Hybrid power system and vehicle

Abstract

The present invention relates to a hybrid power system and a vehicle, belonging to the technical field of hybrid power systems. In such a solution, on the basis of coupling an engine and an electric motor by means of a planetary gear set and achieving output by means of a downstream multi-speed transmission, a gear shifting mechanism is added to an input end of the planetary gear set and can achieve transmission connection between two input ends of the planetary gear set, such that the entire planetary gear set rotates synchronously, and then in cooperation with a downstream gear shifting mechanism, an output end of the planetary gear set is directly connected to an output shaft, such that 1:1 direct driving from a first input end to the output shaft is achieved, and a high-speed gear mode with high efficiency and low transmission losses is achieved. Moreover, when the added gear shifting mechanism locks one input end of the planetary gear set, the planetary gear set outputs power input by a first input shaft at another speed ratio. When the planetary gear set provides both 1:1 direct output and non-1 output speed ratios, in cooperation with a plurality of gears of the downstream multi-speed transmission, the number of driving modes is doubled, and a broader range of specialized working conditions can be efficiently adapted.

Description

Hybrid system and vehicle TECHNICAL FIELD

[0001] The present application relates to a hybrid system and vehicle, belonging to the technical field of hybrid systems of new energy vehicles. BACKGROUND

[0002] In the field of commercial vehicles, hybrid systems are widely used. The operating conditions of commercial vehicles are complex, and the overall weight varies greatly depending on the passenger / cargo situation. The overall vehicle must meet the needs of high-speed driving and the needs of climbing large slopes. At the same time, the existing hybrid system uses a simple two-gear or three-gear AMT (Automated Mechanical Transmission), and in the design of gear ratio, in order to meet the daily high-speed driving condition, it is often difficult to take into account the large torque condition, resulting in difficulty in meeting the heavy load climbing or large slope continuous climbing scene, in the continuous climbing scene, the motor is easy to overheat, therefore the existing hybrid system is difficult to take into account the high vehicle speed and large slope condition, at the same time there are problems of AMT power interruption, AMT clutch hill start control difficulty, and easy to burn.

[0003] The Chinese patent application publication No. CN117803693A discloses an engineering machinery gearbox and control method. In this scheme, the power input by the engine and M1 motor is coupled through a planetary gear set, the output of the planetary gear set is transmitted to the drive axle through a multi-gear transmission, and the M2 motor inputs power between the output end of the planetary gear set and the input end of the multi-gear transmission. This scheme uses a planetary gear set and a multi-gear transmission to achieve a variety of speed ratios, which can to some extent take into account the high speed and large torque conditions; at the same time, the application of the planetary gear set eliminates the clutch at the output end of the engine, solving the problem of difficult control and easy burning of the automatic clutch during hill start.

[0004] However, the above-mentioned scheme of multiple speed ratios mainly relies on multiple gear positions and multiple gear sets of the multi-gear transmission to achieve, which has the problems of low system efficiency and large driving energy loss; when braking to recover kinetic energy, the kinetic energy at the wheel end also needs to pass through the gear set of the transmission to reach the motor, resulting in large kinetic energy recovery loss.

[0005] The patent application publication with the publication number CN117584724A discloses a mine dump truck hybrid power assembly system and a control method thereof. In the scheme, the power input by the engine and the EM1 motor is also coupled through a planetary gear set, and the output of the planetary gear set is transmitted to the drive axle through a multi-gear transmission. However, a direct drive gear with a speed ratio of 1 from the planetary gear set to the drive axle is added in the transmission, and the EM2 motor is directly input into the transmission through an intermediate shaft and a set of variable speed gears. The gear with the output of the planetary gear set to the intermediate shaft in the transmission is used to realize the transmission of the output of the planetary gear set to the drive axle through the multi-gear transmission. The scheme can realize the direct drive of the planetary gear set with a speed ratio of 1 to the drive axle, and can realize more combined hybrid power drive modes through the coupling of the EM2 motor and the engine and the EM2 motor in the high efficiency range to realize more efficient hybrid power drive.

[0006] However, the control of the planetary gear set in the scheme only locks the sun gear connected to the output shaft of the EM1 motor to directly drive the engine, which limits the hybrid power mode and makes it difficult to meet the subdivision of the working condition, so that more working conditions have corresponding and suitable drive modes. Moreover, the scheme is difficult to realize the stop and power generation mode when the power chain downstream of the planetary gear set does not bear the torque to the wheel end. SUMMARY

[0007] The purpose of the present application is to provide a hybrid power system to solve the problem that the number of hybrid power drive modes of the existing hybrid power system is limited and cannot meet the high efficiency drive demand in more working conditions. A vehicle is also provided to solve the problem that the existing hybrid power vehicle cannot meet the high efficiency drive demand in more working conditions.

[0008] To achieve the above-mentioned purpose, the scheme of the present application includes:

[0009] The technical scheme of the hybrid power system of the present application includes a power source and a multi-mode transmission. The power source includes an engine and a first motor, and the multi-mode transmission includes a first input shaft and a second input shaft. The engine is drivingly connected to the first input shaft, and the first motor is drivingly connected to the second input shaft. The first input shaft and the second input shaft are respectively drivingly connected to a first input end and a second input end of a planetary gear set. The output end of the planetary gear set is connected to an output shaft for power input through a first shift mechanism. The first shift mechanism is used to switch between connecting a first intermediate shaft to the output end of the planetary gear set, connecting the output shaft, or neither. The first intermediate shaft is also drivingly connected to a second intermediate shaft, and a second shift mechanism is provided between the second intermediate shaft and the output shaft to realize variable speed ratio transmission and / or disconnection. The multi-mode transmission further includes a third shift mechanism, which is used to switch between locking the second input end of the planetary gear set, connecting the output end, or neither.

[0010] Further, the power source further comprises a second motor, and the multi-mode transmission further comprises a third input shaft in transmission connection with the second motor, and the third input shaft is in transmission connection with the first intermediate shaft.

[0011] Further, a torsional damper is connected between the first input shaft and the engine.

[0012] Further, a clutch is connected between the torsional damper and the first input shaft.

[0013] Further, a clutch is connected between the first input shaft and the engine.

[0014] Further, the first input shaft is coaxial with the output shaft, and the first input shaft and the second input shaft are arranged in different axes and / or the first input shaft and the third input shaft are arranged in different axes.

[0015] Further, the first input shaft and the second input shaft are arranged in different axes, and the second input shaft is in transmission connection with the second input end of the planetary gear set through the transmission gear set.

[0016] Further, the first input shaft and the third input shaft are arranged in different axes, and the third input shaft is in transmission connection with the first intermediate shaft through the transmission gear set.

[0017] Further, the first input end of the planetary gear set is the carrier of the planetary gear set, the second input end of the planetary gear set is the sun gear of the planetary gear set, and the output end of the planetary gear set is the ring gear of the planetary gear set.

[0018] Further, the second shift mechanism comprises three gears: 1) engaging the second gear transmission gear set in transmission connection with the second intermediate shaft with the output shaft; 2) engaging the first gear transmission gear set in transmission connection with the second intermediate shaft with the output shaft; 3) disconnecting the transmission connection between the second intermediate shaft and the output shaft.

[0019] Further, the gear ratio of the first gear transmission gear set, the gear ratio of the second gear transmission gear set, and the gear ratio of the transmission connection between the first intermediate shaft and the second intermediate shaft are all different.

[0020] Further, the gear ratio of the second gear transmission gear set is smaller than the gear ratio of the first gear transmission gear set and larger than the gear ratio of the transmission connection between the first intermediate shaft and the second intermediate shaft.

[0021] Further, a fourth shift mechanism is further included, and the fourth shift mechanism is used to switch between the second intermediate shaft being connected with the output shaft or not being connected with the output shaft.

[0022] Further, the second intermediate shaft is two, and is located on both sides of the output shaft.

[0023] Further, the first motor and the second motor are arranged on two sides of the first input shaft respectively.

[0024] Further, the first input shaft is coaxially arranged with the output shaft, and the first motor and the second motor are arranged on the same side of the first input shaft and the output shaft as a whole.

[0025] The beneficial effects of the present application are as follows: the hybrid power system of the present application is improved on the basis of the technical scheme of the hybrid power system in the prior art in which the engine and the motor are coupled through the planetary gear train in the gearbox and the output is realized through the multi-gear transmission downstream, a third shift mechanism is added at the input end of the planetary gear train, the shift mechanism can realize the connection of the two input ends of the planetary gear train connected with the engine and the motor respectively, so that the three degrees of freedom of the planetary gear train become a whole synchronous rotation, and then the output end of the planetary gear train is directly connected with the output shaft by the first shift mechanism, so as to realize the direct output driving of the rear axle by the engine through the first input end with a speed ratio of 1, and realize a high-efficiency and low-transmission-loss high-speed gear mode of engine direct drive; meanwhile, in the mode that the third shift mechanism locks the input end of the planetary gear train connected with the motor, the planetary gear train has a new speed ratio other than 1 to output the power input by the engine, and in the two output modes of the planetary gear train with a speed ratio of 1 for direct output and a speed ratio other than 1 (the size of the speed ratio is determined by the connection method of the three input / output ends of the planetary gear train), in combination with the two or more gears of the second shift mechanism in the multi-gear transmission downstream, the number of driving modes is doubled on the basis of the number of gears of the multi-gear transmission, so as to better adapt to and meet the demand for high-efficiency driving in more subdivided working conditions.

