Hybrid power system and vehicle comprising same

Abstract

A vehicle (1000), comprising a hybrid power system (100). The hybrid power system (100) comprises an engine (1), a first coupling device (2), a first electric motor (3), a second electric motor (5), and a differential (4), wherein a first end of the first coupling device (2) is connected to the engine (1), the first electric motor (3) is connected to a second end of the first coupling device (2), the second electric motor (5) is connected to a third end of the first coupling device (2), and the differential (4) is connected to the third end of the first coupling device (2).

Description

Hybrid powertrain and vehicle

[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 December 22, 2023, with application number 202323542853.1 and titled “Hybrid System and Vehicle Thereof,” the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the technical field of hybrid power systems, and in particular to a hybrid power system and a vehicle thereof. Background Art

[0004] With economic development, new energy vehicles are capturing an increasing share of the market. Hybrid technology has become a hot topic for automakers. Improving the power performance of hybrid vehicles is a key concern for these companies. Therefore, how to improve power performance is a pressing technical challenge.

[0005] Public content

[0006] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the present application is to provide a hybrid power system that can select any one or more of the engine, the first motor, and the second motor for power output according to different operating conditions, thereby enabling the hybrid power system to operate under all operating conditions.

[0007] Another object of the present application is to provide a vehicle adopting the above hybrid system.

[0008] According to an embodiment of the first aspect of the present application, a hybrid power system includes: an engine; a first coupling device, a first end of the first coupling device is connected to the engine; a first motor, the first motor is connected to the second end of the first coupling device; a second motor, the second motor is connected to the third end of the first coupling device; and a differential, the differential is connected to the third end of the first coupling device.

[0009] According to the hybrid system of the present application, by configuring the first coupling device in the decoupling state, the first motor is disconnected from the engine. Thus, compared to conventional hybrid systems, the hybrid system can select one or more of the engine, the first motor, and the second motor for power output according to different operating conditions, achieving uninterrupted switching between power generation and driving modes, thereby enabling the hybrid system to operate under all operating conditions.

[0010] According to some embodiments of the present application, the hybrid system includes a second coupling device, a first end of the second coupling device is connected to the second end of the first coupling device, and a second end of the second coupling device is connected to the second motor.

[0011] According to some embodiments of the present application, the first coupling device and the second coupling device are arranged on different axes.

[0012] According to some embodiments of the present application, the hybrid power system also includes a power input shaft, which is connected to the engine and the first coupling device is arranged on the power input shaft; a power output shaft, which is provided on the power output shaft; and a first transmission gear pair, which is respectively connected to the first motor and the second coupling device.

[0013] According to some embodiments of the present application, the first transmission gear pair includes a first driving gear and a first driven gear that are meshed with each other, the first driving gear is arranged on the power input shaft and connected to the first motor, and the first driven gear is arranged on the power output shaft and connected to the second coupling device.

[0014] According to some embodiments of the present application, the hybrid power system further includes a second transmission gear pair, which is respectively connected to the second motor and the power input shaft.

[0015] According to some embodiments of the present application, the second transmission gear pair includes a second driving gear and a second driven gear meshing with each other, the second driven gear is provided on the power output shaft and connected to the second motor, and the second driving gear is provided on the power input shaft.

[0016] According to some embodiments of the present application, the first coupling device is a dual clutch, and / or the second coupling device is a synchronizer or a one-way clutch.

[0017] According to some embodiments of the present application, the hybrid power system further includes a transmission gear, which is provided on the power output shaft and connected to the differential.

[0018] According to some embodiments of the present application, the hybrid power system further includes a third driving gear, which is disposed on the power input shaft; and a third driven gear, which is disposed on the power output shaft, the third driven gear being meshed with the third driving gear, and the third driven gear being connected to the second coupling device.

[0019] The vehicle according to the second embodiment of the present application includes a hybrid power system according to the first embodiment of the present application.

[0020] 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

[0021] 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:

[0022] FIG1 is a schematic diagram of a hybrid power system according to an embodiment of the present application;

[0023] FIG2 is a schematic diagram of an in-situ power generation mode of a hybrid system according to an embodiment of the present application;

[0024] FIG3 is a schematic diagram of a hybrid system in a driving power generation mode according to an embodiment of the present application;

[0025] FIG4 is a schematic diagram of a parallel drive first gear mode of a hybrid system according to an embodiment of the present application;

[0026] FIG5 is a schematic diagram of a parallel drive second gear mode of a hybrid system according to an embodiment of the present application;

[0027] FIG6 is a schematic diagram of a parallel drive three-speed mode of a hybrid system according to an embodiment of the present application;

[0028] FIG7 is a schematic diagram of a series drive mode of a hybrid system according to an embodiment of the present application;

