Hybrid system and control method therefor, and vehicle

Abstract

A hybrid system (100), comprising: a power output shaft (1); a power module (2), comprising an engine, a first drive motor, and a second drive motor, wherein the engine is provided with an engine output shaft (21), the first drive motor is provided with a first motor shaft (22), the second drive motor is provided with a second motor shaft (23), the first motor shaft is transmittingly connected to the engine output shaft by means of a first transmission assembly, the engine output shaft is transmittingly connected to the power output shaft by means of a first transmission reduction mechanism, and the second motor shaft is transmittingly connected to the power output shaft by means of a second transmission reduction mechanism; a clutch module (3), arranged between the power module and the power output shaft, and used for selectively controlling the connection and disconnection between the engine output shaft and / or first motor shaft and the first transmission reduction mechanism; a control module, electrically connected to the power module and the clutch module; and a differential structure (7) transmittingly connected to the first transmission reduction mechanism or the power output shaft. A vehicle, and a control method for the hybrid system are also disclosed.

Description

Hybrid systems and their control methods and vehicles Technical Field

[0001] This invention relates to the field of hybrid vehicle technology, and in particular to a hybrid system, its control method, and a vehicle. Background Technology

[0002] Hybrid electric vehicles (HEVs) are vehicles that use multiple energy sources, typically a conventional engine (ICE) using liquid fuel and an electric motor using electricity. This allows HEVs to operate in multiple driving modes. However, due to limited battery capacity, the vehicle is primarily powered by engine combustion. Existing hybrid systems, however, have complex overall structures, are difficult to implement, and have high fuel consumption. Summary of the Invention

[0003] The main objective of this invention is to propose a hybrid system, its control method, and a vehicle, aiming to solve the problem of how to design a hybrid system with a compact layout and low energy consumption.

[0004] To achieve the above objectives, the hybrid system proposed in this invention includes:

[0005] Power take-off shaft;

[0006] The power module includes an engine, a first drive motor, and a second drive motor. The engine has an engine output shaft, the first drive motor has a first motor shaft, and the second drive motor has a second motor shaft. The first motor shaft and the engine output shaft are connected by a first transmission assembly. The engine output shaft and the power output shaft are connected by a first transmission reduction mechanism. The second motor shaft and the power output shaft are connected by a second transmission reduction mechanism.

[0007] A clutch module is located between the power module and the power output shaft, and is used to selectively control the connection and disconnection between the engine output shaft and / or the first motor shaft and the first transmission reduction mechanism;

[0008] The control module is electrically connected to the power module and the clutch module.

[0009] In one embodiment, the first transmission reduction mechanism includes:

[0010] A first drive shaft is fitted onto the engine output shaft; and...

[0011] A first transmission reduction structure is disposed between the first transmission shaft and the power output shaft for transmitting power between the first transmission shaft and the power output shaft.

[0012] In one embodiment, the clutch module includes a first clutch module disposed between the engine output shaft and the first drive shaft, for selectively controlling the engagement and disengagement of the engine output shaft and the first drive shaft.

[0013] In one embodiment, the clutch module is further provided in a second clutch module between the engine and the engine output shaft, for selectively controlling the on / off state of the engine and the engine output shaft.

[0014] In one embodiment, the clutch module includes:

[0015] A first clutch module, located between the engine output shaft and the first motor shaft, is used to selectively control the engagement and disengagement of the engine output shaft and the first motor shaft; and,

[0016] The second clutch module, located between the first motor shaft and the first transmission shaft, is used to selectively control the engagement and disengagement of the first motor shaft and the first transmission shaft.

[0017] In one embodiment, the first transmission reduction structure further includes:

[0018] The second drive shaft extends axially along the engine output shaft and is radially spaced from the engine output shaft.

[0019] A first transmission gear set is disposed between the first transmission shaft and the second transmission shaft; and

[0020] The second transmission gear set is located between the second transmission shaft and the power output shaft.

[0021] In one embodiment, the first transmission reduction mechanism further includes a third transmission gear set disposed between the engine output shaft and the second transmission shaft, wherein the transmission ratio of the third transmission gear set is different from that of the first transmission gear shaft;

[0022] The clutch module further includes a third clutch module disposed on the first drive shaft, which is used to selectively control the engagement or disengagement of the first drive gear set or the third drive gear set with the second drive shaft.

[0023] In one embodiment, the hybrid system further includes a differential structure that is drive-connected to the first transmission reduction mechanism or the power output shaft, for selectively controlling the on / off state of the output shaft of the first transmission reduction mechanism or the power output shaft and the differential structure;

[0024] The clutch module includes the differential structure.

[0025] In one embodiment, the differential structure is driven by the power output shaft, and the output shaft of the differential structure is orthogonally arranged to the engine output shaft; and / or,

[0026] The differential structure is connected to the first transmission reduction mechanism, and the output shaft of the differential structure is arranged in parallel with the engine output shaft.

[0027] The power output shaft includes the output shaft of the differential.

[0028] In one embodiment, two differential structures are provided, each including an inter-wheel differential and an inter-axle differential. The inter-axle differential is driven by the first transmission reduction mechanism or the power output shaft, and the inter-wheel differential is driven by the inter-axle differential.

[0029] In one embodiment, the hybrid system further includes a first transmission assembly, which includes a first transmission gear, a second transmission gear, and a third transmission gear. The first transmission gear is disposed on the engine output shaft, the second transmission gear is disposed on the first motor shaft, and the third transmission gear meshes with the first transmission gear and the second transmission gear; and / or,

[0030] The second transmission reduction mechanism includes two meshing fourth transmission gears, one of which is located on the power output shaft and the other is located on the second motor shaft.

[0031] The present invention also proposes a vehicle including the above-described hybrid system.

[0032] This invention also proposes a control method for a hybrid system. Based on the above-described hybrid system, the control method includes the following steps:

[0033] Obtain the type of power output mode;

[0034] The operation of the power module and the clutch module is controlled according to the type of power output mode.

