CN117183717A - Hybrid power system of vehicle and vehicle - Google Patents

Abstract

The invention discloses a hybrid power system of a vehicle and the vehicle, wherein the hybrid power system comprises: a first motor and an engine; the switching device comprises a first clutch part, a second clutch part and a transmission piece, wherein the first clutch part and the second clutch part are connected with the transmission piece; the first clutch part is connected between the output shaft of the engine and the transmission member, and the second clutch part is connected between the transmission member and the driving end; the first motor is connected with the transmission part, and at least one of the first motor and the engine selectively outputs power to the driving end through the conversion device; the engine selectively outputs power to the first motor through the conversion device so as to drive the first motor to generate power. Therefore, the first motor and the engine output power to the driving end through the same conversion device, the structure of the hybrid power system can be simplified, the structure of the hybrid power system is compact, the vehicle can be switched to different driving modes through the switching operation of the first motor and the engine, and the driving performance of the vehicle is improved.

Description

Hybrid power system of vehicle and vehicle

Technical Field

The present invention relates to the field of vehicles, and more particularly, to a hybrid system of a vehicle and a vehicle having the hybrid system of the vehicle.

Background

In the related art, the hybrid power system of the existing vehicle includes a conversion device, and the conversion device is not compact in structure, so that the conversion device is large in size, occupies a large layout space, and is unfavorable for installation of the conversion device.

Disclosure of Invention

The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present invention is to provide a hybrid system of a vehicle, which has a simple and compact structure, and is capable of switching the vehicle to different driving modes, thereby improving the drivability of the vehicle.

The invention further proposes a vehicle.

The hybrid system of the vehicle according to the present invention includes:

a first motor and an engine;

the switching device comprises a first clutch part, a second clutch part and a transmission piece, wherein the first clutch part and the second clutch part are connected with the transmission piece; and in the radial direction of the transmission member, the projection of the first clutch part and the projection of the second clutch part are at least partially overlapped; the first clutch part is connected between an engine output shaft of the engine and the transmission member, and the second clutch part is connected between the transmission member and the driving end;

The first motor is in transmission connection with the transmission part, and at least one of the first motor and the engine is used for selectively outputting power to a driving end through the conversion device;

the engine selectively outputs power to the first motor through the conversion device so as to drive the first motor to generate power.

According to the hybrid power system of the vehicle, the conversion device, the first motor and the engine are matched, the first motor and the engine output power to the driving end through the same conversion device, so that the structure of the hybrid power system can be simplified, the structure of the hybrid power system is compact, the vehicle can be switched to different driving modes through the switching operation of the first motor and the engine, and the driving performance of the vehicle is improved.

In some examples of the invention, the hybrid system of the vehicle further includes: and the second clutch part is in transmission connection with one of a front wheel and a rear wheel at a running end through the reversing gear so as to enable the rotation direction of an output shaft of the engine to be the same as the rotation direction of the wheel at the running end when the engine outputs power to the running end.

In some examples of the invention, the first motor output shaft of the first motor is in meshed transmission with the transmission member.

In some examples of the present invention, the first clutch portion and the second clutch portion are located on both axial sides of the transmission member, respectively.

In some examples of the invention, the first clutch portion includes: the first shell is fixedly connected with the transmission piece, the first driven piece is selectively engaged with the first shell, and the first driven piece is connected with the engine output shaft.

In some examples of the invention, the second clutch portion includes: the second shell is fixedly connected with the transmission piece, the second shell is selectively engaged with the second driven piece, and the second driven piece is in transmission connection with the reversing gear.

In some examples of the invention, the transmission includes a clutch housing, and the first housing, the second housing, and the clutch housing are integrally formed.

In some examples of the present invention, a first groove is formed on an end surface of the transmission member adjacent to the first clutch portion and/or a second groove is formed on an end surface of the transmission member adjacent to the second clutch portion, and the first housing is disposed in the first groove and/or the second housing is disposed in the second groove.

In some examples of the invention, the transmission member is formed with the first groove and the second groove, the first groove being located radially inward or outward of the second groove in the transmission member radial direction.

In some examples of the invention, the orthographic projection of the first groove and the orthographic projection of the second groove have overlapping areas in a radial direction of the transmission member.

In some examples of the invention, the end of the first follower proximate the driver extends into the first recess to engage or disengage the first housing; and/or

The end of the second follower adjacent to the driving member extends into the second recess to engage with or disengage from the second housing.

In some examples of the invention, the hybrid system of the vehicle further includes: the transmission piece is connected to the support shaft and is coaxially arranged with the support shaft, and the first driven piece and the second driven piece are rotatably sleeved on the support shaft.

In some examples of the present invention, the first follower has a first cavity formed therein, and one end of the support shaft is located in the first cavity and is rotatably connected to the first follower.

In some examples of the present invention, a first limiting portion is disposed in the first cavity, a second limiting portion is disposed at one end of the support shaft, and the first limiting portion cooperates with the second limiting portion to limit axial movement of the support shaft.

In some examples of the present invention, the first limiting portion is a spherical groove, the second limiting portion is a spherical protrusion, the spherical protrusion is concentric with the spherical groove, and an inner wall of the spherical groove is spaced apart from the spherical protrusion.

In some examples of the invention, the hybrid system of the vehicle further includes: and the first driven piece is rotationally connected with the support shaft through the first bearing.

In some examples of the invention, the hybrid system of the vehicle further includes: the first driven piece is rotatably connected to the shell.

In some examples of the invention, the hybrid system of the vehicle further includes: the bearing assembly comprises a first bearing and a second bearing, wherein the first bearing is arranged between the first driven piece and the supporting shaft, the second bearing is arranged between the first driven piece and the shell, and in the radial direction of the supporting shaft, the orthographic projection of the second bearing and the orthographic projection of the first bearing have overlapping areas.

In some examples of the present invention, the hybrid system of the vehicle further includes a third bearing, and the second driven member is rotatably connected to the support shaft through the third bearing.

In some examples of the invention, the hybrid system of the vehicle further includes: and the supporting shaft is rotationally connected with the shell through the fourth bearing.

In some examples of the invention, the second clutch is in driving connection with a differential at the driving end via the reversing gear.

In some examples of the invention, the output axis of the differential, the central axis of the second clutch portion and the central axis of the reversing gear are parallel to each other, and the projection line of the central axis of the second clutch portion (16) and the central axis of the reversing gear (700) on the reversing gear shaft forms a triangle.

In some examples of the invention, the hybrid system of the vehicle further includes: and the second motor is in transmission connection with the other of the front wheel and the rear wheel.

In some examples of the invention, the axial direction of the conversion device extends in the front-rear direction of the vehicle.

In some examples of the invention, the engine is disposed on a front side of the conversion device in a rear-to-front direction of the vehicle, and the engine output shaft extends in the front-to-rear direction of the vehicle.

In some examples of the invention, the second clutch is in driving connection with a differential at the driving end via a bevel gear.

The vehicle comprises the hybrid power system of the vehicle.

Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

Drawings

The foregoing and/or additional aspects and advantages of the invention will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

FIG. 1 is a schematic illustration of a first embodiment of a hybrid powertrain according to an embodiment of the present invention;

FIG. 2 is an enlarged view at A in FIG. 1;

FIG. 3 is a cross-sectional view of a transition device of a hybrid powertrain according to an embodiment of the present invention;

FIG. 4 is a schematic diagram of a second embodiment of a hybrid system according to an embodiment of the invention;

fig. 5 is a schematic diagram of a third embodiment of a hybrid system according to an embodiment of the invention.

Reference numerals:

hybrid system 1000;

a conversion device 100; a transmission member 11; a first groove 111; a second groove 112;

a first output gear 13;

a support shaft 14; a second limit portion 141; a first bearing 142; a third bearing 143; a fourth bearing 144;

a first clutch part 15; a first housing 151; a fitting groove 1511; a first follower 152; a first cavity 1521; a first friction plate 153; a second friction plate 154; a first stopper 155; a second bearing 156;

a second clutch portion 16; a second housing 161; a second follower 162; a third friction plate 163; a fourth friction plate 164; a second bevel gear 165;

a first motor 200; a first motor output shaft 201; a first intermediate gear 202; a first motor gear 203;

an engine 300; an engine output shaft 301;

a transmission 400; a transmission input gear 401; transmission output gear 402; a transmission drive gear 403; a connecting shaft 404;

a second motor 500; a second motor output shaft 501;

a front differential 600; a first gear 601; a first bevel gear 602;

reversing gear 700; a reversing shaft 701; reversing bearing 702;

an energy storage unit 800;

a rear differential 900; a second gear 901;

front wheels 2000; rear wheel 3000.

Detailed Description

Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the application.

A hybrid system 1000 of a vehicle according to an embodiment of the application, which hybrid system 1000 may be mounted on a vehicle, is described below with reference to fig. 1-5.

As shown in fig. 1 to 5, a hybrid system 1000 according to an embodiment of the present application includes: conversion device 100, first motor 200, and engine 300. The switching device 100 includes a first clutch portion 15, a second clutch portion 16, and a transmission member 11, where the first clutch portion 15 and the second clutch portion 16 are located on two axial sides of the transmission member 11, that is, the first clutch portion 15 is disposed on one side of the transmission member 11, the second clutch portion 16 is disposed on the other side of the transmission member 11, when the clutch device 100 is placed in the direction of fig. 3, the first clutch portion 15 is disposed on the right side of the transmission member 11, the second clutch portion 16 is disposed on the left side of the transmission member 11, and when the first clutch portion 15 is disposed on the left side of the transmission member 11, the second clutch portion 16 is disposed on the right side of the transmission member 11. The first clutch portion 15 and the second clutch portion 16 are disposed on both axial sides of the transmission member 11, respectively, enabling a reduction in the radial dimension of the conversion device 100.

The first clutch portion 15 and the second clutch portion 16 are connected to the transmission member 11, and the first clutch portion 15 and the second clutch portion 16 can be provided on the same transmission member 11, so that the clutch device 100 can be integrated with the first clutch portion 15 and the second clutch portion 16. The first clutch part 15 is connected between the engine output shaft 301 of the engine 300 and the transmission 11, and the second clutch part 16 is connected between the transmission 11 and a driving end, which may include front wheels 2000, rear wheels 3000, a front differential 600, and a rear differential 900 of the vehicle, the front differential 600 being in driving connection with the front wheels 2000, and the rear differential 900 being in driving connection with the rear wheels 3000.

In the radial direction of the transmission member 11, the projection of the first clutch portion 15 and the projection of the second clutch portion 16 at least partially overlap, and further, in the radial direction of the transmission member 11, the orthographic projection of the first clutch portion 15 and the orthographic projection of the second clutch portion 16 at least partially overlap, so that the axial space of the conversion device 100 can be effectively saved, and the installation space can be saved.

The first motor 200 is in driving connection with the driving member 11, and the first motor 200 is used for outputting power to the driving member 11. At least one of the first motor 200 and the engine 300 is used to selectively output power to the driving side through the conversion device 100, that is, the first motor 200 may selectively output power to the driving side through the conversion device 100, the engine 300 may selectively output power to the driving side through the conversion device 100, the first motor 200 and the engine 300 may simultaneously selectively output power to the driving side through the conversion device 100, and after the power is output to the driving side, the wheels may be rotated to achieve driving of the vehicle. The engine 300 selectively outputs power to the first motor 200 through the conversion device 100 to drive the first motor 200 to generate power, and it may be understood that the engine 300 may output power to the first motor 200 through the conversion device 100, the engine 300 may not output power to the first motor 200, and the engine 300 may drive the first motor 200 to generate power when the engine 300 outputs power to the first motor 200 through the conversion device 100. Further, the first motor 200 may be used to selectively output power to the engine 300 through the conversion device 100 to drive the engine 300 to start ignition.

The conversion device 100, the first motor 200, and the engine 300 may cooperate to output power to the front wheels 2000 or the rear wheels 3000, and the present application is described by taking the conversion device 100, the first motor 200, and the engine 300 cooperate to output power to the front wheels 2000 as an example. Further, the shifting apparatus 100 is in driving connection with the front differential 600. By switching the first motor 200 and/or the engine 300 to selectively output power to the driving end through the same conversion device 100, and the engine 300 to selectively output power to the first motor 200 through the conversion device 100, the vehicle can be switched to different driving modes, the driving performance of the vehicle is improved, and meanwhile, the structure of the hybrid power system 1000 can be simplified, so that the structure of the hybrid power system 1000 is compact, and the installation space is effectively saved.

By engaging or disengaging the first clutch 15 such that the engine 300 selectively outputs power to the first motor 200, specifically, when the first clutch 15 is engaged, the engine 300 may output power to the first motor 200, and when the first clutch 15 is disengaged, the engine 300 may not output power to the first motor 200, the effect that the engine 300 selectively outputs power to the first motor 200 is achieved. The second clutch part 16 is connected between the transmission member 11 and the front differential 600, and is engaged or disengaged by the second clutch part 16 to selectively connect the transmission member 11 with the front wheels 2000, specifically, when the second clutch part 16 is engaged, the transmission member 11 is connected with the front wheels 2000, power on the transmission member 11 can be transmitted to the front wheels 2000 to drive the vehicle to travel, and when the second clutch part 16 is disengaged, the transmission member 11 is not connected with the front wheels 2000, and power on the transmission member 11 cannot be transmitted to the front wheels 2000. Further, the first clutch 15 torque may be greater than the second clutch 16 torque.

Among them, by mounting the hybrid system 1000 on a vehicle, various functions of the vehicle can be achieved, as follows:

first motor 200 idle state starts engine 300 functions: in this functional state, neither the first motor 200 nor the engine 300 outputs power to the running end through the conversion device 100, the first motor 200 starts to be in a stationary state, and after the first motor 200 receives electric power, the first motor 200 starts to operate from the stationary state, the first motor 200 transmits power to the engine 300, drags the engine 300 to start ignition, and starts the engine 300.

The first motor 200 load state starts the engine 300 function: in this functional state, the first motor 200 is operated, the first motor 200 outputs power to the driving end through the conversion device 100, the first motor 200 is in the belt-carried rotation state, and the first motor 200 transmits power to the engine 300 through the conversion device 100, drags the engine 300 to start ignition.