[0029] FIG8 is a schematic diagram of an engine direct drive first gear mode of a hybrid system according to an embodiment of the present application;

[0030] FIG9 is a schematic diagram of an engine direct drive second gear mode of a hybrid system according to an embodiment of the present application;

[0031] FIG10 is a schematic diagram of a hybrid system in a pure electric drive first gear mode according to an embodiment of the present application;

[0032] FIG11 is a schematic diagram of a second-gear pure electric drive mode of a hybrid system according to an embodiment of the present application;

[0033] FIG12 is a schematic diagram of a pure electric drive third gear mode of a hybrid system according to an embodiment of the present application;

[0034] FIG13 is a schematic diagram of a hybrid system in a braking regenerative first gear mode according to an embodiment of the present application;

[0035] FIG14 is a schematic diagram of a second-gear mode of a hybrid system with brake regenerative braking according to an embodiment of the present application;

[0036] FIG15 is a schematic block diagram of a vehicle according to an embodiment of the present application.

[0037] Figure numerals: vehicle 1000, hybrid power system 100, engine 1, first coupling device 2, first motor 3, differential 4, second motor 5, second coupling device 6, power input shaft 7, power output shaft 8, first transmission gear pair 9, first driving gear 91, first driven gear 92, second transmission gear pair 10, second driving gear 101, second driven gear 102, transmission gear 11,. DETAILED DESCRIPTION

[0038] The hybrid system 100 according to the first embodiment of the present application will be described below with reference to FIG. 1 to FIG. 14 .

[0039] As shown in Figures 1 to 14, the hybrid power system 100 according to the embodiment of the first aspect of the present application includes an engine 1, a first coupling device 2, a first motor 3, a second motor 5 and a differential 4.

[0040] Specifically, the first end of the first coupling device 2 is connected to the engine 1. The first motor 3 is connected to the second end of the first coupling device 2. The second motor 5 is connected to the third end of the first coupling device 2. The differential 4 is connected to the third end of the first coupling device 2. For example, in the example of Figures 1-14, in the hybrid system 100, the first motor 3 and the second motor 5 are both connected to the first coupling device 2. The first coupling device 2 is also connected to the engine 1 as a power source and the differential 4 for transmitting power to the wheels. The first motor 3 can be a generator, storing electrical energy in a battery, or providing electrical energy to the second motor 5 for normal operation. The second motor 5 is a drive motor, used to drive the vehicle in pure electric mode. This effectively reduces the structural complexity of the hybrid system 100, improves its compactness, and reduces the space occupied by the hybrid system 100. The first motor 3 and the second motor 5 are both connected to the differential 4, which transmits power to the wheels to drive the wheels, enabling the vehicle to travel at different speeds.

[0041] Specifically, when the first coupling device 2 is in the coupled state, the engine 1 and the first motor 3 are connected. At this time, the power of the engine 1 can be transmitted to the first motor 3, the first motor 3 generates electricity and stores the electrical energy in the battery, and the engine 1 can participate in the power output, that is, the engine 1 can cooperate with at least one of the first motor 3 and the second motor 5 (engine 1 + first motor 3, engine 1 + second motor 5, engine 1 + first motor 3 + second motor 5) to realize power output to drive the wheel movement; or, the engine 1 drives the wheel movement alone (that is, pure fuel mode), which improves the power performance of the entire vehicle.

[0042] When the first coupling device 2 is in the decoupled state, the connection between the first motor 3 and the engine 1 is disconnected. At this point, the power of the engine 1 cannot be transmitted to the first motor 3, and the first motor 3 cannot generate electricity. In this state, the engine 1 does not contribute to power output, and the vehicle can operate in pure electric mode, that is, both the first motor 3 and the second motor 5 can contribute to power output. Thus, the hybrid system 100 can select any one or more of the engine 1, the first motor 3, and the second motor 5 for power output according to different operating conditions, thereby achieving full operating conditions of the hybrid system 100.

[0043] Furthermore, when the first coupling device 2 is in the decoupled state, the vehicle is braked, and the differential 4 can transfer energy generated by the wheels to the first motor 3 or the second motor 5. For example, the vehicle's energy can be recovered using only the second motor 5, or by using both motors (i.e., the first motor 3 and the second motor 5). This improves the economic performance of the hybrid system 100 and enhances the regenerative braking effect of the hybrid system 100.

[0044] According to the hybrid system 100 of the embodiment of the present application, the first coupling device 2 is connected to the engine 1, the first motor 3, and the second motor 5. Therefore, compared with traditional hybrid systems, the hybrid system 100 can select any one or more of the engine 1, the first motor 3, and the second motor 5 for power output according to different operating conditions, achieving uninterrupted power generation and switching between driving modes, thereby enabling the hybrid system 100 to operate in all operating conditions.

