Hybrid drive system and vehicle

Abstract

A hybrid drive system comprises an engine (1), a first electric motor (2), a first electric motor second-gear driving gear (10), an engine second-gear driving gear (11), and an engine second-gear driven gear (12), wherein the engine (1) is in transmission connection with the engine second-gear driving gear (11), the first electric motor (2) is in transmission connection with the first electric motor second-gear driving gear (10), and the engine second-gear driving gear (11) meshes with both the first electric motor second-gear driving gear (10) and the engine second-gear driven gear (12). The hybrid drive system can prevent the problem of the engine second-gear driven gear (12) being greatly restricted in terms of its arrangement position due to the need to simultaneously mesh with two gears, such that the arrangement of the engine second-gear driven gear (12) is more free, the overall structure of the hybrid drive system is simpler and more compact, and the vehicle layout is more easy and flexible. Further disclosed is a vehicle using the hybrid drive system.

Description

Hybrid drive systems and vehicles

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This disclosure claims priority to Chinese patent application number 202322607219.5, filed with the China Patent Office on September 25, 2023, entitled “Hybrid Drive System and Vehicle,” the entire contents of which are incorporated by reference into this disclosure. Technical Field

[0003] The present disclosure relates to the field of hybrid power technology, and in particular, to a hybrid power drive system and a vehicle. Background Art

[0004] With the development of three-electric (Electric, Electric Vehicles) technology and the improvement of charging infrastructure, hybrid vehicles are increasingly utilizing electricity while reducing the use of internal combustion engines. A typical series-parallel architecture enables efficient operation in all vehicle scenarios: pure electric mode for high battery levels, series mode for low battery levels and low speeds, and direct engine drive mode for high speeds. First gear meets common domestic speed requirements. Currently, hybrid drive systems are complex, hindering vehicle layout.

[0005] Summary of the Invention

[0006] In order to overcome the problems existing in the related art, the present disclosure provides a hybrid drive system and a vehicle.

[0007] In order to achieve the above-mentioned objectives, in a first aspect, the present disclosure provides a hybrid drive system, comprising: an engine, a first motor, a second-gear driving gear of the first motor, an engine second-gear driving gear, and an engine second-gear driven gear; wherein the engine is transmission-connected to the engine second-gear driving gear, the first motor is transmission-connected to the first-motor second-gear driving gear, and the engine second-gear driving gear is meshed with the first-motor second-gear driving gear and the engine second-gear driven gear, respectively.

[0008] Optionally, the system further includes a first gear shifting mechanism, a first motor shaft, and a first motor first gear driving gear; wherein, the first motor first gear driving gear and the first motor second gear driving gear are respectively loosely mounted on the first motor shaft, the first gear shifting mechanism is arranged on the first motor shaft and is located between the first motor first gear driving gear and the first motor second gear driving gear, the first gear shifting mechanism is selectively combined with the first motor first gear driving gear or the first motor second gear driving gear, and the first motor shaft is connected to the first motor.

[0009] Optionally, the system further includes a clutch, an engine output shaft, and an engine first-gear driving gear; wherein, the engine output shaft is connected to the engine, the engine second-gear driving gear is loosely mounted on the engine output shaft, the engine first-gear driving gear is fixedly connected to the engine output shaft, the clutch is arranged on the engine output shaft, the active end of the clutch is connected to the engine, the driven end of the clutch is connected to the engine second-gear driving gear, and the engine first-gear driving gear is engaged with the first-gear driving gear of the first motor.

[0010] Optionally, the system further includes a differential, an intermediate shaft and a second motor; wherein the second gear driven gear of the engine is connected to the intermediate shaft; and the differential is mechanically connected to the intermediate shaft and the second motor respectively.

[0011] Optionally, the system further includes a second motor shaft, a second motor reduction gear shaft, a second motor primary reduction driven gear, a second motor secondary reduction driving gear, a shaft gear, an intermediate shaft reduction driving gear fixedly connected to the intermediate shaft, and a main reduction gear arranged on the differential; wherein, the second motor primary reduction driven gear and the second motor secondary reduction driving gear are respectively fixedly connected to the second motor reduction gear shaft, the shaft gear is fixedly connected to the second motor shaft, and the second motor shaft is connected to the second motor; the second motor primary reduction driven gear is meshed with the shaft gear, and the main reduction gear is respectively meshed with the intermediate shaft reduction driving gear and the second motor secondary reduction driving gear.

[0012] Optionally, the first motor first gear driving gear, the engine first gear driving gear, the intermediate shaft reduction driving gear, the main reduction gear and the second motor second gear reduction driving gear are arranged overlappingly in the axial direction, and the first motor second gear driving gear, the engine second gear driving gear, the engine second gear driven gear, the second motor first gear reduction driven gear and the shaft gear are arranged overlappingly in the axial direction.

