Hybrid system configurations and vehicles

Abstract

The application provides a hybrid power system configuration and a vehicle, and relates to the technical field of hybrid power systems.The hybrid power system configuration comprises a first shaft, a second shaft, a third shaft and a fourth shaft connected through a gear set, a motor shaft and an engine shaft; a first clutch movably arranged on the second shaft in an axial direction and used for controlling power transmission between the second shaft and the gear set; a second clutch movably arranged on the third shaft in an axial direction and used for controlling power transmission between the third shaft and the gear set; and an interlocking device comprising a first blocking part and a second blocking part, the first blocking part and the second blocking part are respectively matched with end faces of moving discs of the first clutch and the second clutch, and the distance between the first blocking part and the second blocking part in an axial direction is greater than the distance between the end faces of the moving discs when the first clutch and the second clutch are combined at the same time.The hybrid power system configuration provided by the application can avoid the possibility that the drive mode to be prohibited is activated by mistake, and does not need to change the existing clutch configuration.

Description

Technical Field

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

[0002] Hybrid power systems are an important technological path for achieving energy conservation and emission reduction in the modern automotive industry, and their market demand continues to grow, especially against the backdrop of the development of new energy vehicles. By integrating the power output of an electric motor and an engine, hybrid power systems can achieve multiple driving modes (such as pure electric drive, engine drive, hybrid drive, and generator mode) to adapt to different road conditions and driving needs.

[0003] For automakers without engine manufacturing qualifications, their product lines may be limited by their inability to produce models with engines. These companies typically need to find alternatives to the "engine direct drive" mode through hybrid systems, such as directly driving the vehicle with an electric motor or flexibly switching power paths through a clutch combination.

[0004] However, the power transmission path of existing hybrid power systems usually relies on the combined control of multiple clutches, which need to work in different modes, resulting in a contradiction in mechanical design: when it is necessary to disable a certain power path (such as engine direct drive mode), it cannot be achieved directly through the existing clutch configuration, but requires redesigning the clutch layout or adding additional control mechanisms, which greatly increases the complexity and cost of the system.

[0005] Therefore, there is an urgent need for a mechanical solution that can achieve specific power path restrictions without changing the existing clutch configuration. Utility Model Content

[0006] In view of the above problems, this application provides a hybrid power system configuration and vehicle to solve the problem that existing hybrid power systems cannot directly achieve the need to disable a specific power path using existing clutch configurations.

[0007] To achieve the above objectives, the embodiments of this application provide the following technical solutions:

[0008] A first aspect of this application provides a hybrid power system configuration, including:

[0009] The first shaft, second shaft, third shaft, and fourth shaft, as well as the motor shaft and engine shaft, are connected by a gear set; the first shaft is coaxial with the motor shaft, and the second shaft is coaxial with the engine shaft.

[0010] The first clutch is axially movably mounted on the second shaft and is used to control the power transmission between the second shaft and the gear set.

[0011] The second clutch is axially movable on the third shaft and is used to control the power transmission between the third shaft and the gear set.

[0012] The interlocking device includes a first blocking part and a second blocking part, which respectively cooperate with the moving disc end faces of the first clutch and the second clutch. The axial distance between the first blocking part and the second blocking part is greater than the distance between the moving disc end faces when the first clutch and the second clutch are engaged simultaneously.

[0013] In one possible implementation, the first blocking part and the second blocking part can respectively engage with the moving disc end faces of the first clutch and the second clutch.

[0014] In one possible implementation, the first and second blocking portions are oriented in opposite directions along the axial direction.

[0015] In one possible implementation, the interlocking device further includes a rod; a first blocking part and a second blocking part are disposed on the rod, and the rod is capable of driving the first blocking part and the second blocking part to move axially.

[0016] In one possible implementation, the first blocking portion and the second blocking portion are angled along the circumference of the rod.

[0017] In one possible implementation, the first blocking part includes a first connecting part and a second connecting part arranged at an angle, the first connecting part being connected to the rod body, and the second connecting part being used to abut against the end face of the moving disc of the first clutch.

[0018] The second blocking part includes a third connecting part and a fourth connecting part arranged at an angle. The third connecting part is connected to the rod body, and the fourth connecting part is used to abut against the end face of the moving disc of the second clutch.

[0019] In one possible implementation, the interlocking device further includes:

[0020] The first sheath is fitted onto the second connecting part and is used to contact the moving disc end face of the first clutch; the wear resistance of the first sheath is better than that of the second connecting part.

[0021] The second sheath is fitted onto the fourth connecting part and is used to contact the moving disc end face of the second clutch; the wear resistance of the second sheath is better than that of the fourth connecting part.

[0022] In one possible implementation, both the first sheath and the second sheath are elastic.

[0023] In one possible implementation, the interlocking device further includes a limiting pin disposed on the rod body;

[0024] The hybrid power system configuration also includes a housing, which has a groove that engages with a limit pin to limit the circumferential rotation of the rod.

[0025] In one possible implementation, the slot extends axially.

[0026] In one possible implementation, the housing is further provided with mounting holes for mounting the rod body;

[0027] The interlocking device also includes an elastic element, which is disposed at at least one end of the rod along the axial direction and is embedded in the mounting hole.

[0028] In one possible implementation, the gear set includes a first gear, a second gear, a third gear, a fourth gear, and a fifth gear;

[0029] The first gear is fixed to the first shaft; the second gear is loosely fitted on the second shaft and meshes with the first gear; the third gear is loosely fitted on the third shaft and meshes with the second gear; the fourth gear is fixed to the third shaft; the fifth gear is fixed to the fourth shaft and meshes with the fourth gear.