[0026] Meanwhile, in the mode that the third shift mechanism connects the two input ends of the planetary gear train, so that the three degrees of freedom of the planetary gear train become a whole synchronous rotation, and then the output end of the planetary gear train is disconnected with the output shaft by the first shift mechanism, the engine can be connected with the motor connected with the second input shaft through the planetary gear train in reverse traction with a speed ratio of 1, so as to realize the parking power generation under the condition that the downstream power chain does not bear the torque.

[0027] Further, when the multi-gear transmission is coupled with the second motor, in the mode that the third shift mechanism is in the neutral gear, that is, neither the second input shaft is locked nor the two input ends of the planetary gear train are connected, the engine and the motor coupled into the multi-gear transmission can realize hybrid power driving, wherein the motor connected with the planetary gear train can accept reverse traction power generation or adjust the engine speed in the high-efficiency range by the output speed.

[0028] The technical scheme of the vehicle of the present application comprises a hybrid power system, the hybrid power system comprises a power source and a multi-mode gearbox, the power source comprises an engine and a first motor, the multi-mode gearbox comprises a first input shaft and a second input shaft, the engine is drivingly connected to the first input shaft, the first motor is drivingly connected to the second input shaft, the first input shaft and the second input shaft are respectively drivingly connected to a first input end and a second input end of a planetary gear set, an output end of the planetary gear set is connected to an output shaft for power input through a first shift mechanism; the first shift mechanism is used for switching between connecting a first intermediate shaft, connecting the output shaft or neither; the first intermediate shaft is further drivingly connected to a second intermediate shaft, and a second shift mechanism for realizing a variable speed ratio transmission and / or disconnecting transmission is further arranged between the second intermediate shaft and the output shaft; the multi-mode gearbox further comprises a third shift mechanism, the third shift mechanism is used for switching between locking the second input end of the planetary gear set, connecting the output end or neither.

[0029] Further, the power source further comprises a second motor, and the multi-mode gearbox further comprises a third input shaft drivingly connected to the second motor, the third input shaft is drivingly connected to the first intermediate shaft.

[0030] Further, a torsional damper is connected between the first input shaft and the engine.

[0031] Further, a clutch is connected between the torsional damper and the first input shaft.

[0032] Further, a clutch is connected between the first input shaft and the engine.

[0033] Further, the first input shaft is coaxially arranged with the output shaft, and the first input shaft and the second input shaft are arranged in different axes and / or the first input shaft and the third input shaft are arranged in different axes.

[0034] Further, the first input shaft and the second input shaft are arranged in different axes, and the second input shaft is drivingly connected to the second input end of the planetary gear set through a variable speed gear set.

[0035] Further, the first input shaft and the third input shaft are arranged in different axes, and the third input shaft is drivingly connected to the first intermediate shaft through a variable speed gear set.

[0036] Further, the first input end of the planetary gear set is a carrier of the planetary gear set, the second input end of the planetary gear set is a sun gear of the planetary gear set, and the output end of the planetary gear set is a ring gear of the planetary gear set.

[0037] Further, the second shift mechanism includes three gears: 1) engaging the second intermediate shaft with the output shaft; 2) engaging the first intermediate shaft with the output shaft; and 3) disconnecting the second intermediate shaft and the output shaft.

[0038] Further, the gear ratio of the first gear shift gear set, the gear ratio of the second gear shift gear set, and the gear ratio of the transmission connection between the first intermediate shaft and the second intermediate shaft are all different.

[0039] Further, the gear ratio of the second gear shift gear set is smaller than the gear ratio of the first gear shift gear set and larger than the gear ratio of the transmission connection between the first intermediate shaft and the second intermediate shaft.

[0040] Further, a fourth shift mechanism is further included, which is used to switch between the second intermediate shaft being connected to the output shaft or not being connected to the output shaft.

[0041] Further, the second intermediate shaft is two, and is located on both sides of the output shaft.

[0042] Further, the first motor and the second motor are arranged on both sides of the first input shaft.

[0043] Further, the first input shaft is coaxially arranged with the output shaft, and the first motor and the second motor are arranged on the same side of the first input shaft and the output shaft as a whole.

[0044] The beneficial effects of the present application are as follows: the hybrid power system of the vehicle is improved on the basis of the prior art hybrid power system technical solution in which the engine and the motor are coupled through the planetary gear set in the transmission and the output is output through the multi-gear transmission, a third shift mechanism is added at the input end of the planetary gear set, the shift mechanism can realize the connection of the two input ends of the planetary gear set connected with the engine and the motor, so that the three degrees of freedom of the planetary gear set become a whole synchronous rotation, and then the output end of the planetary gear set is directly connected with the output shaft through the first shift mechanism, so as to realize a high-efficiency and low-transmission-loss high-speed gear mode of engine direct drive in which the engine drives the rear axle through the first input end with a speed ratio of 1; meanwhile, in the mode in which the third shift mechanism locks the input end of the planetary gear set connected with the motor, the planetary gear set has a new speed ratio other than 1 to output the power input by the engine, and in the two output modes of the planetary gear set (the speed ratio is determined by the connection mode of the three input / output ends of the planetary gear set) in which the planetary gear set has a speed ratio of 1 for direct output and a speed ratio other than 1, in combination with the two or more gears of the second shift mechanism in the downstream multi-gear transmission, the number of driving modes is doubled on the basis of the number of gears in the multi-gear transmission, so that the hybrid power system can better adapt to and meet the demand for high-efficiency driving in more subdivided working conditions.

[0045] Meanwhile, the third shift mechanism connects the two input ends of the planetary gear set, making the three degrees of freedom of the planetary gear set rotate synchronously as a whole. In conjunction with the first shift mechanism, the output end of the planetary gear set is disconnected from the output shaft, so that the engine can generate electricity by driving the motor connected to the second input shaft through the planetary gear set at a speed ratio of 1, realizing power generation when the downstream power chain does not bear torque.

[0046] Furthermore, when the multi-speed transmission is coupled with a second motor, the third shifting mechanism, in neutral mode (that is, in a mode where neither the second input shaft is locked nor the two input ends of the planetary gear set are connected), can achieve hybrid power drive of the engine and the motor coupled to the multi-speed transmission. In this mode, the motor connected to the planetary gear set can receive reverse-draft power generation or output speed to adjust the engine speed to the high-efficiency range. Attached Figure Description

[0047] Figure 1 is a schematic diagram of the power transmission structure of the gearbox in Embodiment 1 of the hybrid power system;

[0048] Figure 2 is a schematic diagram of the power transmission structure of embodiment 1 of the hybrid power system;

[0049] Figure 3 is a schematic diagram of the power transmission structure of the hybrid power system embodiment 2;

[0050] Figure 4 is a schematic diagram of the power transmission structure of the hybrid power system embodiment 3;

[0051] Figure 5 is a schematic diagram of the power transmission structure of embodiment 4 of the hybrid power system;

[0052] Figure 6 is a schematic diagram of the power transmission structure of embodiment 5 of the hybrid power system;

[0053] Figure 7 is a schematic diagram of the power transmission structure of embodiment 6 of the hybrid power system;

[0054] Figure 8 is a schematic diagram of the power transmission structure of embodiment 7 of the hybrid power system;

[0055] Figure 9 is a schematic diagram of the power transmission structure of embodiment 8 of the hybrid power system;

[0056] Figure 10 is a schematic diagram of the power transmission structure of embodiment 9 of the hybrid power system;

[0057] Figure 11 is a schematic diagram of the power transmission structure of embodiment 10 of the hybrid power system.

[0058] Fig. 1~6 include: engine 1; torsional damper 2; gear 3; first motor stator 4a; first motor rotor 4b; first input shaft 5a; second input shaft 5b; third input shaft 5c; gear 6; engaging tooth 7; engaging tooth sleeve 8; shift tooth hub 9; engaging tooth 10; transmission housing 11; second motor stator 12a; second motor rotor 12b; sun gear 13; planet gear 14; planet carrier 15; ring gear 16; gear 17; gear 18; gear 19; second intermediate shaft 20a; gear 20b; engaging tooth 21a; shift tooth hub 21b; engaging tooth sleeve 21c; engaging tooth 21d; second gear driving gear 22; second gear driven gear 23; engaging tooth 24a; engaging tooth sleeve 24b; shift tooth hub 24c; engaging tooth 24d; first gear driving gear 25; first gear driven gear 26; output shaft 27; first intermediate shaft 28; hollow shaft 29; clutch 30.

[0059] Fig. 7~11 include: engine 1; torsional damper 2, gear 3; first motor stator 4a; first motor rotor 4b; first input shaft 5a; second input shaft 5b; third input shaft 5c; gear 6; hollow shaft 7; transmission housing 8; engaging tooth 9a; shift tooth hub 9b; engaging tooth sleeve 9c; engaging tooth 9d; sun gear 10; planet gear 11; planet carrier 12; ring gear 13; second motor stator 14a; second motor rotor 14b; gear 15; gear 16; first intermediate shaft 17; gear 18; gear 19a; gear 19b; second intermediate shaft 20a; third intermediate shaft 20b; engaging tooth 21a; shift tooth hub 21b; engaging tooth sleeve 21c; engaging tooth 21d; first gear driving gear 22a; first gear driving gear 22b; first gear driven gear 23; engaging tooth 24a; shift tooth hub 24b; engaging tooth sleeve 24c; engaging tooth 24d; second gear driving gear 25a; second gear driving gear 25b; second gear driven gear 26; shift tooth hub 27a; engaging tooth sleeve 27b; engaging tooth 27c; third gear driving gear 28a; third gear driving gear 28b; third gear driven gear 29; output shaft 30; clutch 31; idler gear 32. DETAILED DESCRIPTION

[0060] In order to make the purpose, technical scheme and advantages of the present application more clear, the present application is clearly and completely described in detail below with reference to the drawings and examples.

