Hybrid drive system and vehicle

Abstract

The embodiment of the application provides a kind of hybrid power drive system and vehicle, it is related to hybrid electric vehicle technical field.The hybrid power drive system includes engine, motor and gear train, engine has first input shaft, first input shaft is connected with power coupling mechanism;Motor has second input shaft, second input shaft is connected with gear shift mechanism;Gear train includes mutually meshing first gear and second gear, and mutually meshing third gear and fourth gear, first gear is coupled with first input shaft, power coupling mechanism selectively controls third gear and first input shaft decoupling or coupling, gear shift mechanism is used to switch second input shaft and second gear or fourth gear coupling.In the hybrid power drive system provided in the embodiment, through the collaborative control of power coupling mechanism and gear shift mechanism, only single motor can realize engine power generation, motor drive, engine direct drive and power generation, engine and motor common drive four kinds of working modes, small space occupation and lower cost.

Description

Technical Field

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

[0002] Currently, there are two main typical designs for extended-range four-wheel drive vehicles: one is where the engine and a single electric motor work together, with the motor only responsible for generating electricity. A separate electric drive unit needs to be installed in the front engine compartment, resulting in low overall structural integration and inefficient space allocation. The other uses a combination of dual motors and an engine. The generator unit is mechanically connected to the engine to generate electricity, while the drive motor directly drives the wheels via a reduction gear. Although the dual-motor structure has more advantages in terms of layout, it requires a complete drive motor system, and the control system must coordinate the operation of both, significantly increasing manufacturing costs. Utility Model Content

[0003] This application provides a hybrid power drive system and vehicle that can reduce costs while meeting layout space and functional requirements.

[0004] On one hand, this application provides a hybrid power drive system, including an engine, an electric motor, and a gear system. The engine has a first input shaft connected to a power coupling mechanism; the electric motor has a second input shaft connected to a shifting mechanism; the gear system includes a first gear and a second gear meshing with each other, and a third gear and a fourth gear meshing with each other. The first gear is coupled to the first input shaft, and the power coupling mechanism can selectively control the third gear to disconnect or couple with the first input shaft. The shifting mechanism is used to switch the second input shaft from coupling with the second gear or the fourth gear.

[0005] In some embodiments, the power coupling mechanism includes a clutch connected between the first input shaft and the third gear, the clutch being capable of cutting off and connecting the output torque of the engine.

[0006] In some embodiments, the shifting mechanism includes a synchronizer configured to move between the second gear and the fourth gear.

[0007] In some embodiments, the hybrid drive system includes a first operating mode, a second operating mode, a third operating mode, and a fourth operating mode, wherein... In the first working mode, the first input shaft is disconnected from the third gear, the second input shaft is coupled to the second gear, and the motor converts mechanical energy into electrical energy to generate electricity. In the second working mode, the first input shaft is disconnected from the third gear, and the second input shaft is coupled to the fourth gear, and the motor converts electrical energy into mechanical energy for driving. In the third operating mode, the first input shaft is coupled to the third gear, the second input shaft is coupled to the second gear, the motor converts mechanical energy into electrical energy to generate electricity, and the engine drives the motor. In the fourth operating mode, the first input shaft is coupled to the third gear, the second input shaft is coupled to the fourth gear, and the motor and the engine are driven simultaneously.

[0008] In some embodiments, the motor is a starter-generator integrated motor.

[0009] In some embodiments, the gear train further includes a reduction gear meshing with the third gear, the reduction gear being connected to a wheel.

[0010] In some embodiments, a differential is connected between the reduction gear and the wheel.

[0011] In some embodiments, a battery pack connected to the motor is further included, the battery pack being used to store electrical energy converted by the motor and to power the motor.

[0012] In some embodiments, the first input axis is parallel to and spaced apart from the second input axis.

[0013] On the other hand, embodiments of this application provide a vehicle, including a vehicle body and a hybrid drive system as described in any of the foregoing embodiments disposed on the vehicle body.