[0030] The power transmission between the second shaft and the second gear is controlled by the first clutch; the power transmission between the third shaft and the third gear is controlled by the second clutch.

[0031] In one possible implementation, the gear set includes a first gear, a second gear, a third gear, a fourth gear, a fifth gear, and a sixth gear;

[0032] The first gear is fixed to the first shaft; the second gear is fixed to the second shaft and meshes with the first gear; the third gear is loosely fitted on the third shaft and meshes with the second gear; the fourth gear is loosely fitted on the third shaft; the fifth gear is fixed to the fourth shaft and meshes with the fourth gear.

[0033] The power transmission between the second gear and the engine shaft is controlled by the first clutch; the power transmission between the third shaft and the fourth gear is controlled by the second clutch.

[0034] A second aspect of this application provides a vehicle including the hybrid power system configuration described above.

[0035] The hybrid power system configuration provided in this application, by setting an interlock device between the first clutch and the second clutch, and ensuring that the axial distance between the first and second blocking parts of the interlock device is greater than the distance between the moving disc end faces when the first and second clutches are simultaneously engaged, mechanically ensures that the moving discs of the first and second clutches cannot simultaneously move to the engagement position axially. When it is necessary to prohibit a drive mode that can only be achieved by the simultaneous engagement of the first and second clutches, there is no need to rely on complex electronic control logic or sensor feedback. As long as the interlock device intervenes, the drive mode to be prohibited cannot be formed, thereby avoiding the possibility of the drive mode being erroneously activated and improving system safety and reliability. Moreover, the solution in this application adds an independent interlock device in addition to the original clutches (first clutch and second clutch), without changing the number of clutches, basic connection relationship or working principle, realizing a low-intrusion modification solution, which helps to reduce the cost and risk of system redesign.

[0036] In addition to the technical problems solved by the embodiments of this application, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions described above, other technical problems that the hybrid power system configuration and vehicle provided by the embodiments of this application can solve, other technical features included in the technical solutions, and the beneficial effects brought about by these technical features will be further explained in detail in the specific implementation. Attached Figure Description

[0037] 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.

[0038] Figure 1 This is a schematic diagram of the first hybrid power system configuration provided in the embodiments of this application;

[0039] Figure 2 This is a schematic diagram of the second hybrid power system configuration provided in the embodiments of this application;

[0040] Figure 3 A perspective view of the interlock device cooperating with the first clutch and the second clutch in a hybrid power system configuration provided in an embodiment of this application;

[0041] Figure 4 for Figure 3 A side view of the interlocking device engaging with the first and second clutches along the axial direction.

[0042] Figure 5 for Figure 4 A cross-sectional view of section AA, in which the first clutch and the second clutch are hidden;

[0043] Figure 6 A schematic diagram of the assembly of the rod and housing of the interlocking device for a hybrid power system configuration provided in this application embodiment;

[0044] Figure 7 This is a schematic diagram of the assembly of the limit pin and the housing of the interlock device for the hybrid power system configuration provided in this application embodiment.

[0045] Explanation of reference numerals in the attached figures:

[0046] 11. First gear; 12. Second gear; 13. Third gear; 14. Fourth gear; 15. Fifth gear; 16. Sixth gear;

[0047] 21. First shaft; 22. Second shaft; 23. Third shaft; 24. Fourth shaft; 25. Motor shaft; 26. Engine shaft;

[0048] 31. First clutch; 32. Second clutch;

[0049] 40. Interlocking device; 41. First blocking part; 411. First connecting part; 412. Second connecting part; 42. Second blocking part; 421. Third connecting part; 422. Fourth connecting part; 43. Rod body; 44. First protective sleeve; 45. Second protective sleeve; 46. Limiting pin; 47. Elastic element;

[0050] 50. Housing; 401. Slot; 402. Mounting hole;

[0051] X, axial direction. Detailed Implementation

[0052] First, those skilled in the art should understand that these embodiments are merely for explaining the technical principles of this application and are not intended to limit the scope of protection of this application. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.

[0053] Secondly, it should be noted that, in the description of the embodiments of this application, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0054] As described in the background section, hybrid power systems in the related art have the problem that when it is necessary to disable a specific power path, it cannot be achieved directly using existing clutch configurations.

[0055] To address the aforementioned technical problems, this application provides a hybrid power system configuration and a vehicle. The hybrid power system configuration includes: a first shaft, a second shaft, a third shaft, and a fourth shaft connected by a gear set, as well as a motor shaft and an engine shaft; the first shaft and the motor shaft are coaxially arranged, and the second shaft and the engine shaft are coaxially arranged; a first clutch is axially movably disposed on the second shaft for controlling the power transmission between the second shaft and the gear set; a second clutch is axially movably disposed on the third shaft for controlling the power transmission between the third shaft and the gear set; and an interlocking device including a first blocking part and a second blocking part, the first blocking part and the second blocking part respectively cooperating with the moving disc end faces of the first clutch and the second clutch, the axial distance between the first blocking part and the second blocking part being greater than the distance between the moving disc end faces when the first clutch and the second clutch are simultaneously engaged.

