Hybrid power system and vehicle having same

Abstract

A vehicle. The vehicle comprises a hybrid power system (100), and the hybrid power system (100) comprises an engine (1), a longitudinally disposed first electric motor (3), a longitudinally disposed second electric motor (5), and a first coupling apparatus (2). The hybrid power system (100) is configured, when in a first state, to disconnect the engine (1) from the longitudinally disposed first electric motor (3) by means of the first coupling apparatus (2), and to control the longitudinally disposed first electric motor (3) and the longitudinally disposed second electric motor (5) to jointly drive the vehicle. The hybrid power system (100) of the present application implements dual-motor driving, the power performance of the entire vehicle is better, and the acceleration performance is even more excellent, enhancing the driving experience of users.

Description

Hybrid system and vehicle having the same

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on October 31, 2023, with application number 202311438591.6 and titled “Hybrid Power System and Vehicle Having Same,” the entire contents of which are incorporated by reference into this application. Technical Field

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

[0004] With economic development, new energy vehicles are capturing an increasing share of the market, and hybrid technology is becoming a hot topic for automakers. Currently, most hybrid powertrains are mounted transversely, but longitudinal powertrains offer advantages in models like pickup trucks and off-road vehicles.

[0005] In related technologies, longitudinal hybrid systems typically include an engine, generator, drive motor, clutch, and synchronizer, enabling two-speed drive with a longitudinal engine. However, these systems cannot achieve dual-motor (generator + drive motor) drive, resulting in poor power performance in pure electric operation, impacting the user's driving experience.

[0006] Public content

[0007] This application aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of this application is to propose a hybrid power system that can achieve dual-motor drive, improve vehicle power, and enhance acceleration performance, thereby improving the user's driving experience.

[0008] The present application also proposes a vehicle having the above hybrid system.

[0009] In order to achieve the above-mentioned objectives, according to the first aspect embodiment of the present application, a hybrid power system is proposed, comprising: an engine; a longitudinally mounted first electric motor; a longitudinally mounted second electric motor; and a first coupling device; the hybrid power system is configured to: when in a first state, disconnect the engine from the longitudinally mounted first electric motor through the first coupling device, and control the longitudinally mounted first electric motor and the longitudinally mounted second electric motor to jointly drive the vehicle.

[0010] The hybrid power system according to the embodiment of the present application can realize dual-motor drive, which improves the power of the whole vehicle and the acceleration performance, and is conducive to improving the user's driving experience.

[0011] According to some embodiments of the present application, the longitudinal first motor and the longitudinal second motor are configured to determine the working states of the longitudinal first motor and the longitudinal second motor based on vehicle driving demand information, a target first efficiency map corresponding to the longitudinal first motor, and a target second efficiency map corresponding to the longitudinal second motor.

[0012] According to some embodiments of the present application, the longitudinal first motor and the longitudinal second motor are configured as follows: when the torque demand corresponding to the vehicle driving demand information falls within the torque corresponding to the target first efficiency map corresponding to the longitudinal first motor, the longitudinal first motor is controlled to independently drive the vehicle; when the torque demand corresponding to the vehicle driving demand information falls within the torque corresponding to the target second efficiency map corresponding to the longitudinal second motor, the longitudinal second motor is controlled to independently drive the vehicle.

[0013] According to some embodiments of the present application, the longitudinal first motor and the longitudinal second motor are configured as follows: when the torque demand corresponding to the vehicle driving demand information exceeds the torque corresponding to the target first efficiency map and exceeds the torque corresponding to the target second efficiency map, but does not exceed the torque corresponding to the sum of the target first efficiency map and the target second efficiency map, the longitudinal first motor and the longitudinal second motor are controlled to jointly drive the vehicle.

[0014] According to some embodiments of the present application, the longitudinal first motor and the longitudinal second motor are configured such that when the longitudinal first motor and the longitudinal second motor jointly drive the vehicle, the one with greater power between the longitudinal first motor and the longitudinal second motor outputs maximum torque.

[0015] According to some embodiments of the present application, the hybrid system also includes: a transmission, which is respectively connected to the longitudinal first motor, the longitudinal second motor and the first coupling device; and a second coupling device, the first end of the second coupling device is connected to the longitudinal first motor, and the second end of the second coupling device is connected to the transmission; wherein the second coupling device is configured to: when in a decoupled state, disconnect the longitudinal first motor from the transmission.

[0016] According to some embodiments of the present application, the first coupling device and the second coupling device are arranged on the same axis; or, the first coupling device and the second coupling device are arranged on different axes.

[0017] According to some embodiments of the present application, the hybrid power system further includes: a power input shaft; and a first transmission gear, wherein the first transmission gear is arranged on the power input shaft, and the first transmission gear is respectively connected to the longitudinal first electric motor and the second coupling device.

[0018] According to some embodiments of the present application, the hybrid system includes: a first gear gear pair; a second gear gear pair; and a shifting device, wherein the shifting device is configured to control the power of the power source from a first gear state flowing through the first gear gear pair to a second gear state flowing through the second gear gear pair.

[0019] According to some embodiments of the present application, the shifting device includes a synchronizer, and the synchronizer is provided on the power input shaft or the power output shaft.

[0020] According to some embodiments of the present application, the shifting device includes two one-way clutches, and the two one-way clutches are arranged on different shafts.

[0021] According to some embodiments of the present application, the two one-way clutches are staggered.

[0022] According to some embodiments of the present application, the shifting device includes two one-way clutches, which are opposite to each other and are arranged on the power input shaft or the power output shaft.

[0023] According to some embodiments of the present application, the shifting device includes a dual clutch, and the dual clutch is arranged on the power input shaft or the power output shaft.

[0024] According to some embodiments of the present application, the dual clutch is located at an end of the power output shaft or the power input shaft.

[0025] According to some embodiments of the present application, the hybrid power system further includes: a second transmission gear, the second transmission gear is provided on the power input shaft or the power output shaft, and the second transmission gear is respectively connected to the longitudinally arranged second electric motor and the transmission.

[0026] According to some embodiments of the present application, the hybrid system further includes: a differential having a first bevel gear; and a differential power input shaft, on which a second bevel gear is provided, and the first bevel gear is meshed with the second bevel gear.

[0027] According to some embodiments of the present application, a central axis of the first bevel gear is perpendicular to a central axis of the second bevel gear.

[0028] According to some embodiments of the present application, the hybrid system also includes: a transmission, which is respectively connected to the longitudinal first motor, the longitudinal second motor and the first coupling device; wherein, the hybrid system is configured to: when in the second state, disconnect the connection between the engine and the longitudinal first motor and the connection between the engine and the transmission through the first coupling device, and the power of the longitudinal first motor and the longitudinal second motor is coupled at the transmission to drive the vehicle.

[0029] According to some embodiments of the present application, the transmission has multiple gears; the hybrid system is configured as follows: when in the second state, the transmission adjusts the transmission ratio of the power of at least the longitudinal first motor among the longitudinal first motor and the longitudinal second motor through different gears.

[0030] According to some embodiments of the present application, the transmission has multiple gears; the hybrid system is configured as follows: when in the third state, the connection between the engine and the longitudinal first motor and the connection between the engine and the transmission are disconnected through the first coupling device, the power of the longitudinal second motor is controlled to drive the vehicle through the transmission, and the transmission ratio of the power of the longitudinal second motor is adjusted through the different gears of the transmission.

[0031] According to some embodiments of the present application, the transmission has multiple gears; the hybrid system is configured as follows: when in the fourth state, the connection between the engine and the longitudinal first motor is coupled through the first coupling device, the connection between the transmission and the longitudinal first motor is disconnected, the power of the engine is controlled to be transmitted to the longitudinal first motor through the first coupling device, the longitudinal first motor generates electricity and transmits the generated electric energy to the longitudinal second motor, the power of the longitudinal second motor is driven through the transmission, and the transmission ratio of the power of the longitudinal second motor is adjusted through the different gears of the transmission.