[0045] According to some embodiments of the present application, as shown in Figures 1 to 14, the hybrid system 100 also includes a second coupling device 6, a first end of the second coupling device 6 is connected to the second end of the first coupling device 2, a second end of the second coupling device 6 is connected to the second motor 5, and the second coupling device 6 is located between the first coupling device 2 and the second motor 5.

[0046] Specifically, the second coupling device 6 can be configured to disconnect the first motor 3 and the differential 4 when in the decoupled state. That is, when the second coupling device 6 is in the coupled state, the first motor 3 and the differential 4 are connected. At this time, the engine 1 and at least one of the first motor 3 and the second motor 5 provide driving force, and the driving force is transmitted to the differential 4 to enable the vehicle to move, thereby improving the vehicle's power. When the second coupling device 6 is in the decoupled state, the connection between the first motor 3 and the differential 4 is disconnected. At this time, the power of the first motor 3 cannot be transmitted to the differential 4, that is, the first motor 3 cannot participate in power output. At this time, at least one of the engine 1 and the second motor 5 provides driving force to enable the vehicle to move. While ensuring the vehicle's power, the drag torque of the entire vehicle can be reduced and the economic performance can be improved.

[0047] When the first coupling device 2 is in the coupled state, the second coupling device 6 may be in the coupled state, or the second coupling device 6 may be in the decoupled state.

[0048] When the first coupling device 2 is in the coupled state and the second coupling device 6 is also in the coupled state, the first motor 3 is connected to the engine 1 and the differential 4. While the engine 1 participates in driving, the first motor 3 changes from the power generation mode to the driving mode and participates in power output (as shown in Figure 4); or, while the engine 1 participates in driving, the first motor 3 and the second motor 5 both change to the driving mode to participate in power output (as shown in Figure 6).

[0049] When the first coupling device 2 is in a coupled state and the second coupling device 6 is in a decoupled state, the first motor 3 is connected to the engine 1, but the connection between the first motor 3 and the differential 4 is disconnected. At this time, the first motor 3 does not participate in the power output (as shown in Figures 3 and 7). Part of the power of the engine 1 is transmitted to the first motor 3, driving the first motor 3 to generate electricity and store it in the battery. The other part of the power of the engine 1 can cooperate with the second motor 5 to jointly drive the vehicle to run; alternatively, the power output of the engine 1 drives the first motor 3 to generate electricity, and the first motor 3 transmits electricity to the second motor 5, so that the second motor 5 drives the wheels to rotate.

[0050] When the first coupling device 2 is in the decoupling state, the second coupling device 6 may be in the coupling state, or the second coupling device 6 may also be in the decoupling state.

[0051] When the first coupling device 2 is in the decoupling state and the second coupling device 6 is in the coupling state, the connection between the first motor 3 and the engine 1 is disconnected, the first motor 3 and the differential 4 are connected, and the first motor 3 is in the driving mode and can drive the vehicle alone (as shown in Figure 10), that is, the vehicle runs in pure electric mode; or, the first motor 3 and the second motor 5 cooperate to drive the vehicle together, that is, the vehicle runs in pure electric mode.

[0052] When the first coupling device 2 is in the decoupling state and the second coupling device 6 is also in the decoupling state, the first motor 3 is disconnected from the engine 1 and the differential 4, and the second motor 5 drives the vehicle alone (as shown in FIG11 ).

[0053] In this way, the engine 1 can drive the vehicle alone, or the engine 1 can cooperate with any one of the first motor 3 and the second motor 5 to drive the vehicle; or the engine 1, the first motor 3 and the second motor 5 can drive the vehicle simultaneously; or at least one of the first motor 3 and the second motor 5 can drive the vehicle to operate in a pure electric mode, thereby realizing multi-gear output of the hybrid power system 100, and keeping the engine 1 operating within the high-efficiency range at different vehicle speeds, thereby improving the power and economy of the hybrid power system.

[0054] The use of the second coupling device 6 for shifting avoids power interruptions during the shift process. The second coupling device 6 also controls the connection between the first motor 3 and the differential 4, enhancing shifting smoothness. Furthermore, the combination of the first coupling device 2 and the second coupling device 6 enables rapid switching between the power generation and drive functions of the first motor 3, further enhancing the power performance of the hybrid system 100.

[0055] Furthermore, as shown in Figures 1-14, the first coupling device 2 and the second coupling device 6 are disposed on different shafts. For example, the first coupling device 2 is disposed on the power input shaft 7, and the second coupling device 6 is disposed on the power output shaft 8. The power output shaft 8 is connected to the wheels via the differential 4 to transmit power to the wheels to drive the vehicle. Alternatively, the first coupling device 2 is disposed on the power output shaft 8, and the second coupling device 6 is disposed on the power input shaft 7 (not shown).