[0056] The hybrid power system configuration provided in this application, by setting an interlock device between the first clutch and the second clutch, and ensuring that the axial distance between the first and second blocking parts of the interlock device is greater than the distance between the moving disc end faces when the first and second clutches are simultaneously engaged, mechanically ensures that the moving discs of the first and second clutches cannot simultaneously move to the engagement position axially. When it is necessary to prohibit a drive mode that can only be achieved by the simultaneous engagement of the first and second clutches, there is no need to rely on complex electronic control logic or sensor feedback. As long as the interlock device intervenes, the drive mode to be prohibited cannot be formed, thereby avoiding the possibility of the drive mode being erroneously activated and improving system safety and reliability. Moreover, the solution in this application adds an independent interlock device in addition to the original clutches (first clutch and second clutch), without changing the number of clutches, basic connection relationship or working principle, realizing a low-intrusion modification solution, which helps to reduce the cost and risk of system redesign.

[0057] To make the above-mentioned objectives, features, and advantages of the embodiments of this application more apparent and understandable, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0058] Please refer to the attached document. Figure 1-7 The first aspect of this application provides a hybrid power system configuration, including:

[0059] The first shaft 21, the second shaft 22, the third shaft 23, and the fourth shaft 24, as well as the motor shaft 25 and the engine shaft 26, are connected by a gear set; the first shaft 21 and the motor shaft 25 are coaxially arranged, and the second shaft 22 and the engine shaft 26 are coaxially arranged.

[0060] The first clutch 31 is movably disposed on the second shaft 22 along the axial direction X, and is used to control the power transmission between the second shaft 22 and the gear set;

[0061] The second clutch 32 is movably mounted on the third shaft 23 along the axial direction X, and is used to control the power transmission between the third shaft 23 and the gear set;

[0062] The interlocking device 40 includes a first blocking part 41 and a second blocking part 42. The first blocking part 41 and the second blocking part 42 respectively cooperate with the moving disc end faces of the first clutch 31 and the second clutch 32. The distance between the first blocking part 41 and the second blocking part 42 along the axial direction X is greater than the distance between the moving disc end faces when the first clutch 31 and the second clutch 32 are engaged at the same time.

[0063] It should be noted that the term "moving disc end face" in this article refers to the end face of the movable part in the clutch, which is used to cooperate with the blocking part of the interlocking device, such as the moving disc end face of a clutch synchronizer or an electromagnetic clutch.

[0064] In this embodiment of the application, please refer to Figure 1 and Figure 2 As shown, the first clutch 31 directly controls whether the power from the engine shaft 26 (via the coaxial second shaft 22) is engaged with the entire gear set. By engaging the first clutch 31, the engine can be completely disconnected in pure electric mode, avoiding drag losses. The second clutch 32 is located on the third shaft 23 and is used to control the connection between the third shaft 23 and the gear set. By controlling the engagement and disengagement of the second clutch 32, it is possible to change whether the power passing through the gear set is ultimately transmitted, and by what path it is transmitted to the output shaft (fourth shaft 24). Through the coordinated operation of the first clutch 31 and the second clutch 32, the system can achieve modes including engine direct drive, hybrid drive, pure electric drive, and charging while driving. Different combinations of the states of the first clutch 31 and the second clutch 32 correspond to different power transmission paths.

[0065] For the hybrid power system configuration provided in this application's embodiments, please refer to [link / reference needed]. Figure 3As shown, by providing an interlock device 40 between the first clutch 31 and the second clutch 32, and ensuring that the distance between the first blocking part 41 and the second blocking part 42 of the interlock device 40 along the axial direction X is greater than the distance between the moving disc end faces when the first clutch 31 and the second clutch 32 are simultaneously engaged, the mechanical structure ensures that the moving discs of the first clutch 31 and the second clutch 32 cannot simultaneously move to the engagement position along the axial direction X. When it is necessary to prohibit a drive mode that can only be achieved by the simultaneous engagement of the first clutch 31 and the second clutch 32, there is no need to rely on complex electronic control logic or sensor feedback. As long as the interlock device 40 intervenes, the drive mode to be prohibited cannot be formed, thereby avoiding the possibility of the drive mode being erroneously activated and improving the safety and reliability of the system. Moreover, the solution of this application adds an independent interlock device 40 in addition to the original clutches (first clutch 31 and second clutch 32), without changing the number of clutches, basic connection relationship or working principle, realizing a low-intrusion modification solution, which helps to reduce the cost and risk of system redesign.

[0066] In one possible implementation, the first blocking part 41 and the second blocking part 42 can respectively fit against the moving disc end face of the first clutch 31 and the second clutch 32.

[0067] In this embodiment, the first blocking part 41 and the second blocking part 42 can respectively engage with the moving disc end faces of the first clutch 31 and the second clutch 32, ensuring that there is no variable or uncontrollable gap between the blocking part and the clutch moving disc end face in the interlocked state. This zero-gap fit eliminates the possibility of the clutch accidentally slipping into a partially engaged state due to component tolerances, thermal expansion, or slight displacement. This makes the locking and releasing states of the interlocking device 40 very clearly distinguishable: engagement means absolute locking, and disengagement means movement is allowed. This improves the control accuracy and certainty of the system state and reduces the risk of control logic confusion or power transmission uncertainty caused by intermediate states.

[0068] When the interlock device 40 is activated, the first blocking part 41 and the second blocking part 42 can respectively achieve surface contact with the end faces of the moving discs of the first clutch 31 and the second clutch 32. This provides a firm and insurmountable mechanical stop for the moving discs of the clutches in the axial direction X. Furthermore, the close contact can more reliably withstand and disperse the axial force that may be generated by the clutch engagement mechanism, ensuring that the blocked clutch moving discs cannot cross the blocking part to continue moving, thereby locking the state of prohibiting simultaneous engagement more thoroughly and firmly.

[0069] In one possible implementation, please see Figure 3 As shown, along the axial direction X, the first blocking part 41 and the second blocking part 42 are oriented in opposite directions.