[0032] According to some embodiments of the present application, the transmission has multiple gears; the hybrid system is configured as follows: when in the fifth state, the connection between the engine and the transmission is coupled by the first coupling device, the power of the engine is controlled to be transmitted to the transmission through the first coupling device, the power of the engine and the longitudinally arranged second electric motor are coupled at the transmission to drive the vehicle, and the transmission ratio of the power of at least the engine of the engine and the longitudinally arranged second electric motor is adjusted through the different gears of the transmission.

[0033] According to some embodiments of the present application, the hybrid system is configured as follows: when in the sixth state, the connection between the engine and the longitudinal first motor and the connection between the engine and the transmission are disconnected through the first coupling device, and the braking force is controlled to be transmitted to the longitudinal first motor and / or the longitudinal second motor through the transmission, and the longitudinal first motor and / or the longitudinal second motor recover energy by generating electricity.

[0034] According to a second aspect of the present application, a vehicle is provided, comprising the hybrid power system according to the first aspect of the present application.

[0035] The vehicle according to the second aspect embodiment of the present application can achieve dual-motor drive by utilizing the hybrid power system according to the first aspect embodiment of the present application, and the vehicle has better power and more excellent acceleration performance, which is conducive to improving the user's driving experience.

[0036] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0038] FIG1 is a schematic diagram of a hybrid power system according to a first embodiment of the present application;

[0039] FIG2 is a schematic diagram of a hybrid power system according to a second embodiment of the present application;

[0040] FIG3 is a schematic diagram of a hybrid power system according to a third embodiment of the present application;

[0041] FIG4 is a schematic diagram of a hybrid power system according to a fourth embodiment of the present application;

[0042] FIG5 is a schematic diagram of a hybrid power system according to a fifth embodiment of the present application;

[0043] FIG6 is a schematic diagram of a hybrid power system according to a sixth embodiment of the present application;

[0044] FIG7 is a schematic diagram of a hybrid power system according to a seventh embodiment of the present application;

[0045] FIG8 is a schematic diagram of a hybrid power system in an engine direct drive first gear mode according to an embodiment of the present application;

[0046] FIG9 is a schematic diagram of a hybrid power system in an engine direct drive second gear mode according to an embodiment of the present application;

[0047] FIG10 is a schematic diagram of a hybrid power system in a single-motor drive first gear mode according to an embodiment of the present application;

[0048] FIG11 is a schematic diagram of a hybrid power system in a single-motor drive second gear mode according to an embodiment of the present application;

[0049] FIG12 is a schematic diagram of a hybrid system in a series first gear mode according to an embodiment of the present application;

[0050] FIG13 is a schematic diagram of a hybrid system in a series second gear mode according to an embodiment of the present application;

[0051] FIG14 is a schematic diagram of a hybrid power system in a parallel first gear mode according to an embodiment of the present application;

[0052] FIG15 is a schematic diagram of a hybrid power system in a parallel second gear mode according to an embodiment of the present application;

[0053] FIG16 is a schematic diagram of a hybrid system in a dual-motor drive first gear mode according to an embodiment of the present application;

[0054] FIG17 is a schematic diagram of a hybrid system in a dual-motor drive second gear mode according to an embodiment of the present application;

[0055] FIG18 is a schematic diagram of a hybrid power system in an energy recovery mode according to an embodiment of the present application;

[0056] FIG19 is a flow chart of a hybrid system in a first state according to an embodiment of the present application;

[0057] 20 is a flowchart of determining the operating states of the longitudinally arranged first motor and the longitudinally arranged second motor of the hybrid system according to an embodiment of the present application;

[0058] 21 is a flowchart of controlling a longitudinally arranged first electric motor to independently drive a vehicle in a hybrid system according to an embodiment of the present application;

[0059] 22 is a flow chart of controlling a longitudinally arranged second electric motor to independently drive a vehicle in a hybrid system according to an embodiment of the present application;

[0060] 23 is a flowchart of controlling the longitudinally arranged first motor and the longitudinally arranged second motor of the hybrid system according to an embodiment of the present application to jointly drive the vehicle;

[0061] 24 is a flow chart of controlling the longitudinally-mounted first motor and the longitudinally-mounted second motor, which has a larger power, to output maximum torque in a hybrid system according to an embodiment of the present application;

[0062] FIG25 is a flow chart of a hybrid system in a second state according to an embodiment of the present application;

[0063] FIG26 is a flow chart of a hybrid system in a third state according to an embodiment of the present application;

[0064] FIG27 is a flow chart of a hybrid system in a fourth state according to an embodiment of the present application;

[0065] FIG28 is a flow chart of a hybrid system in a fifth state according to an embodiment of the present application;

[0066] FIG29 is a flow chart of a hybrid system in a sixth state according to an embodiment of the present application;

[0067] Figure 30 is a schematic block diagram of a vehicle according to an embodiment of the present application.

[0068] Figures: Vehicle 1000, hybrid power system 100, engine 1, first coupling device 2, longitudinal first electric motor 3, transmission 4, first gear gear pair 41, first gear driving gear 411, first gear driven gear 412, second gear gear pair 42, second gear driving gear 421, second gear driven gear 422, shift device 43, synchronizer 431, one-way clutch 432, dual clutch 433, longitudinal second electric motor 5, first driving gear 6, first transmission gear 7, power input shaft 8, power output shaft 9, second coupling device 10, second driven gear 11, second driving gear 12, second transmission gear 13, secondary driving gear 14, secondary driven gear 15, differential 16, first bevel gear 161, differential power input shaft 17, second bevel gear 18. DETAILED DESCRIPTION

[0069] The following describes in detail embodiments of the present application, and the embodiments described with reference to the accompanying drawings are exemplary.

[0070] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0071] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0072] In the description of this application, “plurality” means two or more.

[0073] In the description of the present application, a first feature being “on” or “under” a second feature may include the first and second features being in direct contact with each other, or the first and second features being in contact with each other not directly but via another feature therebetween.

[0074] In the description of this application, a first feature “on”, “above” and “above” a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0075] A hybrid system 100 according to an embodiment of the present application will be described below with reference to the accompanying drawings.

[0076] As shown in FIG. 1 to FIG. 29 , a hybrid system 100 according to an embodiment of the present application includes an engine 1 , a longitudinally mounted first electric motor 3 , a longitudinally mounted second electric motor 5 and a first coupling device 2 .

[0077] The hybrid system 100 is configured to disconnect the engine 1 from the longitudinal first motor 3 via the first coupling device 2 when in the first state, and control the longitudinal first motor 3 and the longitudinal second motor 5 to jointly drive the vehicle.

[0078] For example, the first coupling device 2 may be a wet clutch, an electromagnetic clutch, or a one-way clutch, but is not limited thereto. The first coupling device 2 may be disposed between the engine 1 and the longitudinally mounted first electric motor 3 . The longitudinally mounted first electric motor 3 may be a generator, and the longitudinally mounted second electric motor 5 may be a drive motor.

[0079] According to the hybrid system 100 of the embodiment of the present application, the hybrid system 100 is configured to disconnect the engine 1 from the longitudinal first motor 3 through the first coupling device 2 when in the first state, and control the longitudinal first motor 3 and the longitudinal second motor 5 to jointly drive the vehicle. In this way, when the hybrid system 100 is in the first state, that is, the first coupling device 2 is in the decoupling state, the first coupling device 2 can disconnect the longitudinal first motor 3 and the engine 1, and the power of the engine 1 cannot be transmitted to the wheels. The longitudinal first motor 3 and the longitudinal second motor 5 operate under the drive of electric energy, and the speed and torque of the longitudinal first motor 3 and the longitudinal second motor 5 can be transmitted to the wheels to ensure the vehicle's travel, thereby enabling the longitudinal first motor 3 and the longitudinal second motor 5 to participate in the drive as needed, thereby realizing the vehicle operating in pure electric mode and realizing dual-motor (i.e., longitudinal first motor 3 + longitudinal second motor 5) drive, which is beneficial to improving the power of the entire vehicle, making the vehicle's acceleration performance more excellent, and providing the user with a better driving experience.

