Hybrid power drive system and vehicle

Abstract

A hybrid power drive system (100), comprising: an engine (10), a driving shaft (20), first electric motors (40), second electric motors (60), a planetary gear mechanism (30), and a limiting unit (50). The second electric motors are transmittingly connected to the driving shaft; the planetary gear mechanism comprises a first rotating member (31), a second rotating member (32), and a third rotating member (33) that can rotate coaxially; the first rotating member is connected to an output end of the engine, the second rotating member is transmittingly connected to the driving shaft, and the third rotating member is connected to the first electric motors; and the limiting unit is configured to limit the transmission of torque from the first electric motors to the engine and to form a torque transmission path between the first electric motors and the driving shaft. The system can ensure the power performance and economy of vehicles. In addition, the present invention further relates to a vehicle (200).

Description

Hybrid drive systems and vehicles

[0001] This application claims priority to Chinese patent application No. 202421612024.8, filed on July 8, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure pertains to the field of hybrid drive technology, and particularly relates to a hybrid drive system and vehicle. Background Technology

[0003] With the advancement of technology and the development of new technologies, hybrid vehicles are gradually being applied to people's daily lives. A hybrid vehicle is a vehicle whose drive system consists of two or more individual drive systems that can operate simultaneously. Summary of the Invention

[0004] This disclosure provides a hybrid power drive system that at least solves the technical problem in the related art where vehicle power and economy cannot be simultaneously achieved. This disclosure also provides a vehicle.

[0005] In a first aspect, a hybrid power drive system is provided. The hybrid power drive system includes: an engine, a drive shaft, a first motor, a second motor, a planetary gear mechanism, and a limiting unit. The second motor is drive-connected to the drive shaft. The planetary gear mechanism includes a first rotating member, a second rotating member, and a third rotating member that are coaxially rotatable. The first of the first, second, and third rotating members is connected to the output end of the engine, the second is drive-connected to the drive shaft, and the third is connected to the first motor. The limiting unit is configured to limit the torque transmission of the first motor to the engine and to establish a torque transmission path between the first motor and the drive shaft.

[0006] In some embodiments, the first motor is configured as both a drive and a generator.

[0007] In some embodiments, the limiting unit is configured to limit the rotation of at least one of the engine's output or the first.

[0008] In some embodiments, the limiting unit is a one-way lock, which is adapted to cooperate with the first motor or at least one of the first motors.

[0009] In some embodiments, the limiting unit is switchable between an open state and a locked state. When the limiting unit is in the open state, the output end of the engine and the first one can rotate freely. When the limiting unit is in the locked state, the limiting unit restricts the rotation of at least one of the output end of the engine or the first one.

[0010] In some embodiments, the hybrid drive system further includes a clutch assembly. The clutch assembly is drive-connected to the drive shaft and the second shaft, and is switchable between a closed state and a disengaged state. When the clutch assembly is in the closed state, a torque transmission path is formed between the second shaft and the drive shaft; when the clutch assembly is in the disengaged state, the torque transmission path between the second shaft and the drive shaft is broken.

[0011] In some embodiments, the clutch assembly includes an intermediate shaft and a first clutch. The intermediate shaft has a first functional segment and a second functional segment that rotate relative to each other, the first functional segment being drive-connected to the second functional segment, and the second functional segment being drive-connected to the drive shaft. The first clutch is switchable between a closed state and a disengaged state and is located on the intermediate shaft. When the first clutch is in the closed state, it couples the first functional segment and the second functional segment; when the first clutch is in the disengaged state, it decouples the first functional segment and the second functional segment.

[0012] In some embodiments, the hybrid drive system further includes a switching device. The switching device is configured to controllably restrict the rotation of the third party or to cause the first party, the second party, and the third party to rotate synchronously.

[0013] In some embodiments, the switching device includes a first brake and a second clutch. The first brake is adapted to restrict rotation of the third member in a closed state. The second clutch is adapted to couple any two of the first rotating member, the second rotating member, and the third rotating member in a closed state, so that the first rotating member, the second rotating member, and the third rotating member rotate synchronously.

[0014] In some embodiments, the first motor is connected to the third party via a first output shaft, the second clutch is disposed between the second rotating member and the first output shaft, and the first brake is disposed on the first output shaft.

[0015] In some embodiments, the first motor and the third party are connected via a first output shaft. The hybrid drive system further includes a fixing member, and the switching device is a synchronizer. The synchronizer is disposed on the first output shaft and is movable between a first position, a second position, and a third position. When the synchronizer is in the first position, the synchronizer is spaced apart from the fixing member and the planetary gear mechanism. When the synchronizer is in the second position, the synchronizer is coupled to the first or second party to cause the first rotating member, the second rotating member, and the third rotating member to rotate synchronously. When the synchronizer is in the third position, the synchronizer is coupled to the fixing member to restrict the rotation of the third party.

[0016] In some embodiments, the first rotating component is a planetary carrier, the second rotating component is a ring gear, and the third rotating component is a sun gear. The planetary carrier is connected to the output end of the engine, the ring gear is driven to the drive shaft, and the sun gear is connected to the first motor.

[0017] In some embodiments, the first rotating component is a gear ring, the second rotating component is a planetary carrier, and the third rotating component is a sun gear. The gear ring is connected to the output end of the engine, the planetary carrier is driven to the drive shaft, and the sun gear is connected to the first motor.

[0018] Secondly, a vehicle is provided. This vehicle includes the aforementioned hybrid power drive system.

