Hybrid power transmission device and system thereof, hybrid power system, and vehicle

Abstract

A hybrid power transmission device, a hybrid power system, and a vehicle. The vehicle comprises the hybrid power system. The hybrid power system comprises the hybrid power transmission device. The hybrid power transmission device comprises: an input shaft, adapted to be connected to an engine; an output shaft which is connected to the input shaft by means of a first transmission system, wherein one of the input shaft and the output shaft is further adapted to be connected to a first motor; and a clutch part used for selectively outputting power of the engine and the first motor by means of the output shaft, wherein the clutch part is arranged on the output shaft.

Description

Hybrid power transmission device and system thereof, hybrid power system and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to the Chinese patent application filed with the China Patent Office on November 17, 2023, with application number 202311546023.8 and titled “Hybrid Transmission Device, Hybrid 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 vehicle technology, and in particular to a hybrid power transmission device, a hybrid power system, and a vehicle. Background Art

[0004] Hybrid vehicles combine the advantages of a dual power system of traditional internal combustion engines and electric motors, providing both efficient fuel economy and reduced exhaust emissions, providing a good and efficient driving experience.

[0005] A vehicle's hybrid architecture can achieve multiple power modes, from simple independent drive to hybrid drive, through multiple power sources. In related technologies, to achieve switching between different power modes and gear shifts, a clutch is typically installed on the drive shaft. However, the engine also occupies axial space on the drive shaft, resulting in a cramped layout for the clutch and related transmission components, resulting in insufficient internal space within the hybrid transmission or excessive vehicle space occupied by the entire vehicle.

[0006] Summary of the Invention

[0007] The present disclosure aims to provide a hybrid transmission device, a hybrid system and a vehicle to at least partially solve the problems existing in the above-mentioned related technologies.

[0008] In order to achieve the above-mentioned objectives, the first aspect of the present disclosure provides a hybrid power transmission device, including an input shaft for connecting to an engine; an output shaft connected to the input shaft through a first transmission system, wherein one of the input shaft and the output shaft is also used to connect to a first motor; and a clutch part for selectively outputting the power of the engine and the first motor through the output shaft, wherein the clutch part is arranged on the output shaft.

[0009] Optionally, the clutch unit includes: a first clutch for selectively engaging an output gear loosely mounted on the output shaft to the output shaft; and a second clutch for selectively outputting power from the engine and / or the first motor through the output shaft.

[0010] Optionally, the first clutch and the second clutch are integrally mounted on the output shaft.

[0011] Optionally, the input shaft includes a first shaft segment for connecting to the engine and a second shaft segment for connecting to the first motor, and one of the first shaft segment and the second shaft segment is loosely sleeved on the other.

[0012] Optionally, the first transmission system includes a first wheel set connected between the first shaft section and the output shaft, and a second wheel set connected between the second shaft section and the output shaft, wherein the first wheel set and the second wheel set respectively selectively output power through the first clutch.

[0013] Optionally, the first wheel set includes: a first driving gear, which is torsionally sleeved on the first shaft section; and a first driven gear, which is loosely sleeved on the output shaft and meshes with the first driving gear, and the first driven gear is selectively engaged with the output shaft through the second clutch.

[0014] Optionally, the second wheel set includes: a second driving gear, which is anti-torsionally sleeved on the second shaft segment; and a second driven gear, which is anti-torsionally sleeved on the output shaft and meshes with the second driving gear.

[0015] Optionally, the second gear set includes: a third driving gear, which is torsionally sleeved on the second shaft section; a third driven gear, which is loosely sleeved on the output shaft and meshes with the third driving gear; a fourth driving gear, which is torsionally sleeved on the second shaft section; a fourth driven gear, which is loosely sleeved on the output shaft and meshes with the fourth driving gear; and a first synchronizer for coupling at most one of the third driven gear and the fourth driven gear to the output shaft.

[0016] Optionally, a sleeve shaft is loosely sleeved on the outer side of the output shaft, the sleeve shaft is selectively engaged with the output shaft through the second clutch, and the first driven gear and the third driven gear are torque-resistantly sleeved on the sleeve shaft.

[0017] Optionally, the output shaft is used to connect to the first motor.

[0018] Optionally, the first transmission system includes a third wheel set connected between the input shaft and the output shaft, wherein the third wheel set selectively transmits power to the output shaft through the second clutch.