[0013] Optionally, the system further comprises an engine first gear driven gear and a second shifting mechanism; wherein, the engine first gear driven gear is loosely mounted on the intermediate shaft, the engine second gear driven gear is loosely mounted on the intermediate shaft, the second shifting mechanism is arranged on the intermediate shaft and is located between the engine second gear driven gear and the engine first gear driven gear, the engine first gear driven gear is located between the second shifting mechanism and the intermediate shaft reduction driving gear; the engine first gear driving gear is engaged with the engine first gear driven gear.

[0014] Optionally, the first motor first gear driving gear, the engine first gear driving gear, the engine first gear driven gear, the second motor first-stage reduction driven gear and the shaft gear are arranged overlappingly in the axial direction, the first motor second gear driving gear, the engine second gear driving gear and the engine second gear driven gear are arranged overlappingly in the axial direction, and the intermediate shaft reduction driving gear, the main reduction gear and the second motor second-stage reduction driving gear are arranged overlappingly in the axial direction.

[0015] Optionally, the second-gear driving gear of the first motor is arranged close to the engine, and the first-gear driving gear of the first motor is arranged far away from the engine.

[0016] Optionally, the system further comprises a torsional damper arranged between the active end of the clutch and the engine.

[0017] Optionally, the first shifting mechanism is a synchronizer or a clutch shifting mechanism.

[0018] In a second aspect, the present disclosure provides a vehicle comprising the hybrid drive system provided in the first aspect of the present disclosure.

[0019] In the above technical solution, the engine second gear driving gear meshes separately with the first motor second gear driving gear and the engine second gear driven gear. Thus, the engine second gear driving gear acts as an idler gear (i.e., passively rotates) when driven by the first motor, and as a speed change gear (i.e., actively rotates) when driven by the engine. Consequently, the engine second gear driven gear only needs to mesh with the engine second gear driving gear, without having to simultaneously mesh with the first motor second gear driving gear and the engine second gear driving gear to satisfy both the first motor and engine drive. Therefore, the problem of the engine second gear driven gear being significantly restricted in its placement due to the need to engage two gears simultaneously can be avoided, allowing for greater flexibility in the placement of the engine second gear driven gear, a simpler and more compact overall structure for the hybrid drive system, and more convenient and flexible vehicle body layout.

[0020] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following detailed description, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0022] FIG1 is a block diagram of a hybrid driving system according to an exemplary embodiment.

[0023] FIG2 is a schematic structural diagram of a hybrid drive system according to an exemplary embodiment.

[0024] FIG3 is a schematic structural diagram of a hybrid drive system according to another exemplary embodiment.

[0025] FIG4 is a schematic structural diagram of a hybrid drive system according to another exemplary embodiment.

[0026] FIG5 is a schematic diagram showing energy transfer in a single-motor driving mode according to an exemplary embodiment.

[0027] FIG6 is a schematic diagram showing energy transfer in a dual-motor driving mode according to an exemplary embodiment.

[0028] FIG7 is a schematic diagram showing energy transfer in a series mode according to an exemplary embodiment.

[0029] FIG8 is a schematic diagram showing energy transfer in a parallel mode according to an exemplary embodiment.

[0030] FIG9 is a schematic diagram showing energy transmission in a three-power source mode according to an exemplary embodiment.

[0031] FIG10 is a schematic diagram showing energy transfer in a dual-motor feedback mode according to an exemplary embodiment.

[0032] FIG11 is a schematic structural diagram of a hybrid drive system according to another exemplary embodiment.

[0033] FIG12 is a schematic diagram showing energy transfer in a single-motor driving mode according to another exemplary embodiment.

[0034] FIG13 is a schematic diagram showing energy transfer in a dual-motor driving mode according to another exemplary embodiment.

[0035] FIG14 is a schematic diagram showing energy transfer in a series mode according to another exemplary embodiment.

[0036] FIG15 is a schematic diagram showing energy transfer in a parallel first-gear single-motor mode according to an exemplary embodiment.

[0037] FIG16 is a schematic diagram showing energy transfer in a parallel first-gear dual-motor mode according to an exemplary embodiment.

[0038] FIG17 is a schematic diagram showing energy transfer in a parallel first-gear dual-motor mode according to another exemplary embodiment.

[0039] FIG18 is a schematic diagram showing energy transfer in a parallel second-gear single-motor mode according to an exemplary embodiment.

[0040] FIG19 is a schematic diagram showing energy transfer in a parallel second-gear dual-motor mode according to an exemplary embodiment.