[0056] Such a configuration separates the first coupling device 2 and the second coupling device 6, thereby avoiding interference between the first coupling device 2 and the second coupling device 6, increasing the control efficiency of the first coupling device 2 and the second coupling device 6, thereby increasing the smoothness of the hybrid system 100 during the gear shifting process and improving the operating stability of the hybrid system 100.

[0057] Furthermore, as shown in Figures 1-14, hybrid system 100 also includes a power input shaft 7, a power output shaft 8, and a first transmission gear pair 9. Power input shaft 7 is connected to engine 1, and a first coupling device 2 is disposed on power input shaft 7. A second coupling device 6 is disposed on power output shaft 8. The axes of power input shaft 7 and power output shaft 8 are parallel to each other, allowing the first coupling device 2 and the second coupling device 6 to be staggered. This improves the control efficiency of the first coupling device 2 and the second coupling device 6, thereby enhancing the smoothness of hybrid system 100 during shifting.

[0058] The power input shaft 7 connects the engine 1 and the first coupling device 2. When the first coupling device 2 is in the decoupled state, it can disconnect the engine 1 from the first motor 3. The power output shaft 8 connects the differential 4 and the second coupling device 6. When the second coupling device 6 is in the decoupled state, it can disconnect the first motor 3 from the differential 4. This also helps to reduce the connection distance between the first coupling device 2 and the engine 1, as well as the connection distance between the wheels and the second coupling device 6. This further improves the compactness of the hybrid power system 100, reduces the space occupied by the hybrid power system 100, and facilitates the miniaturization of the hybrid power system 100.

[0059] The first transmission gear pair 9 is connected to the first motor 3 and the second coupling device 6, respectively. The first transmission gear pair 9 is used to connect the second coupling device 6 to the first motor 3. That is, when the second coupling device 6 is in the coupled state, the second coupling device 6 is engaged with the first transmission gear pair 9, and the power of the first motor 3 can be transmitted to the power output shaft 8 via the first transmission gear pair 9. This facilitates the transmission of the speed and torque of the first motor 3 to the power output shaft 8, improves the shifting smoothness of the hybrid system 100, and thus improves the power performance of the hybrid system 100.

[0060] As shown in Figures 1 to 14, the first transmission gear pair 9 includes a first driving gear 91 and a first driven gear 92 that mesh with each other. The first driving gear 91 is provided on the power input shaft 7 and is connected to the first motor 3, and the first driven gear 92 is provided on the power output shaft 8 and is connected to the second coupling device 6. In other words, the second coupling device 6 and the first motor 3 can be connected by the first driving gear 91 and the first driven gear 92 that mesh with each other. When the first motor 3 switches to the driving mode, the driving force of the first motor 3 can be transmitted to the first driving gear 91, and the first driving gear 91 drives the first driven gear 92 to rotate. Whether the power of the first driven gear 92 is transmitted to the differential 4 is determined by the state of the second coupling device 6.

[0061] When the second coupling device 6 is in a coupled state, the first driven gear 92 is suitable for transmitting the driving force to the power output shaft 8, that is, the driving force of the first motor 3 can be transmitted to the wheels to drive the wheels to rotate, and the hybrid system 100 has high operating intensity and strong reliability; when the second coupling device 6 is in a decoupled state, the driving force of the first motor 3 cannot be transmitted to the wheels, so the first motor 3 is in a disengaged state, which can reduce the vehicle's drag torque and improve the economic performance of the hybrid system 100.

[0062] According to some embodiments of the present application, as shown in Figures 1 to 14, the hybrid system 100 further includes a second transmission gear pair 10, which is connected to the second motor 5 and the power input shaft 7, respectively. As a result, the power of the power input shaft 7 can be easily transmitted to the second motor 5 and the power output shaft 8 via the second transmission gear pair 10, and the power of the second motor 5 can also be transmitted to the power output shaft 8. The power of the power input shaft 7 can come from at least one of the engine 1 and the first motor 3. Therefore, when the hybrid system 100 is working, the power can be transmitted to the wheels via the first transmission gear pair 9 or the second transmission gear pair 10. Since the transmission ratios of the first transmission gear pair 9 and the second transmission gear pair 10 are different, that is, the power transmitted to the vehicle is different, the vehicle can be operated in different gears, effectively ensuring the power performance of the vehicle.

[0063] Furthermore, as shown in Figures 1-14, the second transmission gear pair 10 includes a second driving gear 101 and a second driven gear 102 that mesh with each other. The second driven gear 102 is disposed on the power output shaft 8 and connected to the second motor 5, and the second driving gear 101 is disposed on the power input shaft 7. During use, power from the power input shaft 7 can be transmitted to the second driven gear 102 via the second driving gear 101. The second driven gear 102 is adapted to transmit power to the power output shaft 8 to drive the wheels. The second driving gear 101 and the second driven gear 102 ensure smooth power transmission of the hybrid system 100.