[0019] Optionally, the third wheel set includes: a fifth driving gear, which is loosely mounted on the input shaft; a fifth driven gear, which is loosely mounted on the output shaft and meshes with the fifth driving gear; and a second synchronizer for selectively engaging the fifth driving gear to the input shaft, wherein the fifth driven gear is selectively engaged to the output shaft through the second clutch.

[0020] Optionally, the first clutch and the second clutch are integrated into a dual clutch.

[0021] Optionally, the output shaft includes a third shaft segment and a fourth shaft segment, the dual clutch is arranged between the third shaft segment and the fourth shaft segment to selectively engage the two shaft segments, and one of the third shaft segment and the fourth shaft segment is used to be loosened by the output gear.

[0022] Optionally, the first transmission system includes a fourth wheel set connected between the input shaft and the third shaft section, and the fourth shaft section is used to connect to the first motor.

[0023] Optionally, the fourth wheel set includes: a sixth driving gear, which is anti-torsionally sleeved on the input shaft; and a sixth driven gear, which is anti-torsionally sleeved on the third shaft segment and meshes with the sixth driving gear.

[0024] Optionally, the output shaft is used to be connected to the axle via a second transmission system, the second transmission system includes a fifth wheel set connected between the output shaft and the axle, and the fifth wheel set includes the output gear.

[0025] A second aspect of the present disclosure provides a hybrid power system, comprising: an engine; a first motor; and any one of the hybrid power transmission devices described above.

[0026] Optionally, the hybrid system further includes a second motor, the engine and the first motor are configured to transmit power to the first axle; and the second motor is configured to output power to the second axle.

[0027] Optionally, the first motor is a GM motor and the second motor is a TM motor.

[0028] A third aspect of the present disclosure provides a vehicle comprising any of the hybrid power systems described above.

[0029] Through the above technical solution, the power of the engine and the first motor can be selectively output to the axle through the input shaft and the output shaft through the on-off action between the clutch part and the shaft to provide power for the vehicle body, and the clutch part is arranged on the output shaft, that is, it is arranged on a different axis from the power shaft of the engine, so that the internal space layout of the device assembly is more reasonable, saving space, and avoiding the overall device occupying too much vehicle drive space and affecting structural stability.

[0030] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] 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:

[0032] FIG1 is a schematic diagram showing the architecture of a hybrid transmission device according to an exemplary embodiment.

[0033] FIG2 is a schematic diagram showing the architecture of a hybrid transmission device according to an exemplary embodiment.

[0034] FIG3 is a schematic diagram showing the architecture of a hybrid transmission device according to an exemplary embodiment.

[0035] FIG4 is a schematic diagram showing the architecture of a hybrid transmission device according to an exemplary embodiment.

[0036] FIG. 5 is a schematic diagram of a power transmission path in a first motor driving mode according to the embodiment shown in FIG. 1 .

[0037] FIG. 6 is a schematic diagram of a power transmission path in an engine driving mode according to the embodiment shown in FIG. 1 .

[0038] FIG. 7 is a schematic diagram of a power transmission path in a parking power generation mode according to the embodiment shown in FIG. 1 .

[0039] FIG8 is a schematic diagram of a power transmission path in a pure electric rear-wheel drive mode according to the embodiment shown in FIG1 .

[0040] FIG9 is a schematic diagram of a power transmission path in a pure electric four-wheel drive mode according to the embodiment shown in FIG1 .

[0041] FIG. 10 is a schematic diagram of a power transmission path in a parallel front-wheel drive mode according to the embodiment shown in FIG. 1 .

[0042] FIG. 11 is a schematic diagram of a power transmission path in a parallel four-wheel drive mode according to the embodiment shown in FIG. 1 .

[0043] FIG. 12 is a schematic diagram of a power transmission path in a parallel four-wheel drive mode according to the embodiment shown in FIG. 1 .

[0044] FIG. 13 is a schematic diagram of a power transmission path in a series mode according to the embodiment shown in FIG. 1 . DETAILED DESCRIPTION

[0045] 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.

[0046] In this disclosure, unless otherwise stated, directional terms such as "front" and "rear" are defined based on the normal direction of travel of the vehicle. Furthermore, the attributives "first" and "second" used in this disclosure are intended to distinguish one element from another and do not convey order or importance. The term "connected" as used in the embodiments of this disclosure, unless otherwise specified, may refer to a direct or indirect connection.