[0035] In the technical solution of this invention, a power output shaft is provided to drive the vehicle. A first transmission reduction mechanism is provided to connect the engine output shaft and / or the first drive motor to the power output shaft, allowing the torque of the engine and / or the first drive motor to be transmitted to the power output shaft. A second transmission reduction mechanism is provided to directly connect the second motor shaft to the power output shaft, allowing the torque of the second drive motor to be transmitted to the power output shaft. A clutch module is provided to control the connection and disconnection between the engine output shaft and / or the first motor shaft and the power output shaft, thereby controlling the connection and disconnection of the engine output shaft and / or the first drive motor shaft. The connection between the first motor shaft and the power output shaft allows the control module to control the operation of the power module and the clutch module, enabling the engine, the first drive motor, and the second drive motor to drive the vehicle. When the vehicle is traveling at high speed, the engine output shaft can connect to the power output shaft, allowing the engine to directly drive the vehicle. When the vehicle is traveling at low speed, the first motor shaft and / or the second motor shaft can connect to the power output shaft, allowing the first drive motor and / or the second drive motor to drive the vehicle. This allows the engine to operate in its high-efficiency range for extended periods, which helps reduce overall vehicle fuel consumption and results in a simple structure. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0037] Figure 1 is a schematic diagram of an embodiment of the hybrid system provided by the present invention;

[0038] Figure 2 is a schematic diagram of another embodiment of the hybrid system provided by the present invention;

[0039] Figure 3 is a structural schematic diagram of another embodiment of the hybrid system provided by the present invention;

[0040] Figure 4 is a structural schematic diagram of another embodiment of the hybrid system provided by the present invention;

[0041] Figure 5 is a schematic diagram of another embodiment of the hybrid system provided by the present invention;

[0042] Figure 6 is a schematic diagram of an embodiment of the differential structure of the hybrid system in Figure 1;

[0043] Figure 7 is a schematic diagram of the first clutch structure in Figure 6 when it is in the first position;

[0044] Figure 8 is a schematic diagram of the second clutch structure in Figure 6 when it is in the first position;

[0045] Figure 9 is a schematic diagram of the first clutch mechanism in Figure 6 when it is in the second position;

[0046] Figure 10 is a schematic diagram of the second clutch structure in Figure 6 when it is in the second position;

[0047] Figure 11 is a schematic diagram of the first clutch mechanism in Figure 6 when it is in the third position;

[0048] Figure 12 is a schematic diagram of the second clutch structure in Figure 6 when it is in the third position;

[0049] Figure 13 is a schematic diagram of another embodiment of the differential structure of the hybrid system in Figure 1;

[0050] Figure 14 is a schematic diagram of the structure of the control module of the hardware operating environment involved in the embodiment of the present invention;

[0051] Figure 15 is a flowchart illustrating the first embodiment of the control method for the power system provided by the present invention.

[0052] Reference numerals in the attached diagrams are as follows: 100. Hybrid system; 1. Power output shaft; 2. Power module; 21. Engine output shaft; 22. First motor shaft; 23. Second motor shaft; 3. Clutch module; 31. First clutch module; 32. Second clutch module; 33. Third clutch module; 4. First transmission reduction mechanism; 41. First drive shaft; 42. First transmission reduction structure; 421. Second drive shaft; 422. First transmission gear set; 423. Second transmission gear set; 424. Third transmission gear set; 5. First transmission assembly; 6. Second transmission reduction mechanism; 7. Differential structure; 71. Differential body; 711. Housing; 712. Differential input gear; 713. Gear assembly; 7131. Planetary shaft; 7132. Planetary gear; 7133. 7134. First half-shaft gear; 72. Second half-shaft gear; 72. First clutch structure; 721. First engagement portion; 7211. Second extension portion; 722. First clutch portion; 7221. First extension portion; 7222. First armature; 723. First driving member; 7231. First electromagnetic coil; 724. First return spring; 73. Second clutch structure; 731. Second engagement portion; 7311. Fourth extension portion; 732. Second clutch portion; 7321. Third extension portion; 7322. Second armature; 733. Second driving member; 7331. Second electromagnetic coil; 734. Second return spring; 74. Compound clutch portion.

[0053] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0054] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0055] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0056] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0057] Hybrid electric vehicles (HEVs) are vehicles that use multiple energy sources, typically a conventional engine (ICE) using liquid fuel and an electric motor using electricity. This allows HEVs to operate in multiple driving modes. However, due to limited battery capacity, the vehicle is primarily powered by engine combustion. Existing hybrid systems, however, have complex overall structures, are difficult to implement, and have high fuel consumption.

[0058] Based on this, the present invention proposes a hybrid system. The aim is to solve the problem of how to design a hybrid system with a compact layout and low energy consumption. Figures 1 to 5 are schematic diagrams of the structure of the hybrid system provided by the present invention; Figure 14 is a schematic diagram of the structure of the control module of the hardware operating environment involved in the embodiment of the invention; Figure 15 is a flowchart of the control method of the hybrid system provided by the present invention.

[0059] Please refer to Figures 1 to 5. In one embodiment of the present invention, the hybrid system 100 includes a power output shaft 1, a power module 2, a clutch module 3, and a control module. The power module 2 includes an engine, a first drive motor, and a second drive motor. The engine has an engine output shaft 21, the first drive motor has a first motor shaft 22, and the second drive motor has a second motor shaft 23. The first motor shaft 22 is connected to the engine output shaft 21 via a first transmission assembly 5. The engine output shaft 21 is connected to the power output shaft 1 via a first transmission reduction mechanism 4. The second motor shaft 23 is connected to the power output shaft 1 via a second transmission reduction mechanism. The clutch module 3 is located between the power module 2 and the power output shaft 1 and is used to selectively control the connection and disconnection of the engine output shaft 21 and / or the first motor shaft 22 with the first transmission reduction mechanism 4. The control module is electrically connected to the power module 2 and the clutch module 3.

[0060] In the technical solution of this invention, the power output shaft 1 is provided to drive the vehicle. The first transmission reduction mechanism 4 is provided to connect the engine output shaft 21 and / or the first drive motor to the power output shaft 1, allowing the torque of the engine and / or the first drive motor to be transmitted to the power output shaft 1. The second transmission reduction mechanism is provided to directly connect the second motor shaft 23 to the power output shaft 1, allowing the torque of the second drive motor to be transmitted to the power output shaft 1. The clutch module 3 is provided to control the connection and disconnection between the engine output shaft 21 and / or the first motor shaft 22 and the power output shaft 1, thereby controlling the connection and disconnection of the engine output shaft 21 and / or the first motor shaft 22 to the power output shaft 1. Alternatively, the first motor shaft 22 can be connected to the power output shaft 1. By setting the control module to control the operation of the power module 2 and the clutch module 3, the engine, the first drive motor, and the second drive motor can drive the vehicle. When the vehicle is traveling at high speed, the engine output shaft 21 can connect to the power output shaft 1, allowing the engine to directly drive the vehicle. When the vehicle is traveling at low speed, the first motor shaft 22 and / or the second motor shaft 23 can connect to the power output shaft 1, allowing the first drive motor and / or the second drive motor to drive the vehicle. This allows the engine to operate in its high-efficiency range for extended periods, which helps reduce overall vehicle fuel consumption and has a simple structure.