[0061] The present application provides a hybrid power system applied with a multi-mode transmission and a vehicle adopting the hybrid power system, which can be applied to commercial vehicles with complex working conditions and various power demands.

[0062] The concept of the present application is to adopt three input shafts and one output shaft arranged in different axes, and an intermediate shaft used for realizing the input-to-output gear ratio transmission connection with the output shaft.

[0063] The first input shaft is transmission connected with a power source engine of the hybrid power system, the second input shaft is transmission connected with a first motor of the power source of the hybrid power system, the third input shaft is transmission connected with a second motor of the power source of the hybrid power system, and the output shaft is transmission connected with a main reducer on a drive axle.

[0064] One end of the first input shaft is transmission connected with one input / output end of the planetary gear set, and the other end is connected with an output end of the engine. One end of the second input shaft is connected with a rotor of the first motor, and the other end is transmission connected with another input / output end of the planetary gear set. One end of the third input shaft is connected with a rotor of the second motor, and the other end is transmission connected with a driven gear on the intermediate shaft. The input shafts are arranged in parallel, which can reduce the radial size of the transmission and the volume of the transmission.

[0065] A locking mechanism is arranged between the first input shaft and the corresponding input / output end of the planetary gear set, which can connect the input / output end of the planetary gear set with the transmission housing, and lock the input / output end and the corresponding input shaft.

[0066] A shift mechanism is arranged between the input / output end of the planetary gear set for output power and the output shaft, which controls the power flow from the input / output end of the planetary gear set for output power to the driven gear on the intermediate shaft or directly to the output shaft.

[0067] More specifically, the present application provides three sets of shift mechanisms, the first shift mechanism is arranged between the planetary gear set and the output shaft, the second shift mechanism is arranged between the intermediate shaft and the output shaft, and the third shift mechanism is arranged between the first input shaft and the planetary gear set.

[0068] Further, the shift mechanism can adopt a ring gear and hub synchronizer shift mechanism, which specifically includes a joint sleeve, a shift hub, left and right joint teeth, and a shift operation mechanism such as a shift fork is used to drive the joint sleeve to slide left and right to engage the left and right joint teeth, thereby realizing the shift operation.

[0069] Further, the second input shaft is transmission connected with the sun gear through a gear set, and the third input shaft is transmission connected with the intermediate shaft through the driven gear on the intermediate shaft.

[0070] Hybrid power system embodiment 1:

[0071] As shown in FIGS. 1-2, the hybrid power system of the present embodiment includes a power source and a multi-mode transmission.

[0072] The multi-mode transmission will be described in detail below.

[0073] The application discloses a shift power uninterrupted multi-mode gearbox, which comprises three input shafts as power input ends, a second intermediate shaft 20a and an output shaft 27. The three input shafts comprise a first input shaft 5a, a second input shaft 5b and a third input shaft 5c, the first input shaft 5a, the second input shaft 5b and the third input shaft 5c are used for transmission connection of respective power sources, such as driving motors or engines; and the output shaft 27 is used for transmission connection downstream of a vehicle power system, such as a main reducer on a drive axle.

[0074] As shown in Fig. 2, in the embodiment, the gearbox of the application is introduced by taking an engine 1 and two motors as power sources, and the two motors comprise a first motor and a second motor; in the figure, the first motor comprises a first motor stator 4a and a first motor rotor 4b, and the second motor comprises a second motor stator 12a and a second motor rotor 12b.

[0075] The first input shaft 5a is used for connection of an output end of the engine 1 through a torsional damper 2 at one end outside the gearbox, and is connected with a planetary carrier 15 at the other end. The second input shaft 5b is transmission connected with a planetary sun gear 13 through a shift gear set comprising a shift gear 3 and a shift gear 6 at one end inside the gearbox, and is used for connection of the first motor rotor 4b at the other end. The third input shaft 5c is transmission connected with a first intermediate shaft 28 through a shift gear set comprising a shift gear 17 and a shift gear 18 at one end inside the gearbox, and is used for connection of the second motor rotor 12b at the other end, and the first intermediate shaft 28 is transmission connected with the second intermediate shaft 20a through a shift gear set comprising a shift gear 19 and a shift gear 20b.

[0076] The first input shaft 5a, the planetary row and the output shaft 27 are coaxially arranged, a hollow shaft 29 is freely rotationally sleeved on the first input shaft 5a as a connecting shaft between the shift gear 6 and the planetary sun gear 13, and the shift gear 6 and the sun gear 13 are respectively fixed at two ends of the hollow shaft 29; the first intermediate shaft 28 is freely rotationally sleeved on an extension shaft of the planetary gear ring 16 in the direction of the output shaft 27, and a shift gear hub 21b is fixed at the end of the extension shaft in the direction of the output shaft 27.

[0077] As other embodiments, the input shafts connected with the two motors can be connected with the downstream power chain without speed change, for example, the speed ratio of the two sets of speed change gears is set to 1; or the second motor is directly connected with the driven gear on the second intermediate shaft 20a; or the first motor and the second motor are coaxially arranged with the first input shaft 5a and the output shaft 27, the first motor rotor 4b is directly connected with the hollow shaft 29 away from one end of the output shaft 27 by using a hollow rotor, and the second motor rotor 12b is directly connected with the first intermediate shaft 28 away from one end of the output shaft 27 by using a hollow rotor (the arrangement is not shown in the figure, and the specific arrangement can refer to the content disclosed in the patent application publication CN117584724A); or one of the first motor and the second motor is coaxially arranged with the first input shaft 5a and the output shaft 27. Of course, the speed change gear sets connected with the two motors can also change the speed ratio as needed.

[0078] When the first motor and the second motor are respectively connected with the sun gear 13 and the first intermediate shaft 28 through the corresponding speed change gear sets, the first input shaft 5a, the second input shaft 5b and the third input shaft 5c are arranged as shown in FIG. 2, which can shorten the axial size of the gearbox and is beneficial to saving the longitudinal space of the vehicle chassis. When the first motor and / or the second motor are coaxially arranged with the first input shaft 5a and the output shaft 27, at least one of the second input shaft 5b and the third input shaft 5c is arranged with the first input shaft 5a, which can shorten the radial size of the gearbox and is beneficial to saving the transverse space of the vehicle chassis.

[0079] There are also three sets of shift mechanisms, and in this embodiment, the shift mechanism adopts a ring gear and hub synchronizer shift mechanism.

[0080] The third shift mechanism includes a shift hub connected with the sun gear 13 of the planetary gear set, an engagement tooth 7 connected with the ring gear 16 of the planetary gear set, a gear position engagement tooth 10 connected with the gearbox housing 11, and a left and right slidable engagement tooth sleeve 8.

[0081] The engagement tooth sleeve 8 has three meshing states: (1) the engagement tooth sleeve 8 remains in the middle position, at which time the power of the first input shaft 5a can be transmitted to the first motor through the planetary gear set. (2) The engagement tooth sleeve 8 simultaneously meshes with the shift hub 9 and the engagement tooth 7, at which time the planetary gear set ring gear 16 and the sun gear 13 are locked and synchronized, according to the characteristics of the planetary gear, the three degrees of freedom of the planetary gear set are synchronized, the planetary carrier 15, the sun gear 13 and the ring gear 16 rotate at the same speed, at which time the power of the first input shaft 5a is output from the planetary gear ring gear 16 according to the transmission ratio 1. (3) The engagement tooth sleeve 8 simultaneously meshes with the shift hub 9 and the gear position engagement tooth 10, at which time the sun gear 13 is locked by the gear position engagement tooth 10 connected with the gearbox housing 11, and the power of the first input shaft 5a is output from the ring gear 16. The engagement tooth sleeve 8 is moved along the axial direction by the shift lever and other gear shifting actuating mechanisms, and the three meshing states are converted.

[0082] The first shift mechanism includes a shift hub 21b connected to the planetary gear set 16, an engaging tooth 21d connected to the output shaft 27, an engaging tooth 21a connected to the shift gear 18 of the shift gear set including the shift gear 17 and the shift gear 18, and an engaging tooth sleeve 21c which is slidable left and right.

[0083] The engaging tooth sleeve 21c has three engagement states: (1) The engaging tooth sleeve 21c remains in the middle position, at which time the planetary gear set 16 cannot be connected to the output shaft 27, and the power from the gear set 16 is interrupted. At this time, the second intermediate shaft 20a can be driven to rotate by the second motor and the third input shaft 5c. (2) The engaging tooth sleeve 21c simultaneously engages the shift hub 21b and the engaging tooth 21d, at which time the planetary gear set 16 is directly connected to the output shaft 27, and the power of the gear set 16 is transmitted to the output shaft 27 at a transmission ratio of 1. (3) The engaging tooth sleeve 21c simultaneously engages the shift hub 21b and the engaging tooth 21a, at which time the power of the gear set 16 flows to the shift gear 19 connected to the shift gear 18, thereby driving the second intermediate shaft 20a to rotate. The engaging tooth sleeve 21c is moved axially by a shift actuating mechanism such as a shift fork, thereby achieving a shift between the three engagement states.

[0084] The second shift mechanism includes a second gear shift driving gear 22 provided on the second intermediate shaft 20a, a first gear shift driving gear 25; a second gear shift driven gear 23 and a first gear shift driven gear 26 which are freely rotatably provided on the output shaft 27; a second gear shift engaging tooth 24a provided on the second gear shift driven gear 23; a first gear shift engaging tooth 24d provided on the first gear shift driven gear 26; a shift hub 24c provided on the output shaft 27; and an engaging tooth sleeve 24b which is slidable left and right.