[0047] When the following description refers to the drawings, unless otherwise indicated, the same numerals in different drawings represent the same or similar elements.

[0048] The embodiments of the present disclosure provide a hybrid power transmission device, a hybrid power system, and a vehicle. The vehicle provided in the embodiments of the present disclosure includes a hybrid power system, and the hybrid power system includes a hybrid power transmission device 100 .

[0049] As shown in Figures 1 to 4, a first embodiment of the present disclosure provides a hybrid transmission device 100, comprising an input shaft 110, an output shaft 120, and a clutch unit 150. The input shaft 110 can be connected to an engine 200, and the output shaft 120 can be connected to the input shaft 110 via a first transmission system 130. Power from the engine 200 can be input via the input shaft 110, transmitted by the first transmission system 130 to the output shaft 120, and ultimately transmitted to the vehicle axle via the output shaft 120. Simultaneously, one of the input shaft 110 and the output shaft 120 can also be connected to a first motor 300, which can output power to the vehicle axle in a similar manner to the power transmission from the engine 200. In order to achieve power switching between the engine 200 and the first motor 300 to form various power output modes, a clutch unit 150 can be set on the output shaft 120. The clutch unit 150 can control the power output path of the engine 200 and the first motor 300 by connecting or disconnecting with the output shaft 120, so that the power of the engine 200 and the first motor 300 can be selectively output to the axle through the output shaft 120.

[0050] Through the above technical solution, the power of the engine 200 and the first motor 300 can be selectively output to the axle through the input shaft 110 and the output shaft 120 through the on-off action between the clutch part 150 and the shaft, thereby providing power for the vehicle body. At the same time, the clutch part 150 is arranged on the output shaft 120, that is, it is arranged on a different axis from the power shaft of the engine 200 (that is, the input shaft 110), so that the internal space layout of the hybrid transmission device 100 is more reasonable, space is saved, and the hybrid transmission device 100 as a whole is prevented from occupying too much space in the entire vehicle, thereby affecting the structural stability.

[0051] As shown in Figures 1 to 4, the clutch unit 150 may include a first clutch 151 and a second clutch 152. The first clutch 151 selectively engages the output gear 900, which is loosely mounted on the output shaft 120, with the output shaft 120. The second clutch 152 selectively transmits power from the engine 200 and / or the first motor 300 through the output shaft 120. The output gear 900 is used to ultimately transmit power from the hybrid transmission 100 to the axle. During this process, the output shaft 120 receives power from the engine 200 or the first motor 300 and outputs the power through engagement between the first clutch 151 and the output gear 900. Engaging the second clutch 152 transmits the power to the output shaft 120, and through engagement between the first clutch 151 and the output gear 900, the power from the output shaft 120 is output via the output gear 900.

[0052] For example, as shown in Figures 1 to 3, the first clutch 151 and the second clutch 152 can be integrated and mounted on the output shaft 120 to make the structure more compact. In this case, the first clutch 151 and the second clutch 152 can share the same housing, but the internal structures of the first clutch 151 and the second clutch 152 can rotate simultaneously or relative to each other without affecting each other's functions. When there is direct power on the output shaft 120 and the second clutch 152 is not engaged, the first clutch 151 can rotate alone while the second clutch 152 is stationary. When the second clutch 152 is engaged and transmits power to the output shaft 120, the first clutch 151 can rotate simultaneously with the second clutch 152. When the output shaft 120 receives power from different transmission paths, the first clutch 151 can achieve differential rotation with the second clutch 152 to output the power combined force of multiple power sources.

[0053] According to some embodiments, as shown in Figures 1 and 2, the input shaft 110 may include a first shaft segment 111 connected to the engine 200 and a second shaft segment 112 for connecting to the first motor 300, wherein one of the first shaft segment 111 and the second shaft segment 112 can be loosely mounted on the other, so that the engine 200 and the first motor 300 respectively connected to the first shaft segment 111 and the second shaft segment 112 maintain a relatively free parallel state without interfering with each other, so that the engine 200 and the first motor 300 can operate separately or simultaneously, so as to increase the number of operating modes of the hybrid transmission device 100.