The engine 300 has a series power generation function: in this functional state, the engine 300 is already in the ignition operation state, neither the first motor 200 nor the engine 300 outputs power to the driving end, the engine 300 outputs power to the first motor 200 through the conversion device 100, the first motor 200 operates to generate electricity and supply the electric power to the energy storage unit 800 and/or the second motor 500, and the second motor 500 can output power to the rear wheels 3000 when operated. It should be noted that, if the first motor 200 outputs power to the front wheel 2000, the second motor 500 outputs power to the rear wheel 3000, and if the first motor 200 outputs power to the rear wheel 3000, the second motor 500 outputs power to the front wheel 2000 when operating, and the present application is described taking the first motor 200 outputting power to the front wheel 2000 and the second motor 500 outputting power to the rear wheel 3000 as an example.

The parallel power generation function of the engine 300: in this functional state, the engine 300 is in an ignition operation, the engine 300 outputs power to the driving end through the conversion device 100, the engine 300 drives the vehicle to run, and the engine 300 outputs power to the first motor 200 through the conversion device 100, drags the first motor 200 to rotate to drive the first motor 200 to generate electricity, the first motor 200 becomes a generator mode, and the engine 300 drives the first motor 200 to generate electricity and supplies electric energy to the energy storage unit 800 or the second motor 500. Thus, by the cooperation of the conversion device 100, the first motor 200 and the engine 300 selectively output power to the driving end through the same conversion device 100, the structure of the hybrid system 1000 can be simplified, the hybrid system 1000 can be compact, and by switching the first motor 200 and/or the engine 300 to selectively output power to the driving end through the same conversion device 100, and the engine 300 to selectively output power to the first motor 200 through the conversion device 100, the vehicle can be switched to different driving modes, and the driving performance of the vehicle can be improved.

In some embodiments of the present application, as shown in fig. 1 and 2, the hybrid system 1000 may further include: the reversing gear 700 is disposed on the right side of the conversion device 100 in the rear-to-front direction of the vehicle, and the second clutch portion 16 is drivingly connected to one of the front wheel 2000 and the rear wheel 3000 at the running end through the reversing gear 700 to make the rotation direction of the engine output shaft 301 the same as the rotation direction of the wheels at the running end when the engine 300 outputs power to the running end. The present application will be described by taking the case where the second clutch portion 16 is in driving connection with the front wheel 2000 via the reversing gear 700. Since the rotation direction of the engine output shaft 301 of the engine 300 is unchanged, if the reversing gear 700 is not provided between the second clutch 16 and the front wheel 2000 when the engine 300 is disposed on the right side of the conversion device 100, the rotation direction of the engine output shaft 301 is opposite to the rotation direction of the front wheel 2000 when the engine 300 outputs power to the driving end, and the front wheel 2000 rotates toward the rear side of the vehicle when the power is output to the front wheel 2000, so that the vehicle cannot travel forward. In the present application, the second clutch portion 16 is in transmission connection with the front wheel 2000 through the reversing gear 700, and is reversed through the reversing gear 700, so that the rotation direction of the engine output shaft 301 is the same as the rotation direction of the front wheel 2000 when the engine 300 outputs power to the front wheel 2000, thereby achieving the purpose of driving the vehicle to run forward and ensuring the normal running of the vehicle.

Further, as shown in fig. 1 and 4, the hybrid system 1000 may further include: the reversing shaft 701, the reversing gear 700 is mounted on the reversing shaft 701, the reversing shaft 701 is mounted on the shell of the hybrid power system 1000 through the reversing bearing 702, further, one end of the reversing shaft 701 is mounted on the shell of the hybrid power system 1000 through the reversing bearing 702, and the other end of the reversing shaft 701 is arranged in a suspended mode, so that the axial and radial dimensions of the hybrid power system 1000 can be effectively reduced.

In some embodiments of the present invention, as shown in fig. 1, 4 and 5, a first motor output shaft 201 of a first motor 200 is in meshed transmission with a transmission member 11. Further, the first motor output shaft 201 may be provided with a first motor gear 203, and the first motor gear 203 is meshed with the transmission member 11 for transmission, so that the technical effect of transmitting power from the first motor output shaft 201 to the transmission member 11 can be achieved, and the technical effect of transmitting power from the transmission member 11 to the first motor output shaft 201 can also be achieved.

In some embodiments of the present invention, as shown in fig. 3, the first clutch portion 15 and the second clutch portion 16 are respectively located at two axial sides of the transmission member 11, and in a radial direction of the conversion device 100, that is, in a radial direction of the transmission member, the front projection of the second clutch portion 16 and the front projection of the first clutch portion 15 have overlapping areas, which at least partially overlap. In the radial direction of the clutch device 100, the front projection of the second clutch portion 16 and the front projection of the first clutch portion 15 have overlapping areas, so that the second clutch portion 16 and the first clutch portion 15 are sleeved and matched, the axial size of the clutch device 100 can be reduced, compared with the prior art, the clutch device 100 can be more compact in structure, the volume of the clutch device 100 is reduced, the occupied arrangement space of the clutch device 100 is reduced, the installation of the clutch device 100 is facilitated, and the vehicle production efficiency can be improved.

In some embodiments of the present invention, as shown in fig. 3, the first clutch part 15 includes: the first shell 151 and the first follower 152, the first shell 151 and the transmission member 11 are fixedly connected, further, the first shell 151 can be fixedly connected with the transmission member 11 through bolts, the first shell 151 can also be welded on the transmission member 11, and the first shell 151 can also be clamped on the transmission member 11, so that the first shell 151 and the transmission member 11 are fixedly connected. The first follower 152 is selectively engaged with the first housing 151, wherein the first housing 151 and the first follower 152 are engaged or disengaged by the movement of the first follower 152 relative to the first housing 151, and when the first housing 151 and the first follower 152 are engaged, power can be transmitted between the first housing 151 and the first follower 152, and when the first housing 151 and the first follower 152 are disengaged, power cannot be transmitted between the first housing 151 and the first follower 152, thereby ensuring that the first clutch 15 has a clutch effect.

Further, the first follower 152 is connected to the engine output shaft 301. Further, the first follower 152 is fixedly connected to the engine output shaft 301, and the manner of fixedly connecting the first follower 152 to the engine output shaft 301 is not particularly limited. Further, the first housing 151 may be provided with a plurality of first friction plates 153, the plurality of first friction plates 153 are sequentially spaced apart along the axial direction of the conversion device 100, an assembly groove 1511 is formed between adjacent first friction plates 153, the first follower 152 is provided with at least one second friction plate 154, preferably, the plurality of second friction plates 154 are provided in a one-to-one correspondence with the plurality of assembly grooves 1511, the second friction plates 154 extend into the assembly grooves 1511, and the first housing 151 and the second follower 152 are engaged or disengaged by moving the first follower 152 relative to the first housing 151, so as to control the engagement or disengagement effect of the first housing 151 and the first follower 152, so as to realize the effect that the engine 300 selectively outputs power to the transmission 11.