[0085] The engaging tooth sleeve 24b has three engagement states: (1) The engaging tooth sleeve 24b remains in the middle position, at which time the second intermediate shaft 20a is not connected to the output shaft 27, and the power of the second intermediate shaft 20a to the output shaft 27 is interrupted. (2) The engaging tooth sleeve 24b simultaneously engages the shift hub 24c and the engaging tooth 24d, and the first gear shift driving gear 25 and the first gear shift driven gear 26 are engaged, at which time the second intermediate shaft 20a and the output shaft 27 are connected in accordance with the speed ratio of the first gear, and the power of the second intermediate shaft 20a is transmitted to the output shaft 27 at the first gear transmission ratio. (3) The engaging tooth sleeve 24b simultaneously engages the shift hub 24c and the engaging tooth 24a, and the second gear shift driving gear 22 and the second gear shift driven gear 23 are engaged, at which time the second intermediate shaft 20a and the output shaft 27 are connected in accordance with the speed ratio of the second gear, and the power of the second intermediate shaft 20a is transmitted to the output shaft 27 at the second gear transmission ratio. The engaging tooth sleeve 24b is moved by a shift actuating mechanism such as a shift fork, thereby achieving a shift between the three engagement states.

[0086] In the second shift mechanism of the above embodiment, the speed ratio of the first gear is greater than the speed ratio of the second gear, which is greater than the speed ratio between the transmission gear 20b and the transmission gear 19; as another embodiment, the speed ratios of the gears and the transmission gear sets can be changed as needed.

[0087] As another embodiment, multiple sets of the second shift mechanism can be provided, and more driving gears on the second countershaft 20a corresponding to more gears can be added to realize more gears; each set of the second shift mechanism added theoretically includes two driven gears, and two driving gears on the second countershaft 20a corresponding to the two driven gears can be added.

[0088] It should be understood by those skilled in the art that the connection mode of the planetary gear set introduced in the above embodiment is a typical embodiment. The planetary gear set has three input / output ends. According to the required speed ratio, any two input / output ends can be selected to drive connect two power sources, and the remaining one input / output end can be selected to drive connect the system output shaft 27. The input end is the one driving the power source, and the output end is the one driving the output shaft. Other input / output connection modes of the planetary gear set still fall within the protection scope of the present application.

[0089] The first input shaft 5a of the transmission towards the outside of the transmission is connected to the output end of the engine 1 through the torsional damper 2; the second input shaft 5b towards the outside of the transmission is connected to the first motor rotor 4b; and the third input shaft 5c towards the outside of the transmission is connected to the second motor rotor 12b.

[0090] The hybrid power system of the embodiment can realize multiple gears and multiple driving modes including pure electric driving, on-site power generation, hybrid driving, engine direct driving and brake energy recovery through the coordinated control of the engine, the two motors, the planetary gear set and the three shift mechanisms, can adapt to different driving conditions, meet the requirements of power performance such as acceleration, climbing and high-speed cruising, and realize vehicle driving in multiple modes.

[0091] The driving modes of the hybrid power system of the embodiment will be described in detail below in combination with FIG. 2.

[0092] As shown in Table 1, the hybrid power system has 13 driving modes.

[0093] Table 1 Driving mode table of hybrid power system

[0094] Drive mode Engagement tooth sleeve 8 Position Engagement tooth sleeve 21c Position Engagement tooth sleeve 24b Position Position for generating electricity in place Mode Right Middle Middle Pure electric drive 1st gear mode Middle Middle Left Engine direct drive 1st gear mode Right Left Engine direct drive 2nd gear mode Left Left Engine direct drive 3rd gear mode Right Left Engine direct drive 4th gear mode Left Left Engine direct drive 5th gear mode Right Right Middle Engine direct drive 6th gear mode Left Right Middle Hybrid 1st gear mode Middle Left Right Hybrid 2nd gear mode Middle Right Left

[0095] The various drive modes in Table 1 are described below.

[0096] Mode for generating electricity in place: The third shift mechanism engagement tooth sleeve 8 slides to engage the shift tooth hub 9 and the engagement tooth 7 (the engagement tooth sleeve 8 is in the right position), the first shift mechanism engagement tooth sleeve 21c remains in the middle position, and the second shift mechanism engagement tooth sleeve 24b remains in the middle position. At this time, the engine 1 outputs power, and the power transmission path is engine 1, first input shaft 5a, carrier 15, planetary gear 14, sun gear 13 (at this time, the planetary gear set has three degrees of freedom synchronously, i.e., the carrier 15 and the ring gear 16 rotate at the same speed as the sun gear 13), the transmission gear 6, the transmission gear 3, the second input shaft 5b, and the first motor rotor 4b.

[0097] Pure electric drive 1st gear mode: The third shift mechanism engagement tooth sleeve 8 remains in the middle position, the first shift mechanism engagement tooth sleeve 21c remains in the middle position, and the second shift mechanism engagement tooth sleeve 24b slides to engage the shift tooth hub 24c and the engagement tooth 24d (the engagement tooth sleeve 24b is in the right position). At this time, the engine 1 is stopped, and the second motor outputs power, and the power transmission path is the second motor rotor 12b, the third input shaft 5c, the transmission gear 17, the transmission gear 18, the transmission gear 19, the transmission gear 20b, the second intermediate shaft 20a, the first gear primary gear 25, the first gear driven gear 26, and the output shaft 27.

[0098] Pure electric drive 2nd gear mode: The third shift mechanism engagement tooth sleeve 8 remains in the middle position, the first shift mechanism engagement tooth sleeve 21c remains in the middle position, and the second shift mechanism engagement tooth sleeve 24b slides to engage the shift tooth hub 24c and the engagement tooth 24a (the engagement tooth sleeve 24b is in the left position). At this time, the engine 1 is stopped, and the second motor outputs power, and the power transmission path is the second motor rotor 12b, the third input shaft 5c, the transmission gear 17, the transmission gear 18, the transmission gear 19, the transmission gear 20b, the second intermediate shaft 20a, the second gear primary gear 22, the second gear driven gear 23, and the output shaft 27.

[0099] Engine direct drive 1st gear mode: the third shift mechanism engages the gear sleeve 8 to slide engage the shift gear hub 9 and the engaging tooth 7 (the gear sleeve 8 is in the right position). The first shift mechanism engages the gear sleeve 21c to slide engage the shift gear hub 21b and the engaging tooth 21a (the gear sleeve 21c is in the left position). The second shift mechanism engages the gear sleeve 24b to slide engage the shift gear hub 24c and the engaging tooth 24d (the gear sleeve 24b is in the right position). At this time, the engine 1 outputs power, and the first motor rotates according to the need or generates electricity. The power transmission path is the engine 1, the first input shaft 5a, the ring gear 16 (at this time, the planetary gear set has three degrees of freedom, and outputs with a speed ratio of 1), the variable gear 19, the variable gear 20b, the second intermediate shaft 20a, the first gear primary gear 25, the first gear driven gear 26, and the output shaft 27.

[0100] Engine direct drive 2nd gear mode: the third shift mechanism engages the gear sleeve 8 to slide engage the shift gear hub 9 and the engaging tooth 10 (the gear sleeve 8 is in the left position). The first shift mechanism engages the gear sleeve 21c to slide engage the shift gear hub 21b and the engaging tooth 21a (the gear sleeve 21c is in the left position). The second shift mechanism engages the gear sleeve 24b to slide engage the shift gear hub 24c and the engaging tooth 24d (the gear sleeve 24b is in the right position). At this time, the engine 1 outputs power, and the power transmission path is the engine 1, the first input shaft 5a, the carrier 15, the planet gear 14, the ring gear 16 (at this time, the sun gear of the planetary gear set is fixed, and the carrier inputs and the ring gear outputs), the variable gear 19, the variable gear 20b, the second intermediate shaft 20a, the first gear primary gear 25, the first gear driven gear 26, and the output shaft 27.

[0101] Engine direct drive 3rd gear mode: the third shift mechanism engages the gear sleeve 8 to slide engage the shift gear hub 9 and the engaging tooth 7 (the gear sleeve 8 is in the right position). The first shift mechanism engages the gear sleeve 21c to slide engage the shift gear hub 21b and the engaging tooth 21a (the gear sleeve 21c is in the left position). The second shift mechanism engages the gear sleeve 24b to slide engage the shift gear hub 24c and the engaging tooth 24a (the gear sleeve 24b is in the left position). At this time, the engine 1 outputs power, and the first motor rotates according to the need or generates electricity. The power transmission path is the engine 1, the first input shaft 5a, the ring gear 16 (at this time, the planetary gear set has three degrees of freedom, and outputs with a speed ratio of 1), the variable gear 19, the variable gear 20b, the second intermediate shaft 20a, the second gear primary gear 22, the second gear driven gear 23, and the output shaft 27.

[0102] Engine direct drive 4th gear mode: the third shift mechanism engages the gear sleeve 8 to slide engage the shift gear hub 9 and the engaging tooth 10 (the gear sleeve 8 is in the left position). The first shift mechanism engages the gear sleeve 21c to slide engage the shift gear hub 21b and the engaging tooth 21a (the gear sleeve 21c is in the left position). The second shift mechanism engages the gear sleeve 24b to slide engage the shift gear hub 24c and the engaging tooth 24a (the gear sleeve 24b is in the left position). At this time, the engine 1 outputs power, and the power transmission path is engine 1, first input shaft 5a, planetary carrier 15, planetary gear 14, ring gear 16 (at this time, the sun gear of the planetary gear set is fixed, and the planetary carrier input ring gear outputs), gear 19, gear 20b, second intermediate shaft 20a, second gear primary gear 22, second gear driven gear 23, output shaft 27.