[0054] For example, as shown in Figures 1 and 2, the first transmission system 130 may include a first wheel set 131 connected between the first shaft segment 111 and the output shaft 120, and a second wheel set 132 connected between the second shaft segment 112 and the output shaft 120. The first wheel set 131 and the second wheel set 132 may each selectively output power through the output shaft 120 via a first clutch 151. In this embodiment, the engine 200 and the first motor 300 are connected to the output shaft 120 via the first transmission system 130. The first wheel set 131 and the second wheel set 132 included in the first transmission system 130 may respectively drive-connect the engine 200 and the first motor 300 to the output shaft 120. After the power of the engine 200 and the first motor 300 is transmitted to the output shaft 120, the output shaft 120 may transmit the power to the output gear 900 engaged with the first clutch 151 via the first clutch 151, and the power is then output to the axle via the output gear 900.

[0055] According to some embodiments, as shown in Figures 1 and 2, the first gear set 131 may include a first driving gear 1311 and a first driven gear 1312. The first driving gear 1311 can be non-torsionally sleeved on the first shaft segment 111, and the first driven gear 1312 can be loosely sleeved on the output shaft 120 and remain in meshing with the first driving gear 1311. The first driven gear 1312 can be selectively engaged with the output shaft 120 via a second clutch 152. After the second clutch 152 is engaged, the second clutch 152 can output the power of the engine 200 transmitted by the first driven gear 1312 to the output shaft 120.

[0056] It should be noted that a "torsionally rigid sleeve connection" refers to a connection in which one component is securely sleeved over another, allowing the two components to rotate synchronously. It should be understood that "torsionally rigid" means that there is no relative twisting or rotation between the two components. The "torsionally rigid" sleeve connection described here and below refers to a connection in which two structural elements in a sleeved relationship are connected without relative rotation.

[0057] For example, as shown in FIG1 , the second wheel assembly 132 may include a second driving gear 1321 and a second driven gear 1322. The second driving gear 1321 may be torque-proofly sleeved on the second shaft segment 112, and the second driven gear 1322 may be torque-proofly sleeved on the output shaft 120 and meshed with the second driving gear 1321. In this embodiment, the second wheel assembly 132 can directly transmit power from the first motor 300 to the output shaft 120.

[0058] In some embodiments, as shown in FIG2 , the second gear set 132 may include a third driving gear 1323, a third driven gear 1324, a fourth driving gear 1325, a fourth driven gear 1326, and a first synchronizer 1327. The third driving gear 1323 and the fourth driving gear 1325 may be torque-proof sleeved on the second shaft segment 112, while the third driven gear 1324 and the fourth driven gear 1326 may be loosely sleeved on the output shaft 120. The third driven gear 1324 and the fourth driven gear 1326 may respectively be meshed with the third driving gear 1323 and the fourth driving gear 1325. At most one of the third driven gear 1324 and the fourth driven gear 1326 may be engaged with the output shaft 120 via the first synchronizer 1327. In this embodiment, the third driving gear 1323, the third driven gear 1324 and the fourth driving gear 1325, the fourth driven gear 1326 have different transmission ratios. When the first motor 300 is connected to the third driving gear 1323 and the fourth driving gear 1325, respectively, it can provide power of different gears. The first synchronizer 1327 can only engage with one of the third driven gear 1324 or the fourth driven gear 1326 at the same time to transmit the power of the first motor 300 to the output shaft 120 via the first synchronizer 1327. The first synchronizer 1327 can transmit different powers from the first motor 300 to the output shaft 120 to realize one of the speed shifting functions of the vehicle 1.

[0059] According to some embodiments, as shown in FIG2 , a sleeve shaft 121 may be loosely mounted on the outer side of the output shaft 120. The sleeve shaft 121 can be selectively coupled to the output shaft 120 via a second clutch 152. A first driven gear 1312 and a third driven gear 1324 are torque-proofly mounted on the outer side of the sleeve shaft 121. When the engine 200 outputs power through the first wheelset 131, the power within the first wheelset 131 can be transmitted to the sleeve shaft 121 connected to the first driven gear 1312. At this time, the sleeve shaft 121 can remain idle relative to the output shaft 120. When the second clutch 152 engages with the sleeve shaft 121, the power on the sleeve shaft 121 can be transmitted to the output shaft 120 via the second clutch 152. In addition, in this embodiment, the route for the third driven gear 1324 to output power to the output shaft 120 can be the third driven gear 1324-second clutch 152-output shaft 120, or the third driven gear 1324-first synchronizer 1327-output shaft 120, which can be controlled according to system requirements.