[0061] In one embodiment of the present invention, the first transmission reduction mechanism 4 includes a first transmission shaft 41 and a first transmission reduction structure 42. The first transmission shaft 41 is sleeved on the engine output shaft, and the first transmission reduction structure 42 is disposed between the first transmission shaft 41 and the power output shaft 1 for transmission connection between the first transmission shaft 41 and the power output shaft 1. Thus, by setting the first transmission shaft 41 to connect with the engine output shaft 21 and / or the first motor shaft 22, and by setting the first transmission reduction structure 42 to connect the first transmission shaft 41 to the power output shaft 1, the torque of the engine output shaft 21 and / or the first motor shaft 22 can be transmitted to the power output shaft 1, so that the engine and / or the first drive motor can drive the vehicle.

[0062] To control the connection and disconnection between the engine output shaft 21 and the power output shaft 1, in one embodiment of the present invention, referring to FIG1, the clutch module 3 includes a first clutch module 31 disposed between the engine output shaft 21 and the first transmission shaft 41, for selectively controlling the engagement and disengagement of the engine output shaft 21 and the first transmission shaft 41. When the first clutch module 31 is closed, the engine output shaft 21 is engaged with the first transmission shaft 41, thereby connecting the engine output shaft 21 and the first transmission shaft 41. When the first clutch module 31 is disengaged, the engine output shaft 21 is disengaged from the first transmission shaft 41, thereby disconnecting the engine output shaft 21 from the first transmission shaft 41. Thus, by the movement of the first clutch module 31, the engagement and disengagement of the engine output shaft 21 and the first transmission shaft 41 can be controlled, thereby controlling the connection and disconnection of the engine output shaft 21 and the power output shaft 1. It is understood that the first clutch module 31 can be a clutch or a synchronizer, etc., and the present invention does not limit it to this.

[0063] Further, referring to Figure 2, the clutch module 3 is also provided with a second clutch module 32 between the engine and the engine output shaft 21, which is used to selectively control the connection between the engine and the engine output shaft 21. When the second clutch module 32 is closed, the engine output shaft 21 is connected to the engine, so that the engine is connected to the engine output shaft 21. When the second clutch module 32 is open, the engine is disconnected from the engine output shaft 21. In this way, the connection between the engine and the engine output shaft 21 can be controlled by the movement of the second clutch module 32, so that the engine can be coupled or decoupled from the first drive motor.

[0064] To control the connection and disconnection between the engine output shaft 21 and the power output shaft 1, in another embodiment of the present invention, referring to FIG4, the clutch module 3 includes a first clutch module 31 and a second clutch module 32. The first clutch module 31 is disposed between the engine output shaft and the first motor shaft 22, and is used to selectively control the engagement and disengagement of the engine output shaft 21 and the first motor shaft 22. The second clutch module 32 is disposed between the first motor shaft 22 and the first transmission shaft 41, and is used to selectively control the engagement and disengagement of the first motor shaft 22 and the first transmission shaft 41. When the first clutch module 31 moves to the left, the engine output shaft 21 engages with the first motor shaft 22, thereby connecting the engine output shaft 21 and the first motor shaft 22. When the first clutch module 31 moves to the left, the clutch module 32 engages with the first motor shaft 22. When the clutch moves to the right, the engine output shaft 21 separates from the first motor shaft 22, thus disconnecting the engine output shaft 21 from the first motor shaft 22. When the second clutch module 32 moves to the left, the first motor shaft 22 engages with the first transmission shaft 41, thus connecting the first motor shaft 22 to the first transmission shaft 41. When the second clutch moves to the right, the first motor shaft 22 separates from the first transmission shaft 41, thus disconnecting the first motor shaft 22 from the first transmission shaft 41. In this way, the engagement and disengagement of the engine output shaft 21 and / or the first motor shaft 22 with the first transmission shaft 41 are controlled by the movement of the first clutch module 31 and the second clutch module 32, thereby controlling the connection and disconnection of the engine output shaft 21 and / or the first motor shaft 22 with the power output shaft 1.

[0065] In order to transmit the torque of the first drive shaft 41 to the power output shaft 1, in one embodiment of the present invention, referring to Figures 1 to 3, the first transmission reduction structure 42 further includes a second drive shaft 421, a first transmission gear set 422, and a second transmission gear set 423. The second drive shaft 421 extends axially along the engine output shaft 21 and is radially spaced from the engine output shaft 21. The first transmission gear set 422 is disposed between the first drive shaft 41 and the second drive shaft 421, and the second transmission gear set 423 is disposed on the second drive shaft 421. Between the power output shaft 1 and the first transmission shaft 41, the first transmission gear set 422 and the second transmission gear set 423 are arranged. The first transmission gear set 422 connects the first transmission shaft 41 and the second transmission shaft 421, so that the torque of the first transmission shaft 41 can be transmitted to the second transmission shaft 421. The second transmission gear set 423 connects the second transmission shaft 421 to the power output shaft 1, so that the torque of the second transmission shaft 421 can be transmitted to the power output shaft 1. Further, the transmission ratio of the first transmission gear set 422 and the transmission ratio of the second transmission gear set 423 can be the same or different. The present invention does not limit this. Specifically, in this embodiment, the transmission ratios of the first transmission gear set 422 and the second transmission gear set 423 are different. Thus, different transmission ratios are used so that the total transmission ratio of the first transmission gear set 422 and the second transmission gear set 423 meets the driving requirements of the vehicle.