[0041] FIG20 is a schematic diagram showing energy transfer in a parallel second-gear dual-motor mode according to another exemplary embodiment.

[0042] DESCRIPTION OF REFERENCE NUMERALS 1 Engine 2 First motor 3 First shift mechanism 4 Differential 5 Clutch 6 Intermediate shaft 7 Engine output shaft 8 First motor shaft 9 First motor first gear driving gear 10 First motor second gear driving gear 11 Engine second gear driving gear 12 Engine second gear driven gear 13 Engine first gear driving gear 14 Second motor 15 Second motor shaft 16 Second motor reduction gear shaft 17 Second motor first gear driven gear 19 Shaft gear 18 Second motor second gear driving gear 20 Intermediate shaft reduction driving gear 21 Final reduction gear 22 Engine first gear driven gear 23 Second shift mechanism 24 Torsional vibration damper 100 Hybrid drive system DETAILED DESCRIPTION

[0043] The following describes the specific embodiments of the present disclosure in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure and are not intended to limit the present disclosure.

[0044] Figure 1 is a block diagram of a hybrid drive system according to an exemplary embodiment. As shown in Figure 1 , the hybrid drive system 100 may include: an engine 1, a first motor 2, a first motor second gear driving gear 10, an engine second gear driving gear 11, and an engine second gear driven gear 12.

[0045] As shown in Figures 1 and 2, the engine 1 is transmission-connected to the engine second-gear driving gear 11, the first motor 2 is transmission-connected to the first-motor second-gear driving gear 10, and the engine second-gear driving gear 11 is meshed with the first-motor second-gear driving gear 10 and the engine second-gear driven gear 12 respectively.

[0046] In the present disclosure, the first motor 2 may be a generator for connecting to a battery (not shown in FIG. 1 ).

[0047] In the above technical solution, the engine second gear driving gear meshes separately with the first motor second gear driving gear and the engine second gear driven gear. Thus, the engine second gear driving gear acts as an idler gear (i.e., passively rotates) when driven by the first motor, and as a speed change gear (i.e., actively rotates) when driven by the engine. Consequently, the engine second gear driven gear only needs to mesh with the engine second gear driving gear, without having to simultaneously mesh with the first motor second gear driving gear and the engine second gear driving gear to satisfy both the first motor and engine drive. Therefore, the problem of the engine second gear driven gear being significantly restricted in its placement due to the need to engage two gears simultaneously can be avoided, allowing for greater flexibility in the placement of the engine second gear driven gear, a simpler and more compact overall structure for the hybrid drive system, and more convenient and flexible vehicle body layout.

[0048] As shown in FIG2 , the hybrid drive system may further include: a first gear shifting mechanism 3 , a first motor shaft 8 , and a first motor first gear driving gear 9 .

[0049] As shown in Figure 2, the first motor first gear driving gear 9 and the first motor second gear driving gear 10 are respectively loosely mounted on the first motor shaft 8. The first gear shifting mechanism 3 is arranged on the first motor shaft 8 and is located between the first motor first gear driving gear 9 and the first motor second gear driving gear 10. The first gear shifting mechanism 3 is selectively combined with the first motor first gear driving gear 9 or the first motor second gear driving gear 10. The first motor shaft 8 is connected to the first motor 2.

[0050] In the present disclosure, the first shift mechanism 3 can be a synchronizer (as shown in Figures 2-4 and 11) or a clutch shift mechanism. The output end of the first motor 2 is selectively connected to the first motor first gear driving gear 9 or the first motor second gear driving gear 10 via the first shift mechanism 3. Specifically, when the engine 1 needs to be started or the engine 1 needs to drive the first motor 2 to generate electricity, the first shift mechanism 3 can be engaged with the first motor first gear driving gear 9; when the first motor 2 needs to drive the wheels, the first shift mechanism 3 can be engaged with the first motor second gear driving gear 10.

[0051] As shown in FIG2 , the hybrid drive system may further include: a clutch 5 , an engine output shaft 7 , and an engine first gear driving gear 13 .

[0052] As shown in Figure 2, the engine output shaft 7 is connected to the engine 1, the engine second gear driving gear 11 is loosely sleeved on the engine output shaft 7, the engine first gear driving gear 13 is fixedly connected to the engine output shaft 7, the clutch 5 is arranged on the engine output shaft 7, the driving end of the clutch 5 is connected to the engine 1, the driven end of the clutch 5 is connected to the engine second gear driving gear 11, and the engine first gear driving gear 13 is engaged with the first motor first gear driving gear 9.

[0053] Only the first gear driving gear and the second gear driving gear need to be set on the engine shaft. Compared with the system with three gears, the length of the engine shaft can be shortened, which not only makes the system structure more compact, but also reduces the system drag loss and improves the system power performance.