[0060] In some embodiments, as shown in FIG3 , the output shaft 120 can be used to connect to the first motor 300. In this embodiment, the first motor 300 can be directly connected to the output shaft 120 without passing through a transmission structure. The power output by the first motor 300 can be directly transmitted to the output shaft 120, reducing power transmission losses.

[0061] According to some embodiments, as shown in FIG. 3 , the first transmission system 130 may include a third wheel set 133 connected between the input shaft 110 and the output shaft 120 , wherein the third wheel set 133 may selectively transmit power to the output shaft 120 via the second clutch 152 .

[0062] For example, as shown in FIG3 , the third gear set 133 may include a fifth driving gear 1331, a fifth driven gear 1332, and a second synchronizer 1333. The fifth driving gear 1331 and the fifth driven gear 1332 may be loosely mounted on the input shaft 110 and the output shaft 120, respectively, and maintained in meshing engagement therewith. The fifth driving gear 1331 may be selectively engaged with the input shaft 110 via the second synchronizer 1333, allowing the fifth driving gear 1331 to rotate coaxially relative to the input shaft or remain stationary. Simultaneously, the fifth driven gear 1332 may be selectively engaged with the output shaft 120 via the second clutch 152. In this embodiment, both the second synchronizer 1333 and the second clutch 152 can control the on / off transmission of power from the engine 200. When the engine 200 is required to provide power, the second synchronizer 1333 can engage the fifth driving gear 1331 with the input shaft 110. When the engine 200 is not required to provide power, the second synchronizer 1333 can disconnect the fifth driving gear 1331 from the input shaft 110. Similarly, the second clutch 152 can achieve the same function as the second synchronizer 1333 by engaging or disconnecting the fifth driven gear 1332 with the output shaft 120.

[0063] In some embodiments, as shown in FIG4 , the first clutch 151 can be integrated with the second clutch 152 into a dual clutch. The dual clutch is a common configuration in this field, and its specific structure is not described here. The dual clutch setting can further save the internal space of the hybrid transmission device 100.

[0064] For example, the output shaft 120 may include a third shaft segment 122 and a fourth shaft segment 123. As shown in FIG4 , the aforementioned dual clutch may be disposed between the third shaft segment 122 and the fourth shaft segment 123 to selectively engage the two shaft segments. The output gear 900 may be loosely mounted on one of the third shaft segment 122 or the fourth shaft segment 123. When one of the third shaft segment 122 and the fourth shaft segment 123 is loosely mounted by the output gear 900, the other shaft segment 122 and the fourth shaft segment 123 are connected to the dual clutch. In the embodiment shown in FIG4 , the output gear 900 is loosely mounted on the third shaft segment 122, and the fourth shaft segment 123 is fixed to the clutch housing.

[0065] According to some embodiments, the first transmission system 130 may include a fourth wheel set 134 connected between the input shaft 110 and the third shaft segment 122. The fourth shaft segment 123 may be connected to the first motor 300. Taking FIG4 as an example, the engine 200 transmits power from the input shaft 110 to the third shaft segment 122 via the fourth wheel set 134. At this point, the third shaft segment 122 may engage one side of a dual clutch. The other side of the dual clutch is connected to the first motor 300 via the input wheel set, which includes an input gear 800 connected to the output end of the first motor 300. When the output gear 900 is engaged with the dual clutch, if the third shaft segment 122 is not engaged with the dual clutch, only the first motor 300 is providing power. The first motor 300 can output power directly to the axle via the output gear 900. If the third shaft segment 122 is also engaged with the dual clutch, the engine 200 and the first motor 300 can jointly output power. At the same time, when the output gear 900 is not engaged with the dual clutch and the third shaft section 122 is engaged with the dual clutch, the engine 200 can output energy to the first motor 300 through the dual clutch to start the parking power generation mode when the first motor 300 is insufficient in power.

[0066] For example, as shown in Figure 4, the fourth wheel set 134 may include a sixth driving gear 1341 and a sixth driven gear 1342, wherein the sixth driving gear 1341 and the sixth driven gear 1342 are respectively torque-resistantly sleeved on the input shaft 110 and the third shaft segment 122, and the sixth driven gear 1342 maintains an engaged state with the sixth driving gear 1341 to transmit the power from the engine 200 in the input shaft 110 to the third shaft segment 122.