In some embodiments of the present invention, as shown in fig. 3, the second clutch portion 16 may include: the second housing 161 and the second driven member 162, the second housing 161 is fixedly connected with the transmission member 11, further, the second housing 161 can be fixedly connected with the transmission member 11 through bolts, the second housing 161 can also be welded on the transmission member 11, and the second housing 161 can also be clamped on the transmission member 11, so that the second housing 161 is fixedly connected with the transmission member 11.

Further, the second housing 161 is selectively engaged with the second follower 162, wherein the engagement or disengagement of the second housing 161 and the second follower 162 is achieved by the movement of the second follower 162 relative to the second housing 161, and when the second housing 161 and the second follower 162 are engaged, power can be transmitted between the second housing 161 and the second follower 162, and when the second housing 161 and the second follower 162 are disengaged, power cannot be transmitted between the second housing 161 and the second follower 162, thereby ensuring that the second clutch 16 has a clutch effect. Further, the second follower 162 is in driving connection with the reversing gear 700 to achieve a power transfer effect to the reversing gear 700.

In some embodiments of the present invention, as shown in fig. 3, the transmission 11 includes a clutch housing, and the first and second housings 151 and 161 are integrally formed with the clutch housing. That is, the first housing 151 and the clutch housing are constructed as an integral molding, and the second housing 161 and the clutch housing are constructed as an integral molding, so that the connection strength between the first housing 151 and the clutch housing and between the second housing 161 and the clutch housing can be improved, separation of the first housing 151 and the transmission member 11 and separation of the second housing 161 and the transmission member 11 can be avoided, the step of separately producing the first housing 151 and the second housing 161 can be omitted, the mold development cost can be reduced, the production cost of the conversion device 100 can be reduced, and the production efficiency of the conversion device 100 can be improved.

Further, the transmission member 11 further includes a transmission gear, the transmission gear is sleeved outside the clutch housing, and the transmission member 11 may be meshed with the first motor 200 through the transmission gear.

In some embodiments of the present invention, as shown in fig. 3, the end surface of the transmission member 11 adjacent to the first clutch portion 15 is formed with a first groove 111 and/or the end surface adjacent to the second clutch portion 16 is formed with a second groove 112, and the first housing 151 is disposed in the first groove 111 and/or the second housing 161 is disposed in the second groove 112. It is also understood that the end face of the transmission member 11 facing the first clutch portion 15 is formed with a first groove 111 and/or the end face facing the second clutch portion 16 is formed with a second groove 112.

It should be explained that the end face of the transmission member 11 facing the first clutch portion 15 is formed with the first groove 111, or the end face of the transmission member 11 facing the second clutch portion 16 is formed with the second groove 112, or the end face of the transmission member 11 facing the first clutch portion 15 is formed with the first groove 111, and the end face of the transmission member 11 facing the second clutch portion 16 is formed with the second groove 112, when the transmission member 11 is formed with the first groove 111, the first clutch portion 15 is provided in the first groove 111, and when the transmission member 11 is formed with the second groove 112, the second clutch portion 16 is provided in the second groove 112. Further, along the axial direction of the clutch device 100, the first groove 111 is recessed toward the inside of the transmission member 11, and the second groove 112 is recessed toward the inside of the transmission member 11, so that the axial dimension of the clutch device 100 can be further reduced by disposing the first clutch portion 15 in the first groove 111 and/or disposing the second clutch portion 16 in the second groove 112, and the clutch device 100 can be made more compact.

In some embodiments of the present application, as shown in fig. 3, the transmission member 11 is formed with a first groove 111 and a second groove 112, in other words, the transmission member 11 is formed with both the first groove 111 and the second groove 112. The first groove 111 is located radially inward or outward of the second groove 112 in the radial direction of the transmission member 11. For example: as shown in fig. 3, in the radial direction of the transmission member 11, the first groove 111 is located radially inward of the second groove 112, and the present application is described taking an example in which the first groove 111 is located radially inward of the second groove 112. By positioning the first groove 111 radially inward of the second groove 112, the first clutch portion 15 is disposed in the first groove 111, and the second clutch portion 16 is disposed behind the second groove 112, both a portion of the first clutch portion 15 and a portion of the second clutch portion 16 can extend into the transmission member 11, so that an overlapping area is formed between an orthographic projection of the second clutch portion 16 and an orthographic projection of the first clutch portion 15 in a radial direction of the clutch device 100.

In some embodiments of the present application, as shown in fig. 3, in the radial direction of the transmission member 11, the front projection of the first groove 111 and the front projection of the second groove 112 have overlapping areas, and after the first clutch portion 15 is installed in the first groove 111 and the second clutch portion 16 is installed in the second groove 112, this arrangement can ensure that the front projection of the second clutch portion 16 and the front projection of the first clutch portion 15 have overlapping areas in the radial direction of the clutch device 100, so that the axial dimension of the clutch device 100 can be further reduced, and the structure of the clutch device 100 can be further compact.

In some embodiments of the present invention, as shown in fig. 3, the end of the first follower 152 near the driving member 11 extends into the first recess 111 to engage with or disengage from the first housing 151. As shown in fig. 3, the first housing 151 is disposed in the first groove 111, and it should be noted that at least a part of the structure of the first housing 151 is disposed in the first groove 111. In the axial direction of the clutch device 100, the end of the first follower 152 near the transmission member 11 extends into the first groove 111 to engage with or disengage from the first housing 151. Wherein, since the first housing 151 is disposed in the first groove 111, by extending the first follower 152 into the first groove 111, the distance between the first housing 151 and the first follower 152 is reduced, so that the first follower 152 is conveniently engaged with or separated from the first housing 151. And/or, the end of the second follower 162 near the transmission member 11 extends into the second recess 112 to engage with or disengage from the second housing 161,

as shown in fig. 3, the second housing 161 is disposed in the second groove 112, and it should be noted that at least a part of the structure of the second housing 161 is disposed in the second groove 112. The end of the second follower 162 near the transmission member 11 extends into the second recess 112 to engage with or disengage from the second housing 161. In the axial direction of the clutch device 100, the end of the second follower 162 near the transmission member 11 extends into the second groove 112 to engage with or disengage from the second housing 161. Wherein, since the second housing 161 is disposed in the second groove 112, by extending the second follower 162 into the second groove 112, the distance between the second housing 161 and the second follower 162 is reduced, so that the second follower 162 is engaged with or disengaged from the second housing 161.

In some embodiments of the present invention, as shown in fig. 3, the second housing 161 is provided with a third friction plate 163, the second follower 162 is provided with a fourth friction plate 164, the third friction plate 163 and the fourth friction plate 164 are alternately arranged in the axial direction of the clutch device 100, and the third friction plate 163 and the fourth friction plate 164 are selectively engaged to control the engagement or disengagement of the second housing 161 and the second follower 162. Further, the second housing 161 may be provided with a plurality of third friction plates 163, the plurality of third friction plates 163 are sequentially spaced apart along the axial direction of the conversion device 100, an assembly groove 1511 is formed between adjacent third friction plates 163, the second follower 162 is provided with at least one fourth friction plate 164, preferably, the plurality of fourth friction plates 164 are provided in a one-to-one correspondence with the plurality of assembly grooves 1511, the fourth friction plates 164 extend into the corresponding assembly grooves 1511, and the third friction plates 163 and the fourth friction plates 164 are selectively engaged or disengaged by moving the second follower 162 relative to the second housing 161, so as to realize the effect of controlling the engagement or disengagement of the second housing 161 and the second follower 162.