[0014] In the hybrid drive system provided in this embodiment, through the coordinated control of the power coupling mechanism and the shifting mechanism, the system can achieve four working modes with only a single motor: engine power generation, motor drive, engine direct drive and power generation, and engine and motor joint drive. Specifically, the power coupling mechanism controls the disconnection / coupling of the third gear with the first input shaft, allowing the engine power to selectively participate in driving or be used only for power generation, reducing component redundancy. The shifting mechanism switches the connection between the second input shaft and the second or fourth gear, achieving seamless switching between power generation and driving modes without the need for an additional electric drive unit or dual-motor system. The system size is significantly reduced, manufacturing costs are lowered, and the overall vehicle weight is reduced, improving the pure electric range and space utilization of range-extended and plug-in hybrid vehicles. Simultaneously, it improves the overall utilization rate of the motor and engine, solving the core defects of conventional technologies such as large space occupation, high cost, and heavy weight affecting range. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 These are schematic diagrams of the vehicle structure in some embodiments of this application; Figure 2 This is a schematic diagram of the hybrid drive system in some embodiments of this application.

[0017] In the above attached figures: 1000, vehicles 100. Hybrid power drive system; 10. Engine; 11. First input shaft; 20. Motor; 21. Second input shaft; 30. Gear system; 31. First gear; 32. Second gear; 33. Third gear; 34. Fourth gear; 35. Reduction gear; 36. Fifth gear; 40. Power coupling mechanism; 50. Gear shifting mechanism; 60. Differential; 70. Wheel; 200. Vehicle body. Detailed Implementation

[0018] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be particularly noted that the following embodiments are for illustrative purposes only and do not limit the scope of the application. Similarly, the following embodiments are only some, not all, embodiments of the present application, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of the present application.

[0019] Please see Figure 1 and Figure 2 , Figure 1 These are schematic diagrams of the vehicle structure in some embodiments of this application. Figure 2 This is a schematic diagram of the hybrid drive system in some embodiments of this application. Embodiments of this application provide a vehicle 1000, which includes a vehicle body 200 and a hybrid drive system 100 disposed on the vehicle body 200. The vehicle 1000 can be various types of passenger vehicles such as sedans, SUVs (Sport Utility Vehicles), and MPVs (Multi-Purpose Vehicles), or commercial vehicles such as trucks and buses.

[0020] The hybrid drive system 100 includes an electric motor 20 and an engine 10. The electric motor 20 can be an integrated starter and generator motor 20, which has efficient energy conversion capabilities and can provide the main driving force when the vehicle 1000 starts, drives at low speeds, and accelerates. The engine 10 can be a gasoline engine 10, which starts when the vehicle 1000 is cruising at high speeds, has high power demand, or the battery charge is low, providing power to the vehicle 1000 while also driving the generator 20 to charge the battery, thus achieving efficient power distribution and utilization.

[0021] The engine 10 has a first input shaft 11, which is connected to a power coupling mechanism 40; the motor 20 has a second input shaft 21, which is connected to a shift mechanism 50. The hybrid drive system 100 includes a gear train 30, which includes a first gear 31 and a second gear 32 meshing with each other, and a third gear 33 and a fourth gear 34 meshing with each other. The first gear 31 is coupled to the first input shaft 11. The power coupling mechanism 40 can selectively control the third gear 33 to disconnect or couple with the first input shaft 11. The shift mechanism 50 is used to switch the second input shaft 21 to couple with the second gear 32 or the fourth gear 34.

[0022] The terms "first," "second," and "third" used in the embodiments of this application are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first," "second," or "third" may explicitly or implicitly include at least one of that feature.

[0023] The hybrid drive system 100 also includes components such as a battery pack and a control system (not shown). The battery pack is connected to the motor 20 to store electrical energy and power the motor 20. The control system adjusts the operating mode and output power of the motor 20 and the engine 10 in real time based on information such as the driving status of the vehicle 1000, the battery level, and the driver's operating commands, to ensure that the entire drive system operates in a highly efficient and energy-saving manner.

[0024] Through the coordinated control of the power coupling mechanism 40 and the shifting mechanism 50, the power of the motor 20 and the engine 10 can be integrated and distributed to achieve switching between four different working modes. Among them, the first working mode is the power generation mode, in which the motor 20 converts mechanical energy into electrical energy to generate electricity; the second working mode is the motor 20 drive mode, in which the motor 20 converts electrical energy into mechanical energy for driving; the third working mode is the direct drive mode of the engine 10 and the power generation mode; and the fourth working mode is the joint drive mode of the engine 10 and the motor 20.

[0025] Specifically, in the first operating mode, the first input shaft 11 is disconnected from the third gear 33, and the second input shaft 21 is coupled to the second gear 32. The motor 20 converts mechanical energy into electrical energy to generate electricity. At this time, the first input shaft 11 of the engine 10 drives the first gear 31 to rotate, and the first gear 31 then transmits power to the second gear 32. The second gear 32 drives the second input shaft 21 to rotate, which drives the motor 20 to operate. The motor 20 operates in a power generation state under the drive of the engine 10. The generated electrical energy is processed by the control system and stored in the battery pack. Throughout the process, the driving force of the vehicle 1000 is mainly provided by the engine 10 through the corresponding transmission components, and the motor 20 only operates as a power generation device.