[0066] Furthermore, the first transmission reduction mechanism 4 also includes a third transmission gear set 424 disposed between the engine output shaft 21 and the second transmission shaft 421. The transmission ratio of the third transmission gear set 424 is different from that of the first transmission gear shaft. The clutch module 3 also includes a third clutch module 33 disposed on the first transmission shaft 41, used to selectively control the engagement and disengagement of the first transmission gear set 422 or the third transmission gear set 424 with the second transmission shaft 421. When the third clutch structure moves to the left side, the third clutch structure couples with the first transmission gear set 422, so that the first transmission shaft 41 is connected to the second transmission shaft 421 through the first transmission gear set 422. When the third clutch structure moves to the middle, the third clutch structure disengages from the first transmission gear shaft and the third transmission gear set 424, so that the first transmission shaft 41 is engaged with the second transmission shaft 421. When the second drive shaft 421 is disconnected, and the third clutch structure moves to the right, the third clutch structure couples with the third transmission gear set 424, so that the first drive shaft 41 is connected to the second drive shaft 421 through the third transmission gear set 424. Thus, by setting the movement of the third clutch structure, the first drive shaft 41 can be connected to the second drive shaft 421 through either the first transmission gear set 422 or the third transmission gear set 424. At the same time, the transmission ratio of the first transmission gear set 422 is different from that of the third transmission gear set 424, so that the hybrid system 100 can form two output gears, allowing the engine to drive directly in both low and high gears. This helps to expand the output range of the engine and improve the power output of the hybrid system 100, making the hybrid system 100 suitable for off-road vehicles.

[0067] There are various ways to arrange the first motor shaft 22 and / or the second motor shaft 23 with the engine output shaft 21, such as parallel arrangement or perpendicular arrangement. This invention does not limit this. Specifically, in this embodiment, the first motor shaft 22 and / or the second motor shaft 23 are arranged in parallel with the engine output shaft 21. This arrangement reduces the axial dimension of the hybrid system 100 along the engine output shaft 21, making the layout of the hybrid system 100 more compact and enabling the hybrid system 100 to adapt to different vehicle models.

[0068] In order to connect the engine output shaft 21 to the first motor shaft 22, in this embodiment, the hybrid system 100 further includes a first transmission component 5. The first transmission component 5 includes a first transmission gear, a second transmission gear, and a third transmission gear. The first transmission gear is located on the engine output shaft 21, the second transmission gear is located on the first motor shaft 22, and the third transmission gear meshes with the first transmission gear and the second transmission gear. In this way, by setting multiple transmission gears, the engine output shaft 21 and the first motor shaft 22 can be connected, and the distance between the engine output shaft 21 and the first motor shaft 22 can be increased to avoid interference.

[0069] In order to connect the second motor shaft 23 to the power output shaft 1, in this embodiment, the second transmission reduction mechanism 6 includes a fourth transmission gear set. The fourth transmission gear set includes two meshing fourth transmission gears. One of the two fourth transmission gears is located on the power output shaft 1, and the other is located on the second motor shaft 23. In this way, by setting the fourth transmission gear set to connect the second motor shaft 23 to the power output shaft 1, speed is reduced and torque is increased, so that the second drive motor has enough power to drive the vehicle, thereby making the hybrid system 100 suitable for off-road vehicles.

[0070] In one embodiment of the present invention, the hybrid system 100 further includes a differential structure 7 that is drively connected to the first transmission reduction mechanism 4 or the power output shaft 1, for selectively controlling the on / off state of the output shaft of the first transmission reduction mechanism 4 or the power output shaft 1 and the differential structure 7. The clutch module 3 includes the differential structure 7. Thus, by setting the differential structure 7, the on / off state of the power output shaft 1 can be controlled so that the power output shaft 1 can drive the vehicle or stop driving the vehicle.

[0071] In order to make the hybrid system 100 suitable for longitudinally mounted vehicles, in this embodiment, as shown in Figures 1 to 3, the differential structure 7 is connected to the power output shaft 1, and the output shaft of the differential structure 7 is orthogonally arranged with the engine output shaft 21, so that the hybrid system 100 can be longitudinally mounted, thereby enabling the hybrid system 100 to be adapted to longitudinally mounted vehicles.

[0072] In order to make the hybrid system 100 suitable for transversely mounted vehicles, in this embodiment, please refer to Figure 4, the differential structure 7 is connected to the first transmission reduction mechanism 4, and the output shaft of the differential structure 7 is arranged in parallel with the engine output shaft 21. The power output shaft 1 includes the output shaft of the differential, so that the hybrid system can be arranged transversely, thereby enabling the hybrid system 100 to be adapted to transversely mounted vehicles.

[0073] The number of differential structures is not limited; it can be one or two. This invention does not limit this. Specifically, in this embodiment, two differential structures 7 are provided. The two differential structures 7 include an inter-wheel differential and an inter-axle differential. The inter-axle differential is driven by the first transmission reduction mechanism 4 or the power output shaft 1, and the inter-wheel differential is driven by the inter-axle differential. Thus, by providing the inter-wheel differential and the inter-axle differential, the hybrid system 100 can drive four wheels respectively, thereby achieving four-wheel drive.

[0074] It is understood that the inter-axle differential is located between the front and rear axles of the vehicle to enable the front and rear axles to operate at different speeds, and the inter-wheel differential is located on the front or rear axle of the vehicle to enable the vehicle to achieve front-wheel drive or rear-wheel drive.

[0075] It should be noted that the differential structure 7 has three states: differential state, disconnected state, and locked state. When the differential structure 7 is in the differential state, its two output shafts can achieve differential transmission. When the differential structure 7 is in the disconnected state, its input and output shafts are disconnected, so that the output shafts no longer output torque. When the differential structure 7 is in the locked state, its two output shafts are locked, allowing them to rotate synchronously. The disconnected state of the differential is mainly applicable to four-wheel drive vehicles. When the differential is disconnected, one of the front and rear axles has no power output, while the other outputs power, reducing system efficiency loss. When the differential structure 7 is locked, the power is evenly distributed between the front and rear axles, preventing wheel slippage. This is mainly used in special working conditions such as off-road driving (e.g., crossing ditches, bumps, and obstacles).

[0076] Further, referring to Figures 6 and 13, the differential structure 7 includes a differential body 71, a first clutch structure 72, and a second clutch structure 73. The differential body 71 includes a housing 711, a differential input gear 712, and a gear assembly 713. The differential input gear 712 is sleeved on the outside of the housing 711 to drive the housing 711 to rotate. The gear assembly 713 includes a planetary shaft 7131, a planetary gear 7132, and a first half-shaft coaxially arranged and located on both sides of the planetary shaft 7131, all disposed inside the housing 711. The first half-shaft gear 7133 and the second half-shaft gear 7134 are provided. The planetary gear 7132 is sleeved on the planetary shaft 7131 and meshes with the first half-shaft gear 7133 and the second half-shaft gear 7134 for transmission. The first clutch structure 72 is provided between the housing 711 and the planetary gear 7132 for connecting or disconnecting the housing 711 and the planetary shaft 7131. The second clutch structure 73 is provided between the first half-shaft gear 7133 and the housing 711 for connecting or disconnecting the first half-shaft gear 7133 and the housing 711.