In some embodiments of the present invention, as shown in fig. 3, the hybrid system 1000 may further include: the back shaft 14, the driving medium 11 is connected on the back shaft 14, and driving medium 11 and the coaxial setting of back shaft 14, further, driving medium 11 can set up to drive gear, and driving medium 11 can be overlapped and establish in the back shaft 14 outside, driving medium 11 and back shaft 14 fixed connection, the central axis of driving medium 11 and the central axis coincidence of back shaft 14. The first follower 152 and the second follower 162 are rotatably sleeved on the support shaft 14, and the first follower 152 and the second follower 162 are rotatable relative to the support shaft 14. Further, the first casing 151 and the second casing 161 are both sleeved on the support shaft 14. The arrangement can integrate the first clutch part 15, the second clutch part 16 and the transmission piece 11 on the same supporting shaft 14, so that the structure of the conversion device 100 is compact, the volume of the conversion device 100 is reduced, the conversion device 100 occupies small arrangement space, the installation of the conversion device 100 is facilitated, the arrangement of the hybrid power system 1000 on a vehicle is facilitated, and the production efficiency of the vehicle is reduced.

In some embodiments of the present invention, as shown in fig. 3, a first cavity 1521 is formed in the first follower 152, and one end of the support shaft 14 is positioned in the first cavity 1521 and is rotatably connected to the first follower 152. In the axial direction of the support shaft 14, an end of the support shaft 14 near the first follower 152 is located in the first cavity 1521 and is rotatably connected to the first follower 152. Further, the first follower 152 is sleeved at the end of the support shaft 14 close to the first follower 152, and is rotatably connected with the first follower 152 through the support shaft 14, so that the first follower 152 can be guaranteed to be rotatable relative to the support shaft 14, and the working performance of the conversion device 100 is guaranteed. Also, by disposing the end portion of the support shaft 14 near the first follower 152 in the first cavity 1521, the axial dimension of the conversion device 100 can be reduced, and the conversion device 100 can be made more compact.

In some embodiments of the present invention, as shown in fig. 3, a first limiting portion 155 is disposed in the first cavity 1521, a second limiting portion 141 is disposed at one end of the supporting shaft 14, the first limiting portion 155 cooperates with the second limiting portion 141 to limit the axial movement of the supporting shaft 14, it should be noted that, the end portion of the supporting shaft 14 near the first follower 152 is provided with the second limiting portion 141, and the bottom wall of the first cavity 1521 opposite to the end portion of the supporting shaft 14 is provided with the first limiting portion 155. Further, after the conversion device 100 is mounted on the support shaft 14, when the support shaft 14 receives an axial force towards the first follower 152, the first limiting portion 155 and the second limiting portion 141 are in stop and limit, so that the axial movement of the support shaft 14 can be limited, and the support shaft 14 can be prevented from moving abnormally in the axial direction, thereby realizing a limit protection effect when the support shaft 14 receives a large axial force.

Further, as shown in fig. 3, the first limiting part 155 may be provided as a spherical groove, the second limiting part 141 may be provided as a spherical protrusion, the spherical protrusion is assembled in the spherical groove, the spherical protrusion is concentrically arranged with the spherical groove, and the inner wall of the spherical groove is spaced from the spherical protrusion. Wherein, conversion device 100 installs on back shaft 14, and the spherical protruding installation is in spherical recess, through setting up spherical protruding and spherical recess, can guarantee that first follower 152 and back shaft 14 can rotate relatively to, through setting up spherical protruding and spherical recess, even first spacing portion 155 and second spacing portion 141 contact, also can guarantee that first follower 152 and back shaft 14 can rotate relatively, guarantee conversion device 100 working property.

In some embodiments of the present invention, as shown in fig. 3, the hybrid system 1000 may further include: the first bearing 142 and the first follower 152 are rotatably coupled to the support shaft 14 via the first bearing 142. The first bearing 142 is sleeved outside the support shaft 14, the first bearing 142 is disposed between the first follower 152 and the support shaft 14, so that relative rotation between the first follower 152 and the support shaft 14 is achieved, and the first bearing 142 is supported between the first follower 152 and the support shaft 14, so that rotation of the first follower 152 and the support shaft 14 around the same axis can be ensured, smooth relative rotation of the first follower 152 and the support shaft 14 is ensured, and radial movement of the first follower 152 relative to the support shaft 14 can be avoided.

In some embodiments of the present invention, the hybrid system 1000 may further include: the first follower 152 is rotatably connected to a housing (not shown), and the first follower 152 can be reliably mounted in the housing of the hybrid system 1000 by rotatably connecting the first follower 152 to the housing while ensuring that the first follower 152 is rotatable with respect to the support shaft 14.

In some embodiments of the present invention, as shown in fig. 3, the hybrid system 1000 may further include: the first bearing 142 and the second bearing 156, the first bearing 142 is disposed between the first follower 152 and the support shaft 14, the first bearing 142 is sleeved outside the support shaft 14, the first bearing 142 is connected between the first follower 152 and the support shaft 14, the second bearing 156 is sleeved outside the first follower 152, and the second bearing 156 is disposed between the first follower 152 and the housing, and in the radial direction of the support shaft 14, the orthographic projection of the second bearing 156 and the orthographic projection of the first bearing 142 have overlapping areas. Further, the first follower 152 is rotatably coupled to the housing by a second bearing 156. The radial load of the support shaft 14 can be transmitted to the shell through the first bearing 142, the first follower 152 and the second bearing 156, so that shearing force caused by the fact that the first bearing 142 and the second bearing 156 are staggered in the radial direction of the support shaft 14 is avoided, the service life of the whole hybrid power system 1000 is prevented from being influenced by the shearing force, and the service life of the hybrid power system 1000 is prolonged.

In some embodiments of the present invention, as shown in fig. 3, the hybrid system 1000 may further include: the third bearing 143 and the second follower 162 are rotatably coupled to the support shaft 14 via the third bearing 143. The third bearing 143 is sleeved outside the support shaft 14, the third bearing 143 is connected between the second follower 162 and the support shaft 14, so that relative rotation between the second follower 162 and the support shaft 14 is realized, and the third bearing 143 is supported between the second follower 162 and the support shaft 14, so that the second follower 162 and the support shaft 14 can rotate around the same axis, smooth relative rotation between the second follower 162 and the support shaft 14 is ensured, and radial movement of the second follower 162 relative to the support shaft 14 can be avoided.

In some embodiments of the present invention, the hybrid system 1000 may further include: a housing (not shown), to which the support shaft 14 is rotatably connected, and further to which the other end of the support shaft 14 is rotatably connected. The other end of the support shaft 14 is an end of the support shaft 14 away from the first follower 152 along the axial direction of the support shaft 14, which is set to ensure that the support shaft 14 is reliably mounted on the housing of the hybrid system 1000 on the basis of ensuring that the support shaft 14 is rotatable relative to the housing, so that the support shaft 14 can reliably support the conversion device 100, and further ensure the working performance of the conversion device 100.