[0064] According to some embodiments of the present application, the first coupling device 2 is a dual clutch. The dual clutch is made of two sets of clutches, and the two sets of clutches work alternately to achieve a gapless shifting effect. For example, one of the two clutches can be connected to the engine 1 and the first driving gear 91, and the other of the two clutches can be connected to the engine 1 and the power input shaft 7. At this time, the first coupling device 2 has three coupling states. When the first coupling device 2 is in the first coupling state, the first coupling device 2 is engaged with the first driving gear 91, and the power of the engine 1 can be transmitted to the first motor 3; when the first coupling device 2 is in the second coupling state, the first coupling device 2 is engaged with the power input shaft 7, and the power of the engine 1 can be transmitted to the second motor 5; when the first coupling device 2 is in the third coupling state, the first coupling device 2 is engaged with the power input shaft 7 and the first driving gear 91, and the power of the engine 1 can be transmitted to the first motor 3 and the second motor 5.

[0065] As a result, the shifting time is shortened, and the power gap of the engine 1 is reduced. At the same time, since the shifting is more direct, it is beneficial to reduce the power loss, thereby reducing the fuel consumption of the first coupling device 2. The synchronizer and the shift motor can be omitted, which not only retains the switching of the first coupling device 2 to different modes, but also reduces the cost of the hybrid power system 100.

[0066] Optionally, the first coupling device 2 may be a dry dual clutch or a wet dual clutch, but is not limited thereto.

[0067] The second coupling device 6 can be a synchronizer or a one-way clutch. A synchronizer enables smooth meshing of the gears to be meshed after their rotational speeds are aligned, thus avoiding impact and noise between the teeth. Using a synchronizer as the second coupling device 6 facilitates smooth meshing of the gears to be meshed. A one-way clutch has a simple structure and is less expensive than a synchronizer, thereby enhancing the market competitiveness of the hybrid system 100.

[0068] According to some embodiments of the present application, as shown in Figures 1-14, the hybrid system 100 further includes a transmission gear 11, which is disposed on the power output shaft 8 and is connected to the differential 4. This arrangement increases the meshing area between the power output shaft 8 and the differential 4 by utilizing the coordination between the transmission gear 11 and the differential 4, thereby increasing the stability of power transmission from the power output shaft 8 to the differential 4 and improving the power transmission efficiency of the hybrid system 100.

[0069] According to other embodiments of the present application, the hybrid system 100 further includes a third driving gear and a third driven gear (not shown). The third driving gear is provided on the power input shaft 7, and the third driven gear is provided on the power output shaft 8. The third driven gear meshes with the third driving gear, and the third driven gear is connected to the second coupling device 6. Thus, the power input shaft 7 and the power output shaft 8 can transmit power through the third driving gear and the third driven gear. The third driving gear and the third driven gear cooperate with the first transmission gear pair 9 and the second transmission gear pair 10, which facilitates achieving a three-speed power output of the engine 1, increases the output torque of the engine 1, further increases the power of the vehicle, and enables the vehicle to operate in more gears to ensure the vehicle's dynamic performance, thereby making the vehicle suitable for extreme climbing, 100 km / h acceleration, off-road driving, and other environments.

[0070] According to the hybrid power system 100 of the present application, the hybrid power system 100 has the following five operating modes:

[0071] 1. In-situ Power Generation Mode. Referring to Figure 2 , the vehicle is not in motion, with the first coupling device 2 in the first coupling state and the second coupling device 6 in the decoupling state. Power from the engine 1 is transmitted via the first coupling device 2 to the first motor 3, which generates power and stores it in the battery. At this point, the second motor 5 stops operating, and the vehicle is stationary.

[0072] 2. Driving power generation mode: the engine 1 drives the first motor 3 to generate electricity, and the second motor 5 drives the vehicle to run.

[0073] Referring to Figure 3, the first coupling device 2 is in the third coupling state, and the second coupling device 6 is in the decoupling state. The first motor 3 is connected to the engine 1, and a portion of the power of the engine 1 is transmitted to the first motor 3 via the first driving gear 91, driving the first motor 3 to generate electricity and store it in the battery. Another portion of the power of the engine 1 is transmitted to the power output shaft 8 along the power input shaft 7, the second driving gear 101 and the second driven gear 102, and then transmitted to the differential 4 via the transmission gear 11 connected to the power output shaft 8. Finally, the power is transmitted to the wheels through the differential 4. At the same time, the second motor 5 works and transmits power to the wheels through a pure electric drive path, that is, the power of the second motor 5 is transmitted to the wheels through the power output shaft 8 and the differential 4. On the basis of the direct drive mode of the engine 1, the pure electric drive mode of the second motor 5 is added, so that the power of the engine 1 and the power of the second motor 5 are superimposed and output, and the power is stronger.