[0070] In this embodiment, the blocking surfaces of the first blocking part 41 and the second blocking part 42 face opposite directions along the axial direction X. When the moving discs of the first clutch 31 and the second clutch 32 need to move in opposite directions along the axial direction for engagement, the blocking parts facing opposite directions can naturally and directly meet the movement paths of their respective clutch moving discs. This arrangement allows the interlocking device 40 to simultaneously respond to the movement trends of the two clutches in opposite directions with the most direct geometric relationship without complex steering or adjustment mechanisms, thereby achieving efficient and immediate physical blocking.

[0071] Furthermore, since the first blocking part 41 and the second blocking part 42 are oriented in opposite directions, the interlocking device 40 only requires a relatively small displacement in the axial direction X to allow the first blocking part 41 and the second blocking part 42 to simultaneously enter or exit the blocking position on the two clutch moving discs. For example, when the interlocking device 40 moves along the axial direction X, as one blocking part approaches one clutch moving disc, the other blocking part will simultaneously approach the other clutch moving disc. This reduces the stroke and time required for the interlocking action, making the switching between the locked and released states faster and more certain, improving the response speed and overall reliability of the system mode switching.

[0072] Furthermore, the first blocking part 41 and the second blocking part 42 face opposite directions, allowing them to be arranged more compactly on the interlocking device 40. This layout makes full use of axial space and avoids the additional radial space or more complex support structure that might be required if the first blocking part 41 and the second blocking part 42 were oriented in the same direction or at an angle. This contributes to the miniaturization and integration of the overall structure of the interlocking device 40, making it easier to arrange and install within the compact housing of the hybrid power system.

[0073] In one possible implementation, please see Figure 3 As shown, the interlocking device 40 also includes a rod 43; a first blocking part 41 and a second blocking part 42 are disposed on the rod 43, and the rod 43 can drive the first blocking part 41 and the second blocking part 42 to move along the axial direction X.

[0074] In this embodiment, the first blocking part 41 and the second blocking part 42 are integrated and supported by a common rod 43. This makes the two blocking parts mechanically a single component. Thus, by simply driving the rod 43 to move along the axial direction X, the two blocking parts can be moved synchronously and with the same displacement. This ensures that when the interlocking device 40 switches between the locked and released states, the actions of the first blocking part 41 and the second blocking part 42 are consistent and coordinated, avoiding the asynchronous problems that may occur when controlling two independent blocking parts separately, reducing the control difficulty and improving the reliability of the operation.

[0075] Furthermore, since the first blocking part 41 and the second blocking part 42 are rigidly connected to the same rod 43, the distance between them along the axial direction X remains constant. This distance is the key dimension for achieving physical interlocking (greater than the distance between the end faces of the clutch moving disc). The structure of the rod 43 ensures that this distance will not change due to vibration, impact, or repeated operation, thus maintaining the geometric certainty of the interlocking function. Regardless of the axial position of the rod 43, the relative relationship between the two blocking parts remains constant, effectively ensuring the accuracy and durability of the interlocking function.

[0076] Furthermore, integrating the two functional components onto a single rod 43 creates a simple and compact independent module. Compared to designing separate mounting bases, guide mechanisms, and drive mechanisms for each blocking part, this design reduces the number of parts and simplifies assembly. A rod 43 that can move axially (X) is also easy to arrange and guide within the gearbox or housing. In addition, the drive method is simplified; only one actuator acting on one end of the rod 43 is needed to control the entire interlock function, reducing system complexity and cost.

[0077] In one possible implementation, please see Figure 3 and Figure 4 As shown, the first blocking part 41 and the second blocking part 42 are set at an angle along the circumference of the rod 43.

[0078] In this embodiment, within the compact housing of the hybrid power system, the moving disc end faces of the first clutch 31 and the second clutch 32 may be located in different circumferential orientations. By setting the first blocking part 41 and the second blocking part 42 at a certain angle along the circumference of the rod 43, each blocking part can be precisely aligned with the axial movement path of its respective target clutch. This ensures that the blocking part can interact with the moving disc end face of the corresponding clutch via the most direct path, while effectively avoiding other components that may exist in the surrounding area (such as sensor wiring harnesses, oil passages, fixed structures, etc.), preventing motion interference with non-target components, and ensuring smooth and reliable interlocking operation.

[0079] In one possible implementation, please see Figure 5 As shown, the first blocking part 41 includes a first connecting part 411 and a second connecting part 412 arranged at an angle. The first connecting part 411 is connected to the rod body 43, and the second connecting part 412 is used to abut against the moving disc end face of the first clutch 31.

[0080] The second blocking part 42 includes a third connecting part 421 and a fourth connecting part 422 arranged at an angle. The third connecting part 421 is connected to the rod body 43, and the fourth connecting part 422 is used to abut against the moving disc end face of the second clutch 32.

[0081] In this embodiment, each blocking part (first blocking part 41, second blocking part 42) is composed of two connecting parts arranged at an angle (similar to an "L" shape or a bent structure). This design functionally divides each blocking part into a connecting functional area (first connecting part 411, third connecting part 421) and a working contact area (second connecting part 412, fourth connecting part 422). When the second connecting part 412 abuts against the moving disc end face of the first clutch 31 and bears axial force, this force can be more effectively transmitted and dispersed to the first connecting part 411 and the rod 43 through the angled bend, which enhances the overall structural strength of the blocking part and reduces the risk of deformation or damage under repeated impact.