[0019] According to some embodiments of the hybrid drive system disclosed herein, a limiting unit can restrict the torque transmission of the first motor to the engine. This ensures that when the first motor rotates in the forward direction, the first of the first, second, and third rotating components remains stationary, thereby efficiently transmitting the torque of the first motor to the drive shaft to rotate it. Furthermore, in pure electric mode, the vehicle can be driven simultaneously by the first and second motors, ensuring vehicle power. Moreover, the second motor can be a low-power motor, facilitating its entry into the high-efficiency range and ensuring vehicle fuel economy.

[0020] Other features and advantages of this disclosure will become clear from the following detailed description of exemplary embodiments with reference to the accompanying drawings. Attached Figure Description

[0021] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments of the present disclosure and, together with their description, serve to explain the principles of the present disclosure.

[0022] Figure 1 is a structural diagram of a hybrid power drive system according to some embodiments;

[0023] Figure 2 is a schematic diagram of a hybrid drive system according to some embodiments when driven by a single motor.

[0024] Figure 3 is a schematic diagram of a hybrid drive system in dual-motor drive according to some embodiments;

[0025] Figure 4 is a schematic diagram of a hybrid drive system in series power generation mode according to some embodiments;

[0026] Figure 5 is a schematic diagram of a hybrid drive system in power split mode according to some embodiments;

[0027] Figure 6 is a schematic diagram of a hybrid drive system in parallel first gear mode according to some embodiments;

[0028] Figure 7 is a schematic diagram of a hybrid drive system in parallel second gear mode according to some embodiments;

[0029] Figure 8 is a schematic diagram of a hybrid drive system according to some embodiments, during brake energy recovery when the first clutch is disengaged;

[0030] Figure 9 is a schematic diagram of a hybrid drive system according to some embodiments during braking energy recovery in power split mode;

[0031] Figure 10 is a schematic diagram of a hybrid drive system according to some embodiments, during brake energy recovery in parallel first gear mode.

[0032] Figure 11 is a schematic diagram of a hybrid drive system according to some embodiments, in parallel second gear mode, during braking energy recovery.

[0033] Figure 12 is another structural diagram of a hybrid drive system according to some embodiments;

[0034] Figure 13 is another structural diagram of a hybrid drive system according to some embodiments;

[0035] Figure 14 is another structural diagram of a hybrid drive system according to some embodiments;

[0036] Figure 15 is a block diagram of a vehicle according to some embodiments.

[0037] Reference numerals: 100, Hybrid power drive system; 200, Vehicle; 10, Engine; 20, Drive shaft; 21, First gear; 22, Second gear; 23, Sixth gear; 24, Driven gear; 25, Differential; 30, Planetary gear mechanism; 31, First rotating component; 32, Second rotating component; 33, Third rotating component; 40, First motor; 41, First output shaft; 50, Limiting unit; 60, Second motor; 61, Second output shaft; 611, Third gear; 70, Clutch assembly; 71, Intermediate shaft; 711, Fourth gear; 712, Fifth gear; 72, First clutch; 80, Switching device; 81, First brake; 82, Second clutch; 90, Housing. Detailed Implementation

[0038] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the present disclosure.

[0039] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this disclosure or its application or use.

[0040] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, they should be considered part of the specification.

[0041] In all the examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0042] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0043] In related technologies, hybrid drive systems have dual motors: one for generating electricity and the other for driving. This drive motor needs to meet all the requirements of pure electric drive, therefore, it has a relatively high power output. However, under normal driving conditions, the drive motor operates at a low load, making it difficult to reach its high-efficiency range and thus failing to balance power and fuel economy.

[0044] Therefore, some embodiments of this disclosure provide a hybrid power drive system 100.

[0045] A hybrid drive system 100 according to some embodiments of the present disclosure is described below with reference to the accompanying drawings.

[0046] As shown in Figures 1 to 14, a hybrid drive system 100 according to some embodiments of the present disclosure includes an engine 10, a drive shaft 20, a planetary gear mechanism 30, a first motor 40, a limiting unit 50, and a second motor 60.

[0047] The second motor 60 is drive-connected to the drive shaft 20. The planetary gear mechanism 30 includes a first rotating member 31, a second rotating member 32, and a third rotating member 33 that are coaxially rotatable. The first of the three rotating members 31, 32, and 33 is connected to the output end of the engine 10, the second is drive-connected to the drive shaft 20, and the third is connected to the first motor 40. The limiting unit 50 is configured to limit the torque transmission of the first motor 40 to the engine 10 and to create a torque transmission path between the first motor 40 and the drive shaft 20.

[0048] In other words, as shown in Figures 1 to 14, the hybrid drive system 100 according to some embodiments of this disclosure mainly includes an engine 10, a drive shaft 20, a planetary gear mechanism 30, a first motor 40, and a second motor 60. The engine 10, the planetary gear mechanism 30, and the first motor 40 can be distributed along the axial direction of the first motor 40, with the planetary gear mechanism 30 located between the engine 10 and the first motor 40. The planetary gear mechanism 30 mainly includes a first rotating member 31, a second rotating member 32, and a third rotating member 33, all of which can rotate around the axis of the first motor 40. The first rotating member 31, the second rotating member 32, and the third rotating member 33 are connected to the output end of the engine 10, the second rotating member 32 is connected to the drive shaft 20 for transmission, so that the second rotating member can drive the drive shaft 20 to rotate when it rotates, and the third rotating member 33 is connected to the first motor 40. Furthermore, the hybrid drive system 100 also includes a first gear 21, a driven gear 24, and a differential 25. The first end of the drive shaft 20 can be fixedly connected to the first gear 21. The first gear 21 meshes with the driven gear 24. The driven gear 24 is connected to the differential 25 on the wheel axle, thereby enabling the transmission of rotational force between the drive shaft 20 and the wheel.