[0080] Moreover, when the longitudinal first motor 3 and the longitudinal second motor 5 jointly drive the vehicle, the connection between the engine 1 and the longitudinal first motor 3 is disconnected through the first coupling device 2, so that the power transmission of the engine 1 and the longitudinal first motor 3 will not interfere with each other, so that the power drive of the hybrid system 100 is smoother.

[0081] Of course, the first coupling device 2 can also be in a coupled state. At this time, the longitudinal first motor 3 is connected to the engine 1, and the vehicle can be driven by the engine 1. The engine 1 can drive the longitudinal first motor 3 to operate, and the longitudinal first motor 3 can generate electricity and store the electricity in the power battery or provide electricity for the longitudinal second motor 5 to ensure the normal driving of the vehicle.

[0082] In this way, the hybrid system 100 according to the embodiment of the present application can achieve dual-motor drive, with better vehicle power and more excellent acceleration performance, which is conducive to improving the user's driving experience.

[0083] In some specific embodiments of the present application, the longitudinal first motor 3 and the longitudinal second motor 5 are configured to determine the operating states of the longitudinal first motor 3 and the longitudinal second motor 5 based on vehicle driving demand information, a target first efficiency map corresponding to the longitudinal first motor 3, and a target second efficiency map corresponding to the longitudinal second motor 5. In this way, the longitudinal first motor 3 and the longitudinal second motor 5 can be ensured to be in a state of high efficiency as much as possible, which is conducive to improving the operating efficiency of the longitudinal first motor 3 and the longitudinal second motor 5, thereby saving energy and improving the power performance of the hybrid system 100 when driving with two motors, thereby improving the acceleration performance of the vehicle.

[0084] Among them, the motor map refers to the ignition control curve diagram, which mainly reflects the distribution of motor efficiency at different speeds and torques, that is, it can be understood as an efficiency distribution diagram.

[0085] Furthermore, the longitudinal first motor 3 and the longitudinal second motor 5 are configured as follows: when the torque demand corresponding to the vehicle driving demand information falls within the torque corresponding to the target first efficiency map corresponding to the longitudinal first motor 3, the longitudinal first motor 3 is controlled to independently drive the vehicle; when the torque demand corresponding to the vehicle driving demand information falls within the torque corresponding to the target second efficiency map corresponding to the longitudinal second motor 5, the longitudinal second motor 5 is controlled to independently drive the vehicle.

[0086] Therefore, the longitudinal first motor 3 and the longitudinal second motor 5 can participate in the driving as needed. When the torque demand corresponding to the vehicle driving demand information falls within the torque corresponding to the target first efficiency map corresponding to the longitudinal first motor 3, the vehicle can be driven by only the longitudinal first motor 3. This can ensure that the longitudinal first motor 3 is in an efficient working range. At this time, the longitudinal first motor 3 can meet the driving needs of the vehicle, thereby ensuring that the hybrid system 100 is in an efficient working range and saving energy.

[0087] In addition, when the torque demand corresponding to the vehicle driving demand information falls within the torque corresponding to the target second efficiency map corresponding to the longitudinal second motor 5, the vehicle can be driven only by the longitudinal second motor 5. This ensures that the longitudinal second motor 5 is in an efficient working range. At this time, the longitudinal second motor 5 can meet the vehicle's driving needs, thereby ensuring that the hybrid system 100 is in an efficient working range and saving energy.

[0088] In some specific embodiments of the present application, when the torque demand corresponding to the vehicle driving demand information exceeds the torque corresponding to the target first efficiency map and exceeds the torque corresponding to the target second efficiency map, but does not exceed the torque corresponding to the sum of the target first efficiency map and the target second efficiency map, the longitudinal first motor 3 and the longitudinal second motor 5 are controlled to jointly drive the vehicle.

[0089] That is to say, under this working condition, neither the longitudinal first motor 3 nor the longitudinal second motor 5 can meet the driving needs of the vehicle, but the joint operation of the longitudinal first motor 3 and the longitudinal second motor 5 can meet the driving needs of the vehicle. At this time, the longitudinal first motor 3 and the longitudinal second motor 5 can be relied upon to jointly drive the vehicle, which can ensure that the vehicle has sufficient power, is conducive to improving the acceleration performance of the vehicle, and the power is stronger, further improving the user's driving experience.

[0090] In some specific embodiments of the present application, when the longitudinal first motor 3 and the longitudinal second motor 5 jointly drive the vehicle, the longitudinal first motor 3 and the longitudinal second motor 5 are configured as: the longitudinal first motor 3 and the longitudinal second motor 5 with larger power to output maximum torque.

[0091] In this way, the longitudinally mounted first motor 3 or the longitudinally mounted second motor 5, whichever has greater power, can play an active driving role when driving the vehicle, while the longitudinally mounted second motor 5 can play an auxiliary driving role, thereby ensuring that the power of the dual-motor drive is more powerful and avoiding frequent adjustment of the output power of the two motors. Specifically, when the longitudinally mounted first motor 3 or the longitudinally mounted second motor 5 has output its maximum torque, the output torque of the longitudinally mounted first motor 3 or the longitudinally mounted second motor 5 becomes a fixed value (i.e., the maximum output torque of the motor). At this time, the output torque of the longitudinally mounted second motor can be adjusted according to the torque demand corresponding to the vehicle driving demand, without having to adjust the output torque of both motors, which helps to simplify the control logic of the hybrid system 100.

[0092] According to some embodiments of the present application, as shown in FIG. 2 to FIG. 4 , the hybrid system 100 further includes a transmission 4 and a second coupling device 10 .

[0093] The transmission 4 is connected to the longitudinal first electric motor 3, the longitudinal second electric motor 5 and the first coupling device 2 respectively, the first end of the second coupling device 10 is connected to the longitudinal first electric motor 3, and the second end of the second coupling device 10 is connected to the transmission 4, that is, the second coupling device 10 is connected between the longitudinal first electric motor 3 and the transmission 4.

[0094] The second coupling device 10 is configured to disconnect the longitudinal first motor 3 from the transmission 4 when in the decoupled state. With this configuration, when the second coupling device 10 is in the decoupled state, the power of the longitudinal first motor 3 cannot be transmitted to the transmission 4. The vehicle is then driven solely by the longitudinal second motor 5, ensuring vehicle dynamics while reducing drag losses from parking power generation. When the second coupling device 10 is in the coupled state, the longitudinal first motor 3 is connected to the transmission 4, and power from both the longitudinal first motor 3 and the longitudinal second motor 5 can be transmitted to the transmission 4, ensuring dual-motor drive in pure electric mode and improving vehicle dynamics.

[0095] 2 and 3 , the first coupling device 2 and the second coupling device 10 are disposed on the same shaft. For example, the first coupling device 2 and the second coupling device 10 are both disposed on the power input shaft 8, one end of which is connected to the engine 1, and the first coupling device 2 and the second coupling device 10 are spaced apart along the axial direction of the power input shaft 8.

[0096] Alternatively, the first coupling device 2 and the second coupling device 10 are disposed on different shafts. For example, the first coupling device 2 is disposed on the power input shaft 8, and the second coupling device 10 is disposed on the power output shaft 9 (as shown in FIG4 ). The power output shaft 9 is connected to the wheels for transmitting power to the wheels to drive the vehicle. Alternatively, the first coupling device 2 is disposed on the power output shaft 9, and the second coupling device 10 is disposed on the power input shaft 8 (not shown).