[0103] Engine direct drive 5th gear mode: the third shift mechanism engages the gear sleeve 8 to slide engage the shift gear hub 9 and the engaging tooth 7 (the gear sleeve 8 is in the right position). The first shift mechanism engages the gear sleeve 21c to slide engage the shift gear hub 21b and the engaging tooth 21d (the gear sleeve 21c is in the right position). The second shift mechanism engages the gear sleeve 24b to keep the intermediate position. At this time, the engine 1 outputs power, and the first motor generates electricity according to the need. The power transmission path is engine 1, first input shaft 5a, ring gear 16 (at this time, the three degrees of freedom of the planetary gear set are synchronized to output at a speed ratio of 1), output shaft 27.

[0104] Engine direct drive 6th gear mode: the third shift mechanism engages the gear sleeve 8 to slide engage the shift gear hub 9 and the engaging tooth 10 (the gear sleeve 8 is in the left position). The first shift mechanism engages the gear sleeve 21c to slide engage the shift gear hub 21b and the engaging tooth 21d (the gear sleeve 21c is in the right position). The second shift mechanism engages the gear sleeve 24b to keep the intermediate position. At this time, the engine 1 outputs power, and the power transmission path is engine 1, first input shaft 5a, planetary carrier 15, planetary gear 14, ring gear 16 (at this time, the sun gear of the planetary gear set is fixed, and the planetary carrier input ring gear outputs), output shaft 27.

[0105] Hybrid 1st gear mode: The third shift mechanism engaging sleeve 8 is kept in the neutral position. The first shift mechanism engaging sleeve 21c slidingly engages the shift gear hub 21b and the engaging gear 21a (the engaging sleeve 21c is in the left position). The second shift mechanism engaging sleeve 24b slidingly engages the shift gear hub 24c and the engaging gear 24d (the engaging sleeve 24b is in the right position). At this time, the engine 1 and the second motor both output power, and the first motor is regenerative-braked to generate electricity. The engine 1 power transmission path is the engine 1, the first input shaft 5a, the carrier 15, the planetary gear 14, the ring gear 16, the transmission gear 19, the transmission gear 20b, the second intermediate shaft 20a, the first gear primary gear 25, the first gear driven gear 26, and the output shaft 27. The second motor power transmission path is the second motor rotor 12b, the transmission gear 17, the transmission gear 18, the transmission gear 19, the transmission gear 20b, the second intermediate shaft 20a, the first gear primary gear 25, the first gear driven gear 26, and the output shaft 27.

[0106] Hybrid 2nd gear mode: The third shift mechanism engaging sleeve 8 is kept in the neutral position. The first shift mechanism engaging sleeve 21c slidingly engages the shift gear hub 21b and the engaging gear 21a (the engaging sleeve 21c is in the left position). The second shift mechanism engaging sleeve 24b slidingly engages the shift gear hub 24c and the engaging gear 24a (the engaging sleeve 24b is in the left position). At this time, the engine 1 and the second motor both output power, and the first motor is regenerative-braked to generate electricity. The engine 1 power transmission path is the engine 1, the first input shaft 5a, the carrier 15, the planetary gear 14, the ring gear 16, the transmission gear 19, the transmission gear 20b, the second intermediate shaft 20a, the second gear primary gear 22, the second gear driven gear 23, and the output shaft 27. The second motor power transmission path is the second motor rotor 12b, the transmission gear 17, the transmission gear 18, the transmission gear 19, the transmission gear 20b, the second intermediate shaft 20a, the second gear primary gear 22, the second gear driven gear 23, and the output shaft 27.

[0107] Hybrid 3rd gear mode: The third shift mechanism engaging sleeve 8 is kept in the neutral position. The first shift mechanism engaging sleeve 21c slidingly engages the shift gear hub 21b and the engaging gear 21d (the engaging sleeve 21c is in the right position). The second shift mechanism engaging sleeve 24b slidingly engages the shift gear hub 24c and the engaging gear 24d (the engaging sleeve 24b is in the right position). At this time, the engine 1 and the second motor both output power, and the first motor is regenerative-braked to generate electricity. The engine 1 power transmission path is the engine 1, the first input shaft 5a, the carrier 15, the planetary gear 14, the ring gear 16, and the output shaft 27. The second motor power transmission path is the second motor rotor 12b, the transmission gear 17, the transmission gear 18, the transmission gear 19, the transmission gear 20b, the second intermediate shaft 20a, the first gear primary gear 25, the first gear driven gear 26, and the output shaft 27.

[0108] Hybrid 4 mode: the third shift mechanism engages the sleeve 8 and keeps it in the middle position. The first shift mechanism engages the sleeve 21c, the shift gear hub 21b and the engaging gear 21d (the sleeve 21c is in the right position). The second shift mechanism engages the sleeve 24b, the shift gear hub 24c and the engaging gear 24a (the sleeve 24b is in the left position). At this time, the engine 1 and the second motor output power, and the first motor is reversed to generate electricity. The engine 1 power transmission path is the engine 1, the first input shaft 5a, the carrier 15, the planetary gear 14, the ring gear 16, the output shaft 27. The second motor power transmission path is the second motor rotor 12b, the transmission gear 17, the transmission gear 18, the transmission gear 19, the transmission gear 20b, the second intermediate shaft 20a, the second gear primary gear 22, the second gear driven gear 23, the output shaft 27.

[0109] Hybrid system embodiment 2:

[0110] The hybrid system of the present embodiment differs from that of embodiment 1 in that, as shown in Fig. 3, the third shift mechanism uses a clutch A with two engagement states and a fully released state, the first shift mechanism uses a clutch B with two engagement states and a fully released state, and the second shift mechanism uses a clutch C with two engagement states and a released state. The left and right positions are engaged or separated by the multi-plate clutch instead of the ring gear hub synchronizer shift mechanism.

[0111] The other structures and working principles of the hybrid system of the present embodiment are the same as those of the hybrid system embodiment 1, and the present embodiment will not be described again.

[0112] Hybrid system embodiment 3:

[0113] The present embodiment differs from embodiment 1 in that, as shown in Fig. 4, the third input shaft that can be used to connect the second motor is simplified on the basis of the hybrid system of embodiment 1, that is, the first intermediate shaft 28 in the present embodiment is only transmissionally connected with the second intermediate shaft 20a through the transmission gears 19 and 20b that mesh with each other.

[0114] The hybrid system using the transmission of the present embodiment will lose the pure electric drive mode and the hybrid drive mode related to the second motor.

[0115] Hybrid system embodiment 4:

[0116] The hybrid system of the present embodiment differs from that of Embodiment 1 in that, as shown in FIG. 5, in Embodiment 1, the engine 1 is directly connected to the first input shaft 5a, or a torsional damper 2 is connected between the engine 1 and the first input shaft 5a to reduce vibrations of the first input shaft 5a; whereas in the present embodiment, a clutch 30 is connected between the engine 1 and the first input shaft 5a, and the clutch 30 is positioned between the torsional damper 2 and the first input shaft 5a when the torsional damper 2 is connected between the engine 1 and the first input shaft 5a.

[0117] When the clutch 30 is in the engaged state, the hybrid system has the 13 drive modes shown in Table 1.

[0118] When the clutch 30 is in the disengaged state, the hybrid system also has the four drive modes shown in Table 2.

[0119] Table 2 Drive mode table when the clutch of the hybrid system is disengaged

[0120] Drive mode Clutch state Engagement sleeve 8 position Engagement sleeve 21c position Engagement sleeve 24b position Dual motor drive 1st gear mode Disengaged Right Left Left Dual motor drive 2nd gear mode Disengaged Right Left Dual motor drive 3rd gear mode Disengaged Right Right Right Dual motor drive 4th gear mode Disengaged Right Right Left

[0121] The various drive modes in Table 2 are described below.

[0122] Dual motor drive 1st gear mode: the clutch 30 is disengaged, the third shift mechanism engagement sleeve 8 slides to engage the shift sleeve 9 and the engagement teeth 7 (the engagement sleeve 8 is in the right position). The first shift mechanism engagement sleeve 21c slides to engage the shift sleeve 21b and the engagement teeth 21a (the engagement sleeve 21c is in the left position). The second shift mechanism engagement sleeve 24b slides to engage the shift sleeve 24c and the engagement teeth 24d (the engagement sleeve 24b is in the right position). At this time, both the first motor and the second motor output power, and the engine is stopped. The first motor power transmission path is the first motor rotor 4b, the second input shaft 5b, the transmission gear 3, the transmission gear 6, the hollow shaft 29, the sun gear 13, the planet gear 14, the ring gear 16, the transmission gear 19, the transmission gear 20b, the second intermediate shaft 20a, the first gear primary gear 25, the first gear driven gear 26, the output shaft 27. The second motor power transmission path is the second motor rotor 12b, the third input shaft 5c, the transmission gear 17, the transmission gear 18, the first intermediate shaft 28, the transmission gear 19, the transmission gear 20b, the second intermediate shaft 20a, the first gear primary gear 25, the first gear driven gear 26, the output shaft 27.