[0049] The location of the limiting unit 50 includes, but is not limited to, the following situations:

[0050] Case 1: Restriction unit 50 is located at engine 10;

[0051] Case 2: The limiting unit 50 is located at the first motor 40;

[0052] Case 3: The limiting unit 50 is located between the engine 10 and the first motor 40.

[0053] Furthermore, the limiting unit 50 is configured to limit the torque transmission of the first motor 40 to the engine 10 and to form a torque transmission path between the first motor 40 and the drive shaft 20. This prevents the output end of the engine 10 from rotating when the first motor 40 rotates, ensuring that the torque of the first motor 40 can be transmitted to the drive shaft 20, so that the vehicle can be driven simultaneously by the first motor 40 and the second motor 60.

[0054] Therefore, in the hybrid drive system 100 according to some embodiments of this disclosure, the torque transmission of the first motor 40 to the engine 10 can be limited by the limiting unit 50, so that when the first motor 40 rotates, the first of the first rotating member 31, the second rotating member 32, and the third rotating member 33 is stationary, and the torque of the first motor 40 can be efficiently transmitted to the drive shaft 20 to rotate the drive shaft 20. In this way, in pure electric mode, the vehicle can be driven by the first motor 40 and the second motor 60 simultaneously, which can ensure the vehicle's power performance. Moreover, the second motor 60 can be a low-power motor, which is beneficial for the second motor 60 to enter the high-efficiency range and ensure the vehicle's economy.

[0055] In some embodiments, the first motor 40 is configured as both a drive and a generator.

[0056] In other words, the first motor 40 can not only drive the drive shaft 20 to rotate as a driving component, but also generate electricity as a power generating component, so that the vehicle can directly drive the first motor 40 to generate electricity through the engine 10, and can also use the first motor 40 to recover energy and generate electricity.

[0057] In some embodiments, the limiting unit 50 is configured to limit the rotation of at least one of the output end of the engine 10 or the first one.

[0058] For example, the limiting unit 50 has the function of limiting rotation. The limiting unit 50 can limit the rotation of the output end of the engine 10, or the limiting unit 50 can limit the rotation of the first of the first rotating member 31, the second rotating member 32 and the third rotating member 33, or the limiting unit 50 can limit the rotation of the output end of the engine 10 and the first of the first rotating member 31, the second rotating member 32 and the third rotating member 33, thereby limiting the torque of the first motor 40 to be transmitted to the engine 10 and ensuring that the torque of the first motor 40 can be transmitted to the drive shaft 20.

[0059] It should be noted that "at least one of A, B and C" has the same meaning as "at least one of A, B or C", both of which include the following combinations of A, B and C: only A, only B, only C, combinations of A and B, combinations of A and C, combinations of B and C, and combinations of A, B and C.

[0060] In some embodiments, the limiting unit 50 is a one-way locker, and the limiting unit 50 is adapted to cooperate with at least one of the first motor 40 or the first motor.

[0061] In other words, the limiting unit 50 has a one-way locking function. For example, the limiting unit 50 is configured as a one-way lock (e.g., a ratchet pawl structure, etc.), and the setting position of the limiting unit 50 includes, but is not limited to, the following:

[0062] In case 1, the first part of the limiting unit 50 can be disposed on the main body of the engine 10, and the second part of the limiting unit 50 can be disposed on the output end of the engine 10 or on a component connected to the output end of the engine 10 (e.g., the first one connected to the engine 10), so that the output end of the engine 10 can be restricted to rotate in the opposite direction by the cooperation of the first part and the second part of the limiting unit 50.

[0063] Case 2: The limiting unit 50 is installed on the external housing 90 (as shown in Figures 1, 12 to 14). The output end of the engine 10 or the component connected to the output end of the engine 10 is provided with a mating part, so that the limiting unit 50 cooperates with the mating part to limit the reverse rotation of the output end of the engine 10.

[0064] Therefore, by setting the limiting unit 50, the output end of the engine 10 can be restricted to rotate in the reverse direction, so that when the first motor 40 rotates in the forward direction, the output end of the engine 10 and the first rotating part 31 are in a stationary state. The torque of the first motor 40 can be efficiently transmitted to the drive shaft 20 to make the drive shaft 20 rotate. Moreover, there is no need to control the limiting unit 50, which has good reliability and is easy to use.

[0065] In some embodiments, the limiting unit 50 is switchable between an open state and a locked state. When the limiting unit 50 is in the open state, the output terminal of the engine 10 and the first party can rotate freely. When the limiting unit 50 is in the locked state, the limiting unit 50 restricts the rotation of at least one of the output terminal of the engine 10 or the first party.

[0066] For example, the limiting unit 50 can be a brake. The main body of the brake can be installed outside the housing 90 or the engine 10, and the brake pads can be installed at the output end of the engine 10. The brake's disengaged state is the open state of the limiting unit 50, and the brake's closed state is the locked state of the limiting unit 50. Thus, by switching the state of the limiting unit 50, the output end of the engine 10 can be limited or released.

[0067] In some embodiments, as shown in FIG1, the hybrid drive system 100 further includes a clutch assembly 70. The clutch assembly 70 is drive-connected to the drive shaft 20 and the second, and the clutch assembly 70 is switchable between a closed state and a disengaged state. When the clutch assembly 70 is in the closed state, a torque transmission path is formed between the second and the drive shaft 20; when the clutch assembly 70 is in the disengaged state, the torque transmission path between the second and the drive shaft 20 is broken.