[0097] Thus, when the second coupling device 10 is in the decoupled state, the power of the engine 1 and the longitudinal first electric motor 3 cannot be transmitted to the transmission 4. At this time, the vehicle is driven only by the longitudinal second electric motor 5. When the first coupling device 2 is in the decoupled state and the second coupling device 10 is in the coupled state, the power of the engine 1 cannot be transmitted to the transmission 4. At this time, the vehicle is driven by the longitudinal second electric motor 5 and the longitudinal first electric motor 3, allowing the vehicle to be driven by two motors in pure electric mode. When both the first coupling device 2 and the second coupling device 10 are in the coupled state, the power of the engine 1, the longitudinal first electric motor 3, and the longitudinal second electric motor 5 can be transmitted to the transmission 4, improving the vehicle's dynamic performance.

[0098] According to some specific embodiments of the present application, the hybrid system 100 further includes a power input shaft 8 and a first transmission gear 7. The first transmission gear 7 is disposed on the power input shaft 8 and is respectively connected to the longitudinally mounted first electric motor 3 and the second coupling device 10. Referring to Figures 1-7, a first driving gear 6 is disposed on the output shaft of the longitudinally mounted first electric motor 3, and the first transmission gear 7 is meshed with the first driving gear 6. The first coupling device 2 is located between the engine 1 and the first transmission gear 7, and the second coupling device 10 is located on a side of the first transmission gear 7 away from the first coupling device 2.

[0099] Therefore, by arranging the first coupling device 2 between the first transmission gear 7 and the engine 1, when the first coupling device 2 is in the decoupling state, the connection between the engine 1 and the power input shaft 8 can be disconnected, and at the same time, the speed and torque of the longitudinal first motor 3 can be transmitted to the power input shaft 8 through the first driving gear 6 and the first transmission gear 7 that are meshed with each other; when the first coupling device 2 and the second coupling device 10 are both in the coupled state, it is beneficial for the engine 1, the longitudinal first motor 3 and the longitudinal second motor 5 to cooperate to realize the dual-motor drive of the vehicle, thereby improving the power performance of the vehicle in pure electric mode.

[0100] According to some embodiments of the present application, as shown in Figures 1-7, the hybrid system 100 further includes a first gear pair 41, a second gear pair 42, and a shifting device 43. The shifting device 43 is configured to control the power of the power source from a first state flowing through the first gear pair 41 to a second state flowing through the second gear pair 42. The power source may be the engine 1; alternatively, the power source may be the longitudinally mounted second electric motor 5; alternatively, the power source may be the longitudinally mounted first electric motor 3 and the longitudinally mounted second electric motor 5. Thus, when the hybrid system 10 is operating, power may be transmitted to the transmission 4 via the first gear pair 41 or the second gear pair 42, and then transmitted to the vehicle via the transmission 4. Because the first gear pair 41 and the second gear pair 42 have different transmission ratios, i.e., the power transmitted to the vehicle is different, the vehicle can operate in different gears, effectively ensuring the vehicle's dynamic performance.

[0101] According to some embodiments of the present application, the shifting device 43 includes a synchronizer 431. The synchronizer 431 can ensure that the rotational speeds of the gears to be meshed are consistent and mesh smoothly, thereby switching the power between a first state flowing through the first gear pair 41 and a second state flowing through the second gear pair 42, thereby achieving gear shifting of the hybrid system 100 and ensuring that the vehicle can travel at different speeds.

[0102] Furthermore, the synchronizer 431 is provided on the power input shaft 8 or the power output shaft 9. The synchronizer 431 can be provided on the power input shaft 8 (as shown in FIG3 ); or, the synchronizer 431 can be provided on the power output shaft 9 (as shown in FIG1 and FIG2 ).

[0103] According to the first embodiment of the present application, as shown in FIG1 , the first gear gear pair 41 includes a first gear driving gear 411 and a first gear driven gear 412 meshing with each other, and the second gear gear pair 42 includes a second gear driving gear 421 and a second gear driven gear 422 meshing with each other. The first gear driving gear 411 and the second gear driving gear 421 are disposed on the power input shaft 8, and the first gear driven gear 412 and the second gear driven gear 422 are disposed on the power output shaft 9. The first gear driving gear 411 and the second gear driving gear 421 are both located on the side of the first transmission gear 7 away from the first coupling device 2.

[0104] For example, in the example of FIG1 , the first coupling device 2, the first transmission gear 7, the first gear driving gear 411, and the second gear driving gear 421 are sequentially arranged in an axial direction of the power input shaft 8, in a direction away from the engine 1. The synchronizer 431 is located between the first gear driven gear 412 and the second gear driven gear 422. At this time, the first gear driving gear 411 and the second gear driving gear 421 are interference fit with the power input shaft 8, and the second gear driving gear 421 is located at the end of the power input shaft 8. The first gear driven gear 412 and the second gear driven gear 422 are loosely mounted on the power input shaft 8.

[0105] Therefore, when the synchronizer 431 is engaged with the first gear driven gear 412, power can be transmitted to the first gear driving gear 411 through the power input shaft 8, and the first gear driving gear 411 drives the first gear driven gear 412 to rotate, and the power is transmitted to the power output shaft 9 through the synchronizer 431, and finally transmitted to the wheels; when the synchronizer 431 is engaged with the second gear driven gear 422, power can be transmitted to the second gear driving gear 421 through the power input shaft 8, and the second gear driving gear 421 drives the second gear driven gear 422 to rotate, and the power is transmitted to the power output shaft 9 through the synchronizer 431, and finally transmitted to the wheels.

[0106] According to the second embodiment of the present application, as shown in FIG2 , the second coupling device 10 is disposed on the power input shaft 8 and is located between the first transmission gear 7 and the first-gear driving gear 411. In other words, the first transmission gear 7 is located between the first coupling device 2 and the second coupling device 10. This effectively utilizes the space between the first transmission gear 7 and the first-gear driving gear 411, making the hybrid system 100 compact and facilitating its miniaturized design. Furthermore, when the second coupling device 100 is in a decoupled state, power from the engine 1 and the longitudinally mounted first electric motor 3 cannot be transmitted to the transmission 4. At this time, the vehicle is driven solely by the longitudinally mounted second electric motor 5.

[0107] According to the third embodiment of the present application, the synchronizer 431 is located between the first-gear driving gear 411 and the second-gear driving gear 421. As shown in Figure 3, in the axial direction of the power input shaft 8, the first coupling device 2, the first transmission gear 7, the second coupling device 10, the first-gear driving gear 411, the synchronizer 431, and the second-gear driving gear 421 are sequentially arranged on the power input shaft 8. The first-gear driven gear 412 and the second-gear driven gear 422 are both provided on the power output shaft 9. This reduces the length of the power output shaft 9.

[0108] Among them, when the synchronizer 431 is engaged with the first gear driving gear 411, the power on the power input shaft 8 is transmitted to the power output shaft 9 through the first gear driving gear 411 and the first gear driven gear 412, and then transmitted to the wheels; when the synchronizer 431 is engaged with the second gear driving gear 421, the power on the power input shaft 8 is transmitted to the power output shaft 9 through the second gear driving gear 421 and the second gear driven gear 422, and then transmitted to the wheels.

[0109] According to the fourth embodiment of the present application, as shown in FIG4 , the second coupling device 10, the first gear driving gear 411, and the second gear driving gear 421 are disposed on the power output shaft 9, the first gear driven gear 412 and the second gear driven gear 422 are disposed on the differential power input shaft 17, which is connected to the differential 16, and the first coupling device 2 and the first transmission gear 7 are disposed on the power input shaft 8. As a result, the components of the hybrid power system 100 can be dispersed across three shafts, which can reduce the size of the hybrid power system 100 on the power input shaft 8 and facilitate a compact design of the hybrid power system 100.