[0082] The first connecting part 411 and the second connecting part 412 are set at an angle, so that the final spatial orientation of the second connecting part 412 (working surface) can be independent of the connection orientation of the first connecting part 411 (mounting surface) and the rod 43. This design provides the interlocking device 40 with high flexibility in the complex spatial layout within the gearbox. This ensures that the second connecting part 412 and the fourth connecting part 422 can be precisely aligned and fitted to the moving disc end face of the corresponding clutch, effectively solving the installation and interference problems caused by the staggered or misaligned arrangement of the clutch spatial positions.

[0083] The primary function of the first connecting part 411 and the third connecting part 421 is to achieve a reliable and secure connection with the rod body 43 (e.g., through welding, threaded connection, or integral molding), and their design and material selection can focus on connection strength and durability. The primary function of the second connecting part 412 and the fourth connecting part 422 is to reliably abut against the end face of the clutch moving disc, and their design and surface treatment can focus on wear resistance, vibration damping, or providing specific contact characteristics. This improves the overall performance and reliability of the interlocking device 40.

[0084] In one possible implementation, please see Figure 5 As shown, the interlocking device 40 also includes:

[0085] The first sheath 44 is sleeved on the second connecting part 412 and is used to contact the moving disc end face of the first clutch 31; the wear resistance of the first sheath 44 is better than that of the second connecting part 412.

[0086] The second sheath 45 is fitted onto the fourth connecting part 422. The second sheath 45 is used to contact the moving disc end face of the second clutch 32. The wear resistance of the second sheath 45 is better than that of the fourth connecting part 422.

[0087] In this embodiment, the first sheath 44 and the second sheath 45 are specifically disposed on the second connecting portion 412 and the fourth connecting portion 422, which directly contact and rub against the clutch moving disc, and their materials have superior wear resistance. When the clutch moving disc contacts the blocking portion during engagement (especially under vibration or non-absolute static conditions), wear mainly occurs on the first sheath 44 and the second sheath 45, thereby effectively protecting the second connecting portion 412 and the fourth connecting portion 422, which are made of the main structural material (such as structural steel), from wear, greatly extending the overall service life and reliability of the core force-bearing components in the interlocking device 40.

[0088] Furthermore, the second connecting part 412 and the fourth connecting part 422 can preferably be made of high-strength, high-toughness materials to ensure the overall structural stability; while the first sheath 44 and the second sheath 45 can be made of specially designed wear-resistant materials (such as special alloys, powder metallurgy materials, or engineering plastics), and can even further reduce the coefficient of friction or improve wear resistance through surface treatment (such as carburizing or spraying). This allows for the targeted application of functional materials, effectively optimizing the performance of the contact interface without excessively increasing the overall cost.

[0089] Meanwhile, since the first sheath 44 and the second sheath 45 are independent components fitted onto the second connecting part 412 and the fourth connecting part 422, when the sheaths wear down to the point of requiring maintenance, there is no need to replace or repair the entire first blocking part 41, the second blocking part 42, or even the rod 43; simply remove the old sheath and install the new one. This simplifies maintenance operations from major overhauls that may involve the main structure to the replacement of standard wear parts, greatly reducing the long-term maintenance complexity, downtime, and total lifecycle cost of the system.

[0090] In one possible implementation, both the first sheath 44 and the second sheath 45 are elastic.

[0091] In this embodiment, when the moving disc of the first clutch 31 or the second clutch 32 contacts the blocking part during operation, the elastic first sheath 44 and second sheath 45 can undergo recoverable deformation. This elastic deformation can absorb the kinetic energy at the moment of contact, transforming a potentially rigid impact into a flexible, slightly longer-lasting buffering process. This effectively reduces the impact force and noise generated at the moment of contact, protecting not only the sheaths themselves and the contact surfaces of the clutch moving discs, but also improving the smoothness and quietness of the entire interlocking device 40 during operation.

[0092] Furthermore, manufacturing tolerances, accumulated assembly errors, and minor wear after long-term operation can all lead to slight deviations in the theoretical contact position between the second connecting part 412 / fourth connecting part 422 and the moving disc end face of the first clutch 31 / second clutch 32. The presence of the elastic sleeves allows the first sleeve 44 and the second sleeve 45 to undergo moderate elastic deformation under pressure. This deformation capability enables them to adaptively conform to or fill the minute gaps or uneven contact caused by various deviations, thereby ensuring that the blocking function can be reliably implemented under any operating condition. This avoids problems such as excessive local stress or poor contact that may be caused by rigid contact, and improves the reliability of the interlocking function.

[0093] Furthermore, if the blocking part is in rigid contact with the end face of the clutch moving plate, even a slight misalignment or angular deviation in the axis of the blocking part when it contacts the end face of the clutch moving plate can easily lead to hard-on jamming or scraping, potentially damaging the clutch end face or the sheath itself. Both the first sheath 44 and the second sheath 45 are elastic, allowing them to adapt through localized deformation in such situations. This makes the interaction between the contact surfaces more compliant, effectively preventing mechanical jamming or surface scratches caused by poor alignment, protecting the working surface of this critical component, the clutch, and making the operation of the interlocking device 40 smoother.

[0094] In one possible implementation, please see Figure 3 As shown, the interlocking device 40 also includes a limiting pin 46, which is disposed on the rod 43;

[0095] Please see Figure 7 As shown, the hybrid power system configuration also includes a housing 50, on which a slot 401 is provided to cooperate with the limiting pin 46 to limit the circumferential rotation of the rod 43.