In some embodiments of the present invention, as shown in fig. 3, the hybrid system 1000 may further include: the fourth bearing 144, the support shaft 14 is rotatably connected to the housing via the fourth bearing 144. Further, the fourth bearing 144 is sleeved outside the support shaft 14, and the fourth bearing 144 is connected between the support shaft 14 and the housing, and the support shaft 14 is fixed by the fourth bearing 144, so that the rotatable effect of the support shaft 14 relative to the housing is achieved, and the support shaft 14 can be reliably mounted on the housing of the hybrid power system 1000, so that the support shaft 14 can reliably support the conversion device 100, and further the working performance of the conversion device 100 is ensured.

In some embodiments of the present invention, as shown in fig. 1 and 4, the second clutch portion 16 is drivingly connected to the front differential 600 at the driving end through a reversing gear 700. Further, the front differential 600 is connected with the first gear 601, the second clutch portion 16 is provided with the first output gear 13, the reversing gear 700 is meshed between the first gear 601 and the first output gear 13, further, the second follower 162 of the second clutch 16 is provided with the first output gear 13, the first output gear 13 is sleeved on the outer side of the second follower 162, the first output gear 13 and the second follower 162 can be integrally formed, the mold development cost is reduced, and the production cost of the conversion device 100 is reduced. When the second driven member 162 is engaged with the second housing 161, the power on the transmission member 11 is transmitted to the front differential 600 through the second clutch 16, the first output gear 13, the reversing gear 700 and the first gear 601, and the power is transmitted to the front wheels 2000 of the vehicle through the front differential 600, so as to achieve the driving effect of the vehicle.

In some embodiments of the present application, the output axis of the differential (i.e., the front differential 600), the central axis of the second clutch portion 16 and the central axis of the reversing gear 700 are parallel to each other, and the projection line of the central axis of the second clutch portion 16 and the central axis of the reversing gear 700 in the axial direction of the reversing gear 700 forms a triangle, so that the arrangement can make the first gear 601, the second clutch portion 16 and the first gear 601 more compact, and the volume of the hybrid system 1000 can be reduced.

In some embodiments of the present application, as shown in fig. 1, the hybrid system 1000 further includes: the second motor 500 (i.e., the second motor 500 in the above embodiment) and the energy storage unit 800, the energy storage unit 800 may be a battery pack, the energy storage unit 800 is electrically connected to both the first motor 200 and the second motor 500, and the energy storage unit 800 can supply power to the first motor 200 and the second motor 500 to drive the first motor 200 and the second motor 500 to operate.

The second motor 500 is drivingly connected to the other of the front and rear wheels 2000, 3000. The present application is illustrated with the second motor 500 being drivingly connected to the rear wheel 3000. As shown in fig. 1, the hybrid system 1000 further includes a transmission 400, the transmission 400 being connected between the second motor 500 and the rear differential 900, the second motor 500 outputting power to the rear wheels 3000 through the transmission 400. Further, as shown in fig. 1, the transmission 400 includes a transmission input gear 401, a transmission output gear 402, the transmission input gear 401 is in driving connection with the transmission output gear 402, the transmission input gear 401 is fixedly connected with a second motor output shaft 501 of the second motor 500, the rear differential 900 has a second gear 901, and the transmission output gear 402 is in meshed transmission with the second gear 901. Further, the transmission 400 further includes a transmission driving gear 403, the transmission driving gear 403 and the transmission output gear 402 are mounted on the same connecting shaft 404, the transmission driving gear 403 is meshed with the transmission input gear 401, and the transmission output gear 402 is meshed with the second gear 901 for transmission.

The second motor 500 is electrically connected to the energy storage unit 800, and the energy storage unit 800 can supply power to the second motor 500 to make the second motor 500 work. When the second motor 500 works, the second motor output shaft 501 of the second motor 500 drives the transmission input gear 401 to rotate, the transmission input gear 401 drives the transmission gear 403 to rotate when rotating, the transmission gear 403 drives the transmission output gear 402 to rotate, the second gear 901 is driven to rotate when the transmission output gear 402 rotates to output power to the rear differential 900, and the power is output to the rear wheels 3000 through the rear differential 900, so that the effect of driving the rear wheels 3000 to rotate is achieved.

In some embodiments of the present invention, as shown in fig. 1, the first motor output shaft 201 and the engine output shaft 301 are parallel, so that the arrangement of the first motor 200 and the engine 300 can be facilitated, and interference between the first motor 200 and the engine 300 can be avoided.

In some embodiments of the present invention, as shown in fig. 4, a first intermediate gear 202 is meshed between a first motor gear 203 of a first motor output shaft 201 and the transmission member 11, and it is also understood that the first intermediate gear 202 is meshed between the first motor gear 203 and the transmission member 11. Further, a first intermediate gear 202 is rotatably mounted to the housing, the first intermediate gear 202 transmitting power between the first motor output shaft 201 and the transmission 11. In this embodiment, unlike the embodiment of fig. 1, a first intermediate gear 202 is meshed between a first motor gear 203 and the transmission member 11.

In some embodiments of the present invention, the second clutch portion 16 is drivingly connected to a differential at the driving end (i.e., a front differential 600) through a bevel gear, and as shown in fig. 5, the axial direction of the converting device 100 is arranged to extend in the front-rear direction of the vehicle, and the support shaft 14 is arranged to extend in the front-rear direction of the vehicle. Further, in the rear-to-front direction of the vehicle, the engine 300 is provided on the front side of the conversion device 100, and the engine output shaft 301 is provided extending in the front-to-rear direction of the vehicle. Further, the front differential 600 at the driving end has a first bevel gear 602, the second clutch portion 16 is provided with a second bevel gear 165, the second follower 162 of the second clutch portion 16 is provided with a first bevel gear 602, and the first bevel gear 602 and the second bevel gear 165 mesh with each other to change the transmission direction of the power. In this embodiment, power is output toward the conversion device 100 in the front-rear direction of the vehicle, and the power is transmitted to the first bevel gear 602 through the engagement of the first bevel gear 602 and the second bevel gear 165, so that the power transmission direction can be changed after the power is transmitted to the first bevel gear 602, and the power is transmitted to the front wheels 2000 in the width direction of the vehicle, thereby ensuring the normal running of the vehicle.

It should be noted that, the conversion device 100, the first motor 200, and the engine 300 are all mechanically connected to form a front powertrain, and the front powertrain may drive the front wheels 2000 to rotate. The transmission 400, the second motor 500, and the rear differential 900 are all mechanically coupled to form a rear electric assembly that drives the rear wheels 3000 to rotate. The energy storage unit 800 is electrically connected to both the first motor 200 and the second motor 500.

Among them, by mounting the hybrid system 1000 on a vehicle, various functions of the vehicle can be achieved, as follows:

first motor 200 idle state starts engine 300 functions: in this functional state, the second follower 162 is disconnected from the second housing 161, and the first motor 200 is in a stationary state. The energy storage unit 800 starts to supply power to the first motor 200, the first motor 200 starts to operate from a stationary state, then the first follower 152 is combined with the first housing 151, and power is transmitted to the engine 300 through the first motor gear 203, the transmission 11, the first housing 151 and the first follower 152, and the engine 300 is dragged to start ignition.