[0110] Furthermore, as shown in Figure 4, hybrid system 100 also includes a second driven gear 11, which is disposed on the power output shaft 9 and meshes with the first transmission gear 7. A second coupling device 10 is disposed on a side of the second driven gear 11 away from the first gear driving gear 411. In other words, in the axial direction of the power output shaft 9, the second coupling device 10, the second driven gear 11, the first gear driving gear 411, and the second gear driving gear 421 are sequentially spaced apart. This minimizes the effect of the second coupling device 10 on the first gear gear pair 41 or the second gear gear pair 42, ensuring smooth power transmission within hybrid system 100.

[0111] 4 , the second driven gear 11 is loosely mounted on the power take-off shaft 9, and the second coupling device 10 is disposed at the end of the power take-off shaft 9 and is interference-connected with the power take-off shaft 9. When the second coupling device 10 is in the coupled state, the second driven gear 11 is engaged with the second coupling device 10, and the power of the longitudinally mounted first motor 3 can be transmitted to the power input shaft 8 via the first driving gear 6 and the first transmission gear 7. The first transmission gear 7 drives the second driven gear 11 to rotate, and the power is then transmitted to the power take-off shaft 9 via the second coupling device 10. The power on the power take-off shaft 9 is then transmitted to the differential power input shaft 17 via the first gear pair 41 or the second gear pair 42, and finally transmitted to the wheels via the differential 16.

[0112] Optionally, the second coupling device 10 may be a wet clutch, an electromagnetic clutch or a one-way clutch, but is not limited thereto.

[0113] According to other embodiments of the present application, as shown in Figures 5 to 7, the shifting device 43 includes two one-way clutches 432. The one-way clutches 432 have a simple structure and are less expensive than the synchronizer 431, thereby improving the market competitiveness of the hybrid system 100.

[0114] According to the fifth embodiment of the present application, two one-way clutches 432 are disposed on different shafts. For example, in the example shown in FIG5 , the two one-way clutches 432 are disposed on the power input shaft 8 and the power output shaft 9, respectively. This configuration effectively reduces the size of the hybrid system 100, thereby increasing its structural compactness and improving its reliability.

[0115] Furthermore, the two one-way clutches 432 are staggered. For example, in the example of FIG5 , both one-way clutches 432 are located between the first gear pair 41 and the second gear pair 42. One of the two one-way clutches 432 is connected to the first gear pair 41, and the other of the two one-way clutches 432 is connected to the second gear pair 42. In other words, one of the two one-way clutches 432, the first gear driving gear 411, and the second gear driving gear 421 are disposed on the power input shaft 8, i.e., a one-way clutch 432 is disposed between the first gear driving gear 411 and the second gear driving gear 421. The other of the two one-way clutches 432, the first gear driven gear 412 and the second gear driven gear 422 are disposed on the power output shaft 9, i.e., a one-way clutch 432 is disposed between the first gear driven gear 412 and the second gear driven gear 422. Furthermore, the two one-way clutches 432 are staggered in the axial direction of the power input shaft 8.

[0116] The power source's power can be transmitted via different paths through the two one-way clutches 432. That is, during use, the hybrid system 100 can transmit power along different paths depending on the speed requirements. When the one-way clutch 432 connected to the second gear pair 42 is disengaged and the one-way clutch 432 connected to the first gear pair 41 is engaged, the power source's power can be transmitted to the wheels via the first gear pair 41 to control wheel rotation. Alternatively, when the one-way clutch 432 connected to the first gear pair 41 is disengaged and the one-way clutch 432 connected to the second gear pair 42 is engaged, the power source's power can be transmitted to the wheels via the second gear pair 42 to control wheel rotation. Furthermore, placing both one-way clutches 432 between the first gear pair 41 and the second gear pair 42 facilitates engagement of the two one-way clutches 432 with their corresponding gear pairs, thereby facilitating power transmission within the hybrid system 100.

[0117] Furthermore, one of the two one-way clutches 432 is connected to the second gear driving gear 421, and the other of the two one-way clutches 432 is connected to the first gear driven gear 412. As shown in FIG5 , the one-way clutch 432 located on the power input shaft 8 is connected to the second gear driving gear 421. When the one-way clutch 432 is engaged with the second gear driving gear 421, the power of the power input shaft 8 is transmitted to the power output shaft 9 via the second gear driving gear 421 and the second gear driven gear 422. The one-way clutch 432 located on the power output shaft 9 is connected to the first gear driven gear 412. When the one-way clutch 432 is engaged with the first gear driven gear 412, the power of the power input shaft 8 is transmitted to the power output shaft 9 via the first gear driving gear 411 and the first gear driven gear 412.

[0118] According to the sixth embodiment of the present application, as shown in FIG6 , two one-way clutches 432 are disposed opposite to each other and on the power input shaft 8 or the power output shaft 9. This helps to improve the smoothness of the hybrid system 100 during the gear shifting process.

[0119] In addition, the two one-way clutches 432 may also be arranged facing each other.

[0120] Furthermore, referring to FIG6 , a first-gear driving gear 411 and a second-gear driving gear 421 are disposed on the power input shaft 8 , and two one-way clutches 432 and the first-gear driven gear 412 and the second-gear driven gear 422 are disposed on the power output shaft 9 . The two one-way clutches 432 are connected to the first-gear driven gear 412 and the second-gear driven gear 422 , respectively. During operation of the hybrid system 100 , the two one-way clutches 432 control whether the corresponding first gear position (composed of the first-gear driving gear 411 and the first-gear driven gear 412) or the second gear position (composed of the second-gear driving gear 421 and the second-gear driven gear 422) is connected, thereby controlling gear switching, i.e., transmitting power from the power source via the first-gear driving gear 411 to the first-gear driven gear 412 , or transmitting power from the power source via the second-gear driving gear 421 to the second-gear driven gear 422 . This effectively reduces the structural complexity of the hybrid system 100 , thereby improving its compactness and reducing its footprint.

[0121] According to the seventh embodiment of the present application, as shown in FIG7 , the shifting device 43 includes a dual clutch 433 , which is provided on the power input shaft 8 or the power output shaft 9 . The dual clutch 433 is located at the end of the power output shaft 9 or the power input shaft 8 .

[0122] Specifically, the dual clutch 433, the first gear driving gear 411, and the second gear driving gear 421 are disposed on the power input shaft 8, while the first gear driven gear 412 and the second gear driven gear 422 are disposed on the power output shaft 9. The dual clutch 433 can be located at the end of the power output shaft 9, similar to two one-way clutches 432 arranged back-to-back. This arrangement can reduce the number of components in the hybrid system 100, thereby improving the compactness of the hybrid system 100 and reducing the space occupied by the hybrid system 100.

[0123] According to some embodiments of the present application, the hybrid system 100 further includes a second transmission gear 13 , which is disposed on the power input shaft 8 or the power output shaft 9 , and is connected to the longitudinally mounted second motor 5 and the transmission 4 , respectively.

[0124] 1-2 and 4-7, a second driving gear 12 is provided on the output shaft of the longitudinal second electric motor 5, and a second transmission gear 13 is provided on the power output shaft 9. The power of the longitudinal second electric motor 5 is transmitted to the power output shaft 9 through the second driving gear 12 and the second transmission gear 13, and then transmitted to the differential power input shaft 17 through the first gear pair 41 or the second gear pair 42, and finally transmitted to the wheels through the differential 16 to realize the operation of the vehicle in pure electric mode.

[0125] 3 , the second transmission gear 13 is provided on the power input shaft 8. The power of the longitudinally mounted second motor 5 is transmitted to the power input shaft 8 via the second driving gear 12 and the second transmission gear 13, and then transmitted to the power output shaft 9 via the first gear pair 41 or the second gear pair 42, and finally transmitted to the wheels via the differential 16, so as to enable the vehicle to operate in pure electric mode.