[0026] In the second operating mode, the first input shaft 11 is disconnected from the third gear 33, and the second input shaft 21 is coupled to the fourth gear 34. The motor 20 converts electrical energy into mechanical energy for driving. At this time, the battery pack releases electrical energy, which is transmitted to the motor 20 through the control system. The motor 20 rotates and drives the fourth gear 34 to rotate through the second input shaft 21. The fourth gear 34 transmits power to the meshing third gear 33, thereby driving the vehicle 1000. Throughout the process, the engine 10 is stopped, and the driving force is entirely provided by the motor 20. This is suitable for urban congestion or short-distance travel scenarios, effectively reducing fuel consumption and exhaust emissions, and fully utilizing the high efficiency of the motor 20 under low-speed conditions.

[0027] In the third operating mode, the first input shaft 11 is coupled to the third gear 33, and the second input shaft 21 is coupled to the second gear 32. The motor 20 converts mechanical energy into electrical energy to generate electricity, while the engine 10 drives the vehicle. At this time, the engine 10 drives the third gear 33 to rotate via the first input shaft 11, directly providing driving force to the vehicle 1000. Simultaneously, the second input shaft 21 and the second gear 32 remain coupled, and part of the power from the engine 10 is transmitted to the second input shaft 21 via the first gear 31 and the second gear 32, driving the motor 20 to operate in a power generation state. The generated electrical energy is processed by the control system and stored in the battery pack. In this mode, the engine 10 not only undertakes the main task of driving the vehicle 1000, but can also convert excess power into electrical energy for storage according to driving conditions. This is suitable for scenarios where the engine 10 operates efficiently, such as when the vehicle 1000 is driving at medium to high speeds at constant speeds. It ensures the stability of power output and achieves energy recovery and utilization, further optimizing the vehicle's fuel economy and energy efficiency.

[0028] In the fourth operating mode, the first input shaft 11 is coupled to the third gear 33, and the second input shaft 21 is coupled to the fourth gear 34, driving the motor 20 and the engine 10 simultaneously. At this time, the engine 10 drives the third gear 33 through the first input shaft 11, providing the main driving force for the vehicle 1000. The motor 20 drives the fourth gear 34 through the second input shaft 21, and the fourth gear 34 further transmits power to the meshing third gear 33, creating a power superposition with the engine 10 to meet the high torque requirements of the vehicle 1000 under high-load driving scenarios such as acceleration and hill climbing. This dual-power-source collaborative working mode can fully utilize the respective power advantages of the engine 10 and the motor 20, effectively improving the power response speed and acceleration performance of the vehicle 1000. Simultaneously, by rationally allocating the output ratio of the two, energy consumption can be minimized while ensuring strong power output, adapting to complex and changing road conditions.

[0029] The hybrid drive system 100 provided in this embodiment, through the coordinated control of the power coupling mechanism 40 and the shifting mechanism 50, allows the system to achieve four operating modes with only a single motor 20: engine 10 generating electricity, motor 20 driving, engine 10 directly driving and generating electricity, and engine 10 and motor 20 driving together. Specifically, the power coupling mechanism 40 controls the disconnection / coupling of the third gear 33 with the first input shaft 11, allowing the engine 10's power to selectively participate in driving or be used only for generating electricity, reducing component redundancy; the shifting mechanism 50 switches the connection between the second input shaft 21 and the second gear 32 or the fourth gear 34, achieving seamless switching of the motor 20 between power generation and driving modes, without the need for an additional electric drive unit or a dual-motor 20 system. Therefore, the system size is significantly reduced, manufacturing costs are lowered, and the overall vehicle weight is reduced, improving the pure electric range and space utilization of range-extended and plug-in hybrid electric vehicles, while also improving the overall utilization of the motor 20 and engine 10, solving the core defects of conventional technologies such as large space occupation, high cost, and heavy weight affecting range.