The first motor 200 load state starts the engine 300 function: in this functional state, the second housing 161 is engaged with the second follower 162, the energy storage unit 800 supplies power to the first motor 200, and the first motor 200 is in the belt-carrying rotation state. The first follower 152 begins to be in sliding engagement with the first housing 151, power is transmitted to the engine 300 through the first follower 152, and the engine 300 is dragged to start ignition.

The engine 300 has a series power generation function: in this functional state, the engine 300 is already in the ignition operation, and the second follower 162 is disconnected from the second housing 161. The first housing 151 starts to be engaged with the first follower 152, and the engine 300 transmits power to the first motor 200 through the first follower 152, the first housing 151, the transmission 11, and the first motor gear 203, and the first motor 200 operates to generate electricity and supply the electricity to the energy storage unit 800 and/or the second motor 500.

The parallel power generation function of the engine 300: in this functional state, the engine 300 is in an ignition operation, the first housing 151 is engaged with the first follower 152, the second follower 162 is engaged with the second housing 161, the engine 300 drives the vehicle to operate and drags the first motor 200 to rotate, the first motor 200 becomes a generator mode, and the engine 300 drives the first motor 200 to generate electricity and supply the electricity to the energy storage unit 800 and/or the second motor 500.

The braking energy second motor 500 recovery function in running: in this functional state, the second follower 162 is disconnected from the second housing 161, and the first follower 152 is disconnected from the first housing 151. The vehicle transmits power to the second electric machine 500 through rear axle wheels (i.e., rear propeller shafts), the rear differential 900, the transmission 400, and the second electric machine 500 operates to generate electricity and supply the electricity to the energy storage unit 800 and/or the first electric machine 200. The function is suitable for medium and small braking conditions.

The first motor 200 and the second motor 500 jointly recover the braking energy during running: in this functional state, the second follower 162 is engaged with the second housing 161, and the first follower 152 is disconnected from the first housing 151. The vehicle transmits power to the second motor 500 through rear axle wheels (i.e., rear propeller shafts), the rear differential 900, the transmission 400, and simultaneously transmits power to the first motor 200 through front axle wheels (i.e., front propeller shafts), the front differential 600, the conversion apparatus 100, and the first motor 200 and the second motor 500 operate together to generate electricity and supply the electricity to the energy storage unit 800. The function is suitable for medium and large braking conditions.

After the hybrid system 1000 is installed on a vehicle, various driving modes of the vehicle can be realized, and the following specific implementation is as follows:

EV precursor mode: in this mode, the second follower 162 is engaged with the second housing 161, and the first follower 152 is disconnected from the first housing 151. The energy storage unit 800 supplies power to the first motor 200, and the first motor 200 operates and transmits power to the front wheel 2000 through the first motor gear 203, the transmission member 11, the second housing 161, the second driven member 162, the first output gear 13, the reversing gear 391, the first gear 601, the front differential 600, and the front transmission shaft to drag the whole vehicle to operate.

EV drive-after mode: in this mode, the second follower 162 is disconnected from the second housing 161, and the first follower 152 is disconnected from the first housing 151. The energy storage unit 800 supplies power to the second motor 500, and the second motor 500 operates and transmits power to the rear wheels 3000 through the transmission 400, the second gear 901, the rear differential 900 and the rear transmission shaft to drag the whole vehicle to operate.

EV four-drive mode: in this mode, the second follower 162 is engaged with the second housing 161, and the first follower 152 is disconnected from the first housing 151. The energy storage unit 800 supplies power to the first motor 200, and the first motor 200 operates and transmits power to the front wheels 2000 through the first motor gear 203, the transmission member 11, the second housing 161, the second driven member 162, the first output gear 13, the reversing gear 700, the first gear 601, the front differential 600, and the front transmission shaft. The energy storage unit 800 simultaneously supplies power to the second motor 500, the second motor 500 operates and transmits power to the rear wheels 3000 through the transmission 400, the rear differential 900 and the rear transmission shaft, and the first motor 200 and the second motor 500 work together to drag the whole vehicle to operate.

HEV precursor mode: in this mode, the engine 300 is in the ignition operation state, the second follower 162 is engaged with the second housing 161, and the first follower 152 is engaged with the first housing 151. The engine 300 transmits power to the front wheels 2000 through the first follower 152, the first housing 151, the second follower 162, the first output gear 13, the reversing gear 700, the first gear 601, the front differential 600 and the front transmission shaft, and drags the whole vehicle to run. When the power is insufficient, the energy storage unit 800 supplies power to the first motor 200 to assist the engine 300 to drive the whole vehicle to run, and when the power is excessive, the first motor 200 generates electricity and supplies the electric energy to the energy storage unit 800.

HEV rear drive mode: in this mode, the engine 300 is in the ignition operation state, the second follower 162 is disconnected from the second housing 161, and the first follower 152 is engaged with the first housing 151. The engine 300 transmits power to the first motor 200 through the first follower 152, the first housing 151, the transmission 11, the first motor gear 203, and the first motor 200 operates to generate electricity and supply the second motor 500 with electric power. The second motor 500 operates and transmits power to the rear wheels 3000 through the transmission 400, the rear differential 900 and the rear transmission shaft, and drags the whole vehicle to operate. When the power is insufficient, the energy storage unit 800 supplements electricity for the second motor 500 to drive the whole vehicle in a coordinated manner, and when the power is excessive, the first motor 200 supplies excessive electric energy to the energy storage unit 800.

HEV four-drive mode: in this mode, the engine 300 is in the ignition operation state, the second follower 162 is engaged with the second housing 161, and the first follower 152 is engaged with the first housing 151. The first motor 200 transmits power to the front wheels 2000 through the first follower 152, the first housing 151, the second follower 162, the first output gear 13, the reversing gear 700, the first gear 601, the front differential 600 and the front transmission shaft, and drags the whole vehicle to run. Meanwhile, the energy storage unit 800 supplies power to the second motor 500, and the second motor 500 operates and transmits power to the rear wheels 3000 through the transmission 400, the rear differential 900 and the rear transmission shaft to drag the whole vehicle to operate. When the power is insufficient, the energy storage unit 800 supplies power to the first motor 200 to assist in driving the whole vehicle to run, and when the power is excessive, the first motor 200 generates electricity and supplies electric energy to the energy storage unit 800.

It should be noted that, data parameters such as the type of the engine 300 (e.g. self-priming, boost, etc.), performance parameters of the engine 300 (e.g. displacement, power, torque, etc.), and size parameters of the engine 300 are reasonably selected according to practical situations. The types, performance parameters, size parameters and the like of the first motor 200 and the second motor 500 can be reasonably selected according to practical situations.

According to the vehicle of the embodiment of the invention, including the hybrid system 1000 of the embodiment, the hybrid system 1000 cooperates with the conversion device 100, the first motor 200 and the engine 300, and the first motor 200 and the engine 300 selectively output power to the driving end through the same conversion device 100, so that the structure of the hybrid system 1000 can be simplified, the structure of the hybrid system 1000 can be compact, and by switching the first motor 200 and/or the engine 300 to selectively output power to the driving end through the same conversion device 100, and the engine 300 selectively outputs power to the first motor 200 through the conversion device 100, the vehicle can be switched to different driving modes, and the driving performance of the vehicle can be improved.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the invention, the scope of which is defined by the claims and their equivalents.