[0068] For example, as shown in Figure 1, the hybrid drive system 100 also includes a second gear 22, a second output shaft 61, and a third gear 611. The second end of the drive shaft 20 is fixedly connected to the second gear 22, the output end of the second motor 60 is fixedly connected to the second output shaft 61, and the second output shaft 61 is fixedly connected to the third gear 611. The second gear 22 and the third gear 611 mesh, thereby achieving a transmission connection between the drive shaft 20 and the second motor 60, allowing the drive shaft 20 to be driven by the second motor 60. In this way, the vehicle can be directly driven by the second motor 60, or it can be driven jointly by the first motor 40 and the second motor 60, ensuring the vehicle's power performance in pure electric mode.

[0069] Further, as shown in Figure 1, the drive shaft 20 and the second motor 40 can be connected by a clutch assembly 70. The clutch assembly 70 has a closed state and a disengaged state, and can switch between the closed and disengaged states. When the clutch assembly 70 is in the closed state, a torque transmission path is formed between the second motor 40 and the drive shaft 20, and the torque generated by the first motor 40 can be transmitted to the drive shaft 20 through the second motor 60 to drive the vehicle. When the clutch assembly 70 is in the disengaged state, the torque transmission path between the second motor 60 and the drive shaft 20 is broken, and torque cannot be transmitted between the second motor 60 and the drive shaft 20. In this case, when the second motor 60 drives the drive shaft 20 to rotate, the planetary gear mechanism 30, the engine 10, and the first motor 40 will not rotate with the second motor 60, which can reduce the drag loss of the hybrid drive system 100, thereby reducing the energy consumption of the vehicle when driven by the second motor 60 in pure electric mode.

[0070] In some embodiments, as shown in FIG1, the clutch assembly 70 includes an intermediate shaft 71 and a first clutch 72. The intermediate shaft 71 has a first functional section and a second functional section that rotate relative to each other. The first functional section is drive-connected to the second functional section, and the second functional section is drive-connected to the drive shaft 20. The first clutch 72 is switchable between a closed state and a disengaged state, and the first clutch 72 is located on the intermediate shaft 71. When the first clutch 72 is in the closed state, the first functional section and the second functional section are coupled; when the first clutch 72 is in the disengaged state, the first functional section and the second functional section are decoupled.

[0071] In other words, as shown in Figure 1, the clutch assembly 70 mainly includes an intermediate shaft 71 and a first clutch 72. The intermediate shaft 71 can be composed of a first functional segment and a second functional segment arranged coaxially, and the first functional segment and the second functional segment can rotate relative to each other. The hybrid drive system 100 also includes a fourth gear 711, a fifth gear 712, and a sixth gear 73. The first functional segment is fixedly connected to the fourth gear 711, and the outer periphery of the second gear is provided with meshing teeth adapted to the fourth gear 711. The fourth gear 711 meshes with the meshing teeth to realize the transmission connection between the second gear and the first functional segment. The second functional segment is fixedly connected to the fifth gear 712, and the drive shaft 20 is fixedly connected to the sixth gear 23 adapted to the fifth gear 712. The fifth gear 712 meshes with the sixth gear 23 to realize the transmission connection between the second functional segment and the drive shaft 20.

[0072] As shown in Figure 1, the driving part of the first clutch 72 can be located in the first functional segment, and the driven part of the first clutch 72 can be located in the second functional segment. The first clutch 72 has a closed state and a disengaged state, and the first clutch 72 can switch between the closed state and the disengaged state. When the first clutch 72 is in the closed state, the driving part and the driven part of the first clutch 72 cooperate, the first functional segment and the second functional segment are coupled, and the first functional segment and the second functional segment rotate synchronously, thereby forming a torque transmission path between the second and the drive shaft 20; when the first clutch 72 is in the disengaged state, the driving part and the driven part of the first clutch 72 separate, the first functional segment and the second functional segment are decoupled, the first functional segment and the second functional segment do not rotate with each other, and the torque transmission path between the second and the drive shaft 20 is broken.

[0073] In some embodiments, as shown in FIG1, the hybrid drive system 100 further includes a switching device 80. The switching device 80 is configured to controllably restrict the rotation of a third party or prevent the first, second, and third parties from rotating relative to each other (i.e., the first, second, and third parties can rotate synchronously at the same speed).

[0074] As shown in Figures 1 and 12, to facilitate switching the operating modes of the hybrid drive system 100, a switching device 80 is also provided. The switching device 80 can control whether a third component rotates, or it can combine at least two of the first rotating component 31, the second rotating component 32, and the third rotating component 33, so that they do not rotate relative to each other, but rotate synchronously at the same speed. It should be noted that different operating modes can be switched according to actual needs.

[0075] In some embodiments, as shown in FIG1, the switching device 80 includes a first brake 81 and a second clutch 82. The first brake 81 is adapted to restrict the rotation of a third party in a closed state, and the second clutch 82 is adapted to couple any two of the first rotating member 31, the second rotating member 32, and the third rotating member 33 in a closed state, so that the first rotating member 31, the second rotating member 32, and the third rotating member 33 will not rotate relative to each other.