[0123] Dual-motor drive 2nd gear mode: clutch 30 is not engaged, third shift mechanism engages sleeve 8 slidingly engages shift gear hub 9 and engages gear 7 (sleeve 8 is in right position). First shift mechanism engages sleeve 21c slidingly engages shift gear hub 21b and engages gear 21a (sleeve 21c is in left position). Second shift mechanism engages sleeve 24b slidingly engages shift gear hub 24c and engages gear 24a (sleeve 24b is in left position). At this time, both the first motor and the second motor output power, and the engine is stopped. The first motor power transmission path is first motor rotor 4b, second input shaft 5b, transmission gear 3, transmission gear 6, hollow shaft 29, sun gear 13, planet gear 14, ring gear 16, transmission gear 19, transmission gear 20b, second intermediate shaft 20a, second gear primary gear 22, second gear driven gear 23, output shaft 27. The second motor power transmission path is second motor rotor 12b, third input shaft 5c, transmission gear 17, transmission gear 18, first intermediate shaft 28, transmission gear 19, transmission gear 20b, second intermediate shaft 20a, second gear primary gear 22, second gear driven gear 23, output shaft 27.

[0124] Dual-motor drive 3rd gear mode: clutch 30 is not engaged, third shift mechanism engages sleeve 8 slidingly engages shift gear hub 9 and engages gear 7 (sleeve 8 is in right position). First shift mechanism engages sleeve 21c slidingly engages shift gear hub 21b and engages gear 21d (sleeve 21c is in right position). Second shift mechanism engages sleeve 24b slidingly engages shift gear hub 24c and engages gear 24d (sleeve 24b is in right position). At this time, both the first motor and the second motor output power, and the engine is stopped. The first motor power transmission path is first motor rotor 4b, second input shaft 5b, transmission gear 3, transmission gear 6, hollow shaft 29, sun gear 13, planet gear 14, ring gear 16, output shaft 27. The second motor power transmission path is second motor rotor 12b, third input shaft 5c, transmission gear 17, transmission gear 18, first intermediate shaft 28, transmission gear 19, transmission gear 20b, second intermediate shaft 20a, first gear primary gear 25, first gear driven gear 26, output shaft 27.

[0125] Double-motor driving 4-gear mode: clutch 30 is not engaged, the third gear shifting mechanism engages the gear sleeve 8 to slide and engage the gear shifting hub 9 and the engaging teeth 7 (the engaging gear sleeve 8 is in the right position). The first gear shifting mechanism engages the gear sleeve 21c to slide and engage the gear shifting hub 21b and the engaging teeth 21d (the engaging gear sleeve 21c is in the right position). The second gear shifting mechanism engages the gear sleeve 24b to slide and engage the gear shifting hub 24c and the engaging teeth 24a (the engaging gear sleeve 24b is in the left position). At this time, both the first motor and the second motor output power, and the engine is stopped. The first motor power transmission path is the first motor rotor 4b, the second input shaft 5b, the transmission gear 3, the transmission gear 6, the hollow shaft 29, the sun gear 13, the planetary gear 14, the ring gear 16, and the output shaft 27. The second motor power transmission path is the second motor rotor 12b, the third input shaft 5c, the transmission gear 17, the transmission gear 18, the first intermediate shaft 28, the transmission gear 19, the transmission gear 20b, the second intermediate shaft 20a, the second gear primary gear 22, the second gear driven gear 23, and the output shaft 27.

[0126] According to the above, in the pure electric driving mode, only a single motor (the second motor) participates in driving; when the hybrid power system includes the clutch 30, the hybrid power system adds a double-motor driving mode, and both the first motor and the second motor participate in driving, which is beneficial to the vehicle starting from a standstill and escaping from a trouble.

[0127] Hybrid power system embodiment 5:

[0128] The hybrid power system of the present embodiment is different from that of embodiment 3 in that, as shown in FIG. 6, the third gear shifting mechanism adopts a clutch A having two engagement states and a fully released state, the first gear shifting mechanism adopts a clutch B having two engagement states and a fully released state, and the second gear shifting mechanism adopts a clutch C having two engagement states and a released state. The left and right position engagement or separation operations are performed by the multi-plate clutch instead of the ring gear hub synchronizer gear shifting mechanism.

[0129] The other structures and working principles of the hybrid power system of the present embodiment are the same as those of the hybrid power system of embodiment 3, and the present embodiment will not be described again.

[0130] Hybrid power system embodiment 6:

[0131] The core difference between the hybrid power system of the present embodiment and that of embodiment 1 is that, as shown in FIG. 7, a fourth gear shifting mechanism is added to the hybrid power system of embodiment 1. The fourth gear shifting mechanism includes: a third gear primary gear 28a arranged on the second intermediate shaft 20a; a third gear driven gear 29 freely rotatably sleeved on the output shaft 30; a third gear engaging teeth 27c arranged on the third gear driven gear 29; a gear shifting hub 27a arranged on the output shaft 30; and a left and right slidable engaging gear sleeve 27b.

[0132] The engagement sleeve 27b has two meshing states: (1) the engagement sleeve 27b meshes with the shift gear hub 27a and the engagement teeth 27c at the same time (the engagement sleeve 27b is in the right position), and the power of the second intermediate shaft 20a is transmitted to the output shaft 30 in the 3rd gear; (2) the engagement sleeve 27b is in the left position, at this time, the engagement sleeve 27b does not mesh with the engagement teeth 27c. The engagement sleeve 27b is moved axially by the gear shifting actuating mechanism such as a shift fork to realize the conversion of the two meshing states.

[0133] On the basis of the above, the following additional content is further added in the embodiment: a third intermediate shaft 20b and shaft-mounted speed change gears 19b, a first gear position driving gear 22b, a second gear position driving gear 25b, and a third gear position driving gear 28b are newly added. A third gear position driven gear 29 is newly added and sleeved on the output shaft 30. At this time, the transmission from a single intermediate shaft (the second intermediate shaft 20a) changes to a double intermediate shaft (the second intermediate shaft 20a and the third intermediate shaft 20b) transmission, which is conducive to power transmission, and the output shaft 30 is subjected to force on both sides, avoiding the output shaft 30 from being deflected by a large unilateral force.

[0134] Of course, in other embodiments, the above additional content can not be added.

[0135] Specifically, Fig. 6 includes the following components: an engine 1; a torsional damper 2, a speed change gear 3; a first motor stator 4a; a first motor rotor 4b; a first input shaft 5a; a second input shaft 5b; a third input shaft 5c; a speed change gear 6; a hollow shaft 7; a gearbox housing 8; an engagement tooth 9a; a shift gear hub 9b; an engagement sleeve 9c; an engagement tooth 9d; a sun gear 10; a planet gear 11; a planet carrier 12; a ring gear 13; a second motor stator 14a; a second motor rotor 14b; a speed change gear 15; a speed change gear 16; a first intermediate shaft 17; a speed change gear 18; a speed change gear 19a; a speed change gear 19b; a second intermediate shaft 20a; a third intermediate shaft 20b; an engagement tooth 21a; a shift gear hub 21b; an engagement sleeve 21c; an engagement tooth 21d; a first gear position driving gear 22a; a first gear position driving gear 22b; a first gear position driven gear 23; an engagement tooth 24a; a shift gear hub 24b; an engagement sleeve 24c; an engagement tooth 24d; a second gear position driving gear 25a; a second gear position driving gear 25b; a second gear position driven gear 26; a shift gear hub 27a; an engagement sleeve 27b; an engagement tooth 27c; a third gear position driving gear 28a; a third gear position driving gear 28b; a third gear position driven gear 29; an output shaft 30.

[0136] Among them, the structures of the first, second and third shift mechanisms are exactly the same as those of the corresponding shift mechanisms in Embodiment 1, only the reference numerals are changed, and here will not be repeated.

[0137] The hybrid system has 13 drive modes in Table 1 when the fourth shift mechanism is not engaged.

[0138] The hybrid system also has 5 drive modes in Table 3 when the fourth shift mechanism is engaged.

[0139] Table 3 Drive modes when the fourth shift mechanism is engaged

[0140] Drive mode Engaging sleeve 9c position Engaging sleeve 21c position Engaging sleeve 24c position Engaging sleeve 27b position Pure electric drive 3rd gear mode Middle Middle Middle Right Engine direct drive 7th gear mode Right Left Middle Right Engine direct drive 8th gear mode Left Left Middle Right Hybrid 5th gear mode Middle Left Middle Right Hybrid 6th gear mode Middle Right Middle Right

[0141] The various drive modes in Table 3 are described below.

[0142] Pure electric drive 3rd gear mode: The third shift mechanism engaging sleeve 9c remains in the middle position, the first shift mechanism engaging sleeve 21c remains in the middle position, the second shift mechanism engaging sleeve 24c remains in the middle position, and the fourth shift mechanism engaging sleeve 27b slides to engage the shift hub 27a and engaging teeth 27c (the engaging sleeve 27b is in the right position). At this time, the engine 1 is stopped, the second motor outputs power, and the power transmission path is the second motor rotor 14b, the third input shaft 5c, the transmission gear 15, the transmission gear 16, the first intermediate shaft 17, the transmission gear 18, the transmission gear 19a (19b), the second intermediate shaft 20a (the third intermediate shaft 20b), the third gear primary gear 28a (28b), the third gear driven gear 29, and the output shaft 30.

[0143] Engine direct drive 7th gear mode: The third shift mechanism engaging sleeve 9c slides to engage the shift hub 9b and engaging teeth 9d (the engaging sleeve 9c is in the right position). The first shift mechanism engaging sleeve 21c slides to engage the shift hub 21b and engaging teeth 21a (the engaging sleeve 21c is in the left position). The second shift mechanism engaging sleeve 24c remains in the middle position. The fourth shift mechanism engaging sleeve 27b slides to engage the shift hub 27a and engaging teeth 27c (the engaging sleeve 27b is in the right position). At this time, the engine 1 outputs power, and the first motor rotates as needed or generates electricity. The power transmission path is the engine 1, the first input shaft 5a, the ring gear 13 (at this time, the three degrees of freedom of the planetary gear set are synchronized to output at a speed ratio of 1), the transmission gear 18, the transmission gear 19a (19b), the second intermediate shaft 20a (the third intermediate shaft 20b), the third gear primary gear 28a (28b), the third gear driven gear 29, and the output shaft 30.