[0074] 3. Parallel drive mode: while the engine 1 drives the vehicle, at least one of the first motor 3 and the second motor 5 assists in driving, thereby realizing parallel drive of the engine 1 and the first motor 3 and / or the second motor 5 to meet the power requirements of different modes.

[0075] The parallel drive mode is divided into a parallel drive first gear mode, a parallel drive second gear mode and a parallel drive third gear mode.

[0076] As shown in Figure 4 , the first coupling device 2 is in the second coupling state, and the second coupling device 6 is in the coupled state. Both the first motor 3 and the second motor 5 participate in the driving operation. The power of the first motor 3 is transmitted to the power take-off shaft 8 via the first driving gear 91 and the first driven gear 92, and then to the differential 4 via the transmission gear 11. Ultimately, the power is transmitted to the wheels via the differential 4. The power of the second motor 5 is transmitted to the wheels via the second driven gear 102, the power take-off shaft 8, and the differential 4. Simultaneously, the engine 1 drives the second transmission gear pair 10 (i.e., the engine 1 direct drive mode), and the power is transmitted to the wheels via the power take-off shaft 8 and the differential 4. This achieves a parallel drive first gear mode, adding a dual-motor pure electric drive mode to the engine 1 direct drive mode. This allows the power output of the engine 1, the first motor 3, and the second motor 5 to be combined, resulting in even stronger power. With sufficient power, the hybrid system 100 can meet various driving conditions, such as starting, climbing, accelerating from 0 to 100 km / h, and overtaking at high speeds, and can maximize the vehicle's power performance.

[0077] As shown in Figure 5 , the first coupling device 2 is in the second coupled state, the second coupling device 6 is in the decoupled state, and the second motor 5 is operating, transmitting power to the wheels via a purely electric drive path. Specifically, the power of the second motor 5 is transmitted to the wheels via the second driven gear 102, the power output shaft 8, and the differential 4. Simultaneously, the engine 1 drives the second transmission gear pair 10 (i.e., engine 1 direct drive mode), and transmits power to the wheels via the power output shaft 8 and the differential 4. This achieves a parallel drive second gear mode. This hybrid system 100 can reduce vehicle drag torque and improve economic performance.

[0078] As shown in Figure 6, the first coupling device 2 is in the second coupling state, the second coupling device 6 is in the coupled state, and the first motor 3 is operating. The power of the first motor 3 is transmitted to the power output shaft 8 via the first driving gear 91, the power input shaft 7, and the first driven gear 92. The power is then transmitted to the differential 4 via the transmission gear 11, and finally to the wheels via the differential 4. Simultaneously, the engine 1 drives the first transmission gear pair 9 (i.e., the engine 1 is in direct drive mode), and the power is transmitted to the wheels via the power output shaft 8 and the differential 4, thus achieving a parallel drive three-speed mode. As a result, the hybrid system 100 can also reduce the drag torque of the entire vehicle and improve economic performance.

[0079] Fourth, in series drive mode, the engine 1 drives the first motor 3 to generate electricity and drives the second motor 5 to work. At this time, the engine 1 and the second motor 5 both participate in the driving.

[0080] As shown in Figure 7, the first coupling device 2 is in the third coupling state, and the second coupling device 6 is in the decoupling state. The power of the engine 1 drives the first motor 3 to generate electricity through the power input shaft 7 and the first driving gear 91. The first motor 3 drives the second motor 5 to operate. The power of the second motor 5 is transmitted to the power output shaft 8 through the second driven gear 102. The power output shaft 8 transmits the power to the differential 4 through the transmission gear 11. Finally, the power is transmitted to the wheels through the differential 4.

[0081] 5. In the direct drive mode of the engine 1, the first motor 3 and the second motor 5 are not working, and the vehicle is directly driven by the engine 1.

[0082] The engine 1 direct drive mode is divided into an engine 1 direct drive first gear mode and an engine 1 direct drive second gear mode.

[0083] Referring to Figure 8 , the first coupling device 2 is in the second coupled state, and the second coupling device 6 is in the decoupled state. The power output of the engine 1 drives the first driving gear 91 and the first driven gear 92 via the power input shaft 7, which then transmits the power to the power output shaft 8. The power from the power output shaft 8 is then transmitted to the differential 4 via the transmission gear 11, and finally transmitted to the wheels via the differential 4, achieving a direct drive first gear mode of the engine 1, which meets the vehicle's power requirements.