[0076] For example, as shown in Figure 1, the switching device 80 mainly includes a first brake 81. The main body of the first brake 81 can be fixedly mounted on the housing 90, and the brake pads of the first brake 81 are fixedly mounted on the first output shaft 41. The first brake 81 has a closed state and a disengaged state, and the first brake 81 can switch between the closed state and the disengaged state. When the first brake 81 is in the closed state, the brake caliper on the main body of the first brake 81 cooperates with the brake pads on the first output shaft 41 to restrict the rotation of the first output shaft 41, thereby restricting the rotation of a third party. When the first brake 81 is in the disengaged state, the brake caliper on the main body of the first brake 81 separates from the brake pads on the first output shaft 41, and the rotation of the first output shaft 41 is unrestricted.

[0077] As shown in Figure 1, the switching device 80 also includes a second clutch 82. The second clutch 82 has a closed state and a disengaged state, and the second clutch 82 can switch between the closed state and the disengaged state. In the closed state, the second clutch 82 can couple any two of the first rotating member 31, the second rotating member 32, and the third rotating member 33. The following description uses the coupling of the second rotating member 32 and the third rotating member 33 by the second clutch 82 as an example.

[0078] As shown in Figure 1, the driving part of the second clutch 82 can be fixed to the second rotating member 32, and the driven part of the second clutch 82 can be fixedly connected to the third rotating member 33 through the first output shaft 41. When the second clutch 82 is in the closed state, the driving part and the driven part of the second clutch 82 cooperate, thereby achieving coupling between the second rotating member 32 and the first output shaft 41. In this case, since the first output shaft 41 is fixedly connected to the third rotating member 33, the second rotating member 32 can be coupled with the third rotating member 33, so that the first rotating member 31, the second rotating member 32, and the third rotating member 33 will not rotate relative to each other.

[0079] In this embodiment, the switching device 80 consists of a second clutch 82 and a first brake 81. The working mode of the hybrid drive system 100 can be switched by switching the state of the second clutch 82 and the first brake 81. The switching device 80 has a simple structure and is easy to manufacture and assemble.

[0080] In some embodiments, the first motor 40 is connected to a third party via a first output shaft 41, the second clutch 82 is located between the second rotating member 32 and the first output shaft 41, and the first brake 81 is located on the first output shaft 41.

[0081] In other words, as shown in Figure 1, the output end of the first motor 40 is fixedly connected to the third party via the first output shaft 41. The driving part of the second clutch 82 can be mounted on the second rotating member 32, and the driven part of the second clutch 82 can be mounted on the first output shaft 41. When the second clutch 82 is in the closed state, it can couple the second rotating member 32 with the first output shaft 41, thereby coupling the second rotating member 32 with the third rotating member 33. The brake pads of the first brake 81 can be mounted on the first output shaft 41, and the main body of the first brake 81 can be mounted on the housing 90. When the first brake 81 is in the closed state, it can restrict the rotation of the first output shaft 41, thereby restricting the rotation of the third rotating member 33.

[0082] In some embodiments, the first motor 40 is connected to the third party via a first output shaft 41. The hybrid drive system 100 also includes a fixing member, which is a fixed-position structure. The switching device 80 is a synchronizer, which is disposed on the first output shaft 41 and is movable between a first position, a second position, and a third position. When the synchronizer is in the first position, it is spaced apart from the fixing member and the planetary gear mechanism 30. When the synchronizer is in the second position, it is coupled to the first or second party so that the first rotating member 31, the second rotating member 32, and the third rotating member 33 do not rotate relative to each other. When the synchronizer is in the third position, it is coupled to the fixing member to restrict the rotation of the third party.

[0083] For example, as shown in Figure 12, the output end of the first motor 40 is fixedly connected to a third party via a first output shaft 41, and the switching device 80 is a synchronizer. The synchronizer is movably disposed on the first output shaft 41 between a first position, a second position, and a third position along the axial direction of the first output shaft 41. The second and third positions are located on opposite sides of the first position. The synchronizer does not rotate relative to the first output shaft 41. A first mating part is provided on the first or second party, and a second mating part is provided on the fixing member. The fixing member can be an external housing 90 or the housing of the first motor 40, etc. When the synchronizer is in the first position, the synchronizer is located between the first mating part and the second mating part and is spaced apart from the first and second mating parts, and relative rotation can occur between the first rotating member 31, the second rotating member 32, and the third rotating member 33. When the synchronizer moves to the second position, the synchronizer couples with the first mating part on the second or third party, thereby preventing relative rotation between the first rotating member 31, the second rotating member 32, and the third rotating member 33. When the synchronizer moves to the third position, it couples with the second mating part on the fixed part, thereby restricting the rotation of the third party.

[0084] It should be noted that when the synchronizer itself has a movement function, its position can be switched by controlling the synchronizer. Furthermore, the synchronizer can also be driven by an external drive structure; this driving method can be determined based on the actual situation and will not be elaborated upon in this disclosure.

[0085] In this embodiment, the switching device 80 is a synchronizer, which has high reliability. Furthermore, the switching device 80 has a simple structure with few components, which facilitates subsequent assembly.

[0086] In some embodiments, the first rotating member 31 can be a planetary carrier, the second rotating member 32 can be a ring gear, and the third rotating member 33 can be a sun gear. The planetary carrier is connected to the output end of the engine 10, the ring gear is connected to the drive shaft 20, and the sun gear is connected to the first motor 40.

[0087] That is, as shown in Figures 1 to 11, the output end of the engine 10 is fixedly connected to the planetary carrier, the gear ring is drivenly connected to the first functional section of the intermediate shaft 71, and one end of the first output shaft 41 is fixedly connected to the sun gear.

[0088] When both the first brake 81 and the second clutch 82 are disengaged, the engine 10, the first motor 40, and the gear ring form a power split working mode.