[0054] As shown in Figure 4, the hybrid drive system may further include a differential 4, an intermediate shaft 6, and a second motor 14. The second motor 14 is provided in the hybrid drive system to maximize the combustion efficiency of the engine.

[0055] As shown in FIG4 , the engine second gear driven gear 12 is connected to the intermediate shaft 6 , and the differential 4 is mechanically connected to the intermediate shaft 6 and the second motor 14 .

[0056] Specifically, the intermediate shaft 6 can be connected to the differential 4 via an intermediate shaft reduction driving gear 20 fixedly connected to the intermediate shaft 6 and a final reduction gear 21 provided on the differential 4. The engine second-gear driven gear 12 can be fixedly connected to the intermediate shaft 6 (as shown in Figures 2-4 ) or can be loosely mounted on the intermediate shaft 6 (as shown in Figure 11 , i.e., when the hybrid drive system includes a second shift mechanism 23, the engine second-gear driven gear 12 can be loosely mounted on the intermediate shaft 6).

[0057] For example, the second motor 14 may be a drive motor configured to be connected to a battery (not shown in FIG. 4 ).

[0058] Because the engine second gear driven gear on the intermediate shaft only needs to mesh with the engine second gear driving gear, there is no need to simultaneously mesh the first motor second gear driving gear and the engine second gear driving gear to meet the needs of both first motor drive and engine drive. This avoids the problem of the engine second gear driven gear being severely restricted in its placement due to the need to mesh both gears simultaneously. This allows for greater flexibility in the placement of the engine second gear driven gear, and in turn, the intermediate shaft, resulting in a simpler and more compact hybrid drive system and more convenient and flexible vehicle body layout.

[0059] As shown in FIG3 , the hybrid drive system may further include a torsional vibration damper 24 disposed between the active end of the clutch 5 and the engine 1 to damp vibrations of the engine 1 , thereby improving vehicle driving comfort.

[0060] In addition, in order to simplify the structure of the hybrid drive system and reduce system costs, as shown in Figures 2 and 3, the first motor second gear driving gear 10 is arranged close to the engine 1, and the first motor first gear driving gear 9 is arranged away from the engine 1.

[0061] Among them, the second gear driving gear 10 of the first motor is close to the engine 1 and is loosely mounted on the engine shaft 8, and is connected to the engine output shaft 7 through the clutch 5. The first gear driving gear 9 of the first motor is away from the engine 1 and is connected to the engine output shaft 7 through the engine first gear driving gear 13. In this way, the connection between the engine 1 and the first motor 2 can be achieved through the generator shaft 7 and the first motor shaft 8 without the need to set up other shafts, which simplifies the structure of the hybrid drive system and reduces the system cost.

[0062] Specifically, as shown in Figure 4, the above-mentioned hybrid drive system may also include a second motor shaft 15, a second motor reduction gear shaft 16, a second motor primary reduction driven gear 17, a second motor secondary reduction driving gear 18, a shaft gear 19, an intermediate shaft reduction driving gear 20 fixedly connected to the intermediate shaft 6, and a main reduction gear 21 arranged on the differential 4.

[0063] Among them, the second motor primary reduction driven gear 17 and the second motor secondary reduction driving gear 18 are respectively fixedly connected to the second motor reduction gear shaft 16, and the shaft gear 19 is fixedly connected to the second motor shaft 15. The second motor shaft 15 is connected to the second motor 14; the second motor primary reduction driven gear 17 is meshed with the shaft gear 19, and the main reduction gear 21 is meshed with the intermediate shaft reduction driving gear 20 and the second motor secondary reduction driving gear 18. Among them, the second motor 14 can be mechanically connected to the differential 4 through the shaft gear 19, the second motor primary reduction driven gear 17, the second motor secondary reduction driving gear 18, and the main reduction gear 21 in sequence.

[0064] In one embodiment, as shown in FIG4 , the first motor first gear driving gear 9, the engine first gear driving gear 13, the intermediate shaft reduction driving gear 20, the main reduction gear 21, and the second motor second gear reduction driving gear 18 are axially overlapped (i.e., radially aligned and spaced apart). The first motor second gear driving gear 10, the engine second gear driving gear 11, the engine second gear driven gear 12, the second motor first gear reduction driven gear 17, and the shaft gear 19 are axially overlapped. Thus, the hybrid drive system has only two rows of gears, which is equivalent to compressing the axial space and shortening the axial size of the hybrid drive system, making it easier to install and arrange on the vehicle, and making the hybrid drive system simple and compact in structure and easy to assemble.