[0084] Referring to Figure 9 , the first coupling device 2 is in the second coupled state, and the second coupling device 6 is in the decoupled state. The power output of the engine 1 drives the second driving gear 101 and the second driven gear 102 via the power input shaft 7, which then transmits the power to the power output shaft 8. The power from the power output shaft 8 is then transmitted to the differential 4 via the transmission gear 11, and ultimately transmitted to the wheels via the differential 4, achieving a direct-drive second gear mode for the engine 1, which meets the vehicle's power requirements.

[0085] 6. Pure electric drive mode: the engine 1 does not work, and the vehicle is driven by the first motor 3 and / or the second motor 5. The transmission ratio in the pure electric drive mode is large, and the vehicle has good power.

[0086] The pure electric drive mode is divided into pure electric drive first gear mode, pure electric drive second gear mode and pure electric drive third gear mode.

[0087] As shown in Figure 10, the first coupling device 2 is in the decoupled state, and the second coupling device 6 is in the coupled state. The second motor 5 is not operating, and the battery provides power to the first motor 3, causing the first motor 3 to rotate. The first motor 3 transmits power to the power output shaft 8 via the first driving gear 91 and the first driven gear 92. The power output shaft 8 transmits power to the differential 4 via the transmission gear 11, and finally transmits power to the wheels through the differential 4, realizing a pure electric drive first gear mode.

[0088] As shown in Figure 11, both the first coupling device 2 and the second coupling device 6 are in a decoupled state. The first motor 3 is not operating, and the battery provides power to the second motor 5, causing it to rotate. The second motor 5 transmits power to the power output shaft 8 via the second driven gear 102. The power output shaft 8 transmits power to the differential 4 via the transmission gear 11, and finally transmits power to the wheels through the differential 4, achieving a pure electric drive second gear mode.

[0089] As shown in Figure 12, the first coupling device 2 is in the first coupling state, and the second coupling device 6 is in the coupling state. The battery provides electrical energy to the first motor 3 and the second motor 5, causing them to rotate. The first motor 3 transmits power to the power output shaft 8 via the first driving gear 91 and the first driven gear 92. The power output shaft 8 transmits power to the differential 4 via the transmission gear 11, and ultimately transmits power to the wheels via the differential 4. The second motor 5 transmits power to the power output shaft 8 via the second driven gear 102. The power output shaft 8 transmits power to the differential 4 via the transmission gear 11, achieving a pure electric drive three-speed mode.

[0090] 7. Braking feedback mode: the vehicle is not running, the engine 1 is not working, and the energy of the wheels is transferred to the first motor 3 or the second motor 5 to achieve braking energy feedback and improve the economic performance of the hybrid system 100.

[0091] The brake feedback mode is divided into brake feedback first gear mode and brake feedback second gear mode.

[0092] As shown in Figure 13, the first coupling device 2 is in the decoupled state, and the second coupling device 6 is in the coupled state. At least a portion of the energy generated by the vehicle's braked wheels is recovered into the battery via the first motor 3 and the second motor 5. Specifically, the wheel energy is transmitted via the differential 4 to the transmission gear 11, which then transmits it to the power take-off shaft 8. The power take-off shaft 8 then transmits a portion of the energy via the first transmission gear pair 9 to the first motor 3, driving the first motor 3 to generate electricity and store it in the battery. The power take-off shaft 8 then transmits another portion of the energy via the second driven gear 102 to the second motor 5, driving the second motor 5 to generate electricity and store it in the battery, thus achieving a braking regenerative first gear mode. Dual-motor energy recovery effectively improves the economic performance and regenerative braking effect of the hybrid system 100.

[0093] As shown in Figure 14, both the first coupling device 2 and the second coupling device 6 are in a decoupled state. At least a portion of the energy generated by braking the vehicle's wheels is recovered into the battery solely through the second motor 5. Specifically, the wheel energy is transferred via the differential 4 to the transmission gear 11, which in turn transmits it to the power take-off shaft 8. The power take-off shaft 8 then transmits the energy via the second driven gear 102 to the second motor 5, driving it to generate electricity that is then stored in the battery, achieving a second-gear braking regenerative mode.

[0094] Furthermore, hybrid system 100 can switch between series drive mode and parallel drive mode, meaning the vehicle transitions from a power generation mode to a full power output mode. While engine 1 is engaged in power output, it determines the current vehicle torque output. When the current battery power meets the current needs of second motor 5, first motor 3 switches from power generation mode to drive mode, compensating for the engine 1's available torque, reducing the slope of the vehicle's power torque change, and enabling smooth transitions between series and parallel drive modes. The first and second motors 3 and 5 have faster response times than engine 1. The first motor 3's power generation-to-drive conversion strategy addresses power hysteresis during the transition between series and parallel drive modes.