[0089] When the first brake 81 is disengaged and the second clutch 82 is engaged, the sun gear and planet carrier on the planetary gear mechanism 30 are locked, thus ensuring that the sun gear, planet carrier, and ring gear rotate at the same speed. At this time, when the first clutch 72 is disengaged, the engine 10 drives the first motor 40 to generate electricity; when the first clutch 72 is engaged, the engine 10 drives the vehicle directly at a first gear ratio.

[0090] When the first brake 81 is closed and the second clutch 82 is open, the first motor 40 and the housing 90 are fixedly connected and do not rotate, and the engine 10 drives the vehicle directly at a second gear ratio.

[0091] The operating modes of the hybrid drive system 100 according to some embodiments of this disclosure include pure electric single-motor drive mode, pure electric dual-motor drive mode, series power generation mode, power split mode, parallel first-gear mode, parallel second-gear mode, and regenerative braking mode. Some embodiments of this disclosure will be further described below with reference to the accompanying drawings.

[0092] 1) When the hybrid drive system 100 is operating in low-load pure electric mode (such as pure electric single-motor drive mode), the corresponding mode diagram of the hybrid drive system 100 is shown in Figure 2. The first clutch 72 is in the disengaged state, and the second motor 60 transmits power to the differential 25 through the second output shaft 61, the second gear 22, the third gear 611, the drive shaft 20, the first gear 21, and the driven gear 24, so that the second motor 60 can drive the vehicle independently. In this case, the engine 10, the first motor 40, the planetary gear mechanism 30, the fourth gear 711, the first functional end of the intermediate shaft 71, and the driving part of the first clutch 72 all remain stationary.

[0093] 2) When the hybrid drive system 100 is operating under high load in pure electric mode (such as pure electric dual-motor drive mode), the corresponding mode diagram of the hybrid drive system 100 is shown in Figure 3. The first clutch 72 is in the closed state, the limiting unit 50 is in the locked state, the engine 10 is stopped, the planetary carrier is fixed, and the second clutch 82 and the first brake 81 are both in the open state. The first motor 40 transmits power to the differential 25 through the first output shaft 41, sun gear, ring gear, intermediate shaft 71, drive shaft 20, first gear 21, and driven gear 24. The second motor 60 transmits power to the differential 25 through the second output shaft 61, second gear 22, third gear 611, drive shaft 20, first gear 21, and driven gear 24, so that the first motor 40 and the second motor 60 can drive the vehicle together.

[0094] 3) When the hybrid drive system 100 is operating in series power generation mode, the corresponding mode diagram of the hybrid drive system 100 is shown in Figure 4. The first clutch 72 is in the disengaged state, the output end of the engine 10 can rotate freely in the forward direction, the second clutch 82 is in the closed state, the first brake 81 is in the disengaged state, and the sun gear of the planetary gear mechanism 30 is locked to the planet carrier, so that the sun gear, planet carrier and ring gear rotate at the same speed, and the engine 10 can drive the first motor 40 to generate electricity. The second motor 60 transmits power to the differential 25 through the second output shaft 61, the second gear 22, the third gear 611, the drive shaft 20, the first gear 21 and the driven gear 24, and the second motor 60 drives the vehicle.

[0095] 4) When the hybrid drive system 100 is operating in power split mode, the corresponding mode diagram of the hybrid drive system 100 is shown in Figure 5. The first clutch 72 is in the closed state, the output end of the engine 10 can rotate freely in the forward direction, and the second clutch 82 and the first brake 81 are both in the open state (or, the synchronizer is in the first position). The engine 10 drives the vehicle through the planetary carrier, ring gear, intermediate shaft 71, drive shaft 20 and differential 25. Furthermore, the engine 10 drives the first motor 40 through the planetary carrier and sun gear, causing the first motor 40 to generate electricity. In this case, the second motor 60 selectively participates in the operation by either driving or generating electricity.

[0096] 5) When the hybrid drive system 100 is operating in parallel first gear mode, the corresponding mode diagram of the hybrid drive system 100 is shown in Figure 6. The first clutch 72 is closed, allowing the output end of the engine 10 to rotate freely in the forward direction. The second clutch 82 is closed, the first brake 81 is disengaged (or, the synchronizer is in the second position), and the sun gear of the planetary gear mechanism 30 is locked to the planet carrier, thus ensuring that the sun gear, planet carrier, and ring gear rotate at the same speed. The engine 10 directly drives (or operates in parallel) in first gear. When the high-efficiency torque of the engine 10 does not meet the wheel-side requirements, the first motor 40 and the second motor 60 assist, jointly driving the vehicle with the engine 10. When the high-efficiency torque of the engine 10 exceeds the wheel-side requirements, the first motor 40 and the second motor 60 generate electricity to charge the battery pack. The first motor 40 and the second motor 60 "smooth out" the torque, allowing the engine 10 to operate in its high-efficiency range. It should be noted that wheel-side requirements typically refer to the requirements of components or systems installed near the wheel (i.e., the wheels) in automobiles or mechanical equipment. These requirements may include power, control accuracy, reliability, and real-time performance.

[0097] 6) When the hybrid drive system 100 is operating in parallel second-gear mode, the corresponding mode diagram of the hybrid drive system 100 is shown in Figure 7. The first clutch 72 is closed, and the output end of the engine 10 can rotate freely in the forward direction. The second clutch 82 is open, and the first brake 81 is closed (or, the synchronizer is in the third position). The sun gear and the first motor 40 are locked and fixed to the housing 90 and do not participate in the operation. In this case, the engine 10 achieves direct drive (or parallel) second gear through the planetary carrier and ring gear, thus achieving a different speed ratio than parallel first gear. When the torque in the high-efficiency range of the engine 10 does not meet the wheel-side requirements, the second motor 60 assists and drives the vehicle together with the engine 10; when the torque in the high-efficiency range of the engine 10 exceeds the wheel-side requirements, the second motor 60 generates electricity to charge the battery pack. The second motor 60 "smooths out" the torque, allowing the engine 10 to operate in the high-efficiency range.