[0126] According to some embodiments of the present application, hybrid system 100 further includes a differential 16 and a differential power input shaft 17. Differential 16 includes a first bevel gear 161. Differential power input shaft 17 is provided with a second bevel gear 18. Second bevel gear 18 meshes with first bevel gear 161. The central axis of first bevel gear 161 is perpendicular to the central axis of second bevel gear 18. This arrangement facilitates changing the direction of power transmission, i.e., changing power from being axially transmitted along power output shaft 9 to being radially transmitted along power output shaft 9.

[0127] According to some embodiments of the present application, the hybrid system 100 further includes a meshing secondary driving gear 14 and a meshing secondary driven gear 15. Both the secondary driving gear 14 and the meshing secondary driven gear 15 are disposed on the power output shaft 9, with the meshing secondary driven gear 15 located between the second transmission gear 13 and the second bevel gear 18. This arrangement increases the meshing area between the power output shaft 9 and the differential 16 by utilizing the fit between the first bevel gear 161 and the second bevel gear 18, thereby increasing the stability of power transmission from the power output shaft 9 to the differential 16. The coaxial arrangement of the meshing secondary driven gear 15 and the differential 16 allows power from the power output shaft 9 to be transmitted to the differential 16, effectively increasing the efficiency of power transmission.

[0128] In some specific embodiments of the present application, the hybrid system 100 further includes a transmission 4, which is respectively connected to the longitudinal first motor 3, the longitudinal second motor 5, and the first coupling device 2. The hybrid system 100 is configured such that, when in the second state, the first coupling device 2 disconnects the connection between the engine 1 and the longitudinal first motor 3, and disconnects the connection between the engine 1 and the transmission 4, and controls the power of the longitudinal first motor 3 and the longitudinal second motor 5 to be coupled at the transmission 4 to drive the vehicle.

[0129] That is to say, in the second state, the hybrid system 100 is driven by multiple motors. At this time, the engine 1 does not transmit power to the longitudinal first motor 3, that is, the engine 1 does not drive the longitudinal first motor 3 to generate electricity, and the engine 1 does not transmit power to the transmission 4, that is, the engine 1 does not participate in the driving of the vehicle. In this way, the engine 1 will not have power interference with the longitudinal first motor 3, the longitudinal first motor 3 can transmit power to the transmission 4, and the longitudinal second motor 5 can also transmit power to the transmission 4, thereby realizing the multi-motor drive of the hybrid system 100, so that the power drive of the hybrid system 100 in the pure electric mode is stronger and the acceleration performance is better.

[0130] In some specific embodiments of the present application, the transmission 4 has multiple gears, and the hybrid system 100 is configured as follows: when in the second state, the transmission 4 adjusts the transmission ratio of the power of at least the longitudinal first motor 3 and the longitudinal second motor 5 through different gears.

[0131] In other words, the transmission 4 can adjust the transmission ratio of the power of the longitudinally mounted first motor 3 only; alternatively, the transmission 4 can adjust the transmission ratio of the power of the longitudinally mounted first motor 3 and the power of the longitudinally mounted second motor 5 simultaneously. As a result, the output torque of the hybrid system 100 in the second state (i.e., multi-motor drive) can be more closely matched to the vehicle speed and required torque, thereby improving the vehicle's power performance, lowering energy consumption, and improving economy.

[0132] Specifically, as shown in FIG8 and FIG9 , the hybrid system 100 has a dual-motor drive first gear mode and a dual-motor drive second gear mode in the second state.

[0133] As shown in Figure 8, when the hybrid system 100 is in the dual-motor drive first gear mode, the first coupling device 2 is decoupled, the second coupling device 10 is coupled, the shift device 43 and the first gear gear pair 41 are engaged, and the power of the longitudinal first motor 3 and the power of the longitudinal second motor 5 can be transmitted to the power output shaft 9 through the first gear gear pair 41, thereby driving the vehicle to move (or, the power of the longitudinal first motor 3 is transmitted to the power output shaft 9 through the first gear gear pair 41, and the power of the longitudinal second motor 5 is directly transmitted to the power output shaft 9 through the second driving gear 12, the second transmission gear 13, the secondary driving gear 14 and the secondary driven gear 15, thereby driving the vehicle to move).

[0134] As shown in Figure 9, when the hybrid system 100 is in the dual-motor drive second gear mode, the first coupling device 2 is decoupled, the second coupling device 10 is coupled, the shift device 43 is engaged with the second gear pair 42, and the power of the longitudinal first motor 3 and the power of the longitudinal second motor 5 can be transmitted to the power output shaft 9 through the second gear pair 42, thereby driving the vehicle to move (or, the power of the longitudinal first motor 3 is transmitted to the power output shaft 9 through the second gear pair 42, and the power of the longitudinal second motor 5 is directly transmitted to the power output shaft 9 through the second driving gear 12, the second transmission gear 13, the secondary driving gear 14 and the secondary driven gear 15, thereby driving the vehicle to move).

[0135] In some specific embodiments of the present application, the transmission 4 has multiple gears, and the hybrid system 100 is configured to, when in the third state, disconnect the connection between the engine 1 and the longitudinal first motor 3 and the connection between the engine 1 and the transmission 4 through the first coupling device 2, control the power of the longitudinal second motor 5 to participate in the driving through the transmission 4, and adjust the transmission ratio of the power of the longitudinal second motor 5 through different gears of the transmission 4.

[0136] That is to say, when the hybrid system 100 is in the third state, the hybrid system 100 is driven by a single motor, the longitudinal first motor 3 does not participate in the driving, and only the longitudinal second motor 5 drives the vehicle. At this time, the transmission ratio of the power of the longitudinal second motor 5 is adjusted by the transmission 4. In this way, the output torque and vehicle speed of the hybrid system 100 in the third state and the required torque of the vehicle can be more matched, which is beneficial to improving the vehicle's power performance, and making the vehicle's energy consumption lower and the economy better.

[0137] Specifically, as shown in FIG10 and FIG11 , the hybrid system 100 has a single motor drive first gear mode and a single motor drive second gear mode in the third state, that is, an EV mode first gear and an EV mode second gear.

[0138] As shown in Figure 10, when the hybrid system 100 is in the single-motor drive first gear mode, the first coupling device 2 is decoupled, the second coupling device 10 is decoupled, the shift device 43 and the first gear gear pair 41 are engaged, and the power of the longitudinal second motor 5 is transmitted to the power output shaft 9 through the first gear gear pair 41, thereby driving the vehicle.

[0139] As shown in Figure 11, when the hybrid system 100 is in the single-motor drive second gear mode, the first coupling device 2 is decoupled, the second coupling device 10 is decoupled, the shift device 43 and the second gear gear pair 42 are engaged, and the power of the longitudinal second electric motor 5 is transmitted to the power output shaft 9 through the second gear gear pair 42, thereby driving the vehicle.

[0140] In some specific embodiments of the present application, the transmission 4 has multiple gears, and the hybrid system 100 is configured to, when in the fourth state, couple the connection between the engine 1 and the longitudinal first motor 3 through the first coupling device 2, disconnect the connection between the transmission 4 and the longitudinal first motor 3, control the power of the engine 1 to be transmitted to the longitudinal first motor 3 through the first coupling device 2, and the longitudinal first motor 3 generates electricity and transmits the generated electric energy to the longitudinal second motor 5. The power of the longitudinal second motor 5 is driven through the transmission 4, and the transmission ratio of the power of the longitudinal second motor 5 is adjusted through different gears of the transmission 4.

[0141] Specifically, the power output by the engine 1 can be transmitted to the longitudinal first motor 3 to drive the longitudinal first motor 3 to operate and generate electricity. The longitudinal first motor 3 then drives the longitudinal second motor 5 to operate, and then the power of the longitudinal second motor 5 can be transmitted to the differential 16 through the transmission 4 to drive the wheels to rotate, so that the vehicle can drive normally.