[0030] In some embodiments, the power coupling mechanism 40 includes a clutch connected between the first input shaft 11 and the third gear 33. The clutch can disconnect and connect the output torque of the engine 10. The clutch includes, but is not limited to, an electromagnetic clutch, a hydraulic clutch, or a mechanical clutch. The clutch is installed at the meshing position of the first input shaft 11 and the third gear 33. When the clutch is closed, the output torque of the engine 10 is transmitted to the third gear 33 through the first input shaft 11, thereby realizing efficient power transmission. When the clutch is disengaged, the power connection between the first input shaft 11 and the third gear 33 of the engine 10 is disconnected. At this time, the motor 20 can independently undertake the driving or power generation tasks according to different working mode requirements, so as to adapt to the flexible switching of the power transmission path of the vehicle 1000 under different driving conditions. This design makes the power coupling mechanism 40 more responsive, maintains the smoothness of power output during various mode transitions, reduces the jerkiness caused by power interruption, and improves the driving comfort and handling performance of the vehicle 1000.

[0031] In some embodiments, the shifting mechanism 50 includes a synchronizer (not shown) configured to move between the second gear 32 and the fourth gear 34. The synchronizer is used to switch the engagement position between the second gear 32 and the fourth gear 34, enabling flexible changes in the power transmission path. The synchronizer can be made of metal and its axial movement can be controlled by a hydraulic drive; alternatively, an electromagnetic drive can be used to achieve rapid switching of the synchronizer. Specifically, the synchronizer includes two independent synchronizer ring assemblies: one synchronizer ring is disposed in the meshing area of ​​the second gear 32, and the other synchronizer ring is disposed in the meshing area of ​​the fourth gear 34. The synchronizer rings are driven by a hydraulic cylinder. When switching to the second gear 32, the hydraulic cylinder pushes the synchronizer ring of the second gear 32, causing the second input shaft 21 to engage synchronously with the second gear 32; when switching to the fourth gear 34, the hydraulic cylinder moves the synchronizer ring of the fourth gear 34, causing the second input shaft 21 to engage synchronously with the fourth gear 34.

[0032] In practical applications, the synchronizer's movement is adjusted by the control system according to the driving mode. For example, in the second operating mode (motor 20 drive mode) and the fourth operating mode (engine 10 and motor 20 drive mode together), the synchronizer moves to the right to connect with the fourth gear 34. In the first operating mode (power generation mode) and the third operating mode (engine 10 direct drive and power generation mode), the synchronizer moves to the left to connect with the second gear 32. The synchronizer's movement position precisely controls the power convergence point, ensuring efficient power combination between engine 10 and motor 20, and avoiding structural redundancy in traditional dual-motor 20 systems.

[0033] In this application, all directional indicators (such as up, down, left, right, front, back, etc.) are only used to explain the relative positional relationship and movement of each component in a specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0034] In this embodiment, by moving the synchronizer between the second gear 32 and the fourth gear 34, the system can achieve seamless switching between power generation and drive functions for a single motor 20, eliminating the need for an additional electric drive unit and significantly reducing the system size and weight. This directly solves the problems of large space occupation and high cost caused by the need for an additional electric drive assembly or a dual-motor 20 system in the prior art for a single generator 20 system, improving the utilization rate of engine compartment space and system integration. At the same time, the simplified structure reduces manufacturing costs and control complexity, improving the pure electric range of range-extended and plug-in hybrid vehicles, ultimately achieving miniaturization and lightweighting.

[0035] In some embodiments, the shifting mechanism 50 may further include a planetary gear set, a first brake, and a second brake (not shown). The planetary gear set includes a planet carrier connected to the second input shaft 21, a sun gear that meshes directly or indirectly with the first gear 31, and a ring gear that meshes directly or indirectly with the third gear 33. The first brake controls the fixed state of the sun gear, and the second brake controls the fixed state of the ring gear: when the first brake is released and the second brake is locked, the sun gear is free, the ring gear is fixed, and the power of the engine 10 is transmitted to the sun gear through the first gear 31, thereby driving the planet carrier and the second input shaft 21 to rotate, thus generating electricity; when the first brake is locked and the second brake is released, the sun gear is fixed, the ring gear is free, the planet carrier drives the ring gear, so that the power of the motor 20 is transmitted to the third gear 33 through the fourth gear 34.

[0036] In some embodiments, the power coupling mechanism 40 also uses a planetary gear set and a brake to achieve power switching. As long as the power between the third gear 33 and the first input shaft 11 can be disconnected and coupled, those skilled in the art can set it according to the actual situation, which will not be elaborated here.