[0065] For the hybrid drive system shown in Figure 4, the system can adopt different operating modes according to the different working conditions of the vehicle, which may include single-motor drive mode, dual-motor drive mode, series mode, parallel mode, three-power source mode and dual-motor feedback mode (i.e., energy recovery mode).

[0066] When the hybrid drive system is in pure electric mode and operates at medium and low loads, the system is in single-motor drive mode, as shown in Figure 5. The first shift mechanism 3 is in the middle position, the clutch 5 is disconnected, the second motor 14 drives the wheels alone, and the engine 1 and the first motor 2 are both stationary (i.e., not working).

[0067] When the hybrid drive system is in pure electric mode and high-load operation, the system is in dual-motor drive mode, as shown in Figure 6. The first shift mechanism 3 is in the left position and is connected to the second-gear driving gear 10 of the first motor. The clutch 5 is disconnected. The first motor 2 and the second motor 14 jointly drive the wheels, and the engine 1 remains stationary.

[0068] When the hybrid drive system is driven purely electrically, single-motor drive mode or dual-motor drive mode can be selected according to the load size. At the same time, engine 1 will not be dragged (engine 1 is in a stationary state). In this way, the system can reduce the power of a single motor and reduce the motor capacity without sacrificing power, thereby reducing system costs and improving driving efficiency.

[0069] When the hybrid drive system is operating in series mode, as shown in Figure 7, the first shift mechanism 3 is in the right position, the clutch 5 is disengaged, and the engine 1 is engaged with the first motor first gear drive gear 9 via the engine first gear drive gear 13, driving the first motor 2 to generate electricity. When the power demanded by the second motor 14 is greater than the power generated by the first motor 2, the battery is discharged and the second motor 14 drives the wheels. When the power demanded by the second motor 14 is less than the power generated by the first motor 2, the power generated by the first motor 2 is provided to the second motor 14 to drive the wheels, and the excess power is used to charge the battery.

[0070] In the dual-motor drive mode, when the first motor 2 drives the wheels, the first motor second-gear driving gear 10 is used for power transmission. When the engine 1 and the first motor 2 work in series (i.e., the series mode), the power of the engine 1 is transmitted through the first-gear driving gear 9 of the first motor. That is, the driving path and the power generation path of the first motor 2 are different. In this way, the speed ratio matching of the pure electric drive and the series power generation of the first motor 2 can be made more flexible and better.

[0071] When the hybrid drive system is in parallel mode, as shown in FIG8 , the first shift mechanism 3 is in the neutral position, the first motor 2 is stationary, the clutch 5 is engaged, and the engine 1 transmits power to the differential 4 through the engine second gear driving gear 11, the engine second gear driven gear 12, the intermediate shaft reduction driving gear 20, and the main reduction gear 21 in sequence.

[0072] When the hybrid drive system is in the parallel mode, the first shift mechanism 3 is in the middle position, the first motor 2 is disconnected from the engine 1, there is no no-load loss, and the motor drag loss is reduced.

[0073] When the hybrid drive system is operating in the three-power source mode, as shown in Figure 9, the first shift mechanism 3 is in the left position, the clutch 5 is engaged, the first motor 2 is connected to the first motor second gear driving gear 10 through the first shift mechanism 3, and the power is transmitted to the differential 4 through the engine second gear driving gear 11, the engine second gear driven gear 12, the intermediate shaft reduction driving gear 20 and the main reduction gear 21, so that the first motor 2, the engine 1 and the second motor 14 jointly drive the wheels.

[0074] When the hybrid drive system is operating in the three-power source mode, the engine 1 drives the wheel path which requires the clutch 5 to transmit torque, while the first motor 2 drives the wheel path which does not require the clutch 5 to transmit torque. Therefore, the torque capacity of the clutch 5 is reduced, the cost of the clutch 5 is reduced, and the reliability of the clutch 5 is improved.

[0075] When the vehicle brakes, the hybrid drive system enters the dual-motor feedback mode, as shown in Figure 10. The engine 1 is turned off, and the differential 4 absorbs the kinetic energy during braking and transfers it to the first motor 2 and the second motor 14. The two motors generate negative torque to charge the battery, realizing simultaneous energy recovery of the first motor and the second motor, improving the energy recovery capability, and thus improving the energy utilization rate.

[0076] As shown in FIG11 , the hybrid drive system may further include an engine first gear driven gear 22 and a second shift mechanism 23 . The engine first gear driven gear 22 is loosely mounted on the intermediate shaft 6 . The second shift mechanism 23 is disposed on the intermediate shaft 6 and is located between the engine second gear driven gear 12 and the engine first gear driven gear 22 . The engine first gear driven gear 22 is located between the second shift mechanism 23 and the intermediate shaft reduction driving gear 20 . The engine first gear driving gear 13 is meshed with the engine first gear driven gear 22 . At this time, the engine second gear driven gear 12 is loosely mounted on the intermediate shaft 6 .