[0077] In the technical solution of this invention, by setting the first clutch structure 72, the connection and disconnection between the housing 711 and the planetary gear 7132 are realized. When connected, the power of the differential input gear 712 is transmitted to the planetary gear 7132 through the housing 711, enabling the system to achieve differential function. When disconnected, the power of the differential input gear 712 cannot be transmitted to the two half-shafts, reducing the oil churning loss of the power drive device and improving the system's fuel economy or driving range. By setting the second clutch structure 73, the connection and disconnection between the first half-shaft gear 7133 and the housing 711 are realized. When connected, the rotation of the first half-shaft gear 7133 and the housing 711 is synchronized, thereby synchronizing the second half-shaft gear 7134 with the first half-shaft gear 7133. This enables the system to achieve differential locking function, improving the vehicle's off-road capability and overall vehicle drivability.

[0078] To improve the system's compactness, both the first clutch structure 72 and the second clutch structure 73 are further positioned on the side of the planetary shaft 7131 away from the second half-shaft gear 7134. This design integrates the first clutch structure 72 and the second clutch structure 73 onto one side of the system, resulting in a more rational spatial arrangement and facilitating subsequent circuit layout. Correspondingly, a reducer assembly can be located on the other side of the planetary shaft 7131, thereby improving the overall system balance and making full use of the space within the system.

[0079] To further improve the compactness of the system structure, the planetary shaft 7131 is clearance-fitted with the housing 711. This design not only ensures that the housing 711 and the planetary shaft 7131 do not interfere with each other, but also minimizes the distance between the components within the system, reducing the overall radial dimension of the system.

[0080] Specifically, referring to Figures 6 and 12, in one embodiment of the present invention, the first clutch structure 72 includes a first engagement portion 721 and a first clutch portion 722. The first engagement portion 721 is fixedly mounted on the planetary shaft 7131, and the first clutch portion 722 is movably mounted on the housing 711 along the axial direction of the first half-shaft gear 7133. During its active stroke, the first clutch portion 722 has a connection state where the first engagement portion 721 and the first clutch portion 722 are connected, and the first engagement portion 721 and the first clutch portion 722 are connected. The first clutch 722 is in a disengaged state; the second clutch structure 73 includes a second engagement portion 731 and a second clutch portion 732. The second engagement portion 731 is fixedly mounted on the first half-shaft gear 7133, and the second clutch portion 732 is movably mounted on the housing 711 along the axial direction of the first half-shaft gear 7133. During its travel, the second clutch portion 732 has a locked state where the second engagement portion 731 is connected to the second clutch portion 732, and an unlocked state where the second engagement portion 731 is separated from the second clutch portion 732. With this design, the differential can be switched on and off by moving the first clutch portion 722, and the differential can be locked and unlocked by moving the second clutch portion 732. The structure is simple and easy to control. It is understood that the housing 711 has a cavity for the movement of the first clutch portion 722 and the second clutch portion 732, and during movement, the first clutch portion 722 and the second clutch portion 732 remain connected to the housing 711. Specifically, in one embodiment, the first clutch portion 722 and the second clutch portion 732 are provided with sliders, and the inner wall of the cavity is provided with corresponding grooves that cooperate with the sliders. In another embodiment, the first clutch portion 722 and the second clutch portion 732 are weakly magnetically connected to the cavity.

[0081] It should be noted that the present invention does not limit the specific implementation of the first clutch part 722 and the second clutch part 732. In one embodiment of the present invention, please refer to Figures 5 to 10. The first clutch part 722 and the second clutch part 732 are integrally arranged to form a compound clutch part 74. The compound clutch part 74 has a first position in its active stroke where the first clutch part 722 is in a disengaged state and the second clutch part 732 is in an unlocked state; a second position where the first clutch part 722 is in a connected state and the second clutch part 732 is in an unlocked state; and a third position where the first clutch part 722 is in a connected state and the second clutch part 732 is in a locked state. With this configuration, the functions of disengaging, engaging, and locking the differential can be realized by moving the compound clutch part 74. The structure is simple, and only one drive structure is needed afterward, saving space inside the housing 711. The design is quite reasonable.

[0082] Furthermore, the first clutch portion 722 has a first extension portion 7221 extending along the axis of the first half-shaft gear 7133, and the first engagement portion has a second extension portion 7211 extending along the axis of the first half-shaft gear 7133, with the first extension portion 7221 and the second extension portion 7211 being staggered; the second clutch portion 732 has a third extension portion 7321 extending along the axis of the first half-shaft gear 7133, and the second engagement portion has a fourth extension portion 7311 extending along the axis of the first half-shaft gear 7133, with the third extension portion 7321 and the fourth extension portion 7311 being staggered. With this configuration, the distance between the first extension portion 7221 and the second extension portion 7211 is greater than the distance between the third extension portion 7321 and the fourth extension portion 7311.

[0083] It should be noted that the present invention does not limit the specific implementation of the combination of the first clutch portion 722 and the first engagement portion 721. For example, in a preferred embodiment of the present invention, the first clutch portion 722 is provided with a plurality of protrusions arranged at intervals, and the first engagement portion 721 is provided with corresponding grooves that mate with the protrusions. This design results in a simple structure and a tight fit. In another embodiment, the first clutch portion 722 and the first engagement portion 721 are made of mutually attracting magnetic materials so that they fit tightly when in contact. It is understood that this solution also does not limit the specific form of the combination of the second clutch portion 732 and the second engagement portion 731. The specific implementation can be the same as or different from the combination of the first clutch portion 722 and the first engagement portion 721, which will not be elaborated further here.

[0084] In another embodiment of the present invention, referring to FIG13, the first clutch portion 722 and the second clutch portion 732 are arranged in a relatively movable manner. With this arrangement, the first clutch portion 722 and the second clutch portion 732 can be controlled independently, and each has only two positions, namely, positions that connect or disconnect with the first engagement portion 721 or the second engagement portion 731 respectively. This facilitates subsequent programmed control, eliminates the need for an intermediate position identification device, and is structurally simple and easy to implement.

[0085] Furthermore, the first clutch structure 72 further includes a first drive member 723, which is disposed within the housing 711 and is used to drive the first clutch part 722 to move; the second clutch structure 73 further includes a second drive member 733, which is disposed within the housing 711 and is used to drive the second clutch part 732 to move. This design, by using the first drive member 723 and the second drive member 733 to drive the first clutch part 722 and the second clutch part 732 to move, improves the automation level of the system and facilitates the subsequent configuration of a control system to achieve intelligent control of this differential system.