[0096] In this embodiment, the engagement of the limiting pin 46 and the slot 401 constitutes a simple and reliable circumferential rotation constraint mechanism. This effectively prevents the rod 43 from undergoing accidental circumferential rotation during axial movement or under vibration. Since the first blocking part 41 and the second blocking part 42 are positioned on the rod 43 at specific circumferential angles, they must be precisely aligned with the moving disc end faces of the first clutch 31 and the second clutch 32 to function effectively. This design ensures that the working position of the blocking part remains fixed, preventing misalignment of the blocking part due to rotation of the rod 43, thus ensuring the reliability of the interlocking device 40.

[0097] In one possible implementation, please see Figure 7 As shown, the slot 401 extends along the axial direction X.

[0098] In this embodiment, the slot 401 not only restricts the circumferential rotation of the rod 43, but also provides a clear axial movement track for the sliding of the limit pin 46 therein, thereby adding a guiding function to the axial movement of the rod 43, so as to guide the rod 43 to move along a preset straight path, reducing the possible wobble or jamming of the rod 43 during the movement, and making the action of the interlocking device 40 switching between the locking and releasing states smoother, more accurate and reliable.

[0099] Furthermore, when assembling the interlocking device 40 to the housing 50, the limiting pin 46 and the slot 401 must be aligned and inserted into the slot 401; otherwise, correct installation is impossible. This serves as a preventative measure, effectively preventing the rod 43 (along with its blocking part) from being incorrectly rotated at a certain angle and then forcibly installed during assembly, thus avoiding interlocking failure due to assembly errors. In daily maintenance, it also provides a clear visual indication of the correct assembly orientation.

[0100] In one possible implementation, please see Figure 6 As shown, the housing 50 is also provided with a mounting hole 402, which is used to mount the rod 43;

[0101] The interlocking device 40 also includes an elastic element 47, which is disposed at at least one end of the rod 43 along the axial direction X, and is embedded in the mounting hole 402.

[0102] In this embodiment, the elastic element 47 is embedded within the mounting hole 402 and applies an axial force to one end of the rod 43, thereby providing a continuous elastic preload for the entire rod 43 assembly in the axial direction X. This preload can automatically eliminate minute gaps between the moving parts such as the rod 43, the limiting pin 46, and the slot 401 caused by manufacturing tolerances and wear. The elimination of gaps effectively prevents axial movement or wobbling of the rod 43 in a non-operating state, thereby avoiding abnormal vibration and noise caused by gaps and improving the quietness and reliability of the system during operation.

[0103] By providing an elastic element 47 at one end of the rod 43, the rod 43 can be stably held in a preset default position by the elastic force when no external driving force is applied. This default position corresponds to a specific state of the interlocking device 40 (such as locked or released). This gives the interlocking device 40 a clear state-holding force, enabling it to resist disturbances such as vehicle vibration and maintain stability in the current state. Even if the drive mechanism (such as an electromagnet or motor) is de-energized or fails, the interlocking device 40 can reliably remain in the preset safe position, enhancing the system's fail-safe performance.

[0104] Furthermore, by embedding the elastic element 47 within the mounting hole 402, placing it in a relatively enclosed and protected space, it effectively prevents external contaminants such as dust, oil, and metal shavings from directly contacting and corroding the elastic element 47, thus preventing premature failure due to contamination. Simultaneously, it also reduces the direct impact of external shocks on the elastic element 47 to a certain extent. This improves the working environment of the elastic element 47, helping to maintain the long-term stability of its elastic properties, thereby extending the service life of the critical buffering and reset functions of the interlocking device 40.

[0105] In one possible implementation, please see Figure 1 As shown, the gear set includes a first gear 11, a second gear 12, a third gear 13, a fourth gear 14, and a fifth gear 15;

[0106] The first gear 11 is fixed to the first shaft 21; the second gear 12 is loosely fitted on the second shaft 22 and meshes with the first gear 11; the third gear 13 is loosely fitted on the third shaft 23 and meshes with the second gear 12; the fourth gear 14 is fixed to the third shaft 23; the fifth gear 15 is fixed to the fourth shaft 24 and meshes with the fourth gear 14.

[0107] The power transmission between the second shaft 22 and the second gear 12 is controlled by the first clutch 31; the power transmission between the third shaft 23 and the third gear 13 is controlled by the second clutch 32.

[0108] In the embodiments of this application, Figure 1 The first specific hybrid power system configuration is shown.

[0109] Please see Figure 1 As shown, the motor drive path is as follows: Motor power is input from the motor shaft 25 (coaxial with the first shaft 21), and transmitted to the second gear 12, which meshes with the first gear 11 fixed to the first shaft 21 and is loosely fitted on the second shaft 22, via the first gear 11 fixed to the first shaft 21. Afterward, the power is divided into two potential paths: one path transmits power to the second shaft 22 via the engaged first clutch 31, thereby driving the engine shaft 26 to achieve charging or engine starting; the other path transmits power to the third gear 13, which meshes with the second gear 12 and is loosely fitted on the third shaft 23. If the second clutch 32 is engaged, the power is transmitted from the third gear 13 to the third shaft 23, and then via the fourth gear 14 fixed to the third shaft 23 to the fifth gear 15 fixed to the fourth shaft 24 (output shaft), ultimately driving the wheels and achieving pure electric drive.

[0110] The engine drive path is as follows: Engine power is input from engine shaft 26 (coaxial with second shaft 22), transmitted via second shaft 22 and engaged first clutch 31 to the unloaded second gear 12, and then to third gear 13. If second clutch 32 is also engaged at this time, power is transmitted to the output shaft via third shaft 23, fourth gear 14, and fifth gear 15, realizing direct drive mode. Hybrid drive: When the engine is running and second clutch 32 is engaged, the motor can participate in driving or generating electricity through first gear 11, realizing parallel hybrid drive.