[0098] 7) When the hybrid drive system 100 is in regenerative braking mode, based on the opening and closing states of the first clutch 72, the second clutch 82, and the first brake 81, there are four different regenerative braking situations:

[0099] a) When the first clutch 72 is disengaged, the second motor 60 generates negative torque to recover kinetic energy to the power battery. The corresponding mode diagram of the hybrid drive system 100 is shown in Figure 8. At this time, the engine 10 can be in a stopped or idling state. It should be noted that before braking, the vehicle is in pure electric or series mode; braking will trigger this regenerative braking state.

[0100] (b) When the first clutch 72 is closed and both the second clutch 82 and the first brake 81 are open, the second motor 60 generates negative torque to recover kinetic energy to the power battery, and a portion of the energy is transferred to the engine 10 through the planetary gear mechanism 30 to overcome the reverse drag of the engine 10. The corresponding mode diagram of the hybrid drive system 100 at this time is shown in Figure 9. It should be noted that the vehicle is in power-split mode before braking; braking will trigger this regenerative braking state.

[0101] c) When the first clutch 72 is engaged, the second clutch 82 is engaged, and the first brake 81 is disengaged, the second motor 60 generates negative torque to recover kinetic energy to the power battery, and a portion of the energy is transferred to the engine 10 through the planetary gear mechanism 30 to overcome the reverse drag of the engine 10. The corresponding mode diagram of the hybrid drive system 100 at this time is shown in Figure 10. It should be noted that before braking, the vehicle is in direct drive first gear mode; braking will trigger this regenerative braking state.

[0102] d) When the first clutch 72 is engaged, the second clutch 82 is disengaged, and the first brake 81 is engaged, the second motor 60 generates negative torque to recover kinetic energy to the power battery, and a portion of the energy is transferred to the engine 10 through the planetary gear mechanism 30 to overcome the reverse drag of the engine 10. A schematic diagram of the corresponding modes of the hybrid drive system 100 is shown in Figure 11. It should be noted that before braking, the vehicle is in direct drive second gear mode; braking will trigger this regenerative braking state.

[0103] Therefore, in the hybrid drive system 100 according to some embodiments of the present disclosure, when the vehicle power demand is high, the first motor 40 and the second motor 60 drive together, which can reduce the power and torque of a single drive motor, reduce the overall vehicle cost, improve electric drive efficiency, and balance the overall vehicle power and economy; and the engine 10 has two speed regulation gears (parallel first gear and parallel second gear), which can enter parallel operation at lower vehicle speeds, further improving the overall vehicle power when the battery pack discharge power meets the motor demand; in addition, the high efficiency zone of the engine 10 covers a wider range of vehicle speeds, improving the overall vehicle economy.

[0104] As shown in Figures 13 and 14, in some embodiments, the first rotating component 31 is a gear ring, the second rotating component 32 is a planetary carrier, and the third rotating component 33 is a sun gear. The gear ring is connected to the output end of the engine 10, the planetary carrier is connected to the drive shaft 20, and the sun gear is connected to the first motor 40.

[0105] In other words, the output end of the engine 10 is fixedly connected to the gear ring, the planetary carrier is connected to the first functional section of the intermediate shaft 71, and one end of the first output shaft 41 is fixedly connected to the sun gear.

[0106] In this case, the functions and operating modes of the hybrid drive system 100 in this embodiment are the same as those of the hybrid drive system 100 in the above embodiments. Both have pure electric single motor drive mode, pure electric dual motor drive mode, series power generation mode, power split mode, parallel first gear mode, parallel second gear mode, and braking energy recovery mode.

[0107] In this embodiment, when the second clutch 82 is disengaged and the first brake 81 is engaged, the sun gear and the first motor 40 are locked and fixed to the housing 90 and do not participate in operation. In this case, the engine 10 rotates at a higher speed than the planetary carrier, and the engine 10 achieves direct drive (or parallel connection) in first gear through the ring gear and the planetary carrier. When the second clutch 82 is engaged and the first brake 81 is disengaged, the sun gear of the planetary gear mechanism 30 is locked to the planetary carrier, so that the sun gear, planetary carrier, and ring gear rotate at the same speed. In this case, the engine 10 rotates at the same speed as the planetary carrier, and the engine 10 achieves direct drive (or parallel connection) in second gear.

[0108] In summary, according to some embodiments of the hybrid drive system 100 of this disclosure, the limiting unit 50 can restrict the torque transmission of the first motor 40 to the engine 10, so that when the first motor 40 rotates in the forward direction, the first of the first rotating member 31, the second rotating member 32, and the third rotating member 33 is in a stationary state, thereby enabling the torque of the first motor 40 to be efficiently transmitted to the drive shaft 20 to rotate the drive shaft 20. Furthermore, in pure electric mode, the vehicle can be driven simultaneously by the first motor 40 and the second motor 60, ensuring vehicle power. Moreover, the second motor 60 can be a low-power motor, which facilitates its entry into the high-efficiency range and ensures vehicle economy.