Claims (27)

1. A hybrid system (1000) of a vehicle, characterized by comprising:

a first motor (200) and an engine (300);

the switching device (100) comprises a first clutch part (15), a second clutch part (16) and a transmission member (11), wherein the first clutch part (15) and the second clutch part (16) are connected with the transmission member (11); and in the radial direction of the transmission member, the projection of the first clutch part and the projection of the second clutch part are at least partially overlapped;

the first clutch part (15) is connected between an engine output shaft (301) of the engine (300) and the transmission member (11), and the second clutch part (16) is connected between the transmission member (11) and a driving end;

the first motor (200) is in transmission connection with the transmission member (11), and at least one of the first motor (200) and the engine (300) is used for selectively outputting power to a driving end through the conversion device (100);

The engine (300) selectively outputs power to the first motor (200) through the conversion device (100) so as to drive the first motor (200) to generate power.

2. The hybrid system (1000) of a vehicle according to claim 1, further comprising: and a reversing gear (700), wherein the engine (300) is arranged on the right side of the conversion device (100) in the backward and forward direction of the vehicle, and the second clutch part (16) is in transmission connection with one of a front wheel (2000) and a rear wheel (3000) at the driving end through the reversing gear (700) so that the rotation direction of the engine output shaft (301) is the same as the rotation direction of the wheel at the driving end when the engine (300) outputs power to the driving end.

3. The hybrid system (1000) of a vehicle according to claim 1, wherein a first motor output shaft (201) of the first motor (200) is in meshed transmission with the transmission member (11).

4. A hybrid system (1000) of a vehicle according to any one of claims 1-3, characterized in that the first clutch part (15) and the second clutch part (16) are located on both axial sides of the transmission, respectively.

5. The hybrid system (1000) of a vehicle according to claim 2, wherein the first clutch portion (15) includes: a first housing (151) and a first follower (152), the first housing (151) being fixedly connected with the transmission member (11), the first follower (152) being selectively engaged with the first housing (151), the first follower (152) being connected with the engine output shaft (301).

6. The hybrid system (1000) of a vehicle according to claim 5, wherein the second clutch portion (16) includes: the second shell (161) and the second driven piece (162), second shell (161) with driving piece (11) fixed connection, second shell (161) with second driven piece (162) joint selectively, second driven piece (162) with switching-over gear (700) transmission connection.

7. The hybrid system (1000) of a vehicle according to claim 6, wherein the transmission (11) includes a clutch housing, and the first housing (151) and the second housing (161) are integrally formed with the clutch housing.

8. Hybrid system (1000) of a vehicle according to claim 6, characterized in that the end face of the transmission member (11) close to the first clutch portion (15) is formed with a first recess (111) and/or the end face close to the second clutch portion (16) is formed with a second recess (112), the first housing (151) being provided in the first recess (111) and/or the second housing (161) being provided in the second recess (112).

9. The hybrid system (1000) of a vehicle according to claim 8, characterized in that the transmission member (11) is formed with the first groove (111) and the second groove (112), the first groove (111) being located radially inside or outside the second groove (112) in a radial direction of the transmission member (11).

10. Hybrid system (1000) of a vehicle according to claim 9, characterized in that in the radial direction of the transmission (11) the orthographic projection of the first recess (111) and the orthographic projection of the second recess (112) have overlapping areas.

11. The hybrid system (1000) of a vehicle according to claim 9, wherein an end of the first follower (152) proximate the transmission (11) extends into the first recess (111) to engage or disengage the first housing (151); and/or

The end of the second follower (162) adjacent to the transmission member (11) extends into the second recess (112) to engage with or disengage from the second housing (161).

12. The hybrid system (1000) of a vehicle according to claim 6, further comprising: the support shaft (14), the driving medium (11) is connected on the support shaft (14) and with the coaxial setting of support shaft (14), first follower (152) and second follower (162) rotate the cover and establish on the support shaft (14).

13. The hybrid system (1000) of a vehicle of claim 12, wherein the first follower (152) has a first cavity (1521) formed therein, and wherein one end of the support shaft (14) is disposed within the first cavity (1521) and is rotatably coupled to the first follower (152).

14. The hybrid system (1000) of a vehicle according to claim 13, wherein a first limiting portion (155) is provided in the first cavity (1521), a second limiting portion (141) is provided at one end of the support shaft (14), and the first limiting portion (155) cooperates with the second limiting portion (141) to limit axial movement of the support shaft (14).

15. The vehicle hybrid system (1000) of claim 14, wherein the first limit portion (155) is a spherical recess, the second limit portion (141) is a spherical protrusion, the spherical protrusion is disposed concentrically with the spherical recess, and an inner wall of the spherical recess is disposed at a spacing from the spherical protrusion.

16. The hybrid system (1000) of a vehicle according to claim 12, further comprising: the first follower (152) is rotatably connected with the support shaft (14) through the first bearing (142).

17. The hybrid system (1000) of a vehicle according to claim 12, further comprising: a housing to which the first follower (152) is rotatably coupled.

18. The hybrid system (1000) of a vehicle of claim 17, further comprising: the bearing assembly comprises a first bearing (142) and a second bearing (156), wherein the first bearing (142) is arranged between the first driven member (152) and the supporting shaft (14), the second bearing (156) is arranged between the first driven member (152) and the shell, and in the radial direction of the supporting shaft (14), the orthographic projection of the second bearing (156) and the orthographic projection of the first bearing (142) have a superposition area.

19. The hybrid system (1000) of a vehicle according to claim 12, further comprising a third bearing (143), wherein the second follower (162) is rotatably connected with the support shaft (14) through the third bearing (143).

20. The hybrid system (1000) of a vehicle according to claim 12, further comprising: the supporting shaft (14) is rotatably connected with the shell through the fourth bearing (144).

21. The hybrid system (1000) of a vehicle according to claim 2, characterized in that the second clutch part (16) is in driving connection with a differential (600) at the driving end via the reversing gear (700).

22. The hybrid system (1000) of a vehicle according to claim 21, wherein an output axis of the differential, a center axis of the second clutch portion (16) and a center axis of the reversing gear (700) are parallel to each other, and a projected line of the center axis of the second clutch portion (16) and the center axis of the reversing gear (700) on the reversing gear shaft forms a triangle.

23. The hybrid system (1000) of a vehicle according to claim 2, further comprising: and a second motor (500), wherein the second motor (500) is in transmission connection with the other of the front wheel (2000) and the rear wheel (3000).

24. The hybrid system (1000) of a vehicle according to claim 1, wherein an axial direction of the conversion device (100) extends in a front-rear direction of the vehicle.

25. The hybrid system (1000) of a vehicle according to claim 26, wherein the engine (300) is provided on a front side of the conversion device (10) in a rear-to-front direction of the vehicle, and the engine output shaft (301) extends in the front-to-rear direction of the vehicle.

26. The hybrid system (1000) of a vehicle according to claim 27, wherein the second clutch portion (16) is drivingly connected to a differential at a travel end by a bevel gear.

27. A vehicle characterized by comprising a hybrid system (1000) of a vehicle according to any of claims 1-28.