[0111] exist Figure 1 In the configuration shown, the establishment of the engine direct drive mode strictly depends on the simultaneous engagement of the first clutch 31 (connecting engine power) and the second clutch 32 (connecting the output path). The interlock device 40, through its first blocking part 41 and second blocking part 42, physically prevents these two events from occurring simultaneously. The distance between the two blocking parts is greater than the end face distance when the two clutch moving discs are simultaneously engaged, which determines that when the lever 43 moves to the locked position, the first blocking part 41 and the second blocking part 42 are exactly (or through the preload of the elastic element 47) abutting against or very close to the end faces of the moving discs of the first clutch 31 and the second clutch 32, respectively. This limits the sum of the travel of the moving discs of the two clutches in the axial X direction, making it absolutely impossible for them to reach their respective fully engaged positions simultaneously, thus mechanically completely disabling the engine direct drive mode.

[0112] This system, while fully retaining the original dual-clutch (first clutch 31, second clutch 32) and five-gear basic configuration to achieve multiple hybrid power modes (pure electric, series, parallel hybrid drive, and vehicle-generated electricity), solves the compliance problem of prohibiting engine direct drive mode for manufacturers without engine production qualifications in a low-cost and highly reliable manner simply by adding an independent interlock device 40. There is no need to redesign the complex internal clutch and gear layout of the transmission.

[0113] Compared to relying solely on software to control clutch status, the interlock device 40 provides hardware-level physical protection. Even if the control system malfunctions and attempts are made to incorrectly engage both clutches simultaneously, the mechanical components will rigidly prevent this. This provides the highest level of safety and fail-safe protection for the system, completely eliminating the risk of accidental activation of illegal direct-drive modes. Moreover, the locking and unlocking states of the interlock device 40 are determined by the precise axial position of the lever 43 and are kept stable by the cooperation of the elastic element 47 and the limit pin 46 with the slot 401, eliminating the signal ambiguity, delay, or failure issues inherent in electronic control systems.

[0114] In one possible implementation, please see Figure 2As shown, the gear set includes a first gear 11, a second gear 12, a third gear 13, a fourth gear 14, a fifth gear 15, and a sixth gear 16;

[0115] The first gear 11 is fixed to the first shaft 21; the second gear 12 is fixed to the second shaft 22 and meshes with the first gear 11; the third gear 13 is loosely fitted on the third shaft 23 and meshes with the second gear 12; the fourth gear 14 is loosely fitted on the third shaft 23; the fifth gear 15 is fixed to the fourth shaft 24 and meshes with the fourth gear 14.

[0116] The power transmission between the second gear 12 and the engine shaft 26 is controlled by the first clutch 31; the power transmission between the third shaft 23 and the fourth gear 14 is controlled by the second clutch 32.

[0117] In the embodiments of this application, Figure 2 The second specific hybrid power system configuration is shown.

[0118] Please see Figure 2 As shown, in this configuration, the second gear 12 is fixed to the second shaft 22, and the function of the first clutch 31 is transformed into controlling the connection between the second gear 12 and the engine shaft 26 (i.e., controlling the access and disconnection of engine power). The fourth gear 14 is loosely fitted onto the third shaft 23, and the second clutch 32 controls the connection between the third shaft 23 and the fourth gear 14.

[0119] The engine drive path is as follows: Engine power is input from the engine shaft 26 and transmitted to the fixed second gear 12 via the engaged first clutch 31. Then, the power is transmitted through the second gear 12 to the meshing third gear 13. If the second clutch 32 is engaged, the power is transmitted from the third shaft 23 to the unloaded fourth gear 14, and then output through the fifth gear 15, achieving direct engine drive. Alternatively, power can also be transmitted from the second gear 12 to the first gear 11 to drive the motor for power generation or to provide torque assistance.

[0120] Its motor drive path: the motor power is transmitted from the motor shaft 25 (coaxial with the first shaft 21) through the first gear 11 to the fixed second gear 12. The subsequent path is shared with the engine power. By controlling the state of the first clutch 31 and the second clutch 32, multiple modes such as pure electric drive and hybrid drive can be realized.

[0121] Similarly, to achieve engine direct drive mode, the first clutch 31 (engaging the engine) and the second clutch 32 (engaging the output) must be engaged simultaneously. The interlock device 40 of this application operates with completely unchanged logic and remains equally effective in this configuration. Its design does not depend on the specific connection method of whether the gears are fixed or loose, but is precisely aimed at the core objective of "preventing the simultaneous engagement of two specific clutches (the first clutch 31 and the second clutch 32)".

[0122] Regardless of the gear arrangement, as long as the engine direct drive mode mechanically relies on the simultaneous engagement of these two clutches, the interlock device 40, through its first blocking part 41 and second blocking part 42, utilizes its key spacing design (greater than the engagement distance between the end faces of the two clutch moving discs) to physically prevent both from reaching the engagement position simultaneously. When the lever 43 moves to the locked position, the two blocking parts will respectively abut or be adjacent to the end faces of the moving discs of the corresponding clutches, forming mechanical interference, thereby fundamentally prohibiting this power path.

[0123] This application also provides a vehicle including the hybrid power system configuration described above.

[0124] Given that the vehicle in this embodiment includes the hybrid power system configuration described in any of the above embodiments, the structure and beneficial effects of the vehicle including the hybrid power system configuration will not be elaborated further in this embodiment.