[0144] Engine direct drive 8th gear mode: the third shift mechanism engages the sleeve 9c slidingly engages the shift gear hub 9b and the engagement teeth 9a (the sleeve 9c is in the left position). The first shift mechanism engages the sleeve 21c slidingly engages the shift gear hub 21b and the engagement teeth 21a (the sleeve 21c is in the left position). The second shift mechanism engages the sleeve 24c to keep the intermediate position. The fourth shift mechanism engages the sleeve 27b slidingly engages the shift gear hub 27a and the engagement teeth 27c (the sleeve 27b is in the right position). At this time, the engine 1 outputs power, and the power transmission path is engine 1, first input shaft 5a, carrier 12, planetary gear 11, ring gear 13 (at this time the sun gear of the planetary gear set is fixed, the carrier input ring gear output), gear 18, gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), third gear primary gear 28a (28b), third gear driven gear 29, output shaft 30.

[0145] Hybrid 5th gear mode: the third shift mechanism engages the sleeve 9c to keep the intermediate position. The first shift mechanism engages the sleeve 21c slidingly engages the shift gear hub 21b and the engagement teeth 21a (the sleeve 21c is in the left position). The second shift mechanism engages the sleeve 24c to keep the intermediate position. The fourth shift mechanism engages the sleeve 27b slidingly engages the shift gear hub 27a and the engagement teeth 27c (the sleeve 27b is in the right position). At this time, the engine 1 and the second motor both output power, and the first motor is regenerative. The engine 1 power transmission path is engine 1, first input shaft 5a, carrier 12, planetary gear 11, ring gear 13, gear 18, gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), third gear primary gear 28a (28b), third gear driven gear 29, output shaft 30. The second motor power transmission path is second motor rotor 14b, gear 15, gear 16, first intermediate shaft 17, gear 18, gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), third gear primary gear 28a (28b), third gear driven gear 29, output shaft 30.

[0146] Hybrid 6-gear mode: the third shift mechanism engages the sleeve 9c to keep the intermediate position. The first shift mechanism engages the sleeve 21c to slide and engage the shift gear hub 21b and the engaging teeth 21d (the sleeve 21c is in the right position). The second shift mechanism engages the sleeve 24c to keep the intermediate position. The fourth shift mechanism engages the sleeve 27b to slide and engage the shift gear hub 27a and the engaging teeth 27c (the sleeve 27b is in the right position). At this time, the engine 1 and the second motor output power, and the first motor is powered to generate electricity. The engine 1 power transmission path is the engine 1, the first input shaft 5a, the carrier 12, the planetary gear 11, the ring gear 13, and the output shaft 30. The second motor power transmission path is the second motor rotor 14b, the transmission gear 15, the transmission gear 16, the first intermediate shaft 17, the transmission gear 18, the transmission gear 19a (19b), the second intermediate shaft 20a (the third intermediate shaft 20b), the third gear primary gear 28a (28b), the third gear driven gear 29, and the output shaft 30.

[0147] Hybrid system embodiment 7:

[0148] Referring to FIG. 8, the difference between this embodiment and embodiment 5 is that each shift mechanism is a clutch, wherein the first shift mechanism, the second shift mechanism, and the third shift mechanism are the same as the clutch A, the clutch B, and the clutch C in embodiment 2; the fourth shift mechanism adopts a clutch D having a combined state and an uncombined state (or a fully released state), and the clutch replaces the ring gear hub synchronizer shift mechanism to perform engagement or separation operation.

[0149] The other structures and working principles of the hybrid system in this embodiment are the same as those in hybrid system embodiment 5, and this embodiment will not be described again.

[0150] Hybrid system embodiment 8:

[0151] Referring to FIG. 9, the difference between this embodiment and embodiment 5 is that this embodiment further includes a clutch 31.

[0152] The hybrid system includes the driving modes in Table 1, Table 2, and Table 3. Among them, in the pure electric driving 3-gear mode, the clutch 31 can be combined or not combined; in the engine direct drive 7-gear mode, the engine direct drive 8-gear mode, the hybrid 5-gear mode, and the hybrid 6-gear mode, the clutch 31 is combined; in the dual motor driving mode, the clutch 31 is not combined.

[0153] In addition to the above modes, the hybrid system further adds two dual motor driving modes, and the six dual motor driving modes are shown in Table 4.

[0154] Table 4 Dual motor driving modes of the hybrid system

[0155] Drive mode Clutch engagement sleeve 9c Engagement sleeve 21c Engagement sleeve 24c Engagement sleeve 27b Double electric drive 1st gear mode Unengaged Right Left Left Left Double electric drive 2nd gear mode Unengaged Right Left Left Double electric drive 3rd gear mode Unengaged Right Left Middle Right Double electric drive 4th gear mode Unengaged Right Right Left Left Double electric drive 5th gear mode Unengaged Right Right Right Left Double electric drive 6th gear mode Unengaged Right Right Middle Right

[0156] The various drive modes in Table 4 are described below.

[0157] Double electric drive 1st gear mode: Clutch 2 is unengaged, the third shift mechanism engagement sleeve 9c slidingly engages shift sleeve 9b and engagement teeth 9d (engagement sleeve 9c is in the right position). The first shift mechanism engagement sleeve 21c slidingly engages shift sleeve 21b and engagement teeth 21a (engagement sleeve 21c is in the left position). The second shift mechanism engagement sleeve 24c slidingly engages shift sleeve 24b and engagement teeth 24a (engagement sleeve 24c is in the left position). The fourth shift mechanism engagement sleeve 27b remains in the left position. At this time, both the first motor and the second motor output power, and the engine is stopped. The first motor power transmission path is first motor rotor 4b, second input shaft 5b, transmission gear 3, transmission gear 6, hollow shaft 7, sun gear 10, planet gear 11, ring gear 13, transmission gear 18, transmission gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), first gear primary gear 22a (22b), first gear driven gear 23, output shaft 30. The second motor power transmission path is second motor rotor 14b, third input shaft 5c, transmission gear 15, transmission gear 16, first intermediate shaft 17, transmission gear 18, transmission gear 19a (19b), second intermediate shaft 20a (third intermediate shaft 20b), first gear primary gear 22a (22b), first gear driven gear 23, output shaft 30.

[0158] Dual motor drive 2nd gear mode: clutch 2 is not engaged, the third shift mechanism engages the sleeve 9c slidingly engages the shift gear hub 9b and engages the gear 9d (sleeve 9c is in the right position). The first shift mechanism engages the sleeve 21c slidingly engages the shift gear hub 21b and engages the gear 21a (sleeve 21c is in the left position). The second shift mechanism engages the sleeve 24c slidingly engages the shift gear hub 24b and engages the gear 24d (sleeve 24c is in the right position). The fourth shift mechanism engages the sleeve 27b keeps the left position. At this time, the first motor and the second motor output power, the engine is stopped. The first motor power transmission path is the first motor rotor 4b, the second input shaft 5b, the transmission gear 3, the transmission gear 6, the hollow shaft 7, the sun gear 10, the planet gear 11, the ring gear 13, the transmission gear 18, the transmission gear 19a (19b), the second intermediate shaft 20a (the third intermediate shaft 20b), the second gear main gear 25a (25b), the second gear driven gear 26, the output shaft 30. The second motor power transmission path is the second motor rotor 14b, the third input shaft 5c, the transmission gear 15, the transmission gear 16, the first intermediate shaft 17, the transmission gear 18, the transmission gear 19a (19b), the second intermediate shaft 20a (the third intermediate shaft 20b), the second gear main gear 25a (25b), the second gear driven gear 26, the output shaft 30.

[0159] Dual motor drive 3rd gear mode: clutch 2 is not engaged, the third shift mechanism engages the sleeve 9c slidingly engages the shift gear hub 9b and engages the gear 9d (sleeve 9c is in the right position). The first shift mechanism engages the sleeve 21c slidingly engages the shift gear hub 21b and engages the gear 21a (sleeve 21c is in the left position). The second shift mechanism engages the sleeve 24c keeps the middle position. The fourth shift mechanism engages the sleeve 27b slidingly engages the shift gear hub 27a and engages the gear 27c (sleeve 27b is in the right position). At this time, the first motor and the second motor output power, the engine is stopped. The first motor power transmission path is the first motor rotor 4b, the second input shaft 5b, the transmission gear 3, the transmission gear 6, the hollow shaft 7, the sun gear 10, the planet gear 11, the ring gear 13, the transmission gear 18, the transmission gear 19a (19b), the second intermediate shaft 20a (the third intermediate shaft 20b), the third gear main gear 28a (28b), the third gear driven gear 29, the output shaft 30. The second motor power transmission path is the second motor rotor 14b, the third input shaft 5c, the transmission gear 15, the transmission gear 16, the first intermediate shaft 17, the transmission gear 18, the transmission gear 19a (19b), the second intermediate shaft 20a (the third intermediate shaft 20b), the third gear main gear 28a (28b), the third gear driven gear 29, the output shaft 30.