[0037] In some embodiments, the first input shaft 11 and the second input shaft 21 are parallel and spaced apart. The first gear 31 and the third gear 33 are coaxially arranged, and the second gear 32 and the fourth gear 34 are coaxially arranged. When the first gear 31 and the second gear 32 mesh, the transmission ratio between them directly affects the power generation efficiency of the motor 20. When the third gear 33 and the fourth gear 34 mesh, their transmission ratio directly affects the driving efficiency of the motor 20. In practical applications, the motor 20 can generate electricity and drive at different vehicle speeds, so the diameters of the first gear 31, the second gear 32, the third gear 33, and the fourth gear 34 can be adjusted according to actual needs. For example, in some embodiments, the diameter of the first gear 31 can be larger than the diameter of the second gear 32. In this case, the transmission ratio between the first gear 31 and the second gear 32 is greater than 1. This setting can increase the speed of the motor 20 by increasing the transmission ratio when the vehicle 1000 is traveling at low to medium speeds, further improving the power generation capacity of the motor 20. In some variations, the diameter of the third gear 33 is smaller than that of the fourth gear 34, and the transmission ratio between the third gear 33 and the fourth gear 34 is less than 1. In this case, the output speed of the motor 20 is amplified, which helps improve the vehicle 1000's power response speed and continuous driving capability under high-speed conditions. By reasonably matching the transmission ratio parameters of different gears, the hybrid drive system 100 can maintain a superior operating state in both the generator and drive modes of the motor 20, further optimizing the vehicle's power economy.

[0038] In some further variations, the gear train 30 also includes at least one driven gear disposed between the first gear 31 and the second gear 32, and / or a driven gear disposed between the third gear 33 and the fourth gear 34. That is, the first gear 31 and the second gear 32 can be indirectly meshed with each other through multiple driven gears, and the third gear 33 and the fourth gear 34 can also be indirectly meshed with each other through multiple driven gears. Those skilled in the art can design the diameters of the first gear 31, the second gear 32, the third gear 33, and the fourth gear 34 according to the actual required speed ratio, and achieve the meshing relationship between the corresponding gears through driven gears, thereby realizing the transmission of power.

[0039] In some embodiments, the gear train 30 further includes a reduction gear 35 that meshes with the third gear 33. The diameter of the reduction gear 35 is smaller than that of the third gear 33, and the reduction gear 35 is connected to a wheel 70. It is understood that the reduction gear 35 can mesh directly with the third gear 33, or it can mesh indirectly with the third gear 33 through multiple driven gears.

[0040] In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified. For example, the gear system 30 includes a fifth gear 36 coaxially arranged with the reduction gear 35. The fifth gear 36 meshes with the third gear 33, and the diameter of the fifth gear 36 is larger than that of the reduction gear 35. When driving the vehicle 1000 to rotate, the third gear 33 drives the fifth gear 36 to rotate, the fifth gear 36 drives the reduction gear 35 to rotate, and the reduction gear 35 drives the wheel 70 to rotate. The diameter of the reduction gear 35 is smaller than that of the fifth gear 36, which achieves the effect of deceleration and torque increase during power transmission, thereby improving the driving torque of the wheel 70. Power can be transmitted to the wheel 70 at a better speed and torque, ensuring that the vehicle 1000 has sufficient power output in scenarios such as starting, acceleration, or climbing, while maintaining a relatively economical energy consumption level at high speeds.

[0041] In some embodiments, a differential 60 is connected between the reduction gear 35 and the wheel 70. The differential 60 is used to distribute torque during power transmission, allowing the wheel 70 to rotate at different speeds when turning or in complex road conditions. In this technical solution, specific implementations such as an open differential 60, a limited-slip differential 60, or an electronically controlled differential 60 can be used. Through the torque distribution function of the differential 60, the problem of uneven drive caused by the difference in wheel 70 speeds during cornering in four-wheel drive vehicles is effectively solved, significantly improving the handling stability and driving safety of the vehicle 1000, while reducing tire-road slip friction and extending tire life. In the hybrid system, it ensures the smoothness of power transmission in both engine 10 and motor 20 drive modes.