[0086] It should be noted that this solution does not limit the specific implementation or installation location of the driver. For example:

[0087] In a preferred embodiment, the first clutch portion 722 is further provided with a first armature 7222; the first drive member 723 includes a first electromagnetic coil 7231, which is located on the side of the first clutch portion 722 away from the second half-shaft gear 7134, to repel the first armature 7222 when energized; the first clutch structure 72 also includes a first return spring 724, which is located between the first armature 7222 and the first electromagnetic coil 7231, to apply a spring force to the first clutch portion 722 in a direction close to the first engagement portion 721. With this design, the first clutch portion 722 and the first engagement portion 721 can remain in a connected state for a long time, so that the differential structure 7 remains in the differential engaged state under natural conditions, reducing system losses. Furthermore, when the first electromagnetic coil 7231 is de-energized, the first return spring 724 can immediately return the first clutch portion 722 to the disengaged position. The structure is simple while maintaining a high degree of automation.

[0088] In another preferred embodiment, a second armature 7322 is further provided on the second clutch portion 732; the second drive member 733 further includes a second electromagnetic coil 7331, which is located on the side of the second clutch portion 732 away from the second half-shaft gear 7134, to attract the second armature 7322 when energized; the second clutch structure 73 further includes a second return spring 734, which is located between the second armature 7322 and the second electromagnetic coil 7331, to apply a spring force to the second clutch portion 732 away from the second engagement portion 731. With this design, the second clutch portion 732 and the second engagement portion 731 can remain in a disengaged state for a long time, allowing the differential structure 7 to maintain its differential function under natural conditions, reducing system losses. Furthermore, when the second electromagnetic coil 7331 is de-energized, the second return spring 734 can immediately reset the second clutch portion 732 to the unlocked position. The structure is simple while maintaining a high degree of automation.

[0089] To achieve synchronous rotation of the first clutch portion 722 and the second clutch portion 732 with the housing 711, both the first clutch portion 722 and the second clutch portion 732 are keyed to the housing 711. This design ensures connection stability while simplifying the structure and facilitating assembly and disassembly. It is understood that the length of the keyway on the housing 711 is greater than the length of the key, thereby ensuring that the first clutch portion 722 and the second clutch portion 732 can slide relative to the housing 711.

[0090] The following will describe in detail the working process of the differential structure 7 in this embodiment under different working conditions. The vehicle in this embodiment is a four-wheel drive model. During normal vehicle operation, the first electromagnetic coil 7231 and the second electromagnetic coil 7331 are de-energized, the first clutch part 722 is connected to the first engagement part 721, and the second engagement part 731 is disengaged from the second clutch part 732. The planetary shaft 7131 can rotate under the drive of the housing 711, thereby realizing the normal differential function. When the vehicle is stuck in a muddy road, the first electromagnetic coil 7231 is de-energized, the second electromagnetic coil 7331 is energized, the first clutch part 722 is connected to the first engagement part 721, and the second engagement part 731 is connected to the second clutch part 732. The first half-shaft gear 7133 rotates synchronously with the housing 711, thereby realizing the locking function of the differential, increasing the power of the tires on the road side, and improving the vehicle's off-road capability. During driving on a good road surface, the first electromagnetic coil 7231 is energized and the second electromagnetic coil 7331 is de-energized. The first clutch part 722 is disconnected from the first engagement part 721, and the second engagement part 731 is disconnected from the first half-shaft gear 7133. As a result, the power of the differential output gear cannot be transmitted to the planetary shaft 7131, thereby disconnecting the power of one drive shaft in the vehicle, reducing the oil churning loss of the power drive device, and improving the system's fuel economy or driving range.

[0091] Please refer to Figures 1 to 4. The hybrid system 100 provided by the present invention can generate multiple combined operating modes, including pure electric drive mode, engine direct drive mode, power generation mode, series mode, parallel mode, and energy recovery mode. The operating modes of the hybrid system 100 will be described below with reference to the above embodiments, using Figure 1 as an example.

[0092] When the hybrid system 100 is in the first operating mode, the engine and the first drive motor stop, the second drive motor drives, the first clutch module 31 is disengaged, the engine output shaft 21 is separated from the first transmission shaft 41, so that the engine output shaft 21 is disconnected from the first transmission shaft 41, the differential structure 7 is in a differential state, the third clutch module 33 moves to the middle, the third clutch module 33 is separated from the first transmission gear set 422 and the third transmission gear set 424, so that the first transmission shaft 41 is disconnected from the first transmission reduction structure 42. This mode is the first implementation of the pure electric drive mode. At this time, the second drive motor drives the vehicle alone, and the transmission route of the hybrid system 100 is: the driving force of the second drive motor is transmitted to the power output shaft 1 through the second transmission reduction mechanism 6.

[0093] When the hybrid system 100 is in the second operating mode, the engine is driven, the first drive motor generates electricity, the second drive motor stops, the first clutch module 31 is disengaged, the engine output shaft 21 is separated from the first transmission shaft 41, so that the engine output shaft 21 is disconnected from the first transmission shaft 41, the differential structure 7 is in a differential state, the third clutch module 33 moves to the middle, the third clutch module 33 is separated from the first transmission gear set 422 and the third transmission gear set 424, so that the first transmission shaft 41 is disconnected from the first transmission reduction structure 42. This mode is the first implementation of the parking power generation mode. At this time, the engine drives the first drive motor to generate electricity in the parking mode. The transmission route of the hybrid system 100 is: the driving force of the engine is transmitted to the first motor shaft 22 through the first transmission component 5.

[0094] When the hybrid system 100 is in the third operating mode, the engine drives, the first drive motor generates electricity, the second drive motor drives, the first clutch module 31 is disengaged, the engine output shaft 21 is separated from the first transmission shaft 41, so that the engine output shaft 21 is disconnected from the first transmission shaft 41, the differential structure 7 is in a differential state, the third clutch module 33 moves to the middle, the third clutch module 33 is separated from the first transmission gear set 422 and the third transmission gear set 424, so that the first transmission shaft 41 is disconnected from the first transmission reduction structure 42. This mode is the first implementation of the series mode. At this time, the engine drives the first drive motor to generate electricity, and the second drive motor drives the vehicle. The transmission route of the hybrid system 100 is as follows: the driving force of the engine is transmitted to the first motor shaft 22 through the first transmission assembly 5, and at the same time, the driving force of the second drive motor is transmitted to the power output shaft 1 through the second transmission reduction mechanism 6.