[0077] In one embodiment, as shown in FIG11 , the first motor first gear driving gear 9, the engine first gear driving gear 13, the engine first gear driven gear 22, the second motor first-stage reduction driven gear 17, and the shaft gear 19 are arranged in an axially overlapping manner; the first motor second gear driving gear 10, the engine second gear driving gear 11, and the engine second gear driven gear 12 are arranged in an axially overlapping manner; and the intermediate shaft reduction driving gear 20, the main reduction gear 21, and the second motor second-stage reduction driving gear 18 are arranged in an axially overlapping manner. Thus, the hybrid drive system has only three rows of gears, which is equivalent to compressing the axial space and shortening the axial size of the hybrid drive system, making it easier to install and arrange on the vehicle, and making the hybrid drive system simple and compact in structure and simple in assembly process.

[0078] For the hybrid drive system shown in Figure 11, the system can adopt different operating modes according to the different working conditions of the vehicle, which may include single-motor drive mode, dual-motor drive mode, series mode, parallel first-gear single-motor mode, parallel first-gear dual-motor mode, parallel second-gear single-motor mode, parallel second-gear dual-motor mode and energy recovery mode, among which the parallel first-gear dual-motor mode and the parallel second-gear dual-motor mode both belong to the three-power source mode.

[0079] When the hybrid drive system is in pure electric mode and operates at medium and low loads, the system is in single-motor drive mode, as shown in Figure 12. The first shift mechanism 3 and the second shift mechanism 23 are both in the middle position, the clutch 5 is disconnected, the second motor 14 drives the wheels alone, and the engine 1 and the first motor 2 are both stationary.

[0080] When the hybrid drive system is in pure electric and high-load operation, the system is in dual-motor drive mode, as shown in Figure 13. The first shift mechanism 3 is in the left position and is connected to the second-gear driving gear 10 of the first motor. The second shift mechanism 23 is in the left position and is connected to the second-gear driven gear 12 of the engine. The clutch 5 is disconnected. The first motor 2 and the second motor 14 jointly drive the vehicle, and the engine 1 remains stationary.

[0081] When the hybrid drive system is operating in series mode, as shown in Figure 14, the first shift mechanism 3 is in the right position, the second shift mechanism 23 is in the middle position, the clutch 5 is disengaged, and the engine 1 engages the first motor first gear drive gear 9 via the engine first gear drive gear 13, driving the first motor 2 to generate electricity. When the power demanded by the second motor 14 is greater than the power generated by the first motor 2, the battery discharges and the second motor 14 drives the wheels. When the power demanded by the second motor 14 is less than the power generated by the first motor 2, the power generated by the first motor 2 is provided to the second motor 14 to drive the wheels, and the excess power is used to charge the battery.

[0082] When the hybrid drive system is in parallel first gear and driving with low to medium load demands, the system is in parallel first gear single-motor mode. As shown in Figure 15 , the first shift mechanism 3 is in the neutral or left position, the clutch 5 is disengaged, and the second shift mechanism 23 is in the right position. This causes the intermediate shaft 6 to engage the engine first gear driven gear 22, the first motor 2 to be disconnected and stationary, and the engine 1 to transmit power to the differential 4 sequentially through the engine first gear drive gear 13, the engine first gear driven gear 22, the intermediate shaft reduction drive gear 20, and the final reduction gear 21. Simultaneously, the second motor 14 is connected to the differential 4 via the shaft gear 19, the second motor first reduction driven gear 17, and the second motor second reduction drive gear 18. The engine 1 operates in its high-efficiency range. When the torque in the high-efficiency range does not meet the wheel torque requirement, the second motor 14 discharges power and jointly drives the vehicle with the engine 1. When the torque in the high-efficiency range does meet the wheel torque requirement, the second motor 14 generates power to charge the battery. By "shaving peaks and filling valleys" in torque, the second motor 14 enables the engine 1 to operate in its high-efficiency range.