[0042] In the hybrid drive system provided in this application embodiment, the hybrid system can switch to different operating modes according to the driving conditions of the vehicle 1000 and the driver's operation control of the power coupling mechanism 40 and the shifting mechanism 50, thereby improving the system's power performance and fuel economy. For example, when the vehicle 1000 is driving at a high speed and the battery is fully charged, the hybrid drive system 100 can enter the first operating mode. At this time, the engine 10 drives the motor 20 to generate electricity, converting excess mechanical energy into electrical energy and storing it in the battery for later use. When the vehicle 1000 starts or drives at low speed, the hybrid drive system 100 usually switches to the second operating mode, where the motor 20 provides driving force alone. This not only reduces fuel consumption and emissions but also utilizes the low-speed, high-torque characteristics of the motor 20 to ensure smooth starting. If the vehicle 1000's battery is low during driving and needs to simultaneously meet driving and charging requirements... When there is a power demand, the hybrid drive system 100 will activate the third working mode. On the one hand, the engine 10 directly drives the vehicle 1000 through the gear system 30, and on the other hand, it controls the third gear 33 to couple with the first input shaft 11 through the power coupling mechanism 40, driving the motor 20 to generate electricity, thereby ensuring the normal driving of the vehicle 1000 while replenishing the battery with power. When the vehicle 1000 needs to drive at high speed or accelerate rapidly, the hybrid drive system 100 will determine whether to enter the fourth working mode according to the power demand, so that the engine 10 and the motor 20 work together, and provide strong driving force to the vehicle 1000 through the superposition of their power.

[0043] The above description is only a part of the embodiments of this application and does not limit the scope of protection of this application. Any equivalent device or equivalent process transformation made based on the content of this application specification and drawings, or direct or indirect application in other related technical fields, are similarly included in the patent protection scope of this application.

[0044] The terms "comprising" and "having," and any variations thereof, used in the embodiments of this application, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or components inherent to such processes, methods, products, or devices.

[0045] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

Claims

1. A hybrid power drive system, characterized in that, include: The engine (10) has a first input shaft (11) connected to a power coupling mechanism (40). The motor (20) has a second input shaft (21) to which a shifting mechanism (50) is connected; The gear system (30) includes a first gear (31) and a second gear (32) meshing with each other, and a third gear (33) and a fourth gear (34) meshing with each other. The first gear (31) is coupled to the first input shaft (11). The power coupling mechanism (40) can selectively control the third gear (33) to disconnect or couple with the first input shaft (11). The shifting mechanism (50) is used to switch the second input shaft (21) to couple with the second gear (32) or the fourth gear (34).

2. The hybrid drive system according to claim 1, characterized in that, The power coupling mechanism (40) includes a clutch connected between the first input shaft (11) and the third gear (33), the clutch being capable of cutting off and connecting the output torque of the engine (10).

3. The hybrid drive system according to claim 1, characterized in that, The shifting mechanism (50) includes a synchronizer configured to move between the second gear (32) and the fourth gear (34).

4. The hybrid drive system according to any one of claims 1-3, characterized in that, The hybrid drive system (100) includes a first operating mode, a second operating mode, a third operating mode, and a fourth operating mode, wherein, In the first working mode, the first input shaft (11) is disconnected from the third gear (33), the second input shaft (21) is coupled to the second gear (32), and the motor (20) converts mechanical energy into electrical energy to generate electricity; In the second working mode, the first input shaft (11) is disconnected from the third gear (33), the second input shaft (21) is coupled to the fourth gear (34), and the motor (20) converts electrical energy into mechanical energy for driving; In the third working mode, the first input shaft (11) is coupled to the third gear (33), the second input shaft (21) is coupled to the second gear (32), the motor (20) converts mechanical energy into electrical energy to generate electricity, and the engine (10) drives the motor. In the fourth working mode, the first input shaft (11) is coupled to the third gear (33), the second input shaft (21) is coupled to the fourth gear (34), and the motor (20) and the engine (10) are driven simultaneously.

5. The hybrid drive system according to any one of claims 1-3, characterized in that, The motor (20) is a starter and generator integrated motor (20).

6. The hybrid drive system according to any one of claims 1-3, characterized in that, The gear system (30) also includes a reduction gear (35) that meshes with the third gear (33), and the reduction gear (35) is connected to a wheel (70).

7. The hybrid drive system according to claim 6, characterized in that, A differential (60) is connected between the reduction gear (35) and the wheel (70).

8. The hybrid drive system according to any one of claims 1-3, characterized in that, The first input shaft (11) is parallel to and spaced apart from the second input shaft (21).

9. The hybrid drive system according to claim 4, characterized in that, It also includes a battery pack connected to the motor (20), the battery pack being used to store the electrical energy converted by the motor (20) and to power the motor (20).

10. A vehicle, characterized in that, Includes a vehicle body (200) and a hybrid drive system (100) as described in any one of claims 1 to 9 disposed on the vehicle body (200).

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