[0125] The various embodiments or implementation methods described in this specification are presented in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other.

[0126] It should be noted that the terms "one embodiment," "embodiment," "exemplary embodiment," "some embodiments," etc., mentioned in the specification indicate that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0127] 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 power system configuration, characterized in that, include: The first shaft (21), the second shaft (22), the third shaft (23) and the fourth shaft (24), as well as the motor shaft (25) and the engine shaft (26) are connected by a gear set; the first shaft (21) is coaxial with the motor shaft (25), and the second shaft (22) is coaxial with the engine shaft (26); A first clutch (31) is movably disposed on the second shaft (22) along the axial direction (X) for controlling the power transmission between the second shaft (22) and the gear set; The second clutch (32) is movably disposed on the third shaft (23) along the axial direction (X) and is used to control the power transmission between the third shaft (23) and the gear set; The interlocking device (40) includes a first blocking part (41) and a second blocking part (42). The first blocking part (41) and the second blocking part (42) respectively cooperate with the moving disc end faces of the first clutch (31) and the second clutch (32). The distance between the first blocking part (41) and the second blocking part (42) along the axial direction (X) is greater than the distance between the moving disc end faces when the first clutch (31) and the second clutch (32) are engaged at the same time.

2. The hybrid power system configuration according to claim 1, characterized in that, The first blocking part (41) and the second blocking part (42) can respectively fit against the moving disc end face of the first clutch (31) and the second clutch (32).

3. The hybrid power system configuration according to claim 1, characterized in that, Along the axial direction (X), the first blocking part (41) and the second blocking part (42) are oriented in opposite directions.

4. The hybrid power system configuration according to claim 1, characterized in that, The interlocking device (40) further includes a rod (43); the first blocking part (41) and the second blocking part (42) are disposed on the rod (43), and the rod (43) can drive the first blocking part (41) and the second blocking part (42) to move along the axis (X).

5. The hybrid power system configuration according to claim 4, characterized in that, Along the circumference of the rod (43), the first blocking part (41) and the second blocking part (42) are arranged at an angle.

6. The hybrid power system configuration according to claim 4, characterized in that, The first blocking part (41) includes a first connecting part (411) and a second connecting part (412) arranged at an angle. The first connecting part (411) is connected to the rod (43), and the second connecting part (412) is used to abut against the moving disc end face of the first clutch (31). The second blocking part (42) includes a third connecting part (421) and a fourth connecting part (422) arranged at an angle. The third connecting part (421) is connected to the rod body (43), and the fourth connecting part (422) is used to abut against the moving disc end face of the second clutch (32).

7. The hybrid power system configuration according to claim 6, characterized in that, The interlocking device (40) further includes: The first sheath (44) is fitted onto the second connecting part (412). The first sheath (44) is used to contact the moving disc end face of the first clutch (31). The first sheath (44) has better wear resistance than the second connecting part (412). The second sheath (45) is fitted onto the fourth connecting part (422). The second sheath (45) is used to contact the moving disc end face of the second clutch (32). The wear resistance of the second sheath (45) is better than that of the fourth connecting part (422).

8. The hybrid power system configuration according to claim 7, characterized in that, Both the first sheath (44) and the second sheath (45) are elastic.

9. The hybrid power system configuration according to claim 4, characterized in that, The interlocking device (40) further includes a limiting pin (46), which is disposed on the rod (43); The hybrid power system configuration also includes a housing (50), on which a slot (401) is provided to cooperate with the limiting pin (46) for limiting the circumferential rotation of the rod (43).

10. The hybrid power system configuration according to claim 9, characterized in that, The slot (401) extends along the axial direction (X).

11. The hybrid power system configuration according to claim 9, characterized in that, The housing (50) is also provided with a mounting hole (402) for mounting the rod (43). The interlocking device (40) further includes an elastic element (47), which is disposed at at least one end of the rod (43) along the axial direction (X) and is built into the mounting hole (402).

12. The hybrid power system configuration according to any one of claims 1-11, characterized in that, The gear set includes a first gear (11), a second gear (12), a third gear (13), a fourth gear (14), and a fifth gear (15). The first gear (11) is fixed to the first shaft (21); the second gear (12) is loosely fitted on the second shaft (22) and meshes with the first gear (11); the third gear (13) is loosely fitted on the third shaft (23) and meshes with the second gear (12); the fourth gear (14) is fixed to the third shaft (23); the fifth gear (15) is fixed to the fourth shaft (24) and meshes with the fourth gear (14). The power transmission between the second shaft (22) and the second gear (12) is controlled by the first clutch (31); the power transmission between the third shaft (23) and the third gear (13) is controlled by the second clutch (32).

13. The hybrid power system configuration according to any one of claims 1-11, characterized in that, The gear set includes a first gear (11), a second gear (12), a third gear (13), a fourth gear (14), a fifth gear (15), and a sixth gear (16). The first gear (11) is fixed to the first shaft (21); the second gear (12) is fixed to the second shaft (22) and meshes with the first gear (11); the third gear (13) is loosely fitted on the third shaft (23) and meshes with the second gear (12); the fourth gear (14) is loosely fitted on the third shaft (23); the fifth gear (15) is fixed to the fourth shaft (24) and meshes with the fourth gear (14). The power transmission between the second gear (12) and the engine shaft (26) is controlled by the first clutch (31); the power transmission between the third shaft (23) and the fourth gear (14) is controlled by the second clutch (32).

14. A vehicle, characterized in that, Includes a hybrid power system configuration as described in any one of claims 1 to 13 above.

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