[0083] When the hybrid drive system is in parallel first gear and high load demand driving, the system is in parallel first gear dual motor mode. When the vehicle is driven at high load and the current remaining battery power is greater than the first preset power threshold (i.e., the power level is high), as shown in Figure 16, the first shift mechanism 3 is in the left position, the clutch 5 is engaged, and the second shift mechanism 23 is in the right position, so that the intermediate shaft 6 and the engine first gear driven gear 22 are engaged, and the first motor 2 is connected to the first motor second gear driving gear 10 through the first shift mechanism 3, and the power is transmitted to the differential 4 through the clutch 5, the engine first gear driving gear 13, the engine first gear driven gear 22, the intermediate shaft reduction driving gear 20, and the main reduction gear 21. After the first motor 2 is reduced in the first gear speed ratio, it drives the wheels together with the engine 1 and the second motor 14. Optionally, when the vehicle is driven under high load and the current remaining power of the battery is greater than a first preset power threshold, as shown in Figure 17, the first shift mechanism 3 is in the right position, the clutch 5 is disconnected or engaged, and the second shift mechanism 23 is in the right position, so that the intermediate shaft 6 and the engine first gear driven gear 22 are engaged, and the first motor 2 is connected to the first motor first gear driving gear 9 through the first shift mechanism 3, and transmits power to the differential 4 in sequence through the engine first gear driving gear 13, the engine first gear driven gear 22, the intermediate shaft reduction driving gear 20 and the main reduction gear 21, so that the first motor 2 drives the wheels together with the engine 1 and the second motor 14 after being decelerated by the first motor second gear speed ratio.

[0084] When the hybrid drive system is driven in parallel in the first gear, the engine 1 and the second motor 14 can be driven in parallel according to the current power demand, and the first motor 2 can be disengaged, or the engine 1, the first motor 2 and the second motor 14 can be driven together, and when the first motor 2 intervenes in the drive, two speed ratios can be selected according to the load size, thereby improving the first gear parallel power and making the hybrid electric drive system more efficient.

[0085] When the hybrid drive system is in parallel second gear and driving with medium to low load demand, the system is in parallel second gear single motor mode, as shown in Figure 18. The first shift mechanism 3 is in the middle position, the first motor 2 is stationary, the clutch 5 is engaged, and the second shift mechanism 23 is in the left position, so that the intermediate shaft 6 and the engine second gear driven gear 12 are engaged, the first motor 2 is disconnected and stationary, and the engine 1 transmits power to the differential 4 in sequence through the engine second gear driving gear 11, the engine second gear driven gear 12, the intermediate shaft reduction driving gear 20, and the final reduction gear 21. The second motor also "cuts peaks and fills valleys" to enable the engine 1 to operate in the high-efficiency range.

[0086] When the hybrid drive system is in parallel second gear and high load demand driving, the system is in parallel second gear dual motor mode. When the vehicle is driven under high load and the current remaining battery power is greater than the second preset power threshold (i.e., the power level is relatively high), as shown in Figure 19, the first shift mechanism 3 is in the left position, the clutch 5 is engaged, and the second shift mechanism 23 is in the left position, so that the intermediate shaft 6 and the engine second gear driven gear 12 are engaged, and the first motor 2 is connected to the first motor second gear driving gear 10 through the first shift mechanism 3, and the power is transmitted to the differential 4 through the engine second gear driving gear 11, the engine second gear driven gear 12, the intermediate shaft reduction driving gear 20 and the main reduction gear 21, so that the first motor 2 is reduced by the first motor first gear ratio and then drives the vehicle together with the engine 1 and the second motor 14. Optionally, when the vehicle is driven under high load and the current remaining power of the battery is greater than a second preset power threshold, as shown in Figure 20, the first shift mechanism 3 is in the right position, the clutch 5 is engaged, and the second shift mechanism 23 is in the left position, so that the intermediate shaft 6 and the engine second gear driven gear 12 are engaged, and the first motor 2 is connected to the first motor first gear driving gear 9 through the first shift mechanism 3, and transmits power to the differential 4 through the engine first gear driving gear 13, the engine second gear driving gear 11, the engine second gear driven gear 12, the intermediate shaft reduction driving gear 20 and the main reduction gear 21, so that the first motor 2 drives the wheels together with the engine 1 and the second motor 14 after being reduced by the first motor second gear speed ratio.

[0087] When the hybrid drive system drives in parallel second gear, the engine 1 and the second motor 14 can be driven in parallel according to the current power demand, and the first motor 2 can be disengaged, or the engine 1, the first motor 2, and the second motor 14 can be driven together, and when the first motor 2 intervenes in the drive, two speed ratios can be selected according to the load size, thereby improving the second gear parallel power and making the hybrid electric drive system more efficient.

[0088] In addition, the present disclosure also provides a vehicle, comprising the above hybrid drive system provided by the present disclosure.

[0089] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the scope of protection of the present disclosure.

[0090] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0091] In addition, the various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A hybrid power drive system (100), characterized in that: include: An engine (1), a first motor (2), a second-gear driving gear of the first motor (10), a second-gear driving gear of the engine (11), and a second-gear driven gear of the engine (12); The engine (1) is transmission-connected to the engine second gear driving gear (11), the first motor (2) is transmission-connected to the first motor second gear driving gear (10), and the engine second gear driving gear (11) is meshed with the first motor second gear driving gear (10) and the engine second gear driven gear (12), respectively.

