a differential housing, an external differential gear ring, a first planetary gear, a second planetary gear, and two half-shaft gears, wherein the external differential gear ring is fixedly connected to the outside of the differential housing, and the first planetary gear, the second planetary gear, and the two half-shaft gears are disposed inside the differential housing, wherein the first planetary gear and the second planetary gear mesh with the two half-shaft gears respectively; The first half-shaft and the second half-shaft are respectively connected to a corresponding half-shaft gear; A transmission mechanism is disposed between the differential outer gear ring, the second half-shaft, and the drive motor. The transmission mechanism has a first state and a second state. When the transmission mechanism is in the first state, the drive motor is drivenly connected to the differential outer gear ring. When the transmission mechanism is in the second state, the drive motor is drivenly connected to the second half-shaft.

2. The hybrid system according to claim 1, characterized by The transmission mechanism includes a first transmission shaft, a first synchronizer, a transmission assembly, a first gear set, and a second gear set. The drive motor is connected to the first transmission shaft through the transmission assembly. The first gear set is connected to the differential external gear ring, and the second gear set is connected to the second half-shaft. The first synchronizer is connected to the first drive shaft and is configured to selectively engage with one of the first gear set and the second gear set.

3. The hybrid system according to claim 2, characterized by The first gear set includes a first gear that meshes with the outer gear ring of the differential. The first gear is sleeved on the first drive shaft and has a clearance fit with the first drive shaft. The first synchronizer can selectively engage with the first gear.

4. The hybrid system according to claim 2, characterized by The second gear set includes a second gear and a third gear. The second gear is connected to the second half-shaft, and the third gear meshes with the second gear. The third gear is sleeved on the first drive shaft and has a clearance fit with the first drive shaft. The first synchronizer can selectively engage with the third gear.

5. The hybrid system according to claim 2, characterized by The transmission assembly includes a fourth gear and a fifth gear. The fourth gear is connected to the output shaft of the drive motor, and the fifth gear is connected to the first transmission shaft. The fourth gear meshes with the fifth gear.

6. The hybrid power system according to claim 2, characterized in that, The transmission assembly includes a sixth gear, a seventh gear, an eighth gear, a ninth gear, and a second synchronizer. The sixth gear and the eighth gear are both connected to the output shaft of the motor. The seventh gear and the ninth gear are both sleeved on the first transmission shaft and have a clearance fit with the first transmission shaft. The sixth gear meshes with the seventh gear, and the eighth gear meshes with the ninth gear. The second synchronizer is connected to the first transmission shaft and can selectively engage with one of the seventh gear and the ninth gear.

7. The hybrid system of claim 1, wherein, The hybrid power system also includes a brake configured to brake the differential housing or the differential outer gear ring.

8. The hybrid system of claim 1, wherein, The hybrid power system also includes an engine, a gearbox, and a second driveshaft. The input end of the gearbox is connected to the engine, the output end of the gearbox is connected to the second driveshaft, and the second driveshaft is connected to the differential external gear ring.

9. The hybrid system according to claim 8, characterized by The hybrid power system also includes a generator, and the engine is connected to the generator in a drivetrain.

10. A vehicle characterized by comprising: The hybrid power system includes any one of claims 1 to 9.

Images