[0160] Dual motor drive 4th gear mode: clutch 2 is not engaged, the third shift mechanism engages the sleeve 9c slidingly engages the shift gear hub 9b and engages the gear 9d (the sleeve 9c is in the right position). The first shift mechanism engages the sleeve 21c slidingly engages the shift gear hub 21b and engages the gear 21d (the sleeve 21c is in the right position). The second shift mechanism engages the sleeve 24c slidingly engages the shift gear hub 24b and engages the gear 24a (the sleeve 24c is in the left position). The fourth shift mechanism engages the sleeve 27b to keep the left position. At this time, the first motor and the second motor output power, and the engine is stopped. The first motor power transmission path is the first motor rotor 4b, the second input shaft 5b, the transmission gear 3, the transmission gear 6, the hollow shaft 7, the sun gear 10, the planet gear 11, the ring gear 13, and the output shaft 30. The second motor power transmission path is the second motor rotor 14b, the third input shaft 5c, the transmission gear 15, the transmission gear 16, the first intermediate shaft 17, the transmission gear 18, the transmission gear 19a (19b), the second intermediate shaft 20a (the third intermediate shaft 20b), the first gear primary gear 22a (22b), the first gear driven gear 23, and the output shaft 30.

[0161] Dual motor drive 5th gear mode: clutch 2 is not engaged, the third shift mechanism engages the sleeve 9c slidingly engages the shift gear hub 9b and engages the gear 9d (the sleeve 9c is in the right position). The first shift mechanism engages the sleeve 21c slidingly engages the shift gear hub 21b and engages the gear 21d (the sleeve 21c is in the right position). The second shift mechanism engages the sleeve 24c slidingly engages the shift gear hub 24b and engages the gear 24d (the sleeve 24c is in the right position). The fourth shift mechanism engages the sleeve 27b to keep the left position. At this time, the first motor and the second motor output power, and the engine is stopped. The first motor power transmission path is the first motor rotor 4b, the second input shaft 5b, the transmission gear 3, the transmission gear 6, the hollow shaft 7, the sun gear 10, the planet gear 11, the ring gear 13, and the output shaft 30. The second motor power transmission path is the second motor rotor 14b, the third input shaft 5c, the transmission gear 15, the transmission gear 16, the first intermediate shaft 17, the transmission gear 18, the transmission gear 19a (19b), the second intermediate shaft 20a (the third intermediate shaft 20b), the second gear primary gear 25a (25b), the second gear driven gear 26, and the output shaft 30.

[0162] Dual-motor drive 6-gear mode: clutch 2 is not engaged, the third shift mechanism engages the sleeve 9c slidingly engages the shift gear hub 9b and engages the gear 9d (the sleeve 9c is in the right position). The first shift mechanism engages the sleeve 21c slidingly engages the shift gear hub 21b and engages the gear 21d (the sleeve 21c is in the right position). The second shift mechanism engages the sleeve 24c to keep the intermediate position. The fourth shift mechanism engages the sleeve 27b slidingly engages the shift gear hub 27a and engages the gear 27c (the sleeve 27b is in the right position). At this time, the first motor and the second motor both output power, and the engine is stopped. The first motor power transmission path is the first motor rotor 4b, the second input shaft 5b, the transmission gear 3, the transmission gear 6, the hollow shaft 7, the sun gear 10, the planet gear 11, the ring gear 13, and the output shaft 30. The second motor power transmission path is the second motor rotor 14b, the third input shaft 5c, the transmission gear 15, the transmission gear 16, the first intermediate shaft 17, the transmission gear 18, the transmission gear 19a (19b), the second intermediate shaft 20a (the third intermediate shaft 20b), the third gear primary gear 28a (28b), the third gear driven gear 29, and the output shaft 30.

[0163] Hybrid system embodiment 9:

[0164] Referring to FIG. 10, the difference between this embodiment and embodiment 7 is that each shift mechanism is a clutch. The first shift mechanism, the second shift mechanism, and the third shift mechanism are the same as the clutch A, the clutch B, and the clutch C in embodiment 2. The fourth shift mechanism uses a clutch D that has one engaged state and an unengaged state (or a fully released state) to replace the ring gear hub synchronizer shift mechanism for engagement or disengagement operation.

[0165] The other structures and working principles of the hybrid system in this embodiment are the same as those in hybrid system embodiment 7, and this embodiment will not be described again.

[0166] Hybrid system embodiment 10:

[0167] Referring to FIG. 11, the difference between this embodiment and embodiment 1 is that in embodiment 1, the first motor and the second motor are arranged on the two sides of the first input shaft, while in this embodiment, the first input shaft and the output shaft are coaxially arranged, and the first motor and the second motor are arranged on the same side of the first input shaft and the output shaft as a whole, and the idler gear 32 is used to ensure that the arrangement direction of the first motor and the second motor is the same as the extension direction of the first input shaft.

[0168] The arrangement position of the internal components of the transmission is adjusted by the idler gear 32, and the arrangement position of the second motor is adjusted to adapt to different vehicles.

[0169] Vehicle embodiment:

[0170] The vehicle of the embodiment adopts the hybrid power system provided by the hybrid power system embodiment, and the specific structure, principle and working mode of the hybrid power system are sufficiently clear in the hybrid power system embodiment. Therefore, the vehicle of the embodiment will not be described herein.

[0171] The vehicle of the embodiment realizes multiple gear working modes through coordinated control of the engine, two driving motors, planetary gear set and non-power interruption gearbox, provides more power combination driving modes to meet more subdivided working conditions, realizes non-interruption of wheel end torque during gear shifting, simplifies the control of gear shifting mechanism or clutch, solves the problems of difficult control of gear shifting mechanism and easy ablation of clutch, provides enough gear ratios and power combinations, meets the working condition requirements of highway bus high-speed cruising and heavy load or large climbing gradient, solves the problem of insufficient power caused by easy over-temperature of the motor in the working condition of continuous climbing of the whole vehicle, and has wide application scenarios.

Claims

1. A hybrid powertrain comprising a power source and a multi-mode transmission, the power source comprising an engine and a first electric machine, the multi-mode transmission comprising a first input shaft and a second input shaft, the engine being drivingly connected to the first input shaft and the first electric machine being drivingly connected to the second input shaft, the first and second input shafts being drivingly connected to first and second input ends of a planetary gear set, respectively, an output shaft for power input being connected to an output end of the planetary gear set via a first shift mechanism, the first shift mechanism being configured to switch between connecting the output end of the planetary gear set to a first intermediate shaft, connecting the output shaft or neither, the first intermediate shaft being further drivingly connected to a second intermediate shaft, a second shift mechanism being further provided between the second intermediate shaft and the output shaft for enabling a transmission of a variable gear ratio and / or disconnecting the transmission, characterized in that, The multi-mode gearbox further comprises a third shift mechanism for switching between locking, connecting or neither locking nor connecting the output end of the planetary gear set.

2. The hybrid system according to claim 1, characterized by The power source further comprises a second motor, and the multi-mode gearbox further comprises a third input shaft in transmission connection with the second motor, the third input shaft being in transmission connection with the first intermediate shaft.

3. The hybrid system according to claim 1 or 2, characterized by A torsional damper is connected between the first input shaft and the engine.

4. The hybrid system according to claim 3, characterized by A clutch is connected between the torsional damper and the first input shaft.

5. The hybrid system according to claim 2, characterized by A clutch is connected between the first input shaft and the engine.

6. The hybrid system according to claim 2, characterized by The first input shaft is coaxial with the output shaft, and the first input shaft and the second input shaft are arranged in different axes and / or the first input shaft and the third input shaft are arranged in different axes.

7. The hybrid system according to claim 6, characterized by The first input shaft and the second input shaft are arranged in different axes, and the second input shaft is in transmission connection with the second input end of the planetary gear set through the variable gear set.

8. The hybrid system according to claim 6, characterized by The first input shaft and the third input shaft are arranged in different axes, and the third input shaft is in transmission connection with the first intermediate shaft through the variable gear set.

9. The hybrid system according to any one of claims 1 to 2 and 4 to 8, characterized in that, The first input end of the planetary gear set is the carrier of the planetary gear set, the second input end of the planetary gear set is the sun gear of the planetary gear set, and the output end of the planetary gear set is the ring gear of the planetary gear set.

10. The hybrid system according to any one of claims 1 to 2 and 4 to 8, characterized by, The second shift mechanism comprises three gears: 1) engaging the second gear variable gear set in transmission connection with the second intermediate shaft with the output shaft; 2) engaging the first gear variable gear set in transmission connection with the second intermediate shaft with the output shaft; and 3) disconnecting the transmission connection between the second intermediate shaft and the output shaft.

11. The hybrid system according to claim 10, characterized by The gear ratio of the first gear variable gear set, the gear ratio of the second gear variable gear set, and the gear ratio of the transmission connection between the first intermediate shaft and the second intermediate shaft are all different.

12. The hybrid system of claim 10, wherein The gear ratio of the second gear variable gear set is smaller than the gear ratio of the first gear variable gear set and larger than the gear ratio of the transmission connection between the first intermediate shaft and the second intermediate shaft.

13. The hybrid system according to any one of claims 1 to 2 and 4 to 8, characterized by, The multi-mode gearbox further comprises a fourth shift mechanism for switching between connecting or not connecting the output shaft of the second intermediate shaft.

14. The hybrid system of claim 13, wherein The second intermediate shaft is two, and is located on both sides of the output shaft.

15. The hybrid system of claim 2, wherein The first motor and the second motor are arranged on both sides of the first input shaft.

16. The hybrid system of claim 2, wherein The first input shaft is coaxial with the output shaft, and the first motor and the second motor are arranged on the same side of the first input shaft and the output shaft as a whole.

17. A vehicle characterized by comprising: The hybrid power system as claimed in any one of claims 1-16. The hybrid power system as claimed in any one of claims 1-16.

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