[0095] Among them, the electric motor drive path is added to enable the engine 1, the first motor 3 and the second motor 5 to participate in power output, thereby improving the power performance of the entire vehicle.

[0096] The battery power is SOC. When SOC > 60%, the sum of the power of the first motor 3 and the power of the second motor 5 is less than the power of the battery, so that the hybrid power system 100 can select a parallel drive mode in which the engine 1, the first motor 3 and the second motor 5 participate together; when 20% < SOC < 60%, the power of the battery is equal to the power of the second motor 5, so that the hybrid power system 100 can select a parallel drive mode in which the engine 1 and the first motor 3 participate together; when SOC < 10%, the power of the first motor 3 is greater than the power of the second motor 5, or the power of the first motor 3 is less than or equal to the power of the engine 1, so that the hybrid power system 100 can select an engine 1 direct drive mode. That is to say, without changing the power performance of the hybrid power system 100, the two motors can reduce the power by approximately half.

[0097] Optionally, the second motor 5 can be a motor with low power, so as to reduce the size of the second motor 5, facilitate the arrangement of the second motor 5, and reduce the cost of the second motor 5.

[0098] The vehicle 1000 according to the second aspect embodiment of the present application includes the hybrid power system 100 according to the first aspect embodiment of the present application as shown in FIG. 15.

[0099] The vehicle 1000 according to the embodiment of the present application, by adopting the above hybrid power system 100, thus switches the operation mode of the vehicle 1000 under different working conditions, realizes the full working condition operation of the vehicle 1000, increases the experience of the vehicle 1000 operation, and thus improves the market competitiveness of the vehicle 1000.

[0100] The other constitutions and operations of the hybrid power system 100 and the vehicle 1000 according to the embodiments of the present application are known to those of ordinary skill in the art and will not be described in detail here.

[0101] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear" is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying 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 construed as a limitation of the present application.

[0102] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances.

[0103] 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.

[0104] 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 coupling device (2), wherein a first end of the first coupling device (2) is connected to the engine (1); A first motor (3), the first motor (3) being connected to the second end of the first coupling device (2); a second motor (5), the second motor (5) being connected to a third end of the first coupling device (2); and A differential (4), the differential (4) being connected to the third end of the first coupling device (2).

2. The hybrid power system (100) according to claim 1, characterized in that: Also includes: A second coupling device (6), wherein a first end of the second coupling device (6) is connected to the second end of the first coupling device (2), and a second end of the second coupling device (6) is connected to the second motor (5).

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

4. The hybrid power system (100) according to claim 2 or 3, characterized in that: Also includes: A power input shaft (7), the power input shaft (7) being connected to the engine (1), and the first coupling device (2) being arranged on the power input shaft (7); a power output shaft (8), wherein the second coupling device (6) is arranged on the power output shaft (8); and A first transmission gear pair (9), wherein the first transmission gear pair (9) is connected to the first motor (3) and the second coupling device (6) respectively.

5. The hybrid power system (100) according to claim 4, characterized in that: The first transmission gear pair (9) comprises a first driving gear (91) and a first driven gear (92) meshing with each other, the first driving gear (91) being arranged on the power input shaft (7) and connected to the first motor (3), and the first driven gear (92) being arranged on the power output shaft (8) and connected to the second coupling device (6).

6. The hybrid power system (100) according to claim 4 or 5, characterized in that: Also includes: A second transmission gear pair (10), wherein the second transmission gear pair (10) is connected to the second motor (5) and the power input shaft (7) respectively.

7. The hybrid power system (100) according to claim 6, characterized in that: The second transmission gear pair (10) comprises a second driving gear (101) and a second driven gear (102) meshing with each other, the second driven gear (102) being arranged on the power output shaft (8) and connected to the second motor (5), and the second driving gear (101) being arranged on the power input shaft (7).

8. The hybrid power system (100) according to any one of claims 1 to 7, characterized in that: The first coupling device (2) is a double clutch, and / or The second coupling device (6) is a synchronizer or a one-way clutch.

9. The hybrid power system (100) according to any one of claims 4 to 7, characterized in that: Also includes: A transmission gear (11), wherein the transmission gear (11) is arranged on the power output shaft (8), and the transmission gear (11) is connected to the differential (4).

10. The hybrid power system (100) according to claim 9, characterized in that: Also includes: a third driving gear, the third driving gear being arranged on the power input shaft (7); and A third driven gear, the third driven gear is arranged on the power output shaft (8), the third driven gear is meshed with the third driving gear, and the third driven gear is connected to the second coupling device (6).

11. A vehicle (1000), characterized in that: The invention comprises a hybrid power system (100) according to any one of claims 1 to 10.

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