[0142] Therefore, when the power battery is too low, the engine 1 can drive the longitudinal first motor 3 to power the longitudinal second motor 5, and the longitudinal second motor 5 can drive the vehicle to move. This will not cause damage to the power battery power supply, and at the same time ensure that the driving force of the longitudinal second motor 5 is sufficient.

[0143] Specifically, as shown in FIG. 12 and FIG. 13 , the hybrid system 100 has a series first gear mode and a series second gear mode in the fourth state.

[0144] As shown in Figure 12, when the hybrid system 100 is in the series first gear mode, the first coupling device 2 is coupled, the second coupling device 10 is decoupled, the shift device 43 and the first gear gear pair 41 are engaged, the engine 1 drives the longitudinal first motor 3 to generate electricity, and the longitudinal first motor 3 supplies power to the longitudinal second motor 5. The power of the longitudinal second motor 5 is transmitted to the power output shaft 9 through the first gear gear pair 41, thereby driving the vehicle to move.

[0145] As shown in Figure 13, when the hybrid system 100 is in the series second gear mode, the first coupling device 2 is coupled, the second coupling device 10 is decoupled, the shift device 43 and the second gear gear pair 42 are engaged, the engine 1 drives the longitudinal first motor 3 to generate electricity, and the longitudinal first motor 3 supplies power to the longitudinal second motor 5. The power of the longitudinal second motor 5 is transmitted to the power output shaft 9 through the second gear gear pair 42, thereby driving the vehicle to move.

[0146] In some specific embodiments of the present application, the transmission 4 has multiple gears, and the hybrid system 100 is configured as follows: when in the fifth state, the connection between the engine 1 and the transmission 4 is coupled by the first coupling device 2, the power of the engine 1 is controlled to be transmitted to the transmission 4 through the first coupling device 2, the power of the engine 1 and the longitudinal second motor 5 are coupled at the transmission 4 to drive the vehicle, and the transmission ratio of the power of at least the engine 1 among the engine 1 and the longitudinal second motor 5 is adjusted through different gears of the transmission 4.

[0147] As a result, the engine 1 and the longitudinally mounted second electric motor 5 can drive the vehicle simultaneously, which is beneficial to increasing the output torque of the hybrid system 100 to ensure that the power of the hybrid system 100 is sufficient.

[0148] Specifically, as shown in FIG. 14 and FIG. 15 , the hybrid system 100 has a parallel first gear mode and a parallel second gear mode in the fifth state.

[0149] As shown in Figure 14, when the hybrid system 100 is in the parallel first gear mode, the first coupling device 2 is coupled, the second coupling device 10 is coupled, the shift device 43 and the first gear gear pair 41 are engaged, and the power of the engine 1 and the power of the longitudinal second electric motor 5 can be transmitted to the power output shaft 9 through the first gear gear pair 41, thereby driving the vehicle to move (or, the power of the engine 1 is transmitted to the power output shaft 9 through the first gear gear pair 41, and the power of the longitudinal second electric motor 5 is directly transmitted to the power output shaft 9 through the second driving gear 12, the second transmission gear 13, the secondary driving gear 14 and the secondary driven gear 15, thereby driving the vehicle to move).

[0150] As shown in Figure 15, when the hybrid system 100 is in the parallel second gear mode, the first coupling device 2 is coupled, the second coupling device 10 is coupled, the shift device 43 is engaged with the second gear pair 42, and the power of the engine 1 and the power of the longitudinal second electric motor 5 can be transmitted to the power output shaft 9 through the second gear pair 42, thereby driving the vehicle to move (or, the power of the engine 1 is transmitted to the power output shaft 9 through the second gear pair 42, and the power of the longitudinal second electric motor 5 is directly transmitted to the power output shaft 9 through the second driving gear 12, the second transmission gear 13, the secondary driving gear 14 and the secondary driven gear 15, thereby driving the vehicle to move).

[0151] As shown in Figures 16 and 17 , hybrid system 100 can also have an engine direct drive mode, in which the vehicle is driven solely by engine 1, with neither longitudinal first motor 3 nor longitudinal second motor 5 contributing to vehicle propulsion. Furthermore, hybrid system 100 has an engine direct drive first gear mode and an engine direct drive second gear mode within this direct drive mode.

[0152] As shown in Figure 16, when the hybrid system 100 is in the engine direct drive first gear mode, the first coupling device 2 is coupled, the second coupling device 10 is coupled, the longitudinal second electric motor 5 is not working, the shift device 43 and the first gear gear pair 41 are engaged, and the power of the engine 1 is transmitted to the power output shaft 9 through the first gear gear pair 41, thereby driving the vehicle.

[0153] As shown in Figure 17, when the hybrid system 100 is in the engine direct drive second gear mode, the first coupling device 2 is coupled, the second coupling device 10 is coupled, the longitudinal second electric motor 5 is not working, the shift device 43 and the second gear gear pair 42 are engaged, and the power of the engine 1 is transmitted to the power output shaft 9 through the second gear gear pair 42, thereby driving the vehicle.

[0154] In some specific embodiments of the present application, as shown in Figure 18, the hybrid system 100 is configured as follows: when in the sixth state, the connection between the engine 1 and the longitudinal first motor 3 and the connection between the engine 1 and the transmission 4 are disconnected through the first coupling device 2, and the braking force is controlled to be transmitted to the longitudinal first motor 3 and / or the longitudinal second motor 5 through the transmission 4, and the longitudinal first motor 3 and / or the longitudinal second motor 5 recover energy by generating electricity.

[0155] Therefore, when the vehicle is braking, the braking force will drive the longitudinal second motor 5 to generate electricity through the power output shaft 9, the first gear gear pair 41 or the second gear gear pair 42, the second transmission gear 13 and the second driving gear 12, and / or the braking force will drive the longitudinal first motor 3 to generate electricity through the power output shaft 9, the first gear gear pair 41 or the second gear gear pair 42, the first transmission gear 7 and the first driving gear 6, thereby recovering braking energy and further improving the economy of the hybrid power system 100.

[0156] A vehicle 1000 according to an embodiment of the present application will be described below with reference to the accompanying drawings. The vehicle 1000 includes a hybrid power system 100 according to any of the above embodiments of the present application, as shown in FIG30 .

[0157] According to the vehicle 1000 of the embodiment of the present application, by utilizing the hybrid power system 100 according to the above embodiment of the present application, it is possible to achieve dual-motor drive, better vehicle power and more excellent acceleration performance, which is conducive to improving the user's driving experience.

[0158] Other configurations and operations of the hybrid system 100 and the vehicle 1000 having the same according to the embodiment of the present application are well known to those skilled in the art and will not be described in detail here.

[0159] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0160] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A hybrid power system (100), characterized in that: include: Engine (1); A first motor (3) is arranged longitudinally; A second motor (5) is arranged longitudinally; as well as A first coupling device (2); The hybrid system (100) is configured to, when in a first state, disconnect the engine (1) from the longitudinally-mounted first electric motor (3) through the first coupling device (2), and control the longitudinally-mounted first electric motor (3) and the longitudinally-mounted second electric motor (5) to jointly drive the vehicle.

2. The hybrid power system (100) according to claim 1, characterized in that: in, The longitudinally arranged first motor (3) and the longitudinally arranged second motor (5) are configured as follows: The operating states of the longitudinal first motor (3) and the longitudinal second motor (5) are determined based on vehicle driving demand information, a target first efficiency map corresponding to the longitudinal first motor (3), and a target second efficiency map corresponding to the longitudinal second motor (5).

3. The hybrid power system (100) according to claim 2, characterized in that: in, The longitudinally arranged first motor (3) and the longitudinally arranged second motor (5) are configured as follows: When the torque demand corresponding to the vehicle driving demand information falls within the torque corresponding to the target first efficiency map corresponding to the longitudinal first motor (3), controlling the longitudinal first motor (3) to independently drive the vehicle; When the torque demand corresponding to the vehicle driving demand information falls within the torque corresponding to the target second efficiency map corresponding to the longitudinally arranged second electric motor (5), the longitudinally arranged second electric motor (5) is controlled to independently drive the vehicle.