[0109] This disclosure also provides a vehicle according to some embodiments. As shown in FIG15, the vehicle 200 includes the above-described hybrid drive system 100. Since the hybrid drive system 100 according to some embodiments of this disclosure has the above-described technical effects, the vehicle 200 according to some embodiments of this disclosure also has the above-described technical effects, and will not be described again in this disclosure.

[0110] While specific embodiments of this disclosure have been described in detail by way of example, those skilled in the art should understand that the examples are for illustrative purposes only and not intended to limit the scope of this disclosure. Those skilled in the art should understand that modifications can be made to the above embodiments without departing from the scope and spirit of this disclosure. The scope of this disclosure is defined by the appended claims.

Claims

1. A hybrid power drive system (100), comprising: Engine (10); Drive shaft (20); First motor (40); The second motor (60) is connected to the drive shaft (20) in a transmission manner; Planetary gear mechanism (30), the planetary gear mechanism (30) includes a first rotating member (31), a second rotating member (32) and a third rotating member (33) that can rotate coaxially. The first of the first rotating member (31), the second rotating member (32) and the third rotating member (33) is connected to the output end of the engine (10), the second is connected to the drive shaft (20) for transmission, and the third is connected to the first motor (40). as well as A limiting unit (50) is configured to limit the torque transmission of the first motor (40) to the engine (10) and to form a torque transmission path between the first motor (40) and the drive shaft (20).

2. The hybrid drive system (100) according to claim 1, wherein, The first motor (40) is configured as a drive and a generator.

3. The hybrid drive system (100) according to claim 1 or 2, wherein, The limiting unit (50) is configured to limit the rotation of at least one of the output end of the engine (10) or the first one.

4. The hybrid drive system (100) according to any one of claims 1 to 3, wherein, The limiting unit (50) is a one-way lock, and the limiting unit (50) is adapted to cooperate with the first motor (40) or at least one of the first.

5. The hybrid drive system (100) according to any one of claims 1 to 3, wherein, The limiting unit (50) can be switched between an open state and a locked state. When the limiting unit (50) is in the open state, the output end of the engine (10) and the first one can rotate freely; when the limiting unit (50) is in the locked state, the limiting unit (50) restricts the rotation of at least one of the output end of the engine (10) or the first one.

6. The hybrid drive system (100) according to any one of claims 1 to 5 further comprises: A clutch assembly (70) is drivingly connected to the drive shaft (20) and the second, and the clutch assembly (70) is switchable between a closed state and a disengaged state; When the clutch assembly (70) is in the closed state, a torque transmission path is formed between the second party and the drive shaft (20); when the clutch assembly (70) is in the disengaged state, the torque transmission path between the second party and the drive shaft (20) is broken.

7. The hybrid drive system (100) according to claim 6, wherein, The clutch assembly (70) includes: An intermediate shaft (71) having a first functional section and a second functional section that rotate relative to each other, the first functional section being drive-connected to the second functional section, and the second functional section being drive-connected to the drive shaft (20); and A first clutch (72) is switchable between a closed state and a disengaged state, and the first clutch (72) is located on the intermediate shaft (71); When the first clutch (72) is in the closed state, the first functional segment and the second functional segment are coupled; when the first clutch (72) is in the disengaged state, the first functional segment and the second functional segment are decoupled.

8. The hybrid drive system (100) according to any one of claims 1 to 7, further comprising: A switching device (80) is configured to controllably restrict the rotation of the third party or to cause the first party, the second party, and the third party to rotate synchronously.

9. The hybrid drive system (100) according to claim 8, wherein, The switching device (80) includes: A first brake (81) is adapted to restrict the rotation of the third party in a closed state; A second clutch (82) is adapted to couple any two of the first rotating member (31), the second rotating member (32) and the third rotating member (33) in the closed state, so that the first rotating member (31), the second rotating member (32) and the third rotating member (33) rotate synchronously.

10. The hybrid drive system (100) according to claim 9, wherein, The first motor (40) is connected to the third party via the first output shaft (41), the second clutch (82) is located between the second rotating member (32) and the first output shaft (41), and the first brake (81) is located on the first output shaft (41).

11. The hybrid drive system (100) according to claim 8, wherein, The first motor (40) is connected to the third party via the first output shaft (41). The hybrid drive system (100) also includes a fixing component. The switching device (80) is a synchronizer. The synchronizer is located on the first output shaft (41) and can move between the first position, the second position and the third position. Wherein, when the synchronizer is in the first position, the synchronizer is spaced apart from the fixing member and the planetary gear mechanism (30); When the synchronizer is in the second position, the synchronizer is coupled to the first or the second so that the first rotating member (31), the second rotating member (32) and the third rotating member (33) rotate synchronously; When the synchronizer is in the third position, the synchronizer is coupled to the fixing member to restrict the rotation of the third party.

12. The hybrid drive system (100) according to any one of claims 1 to 11, wherein, The first rotating component (31) is a planet carrier, the second rotating component (32) is a gear ring, and the third rotating component (33) is a sun gear; The planetary carrier is connected to the output end of the engine (10), the gear ring is connected to the drive shaft (20) for transmission, and the sun gear is connected to the first motor (40).

13. The hybrid drive system (100) according to any one of claims 1 to 11, wherein, The first rotating component (31) is a gear ring, the second rotating component (32) is a planet carrier, and the third rotating component (33) is a sun gear; The gear ring is connected to the output end of the engine (10), the planetary carrier is connected to the drive shaft (20) for transmission, and the sun gear is connected to the first motor (40).

14. A vehicle (200) comprising a hybrid drive system (100) according to any one of claims 1 to 13.

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