[0067] In some embodiments, the output shaft 120 can be connected to the axle through the second transmission system 140. As shown in Figures 1 to 4, the second transmission system 140 may include a fifth wheel set 141 connected between the output shaft 120 and the axle, wherein the fifth wheel set 141 may include an output gear 900. When the output gear 900 is engaged with the first clutch 151, the power in the output shaft 120 can be output to the axle through the output gear 900 of the fifth wheel set 141.

[0068] A second embodiment of the present disclosure provides a hybrid power system, which may include an engine 200, a first motor 300, and the hybrid power transmission device 100 included therein.

[0069] In the embodiment of the present disclosure, a second motor 400 may also be included, wherein the engine 200 and the first motor 300 can drive one axle of the vehicle 1 and a pair of wheels connected thereto, and the second motor 400 can drive another axle of the vehicle 1 and a pair of wheels connected thereto. It should be noted that the present disclosure does not limit the driving relationship between the engine 200, the first motor 300, and the second motor 400 for the front wheels or the rear wheels, respectively. That is, the engine 200 and the first motor 300 can be used for front-wheel drive, in which case the second motor 400 is used for rear-wheel drive, or the engine 200 and the first motor 300 can be used for rear-wheel drive, in which case the second motor 400 is used for front-wheel drive. For ease of description, the embodiment of the present disclosure is described by taking the engine 200 and the first motor 300 as the front-wheel drive and the second motor 400 as the rear-wheel drive as an example.

[0070] For example, the engine 200 and the first motor 300 can transmit power to the first axle 500, and the second motor 400 can transmit power to the second axle 600. In this embodiment, the first axle 500 connects the two front wheels of the vehicle body, and the second axle 600 connects the two rear wheels of the vehicle body. When the first axle 500 is driven by the engine 200 and the first motor 300 simultaneously or individually, it is a front-wheel drive mode. When the second axle 600 is driven by the second motor 400, it is a rear-wheel drive mode. When both are driven simultaneously, it is a four-wheel drive mode.

[0071] The following is an exemplary description of the various operating modes of the hybrid transmission device 100 using the structure shown in Figure 1 as an example. The embodiments shown in Figures 2 to 4 and other embodiments under the concept of the embodiments of the present disclosure have similar working methods, but due to different specific architectures, the specific number of modes may be different, which will not be repeated here.

[0072] Among them, the hybrid power system can have a first motor drive mode, an engine drive mode, a parking power generation mode, a pure electric rear-wheel drive mode, a pure electric four-wheel drive mode, a parallel front-wheel drive mode, a parallel four-wheel drive mode, a series mode and an energy recovery mode. The dotted lines with arrows in Figures 5 to 13 represent the power transmission routes.

[0073] In the first motor drive mode, engine 200 is deactivated, first motor 300 is outputting power, and second motor 400 is deactivated. First clutch 151 is engaged, second clutch 152 is disengaged, and power from first motor 300 is transmitted to first axle 500. The power transmission path is shown in Figure 5.

[0074] In engine-independent drive mode, the engine 200 outputs power, the first motor 300 is inoperative, and the second motor 400 is inoperative. At this time, the first clutch 151 is engaged, and the second clutch 152 is engaged, transmitting the power of the engine 200 to the first axle 500. The power transmission path is shown in Figure 6.

[0075] In parking power generation mode, engine 200 outputs power, first motor 300 receives energy and charges, and second motor 400 is inactive. At this point, first clutch 151 is disengaged and second clutch 152 is engaged, transferring power from engine 200 to first motor 300. The power transmission path is shown in Figure 7.

[0076] In pure electric rear-wheel drive mode, the engine 200 and the first motor 300 are deactivated, and the second motor 400 is generating power. At this point, the first clutch 151 and the second clutch 152 are disengaged, and the power from the second motor 400 is transmitted to the second axle 600. The power transmission path is shown in Figure 8.

[0077] In pure electric four-wheel drive mode, the engine 200 is deactivated, and the first motor 300 and second motor 400 are generating power. At this point, the first clutch 151 is engaged and the second clutch 152 is disengaged. Power from the first motor 300 is transmitted to the first axle 500, while power from the second motor 400 is transmitted to the second axle 600. The power transmission path is shown in Figure 9.