2. The system (100) according to claim 1, characterized in that The system (100) further comprises a first gear shifting mechanism (3), a first motor shaft (8), and a first motor first gear driving gear (9); The first motor first gear driving gear (9) and the first motor second gear driving gear (10) are respectively loosely mounted on the first motor shaft (8); the first gear shifting mechanism (3) is arranged on the first motor shaft (8) and is located between the first motor first gear driving gear (9) and the first motor second gear driving gear (10); the first gear shifting mechanism (3) is selectively combined with the first motor first gear driving gear (9) or the first motor second gear driving gear (10); and the first motor shaft (8) is connected to the first motor (2).

3. The system (100) according to claim 2, characterized in that The system (100) further comprises a clutch (5), an engine output shaft (7) and an engine first gear driving gear (13); The engine output shaft (7) is connected to the engine (1), the engine second gear driving gear (11) is loosely sleeved on the engine output shaft (7), the engine first gear driving gear (13) is fixedly connected to the engine output shaft (7), the clutch (5) is arranged on the engine output shaft (7), the driving end of the clutch (5) is connected to the engine (1), the driven end of the clutch (5) is connected to the engine second gear driving gear (11), and the engine first gear driving gear (13) is meshed with the first motor first gear driving gear (9).

4. The system (100) according to claim 3, characterized in that The system (100) further includes a differential (4), an intermediate shaft (6) and a second motor (14); Wherein, the second gear driven gear (12) of the engine is connected to the intermediate shaft (6); The differential (4) is mechanically connected to the intermediate shaft (6) and the second motor (14) respectively.

5. The system (100) according to claim 4, characterized in that The system (100) further comprises a second motor shaft (15), a second motor reduction gear shaft (16), a second motor primary reduction driven gear (17), a second motor secondary reduction driving gear (18), a shaft gear (19), an intermediate shaft reduction driving gear (20) fixedly connected to the intermediate shaft (6), and a main reduction gear (21) arranged on the differential (4); Wherein, the first-stage reduction driven gear (17) of the second motor and the second-stage reduction driving gear (18) of the second motor are respectively fixedly connected to the second motor reduction gear shaft (16), the shaft gear (19) is fixedly connected to the second motor shaft (15), and the second motor shaft (15) is connected to the second motor (14); The first-stage reduction driven gear (17) of the second motor is meshed with the shaft gear (19), and the main reduction gear (21) is meshed with the intermediate shaft reduction driving gear (20) and the second-stage reduction driving gear (18) of the second motor respectively.

6. The system (100) according to claim 5, characterized in that The first motor first gear driving gear (9), the engine first gear driving gear (13), the intermediate shaft reduction driving gear (20), the main reduction gear (21) and the second motor second gear reduction driving gear (18) are arranged overlappingly in the axial direction, and the first motor second gear driving gear (10), the engine second gear driving gear (11), the engine second gear driven gear (12), the second motor first gear reduction driven gear (17) and the shaft gear (19) are arranged overlappingly in the axial direction.

7. The system (100) according to claim 5 or 6, characterized in that The system (100) further comprises an engine first gear driven gear (22) and a second gear shifting mechanism (23); The first gear driven gear (22) of the engine is loosely mounted on the intermediate shaft (6), the second gear driven gear (12) of the engine is loosely mounted on the intermediate shaft (6), the second gear shifting mechanism (23) is arranged on the intermediate shaft (6) and is located between the second gear driven gear (12) of the engine and the first gear driven gear (22), and the first gear driven gear (22) of the engine is located between the second gear shifting mechanism (23) and the intermediate shaft speed reduction driving gear (20); The engine first gear driving gear (13) is meshed with the engine first gear driven gear (22).

8. The system (100) according to claim 7, characterized in that The first motor first gear driving gear (9), the engine first gear driving gear (13), the engine first gear driven gear (22), the second motor first gear reduction driven gear (17) and the shaft gear (19) are arranged overlappingly in the axial direction; the first motor second gear driving gear (10), the engine second gear driving gear (11) and the engine second gear driven gear (12) are arranged overlappingly in the axial direction; the intermediate shaft reduction driving gear (20), the main reduction gear (21) and the second motor second gear reduction driving gear (18) are arranged overlappingly in the axial direction.

9. The system (100) according to any one of claims 2 to 8, characterized in that: The second gear driving gear (10) of the first motor is arranged close to the engine (1), and the first gear driving gear (9) of the first motor is arranged far away from the engine (1).

10. A vehicle, characterized in that: It comprises a hybrid drive system (100) according to any one of claims 1 to 9.

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