[0095] When the hybrid system 100 is in the fourth operating mode, the engine is driven, the first drive motor and the second drive motor are stopped, the first clutch module 31 is closed, the engine output shaft 21 is engaged with the first transmission shaft 41, the differential structure 7 is in a differential state, the third clutch module 33 moves to the right, and the third clutch module 33 is engaged with the third transmission gear set 424, so that the first transmission shaft 41 is connected with the first transmission reduction structure 42. This mode is the first implementation of the engine direct drive mode. At this time, the engine drives the vehicle in a low gear. The transmission route of the hybrid system 100 is as follows: the driving force of the engine is transmitted sequentially through the first clutch module 31, the first transmission shaft 41, the third clutch module 33, the third transmission gear set 424 and the first transmission reduction structure 42 to the power output shaft 1.

[0096] When the hybrid system 100 is in the fifth operating mode, the engine is driven, the first drive motor and the second drive motor are stopped, the first clutch module 31 is closed, the engine output shaft 21 is engaged with the first transmission shaft 41, the differential structure 7 is in a differential state, the third clutch module 33 moves to the left, and the third clutch module 33 is engaged with the first transmission gear set 422, so that the first transmission shaft 41 is connected with the first transmission reduction structure 42. This mode is the second implementation of the engine direct drive mode. At this time, the engine drives the vehicle in a high gear. The transmission route of the hybrid system 100 is as follows: the driving force of the engine is transmitted sequentially through the first clutch module 31, the first transmission shaft 41, the third clutch module 33, the first transmission gear set 422 and the first transmission reduction structure 42 to the power output shaft 1.

[0097] When the hybrid system 100 is in the sixth operating mode, the engine is driven, the first drive motor stops, the second drive motor is driven, the first clutch module 31 is closed, the engine output shaft 21 is engaged with the first transmission shaft 41, the differential structure 7 is in a differential state, the third clutch module 33 moves to the right, and the third clutch module 33 is engaged with the third transmission gear set 424, so that the first transmission shaft 41 is connected with the first transmission reduction structure 42. This mode is the first implementation of the parallel mode. At this time, the engine and the second drive motor drive the vehicle simultaneously. The transmission route of the hybrid system 100 is as follows: the driving force of the engine is transmitted to the power output shaft 1 in sequence through the first clutch module 31, the first transmission shaft 41, the third clutch module 33, the third transmission gear set 424 and the first transmission reduction structure 42. At the same time, the driving force of the second drive motor is transmitted to the power output shaft 1 through the second transmission reduction mechanism 6.

[0098] When the hybrid system 100 is in the seventh operating mode, the engine is driven, the first drive motor stops, the second drive motor is driven, the first clutch module 31 is closed, the engine output shaft 21 is engaged with the first transmission shaft 41, the differential structure 7 is in a differential state, the third clutch module 33 moves to the left, and the third clutch module 33 is engaged with the first transmission gear set 422, so that the first transmission shaft 41 is connected with the first transmission reduction structure 42. This mode is the second implementation of the parallel mode. At this time, the engine and the second drive motor drive the vehicle simultaneously. The transmission route of the hybrid system 100 is as follows: the driving force of the engine is transmitted to the power output shaft 1 in sequence through the first clutch module 31, the first transmission shaft 41, the third clutch module 33, the first transmission gear set 422 and the first transmission reduction structure 42. At the same time, the driving force of the second drive motor is transmitted to the power output shaft 1 through the second transmission reduction mechanism 6.

[0099] When the hybrid system 100 is in the eighth operating mode, the engine stops, the first drive motor stops, the second drive motor generates electricity, the first clutch module 31 is disengaged, the engine output shaft 21 is separated from the first transmission shaft 41, so that the engine output shaft 21 is disconnected from the first transmission shaft 41, the differential structure 7 is in a differential state, the third clutch module 33 moves to the middle, the third clutch module 33 is separated from the first transmission gear set 422 and the third transmission gear set 424, so that the first transmission shaft 41 is disconnected from the first transmission reduction structure 42. This mode is the first implementation of the power recovery mode. At this time, the second drive motor recovers power, and the transmission route of the hybrid system 100 is: the power of the power output shaft 1 is transmitted to the second motor shaft 23 through the fourth transmission gear set.

[0100] The present invention also proposes a vehicle comprising the hybrid system 100 described above. The specific structure of the hybrid system 100 is as described in the above embodiments. Since this vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0101] Please refer to Figure 14, which is a schematic diagram of the structure of the control module of the hardware operating environment involved in the embodiment of the present invention.

[0102] As shown in Figure 14, the control module may include: a processor 1001, such as a CPU; a communication bus 1002; a user interface 1003; a network interface 1004; and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen or an input unit such as a keyboard; optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wi-Fi interface). The memory 1005 may be high-speed RAM or non-volatile memory, such as a disk drive. Optionally, the memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0103] Those skilled in the art will understand that the structure shown in Figure 14 does not constitute a limitation on the control module, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0104] Based on the hybrid system 100 described above, the present invention also proposes a control method for the hybrid system 100. Please refer to Figure 15, which shows an embodiment of the control method for the hybrid system 100 proposed by the present invention.

[0105] The control method for the hybrid system 100 includes the following steps:

[0106] Step S10: Obtain the type of power output mode;

[0107] It should be noted that the power output shaft 1 has multiple modes, such as pure electric drive mode, engine direct drive mode, power generation mode, series mode, parallel mode and power recovery mode, etc., and the present invention does not limit them.

[0108] Step S20: Control the operation of the power module 2 and the clutch module 3 according to the type of power output mode.

[0109] In the above steps, by controlling the operation of the power module 2 and the clutch module 3, the engine output shaft 21 and / or the first motor shaft 22 are switched on and off with the first transmission reduction mechanism 4, thereby enabling the hybrid system 100 to achieve multiple operating modes.

[0110] It should be noted that the type of power output mode can be obtained automatically by the vehicle or by the driver's operation. For example, the selection between the engine direct drive mode and the pure electric drive mode can be made by the driver based on the vehicle's load and road conditions. The selection of different gears can be made by the driver shifting gears according to driving needs. Of course, in other embodiments, the vehicle can also select based on its own road conditions. Specifically, this application does not limit this.