[0078] In parallel front-wheel drive mode, engine 200 and first motor 300 generate power, while second motor 400 is deactivated. First clutch 151 and second clutch 152 are engaged, transmitting power from engine 200 and first motor 300 to first axle 500. The power transmission path is shown in Figure 10.

[0079] In parallel four-wheel drive mode, engine 200 outputs power, first motor 300 is deactivated, and second motor 400 outputs power. At this point, first clutch 151 is engaged and second clutch 152 is engaged, transmitting power from engine 200 to first axle 500 and power from second motor 400 to second axle 600. The power transmission path is shown in Figure 11.

[0080] Alternatively, the engine 200 outputs power, the first motor 300 outputs power, and the second motor 400 outputs power. In this case, the first clutch 151 is engaged, and the second clutch 152 is engaged. The power from the engine 200 and the first motor 300 is transmitted to the first axle 500, while the power from the second motor 400 is transmitted to the second axle 600. The power transmission path is shown in Figure 12.

[0081] In series mode, engine 200 outputs power, first motor 300 receives energy, and second motor 400 outputs power. At this point, first clutch 151 is disengaged and second clutch 152 is engaged, transmitting power from engine 200 to first motor 300 while power from second motor 400 is transmitted to second axle 600. The power transmission path is shown in Figure 13.

[0082] In energy recovery mode, when the system detects that the vehicle 1 is coasting, decelerating, or braking, it controls the first axle 500 or the second axle 600 and the associated power devices thereon to convert excess energy output by the engine 200, the first motor 300, or the second motor 400, as well as the kinetic energy within the various transmission components within the system, into electrical energy, which is ultimately recovered into the battery pack, achieving energy recovery. Since the relevant structural configuration of the energy recovery mode is a common configuration in the art, its specific structure is not detailed here.

[0083] In some embodiments, the first motor 300 can be a GM motor (generator motor), which can serve as both a power output motor and a generator. The second motor 400 can be a TM motor (traction motor), which serves as a drive motor. Both GM and TM motors are common in the art, and their specific structures are not described in detail here.

[0084] The third aspect of the present disclosure further provides a vehicle 1, which may include the hybrid power system described above and have all the technical effects of the hybrid power system described above, and will not be elaborated on herein.

[0085] The above describes in detail the preferred embodiments of the present disclosure 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.

[0086] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0087] 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 transmission device (100), characterized in that: include: An input shaft (110) for connecting to an engine (200); an output shaft (120) connected to the input shaft (110) via a first transmission system (130), wherein one of the input shaft and the output shaft is further used to be connected to a first motor (300); and A clutch unit (150) is used to selectively output the power of the engine (200) and the first motor (300) through the output shaft (120), wherein the clutch unit is arranged on the output shaft (120).

2. The hybrid transmission device (100) according to claim 1, characterized in that: The clutch part (150) comprises: A first clutch (151) for selectively engaging an output gear (900) loosely mounted on the output shaft (120) to the output shaft (120); and The second clutch (152) is used to selectively output the power of the engine (200) and / or the first motor (300) through the output shaft (120).

3. The hybrid transmission device (100) according to claim 2, characterized in that: The first clutch (151) and the second clutch (152) are integrally mounted on the output shaft (120).

4. The hybrid transmission device (100) according to claim 2 or 3, characterized in that: The input shaft (110) includes a first shaft section (111) for connecting to the engine (200) and a second shaft section (112) for connecting to the first motor (300), and one of the first shaft section (111) and the second shaft section (112) is loosely sleeved in the other.

5. The hybrid transmission device (100) according to claim 4, characterized in that: The first transmission system (130) comprises a first wheel set (131) connected between the first shaft section (111) and the output shaft (120), and a second wheel set (132) connected between the second shaft section (112) and the output shaft (120). The first wheel set (131) and the second wheel set (132) respectively selectively output power via the first clutch (151).

6. The hybrid transmission device (100) according to claim 5, characterized in that: The first wheel set (131) comprises: A first driving gear (1311) is sleeved on the first shaft section (111) in a torsion-resistant manner; and The first driven gear (1312) is loosely mounted on the output shaft (120) and meshes with the first driving gear (1311). The first driven gear (1312) is selectively coupled to the output shaft (120) via the second clutch (152).