4. The hybrid power system (100) according to claim 2 or 3, characterized in that: in, The longitudinal first motor (3) and the longitudinal second motor (5) are configured such that when a torque demand corresponding to the vehicle driving demand information exceeds a torque corresponding to a target first efficiency map and exceeds a torque corresponding to a target second efficiency map, but does not exceed a torque corresponding to a sum of the target first efficiency map and the target second efficiency map, the longitudinal first motor (3) and the longitudinal second motor (5) are controlled to jointly drive the vehicle.

5. The hybrid power system (100) according to claim 4, characterized in that: in, The longitudinally arranged first motor (3) and the longitudinally arranged second motor (5) are configured such that when the longitudinally arranged first motor (3) and the longitudinally arranged second motor (5) jointly drive the vehicle, The one with greater power among the longitudinally arranged first electric motor (3) and the longitudinally arranged second electric motor (5) outputs maximum torque.

6. The hybrid power system (100) according to any one of claims 1 to 5, characterized in that: Also includes: a transmission (4), the transmission (4) being respectively connected to the longitudinally arranged first electric motor (3), the longitudinally arranged second electric motor (5) and the first coupling device (2); and A second coupling device (10), wherein a first end of the second coupling device (10) is connected to the longitudinally arranged first electric motor (3), and a second end of the second coupling device (10) is connected to the transmission (4); The second coupling device (10) is configured to disconnect the longitudinally arranged first electric motor (3) from the transmission (4) when in a decoupled state.

7. The hybrid power system (100) according to claim 6, characterized in that: The first coupling device (2) and the second coupling device (10) are arranged on the same axis; or, The first coupling device (2) and the second coupling device (10) are arranged on different axes.

8. The hybrid power system (100) according to claim 6 or 7, characterized in that: Also includes: a power input shaft (8); and A first transmission gear (7), the first transmission gear (7) is arranged on the power input shaft (8), and the first transmission gear (7) is respectively connected to the longitudinally arranged first motor (3) and the second coupling device (10).

9. The hybrid power system (100) according to any one of claims 1 to 8, characterized in that: The hybrid power system (100) comprises: First gear gear pair (41); A second gear pair (42); and A shifting device (43) is configured to control the power of a power source to switch from a first gear state flowing through the first gear pair (41) to a second gear state flowing through the second gear pair (42).

10. The hybrid power system (100) according to claim 9, characterized in that: The shifting device (43) comprises a synchronizer (431), and the synchronizer (431) is arranged on a power input shaft (8) or a power output shaft (9).

11. The hybrid power system (100) according to claim 9 or 10, characterized in that: The shift device (43) comprises two one-way clutches (432), and the two one-way clutches (432) are arranged on different shafts.

12. The hybrid power system (100) according to claim 11, characterized in that: The two one-way clutches (432) are staggered.

13. The hybrid power system (100) according to claim 9 or 10, characterized in that: The shifting device (43) comprises two one-way clutches (432), which are opposite to each other and are arranged on a power input shaft (8) or a power output shaft (9).

14. The hybrid power system (100) according to claim 9 or 10, characterized in that: The shifting device (43) comprises a double clutch (433), and the double clutch (433) is arranged on a power input shaft (8) or a power output shaft (9).

15. The hybrid power system (100) according to claim 14, characterized in that: The dual clutch (433) is located at the end of the power output shaft (9) or the power input shaft (8).

16. The hybrid power system (100) according to any one of claims 6 to 15, characterized in that: Also includes: A second transmission gear (13), the second transmission gear (13) is arranged on the power input shaft (8) or the power output shaft (9), and the second transmission gear (13) is respectively connected to the longitudinally arranged second electric motor (5) and the transmission (4).

17. The hybrid power system (100) according to any one of claims 1 to 16, characterized in that: Also includes: A differential (16), wherein the differential (16) has a first bevel gear (161); and A differential power input shaft (17), wherein a second bevel gear (18) is provided on the differential power input shaft (17), and the first bevel gear (161) is meshed with the second bevel gear (18).

18. The hybrid power system (100) according to claim 17, characterized in that: The central axis of the first bevel gear (161) is perpendicular to the central axis of the second bevel gear (18).

19. The hybrid power system (100) according to any one of claims 1 to 18, characterized in that: Also includes: a transmission (4), the transmission (4) being respectively connected to the longitudinally arranged first electric motor (3), the longitudinally arranged second electric motor (5) and the first coupling device (2); The hybrid system (100) is configured to: when in a second state, disconnect the connection between the engine (1) and the longitudinal first motor (3) and the connection between the engine (1) and the transmission (4) through the first coupling device (2), and control the power of the longitudinal first motor (3) and the longitudinal second motor (5) to be coupled at the transmission (4) to drive the vehicle.

20. The hybrid power system (100) according to claim 19, characterized in that: The transmission (4) has a plurality of gear positions; The hybrid power system (100) is configured such that, when in the second state, the transmission (4) adjusts the transmission ratio of the power of at least the longitudinal first motor (3) of the longitudinal second motor (3) and the longitudinal second motor (5) through different gears.

21. The hybrid power system (100) according to claim 19, characterized in that: The transmission (4) has a plurality of gears; the hybrid power system (100) is configured such that: when in a third state, the connection between the engine (1) and the longitudinally arranged first motor (3) and the connection between the engine (1) and the transmission (4) are disconnected through the first coupling device (2), the power of the longitudinally arranged second motor (5) is controlled to drive the vehicle through the transmission (4), and the transmission ratio of the power of the longitudinally arranged second motor (5) is adjusted through the different gears of the transmission (4).

22. The hybrid power system (100) according to claim 19, characterized in that: The transmission (4) has a plurality of gear positions; The hybrid power system (100) is configured as follows: when in a fourth state, the connection between the engine (1) and the longitudinal first motor (3) is coupled through the first coupling device (2), the connection between the transmission (4) and the longitudinal first motor (3) is disconnected, the power of the engine (1) is controlled to be transmitted to the longitudinal first motor (3) through the first coupling device (2), the longitudinal first motor (3) generates electricity and transmits the generated electric energy to the longitudinal second motor (5), the power of the longitudinal second motor (5) participates in driving through the transmission (4), and the transmission ratio of the power of the longitudinal second motor (5) is adjusted through the different gears of the transmission (4).

23. The hybrid power system (100) according to claim 19, characterized in that: The transmission (4) has a plurality of gear positions; The hybrid system (100) is configured such that: when in a fifth state, the connection between the engine (1) and the transmission (4) is coupled via the first coupling device (2), the power of the engine (1) is controlled to be transmitted to the transmission (4) via the first coupling device (2), the power of the engine (1) and the power of the longitudinally arranged second electric motor (5) are coupled at the transmission (4) to drive the vehicle, and the transmission ratio of the power of at least the engine (1) among the engine (1) and the longitudinally arranged second electric motor (5) is adjusted via different gears of the transmission (4).

24. The hybrid power system (100) according to claim 19, characterized in that: The hybrid system (100) is configured such that, when in a sixth state, the connection between the engine (1) and the longitudinally arranged first electric motor (3) and the connection between the engine (1) and the transmission (4) are disconnected through the first coupling device (2), and the braking force is controlled to be transmitted to the longitudinally arranged first electric motor (3) and / or the longitudinally arranged second electric motor (5) through the transmission (4), and the longitudinally arranged first electric motor (3) and / or the longitudinally arranged second electric motor (5) recover energy in the form of power generation.

25. A vehicle (1000), characterized in that: It comprises a hybrid power system (100) according to any one of claims 1-24.

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