[0111] Furthermore, it should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0112] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0113] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as read-only memory (ROM) / RAM, magnetic disk, optical disk), and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to control the blender to execute the methods described in the various embodiments of the present invention.

[0114] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A hybrid system, characterized in that, include: Power take-off shaft; The power module includes an engine, a first drive motor, and a second drive motor. The engine has an engine output shaft, the first drive motor has a first motor shaft, and the second drive motor has a second motor shaft. The first motor shaft and the engine output shaft are connected by a first transmission assembly. The engine output shaft and the power output shaft are connected by a first transmission reduction mechanism. The second motor shaft and the power output shaft are connected by a second transmission reduction mechanism. A clutch module is located between the power module and the power output shaft, and is used to selectively control the connection and disconnection between the engine output shaft and / or the first motor shaft and the first transmission reduction mechanism; The control module is electrically connected to the power module and the clutch module; The hybrid system also includes a differential structure that is connected to the first transmission reduction mechanism or the power output shaft, for selectively controlling the on / off state of the output shaft of the first transmission reduction mechanism or the power output shaft and the differential structure; The clutch module includes the differential structure; The differential structure includes: The differential body includes a housing, a differential input gear, and a gear assembly. The differential input gear is sleeved on the outside of the housing and is used to drive the housing to rotate. The gear assembly includes a planetary shaft, planetary gears, and a first half-shaft gear and a second half-shaft gear that are coaxially arranged and located on both sides of the planetary shaft. The planetary gears are sleeved on the planetary shaft and mesh with the first half-shaft gear and the second half-shaft gear for transmission. A first clutch structure is provided between the housing and the planetary gear for connecting or disconnecting the housing from the planetary shaft; and, A second clutch structure is provided between the first half-shaft gear and the housing, for connecting or disconnecting the first half-shaft gear and the housing; The first clutch structure includes: The first joint is fixedly mounted on the planetary shaft; and, The first clutch part is movably mounted on the housing along the axis of the first half-shaft gear. The first clutch part has a connected state where the first engagement part is connected to the first clutch part during its active stroke, and a disconnected state where the first engagement part is far away from the first clutch part. The second clutch structure includes: The second engagement portion is fixedly mounted on the first half-shaft gear; and, The second clutch part is movably mounted on the housing along the axis of the first half-shaft gear. The second clutch part has a locked state in which the second engagement part is connected to the second clutch part during its active stroke, and an unlocked state in which the second engagement part is away from the second clutch part. The first clutch part and the second clutch part are integrally formed to form a compound clutch part. The compound clutch part has a first position in its active stroke where the first clutch part is in a disengaged state and the second clutch part is in an unlocked state, a second position where the first clutch part is in a connected state and the second clutch part is in an unlocked state, and a third position where the first clutch part is in a connected state and the second clutch part is in a locked state. The first clutch portion has a first extension portion extending along the axis of the first half-shaft gear, and the first engagement portion has a second extension portion extending along the axis of the first half-shaft gear, with the first extension portion and the second extension portion being staggered. The second clutch portion has a third extension portion extending along the axis of the first half-shaft gear, and the second engagement portion has a fourth extension portion extending along the axis of the first half-shaft gear, wherein the third extension portion and the fourth extension portion are staggered. The distance between the first extension and the second extension is greater than the distance between the third extension and the fourth extension.

2. The hybrid system as described in claim 1, characterized in that, The first transmission reduction mechanism includes: A first drive shaft is fitted onto the engine output shaft; and... A first transmission reduction structure is disposed between the first transmission shaft and the power output shaft for transmitting power between the first transmission shaft and the power output shaft.

3. The hybrid system as described in claim 2, characterized in that, The clutch module includes a first clutch module disposed between the engine output shaft and the first transmission shaft, which is used to selectively control the engagement and disengagement of the engine output shaft and the first transmission shaft.

4. The hybrid system as described in claim 3, characterized in that, The clutch module is also provided in a second clutch module between the engine and the engine output shaft, for selectively controlling the on / off state of the engine and the engine output shaft.

5. The hybrid system as described in claim 2, characterized in that, The clutch module includes: A first clutch module, located between the engine output shaft and the first motor shaft, is used to selectively control the engagement and disengagement of the engine output shaft and the first motor shaft; and, The second clutch module, located between the first motor shaft and the first transmission shaft, is used to selectively control the engagement and disengagement of the first motor shaft and the first transmission shaft.

6. The hybrid system as described in claim 2, characterized in that, The first transmission reduction structure also includes: The second drive shaft extends axially along the engine output shaft and is radially spaced from the engine output shaft. A first transmission gear set is disposed between the first transmission shaft and the second transmission shaft; and The second transmission gear set is located between the second transmission shaft and the power output shaft.

7. The hybrid system as described in claim 6, characterized in that, The first transmission reduction mechanism further includes a third transmission gear set disposed between the engine output shaft and the second transmission shaft, wherein the transmission ratio of the third transmission gear set is different from that of the first transmission gear set; The clutch module further includes a third clutch module disposed on the first drive shaft, which is used to selectively control the engagement or disengagement of the first transmission gear set or the third transmission gear set with the second drive shaft.

8. The hybrid system as described in claim 1, characterized in that, The differential structure is connected to the power output shaft, and the output shaft of the differential structure is orthogonal to the engine output shaft; and / or The differential structure is connected to the first transmission reduction mechanism, and the output shaft of the differential structure is arranged in parallel with the engine output shaft. The power output shaft includes the output shaft of the differential.

9. The hybrid system as described in claim 1, characterized in that, Two differential structures are provided, each including an inter-wheel differential and an inter-axle differential. The inter-axle differential is driven by the first transmission reduction mechanism or the power output shaft, and the inter-wheel differential is driven by the inter-axle differential.

10. The hybrid system as described in claim 1, characterized in that, The hybrid system further includes a first transmission assembly, which comprises a first transmission gear, a second transmission gear, and a third transmission gear. The first transmission gear is located on the engine output shaft, the second transmission gear is located on the first motor shaft, and the third transmission gear meshes with the first and second transmission gears; and / or The second transmission reduction mechanism includes two meshing fourth transmission gears, one of which is located on the power output shaft and the other is located on the second motor shaft.

11. A vehicle, characterized in that, Includes the hybrid system as described in any one of claims 1 to 10.

12. A control method for a hybrid system, based on the hybrid system as described in any one of claims 1 to 10, characterized in that, The control method for the hybrid system includes the following steps: Obtain the type of power output mode; The operation of the power module and the clutch module is controlled according to the type of power output mode.

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