7. The hybrid transmission device (100) according to claim 5 or 6, characterized in that: The second wheel set (132) comprises: A second driving gear (1321) is sleeved on the second shaft section (112) in a torsion-resistant manner; and The second driven gear (1322) is sleeved on the output shaft (120) in a torsion-resistant manner and meshes with the second driving gear (1321).

8. The hybrid transmission device (100) according to claim 6, characterized in that: The second wheel set (132) comprises: A third driving gear (1323) is sleeved on the second shaft section (112) in a torsion-resistant manner; A third driven gear (1324) is loosely mounted on the output shaft (120) and meshes with the third driving gear (1323); A fourth driving gear (1325) is sleeved on the second shaft section (112) in a torsion-resistant manner; a fourth driven gear (1326) which is loosely mounted on the output shaft (120) and meshes with the fourth driving gear (1325); and A first synchronizer (1327) is used to engage at most one of the third driven gear (1324) and the fourth driven gear (1326) to the output shaft (120).

9. The hybrid transmission device (100) according to claim 8, characterized in that: A sleeve shaft (121) is sleeved on the outer side of the output shaft (120), and the sleeve shaft (121) is selectively engaged with the output shaft (120) through the second clutch (152). The first driven gear (1312) and the third driven gear (1324) are sleeved on the sleeve shaft (121) in a torque-resistant manner.

10. The hybrid transmission device (100) according to claim 2 or 3, characterized in that: The output shaft (120) is used to connect to the first motor (300).

11. The hybrid transmission device (100) according to claim 10, characterized in that: The first transmission system (130) includes a third wheel set (133) connected between the input shaft (110) and the output shaft (120). The third wheel set (133) selectively transmits power to the output shaft (120) through the second clutch (152).

12. The hybrid transmission device (100) according to claim 11, characterized in that: The third wheel set (133) comprises: A fifth driving gear (1331) is loosely sleeved on the input shaft (110); a fifth driven gear (1332) which is loosely mounted on the output shaft (120) and meshes with the fifth driving gear (1331); and a second synchronizer (1333) for selectively engaging the fifth driving gear (1331) to the input shaft (110), The fifth driven gear (1332) is selectively coupled to the output shaft (120) via the second clutch (152).

13. The hybrid transmission device (100) according to claim 3, characterized in that: The first clutch (151) and the second clutch (152) are integrated into a double clutch.

14. The hybrid transmission device (100) according to claim 13, characterized in that: The output shaft (120) includes a third shaft segment (122) and a fourth shaft segment (123), the dual clutch is arranged between the third shaft segment (122) and the fourth shaft segment (123) to selectively engage the two, and one of the third shaft segment (122) and the fourth shaft segment (123) is used to be idled by the output gear (900).

15. The hybrid transmission device (100) according to claim 14, characterized in that: The first transmission system (130) includes a fourth wheel set (134) connected between the input shaft (110) and the third shaft section (122), and the fourth shaft section (123) is used to connect the first motor (300).

16. The hybrid transmission device (100) according to claim 15, characterized in that: The fourth wheel set (134) comprises: a sixth driving gear (1341), sleeved on the input shaft (110) in a torsion-resistant manner; and The sixth driven gear (1342) is sleeved on the third shaft section (122) in a torsion-resistant manner and meshes with the sixth driving gear (1341).

17. The hybrid transmission device (100) according to claim 1, characterized in that: The output shaft (120) is used to be connected to the vehicle axle through a second transmission system (140), and the second transmission system (140) includes a fifth wheel set (141) connected between the output shaft (120) and the vehicle axle, and the fifth wheel set (141) includes the output gear (900).

18. A hybrid power system, characterized in that: include: Engine (200); A first motor (300); as well as The hybrid transmission device (100) according to any one of claims 1 to 17.

19. The hybrid power system according to claim 18, characterized in that: The vehicle further comprises a second motor (400), wherein the engine (200) and the first motor (300) are configured to transmit power to the first axle (500), and the second motor (400) is configured to output power to the second axle (600).

20. The hybrid power system according to claim 18 or 19, characterized in that: The first motor (300) is a GM motor, and the second motor (400) is a TM motor.

21. A vehicle (1), characterized in that A hybrid power system comprising any one of claims 18-20.

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