CN211390940U - Hybrid electric vehicle and hybrid power system thereof - Google Patents

Hybrid electric vehicle and hybrid power system thereof Download PDF

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Publication number
CN211390940U
CN211390940U CN201921870160.6U CN201921870160U CN211390940U CN 211390940 U CN211390940 U CN 211390940U CN 201921870160 U CN201921870160 U CN 201921870160U CN 211390940 U CN211390940 U CN 211390940U
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motor
output shaft
gear
gearbox
hybrid
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Inventor
陈慧勇
吴胜涛
刘小伟
王印束
王富生
李建锋
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Yutong Bus Co Ltd
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Zhengzhou Yutong Bus Co Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Abstract

The utility model relates to a hybrid vehicle and hybrid power system thereof. The hybrid power system comprises an engine, a planet row, a first motor, a second motor, a first gearbox, a second gearbox, a power output shaft, a first gear fixed on the power output shaft and a second gear in transmission fit with the first gear, wherein the planet row is provided with two power input ends and one power output end; the power output shaft is in transmission connection with an output shaft of the first gearbox and is used for being connected with an axle to drive the whole vehicle to run; the second gear is fixed on the output shaft of the second motor, and the input shaft of the second gearbox is in transmission connection with the output shaft of the second motor. The hybrid power system can realize no power interruption when the automobile shifts gears and can improve the energy utilization rate.

Description

Hybrid electric vehicle and hybrid power system thereof
Technical Field
The utility model relates to a hybrid vehicle and hybrid power system thereof.
Background
According to the difference of the structural arrangement of a transmission system, the existing hybrid power system is divided into a series hybrid power system, a parallel hybrid power system and a series-parallel hybrid power system, and the series-parallel hybrid power system has great performance advantages compared with the series hybrid power system and the parallel hybrid power system. The existing series-parallel hybrid power system mainly adopts a planetary mechanism as a power dividing device, integrates the advantages of the series-parallel hybrid power system, and can realize the functions of stepless speed change, direct drive of an engine and the like.
The application publication number of the Chinese invention patent application is CN109080437A, which discloses a hybrid power vehicle and a hybrid power system thereof, wherein the hybrid power system comprises an engine, a gearbox, a planet row, a first motor and a second motor, the first motor and the second motor are arranged on two sides of the axis of an output shaft of the engine, the second motor and the first motor are respectively and correspondingly connected with one of a sun gear, a planet carrier or a gear ring of the planet row, the engine, the first motor and the second motor are all positioned on the same axial side of the planet row, and the gearbox is positioned on the other axial side of the planet row; the input shaft of the gearbox is connected with the gear ring of the planet row, the first motor is in transmission connection with the sun gear of the planet row through the first single-stage gear, the second motor is in transmission connection with the outer gear of the gear ring of the planet row through the second single-stage gear in meshing engagement, the gear ring of the planet row is connected with the input shaft of the gearbox, and the output shaft of the gearbox is connected with the axle. The input shaft of the gearbox receives power transmitted from the planetary gear ring, and the power is transitionally transmitted to the output shaft of the gearbox through the intermediate shaft of the gearbox so as to be transmitted to the rear axle, and the power output of the whole power system passes through the gearbox, so that the power interruption exists when the gearbox shifts gears, and the whole vehicle does not have power output when the gear is shifted; in addition, under the high-speed working condition, the second motor can rotate along with the rotation of the gear ring, and energy loss is caused.
SUMMERY OF THE UTILITY MODEL
The utility model aims to provide a hybrid power system to solve the technical problems that the hybrid power system in the prior art has power interruption during gear shifting and easily causes energy loss under a high-speed working condition; an object of the utility model is also to provide an use above-mentioned hybrid power system's hybrid vehicle.
In order to achieve the above object, the utility model discloses a hybrid power system's technical scheme:
the hybrid system includes:
the planetary row is provided with two power input ends and one power output end;
the engine is in transmission connection with one power input end of the planet row;
the first motor is in transmission connection with the other power input end of the planet row;
a second motor;
the input shaft of the first gearbox is in transmission connection with the power output end of the planet row;
the power output shaft is in transmission connection with an output shaft of the first gearbox and is used for being connected with an axle to drive the whole vehicle to run;
the input shaft of the second gearbox is in transmission connection with the output shaft of the second motor;
the first gear is fixed on the power output shaft;
and the second gear is fixed on the output shaft of the second gearbox and is in transmission fit with the first gear.
The hybrid power system has the beneficial effects that: the utility model discloses a hybrid power system has additionally set up the second gearbox, make the second motor be connected rather than the transmission, still be equipped with simultaneously fix on power output shaft first gear with fix on the output shaft of second gearbox and with first gear drive complex second gear, so, hybrid power system is at the during operation, the power that comes through the transmission of planet row power take off end transmits for power output shaft through first gearbox, the power that comes through the transmission of second motor output shaft passes through the second gearbox, the second gear, power output shaft is transmitted to first gear, realize that torque coupling uses power output shaft jointly, the whole car of drive traveles. The two gearboxes can shift alternatively in the shifting process to realize torque filling in the shifting process, and unpowered interrupted output can be realized as long as one gearbox is kept in gear; in addition, even under the high-speed working condition, the second motor cannot rotate along with the second gearbox, and the energy loss is reduced.
Further, the first gear and the second gear are in meshed transmission, and the first gear and the second gear form a reduction gear train.
Has the advantages that: need not additionally to set up more gears between first gear and second gear, simple structure can improve power output shaft's output torque simultaneously.
Further, the engine, the first motor and the second motor are all located on the same axial side of the planet row.
Has the advantages that: can shorten hybrid power system at the ascending length of axial, can make first motor and second motor closer in addition, make first motor output shaft or second motor output shaft can occupy the radial part space of ring gear to reduce hybrid power system's radial dimension, thereby reduce hybrid power system's occupation space, be favorable to hybrid power system's miniaturized design.
Further, the engine output shaft, the first motor output shaft and the second motor output shaft are arranged in parallel at intervals in the radial direction of the planet row, and the engine output shaft is arranged between the first motor output shaft and the second motor output shaft.
Has the advantages that: the axial dimension of the hybrid power system is reduced, so that the occupied space of the hybrid power system in the axial direction is reduced.
Furthermore, the first motor is an ISG motor, the second motor is a main driving motor, an output shaft of the ISG motor and a corresponding power input end of the planet row are in gear meshing transmission through an output shaft of the ISG motor, and the hybrid power system further comprises a locking mechanism for locking a gear of the output shaft of the ISG motor.
Has the advantages that: the engine can be regulated and controlled through the ISG motor, the ISG motor is locked through the locking mechanism, the direct drive function of the engine is achieved, the engine can work in a high-efficiency area all the time, and therefore fuel economy of the whole vehicle is improved.
The utility model discloses a hybrid vehicle's technical scheme is:
the hybrid electric vehicle comprises an axle and a hybrid power system, wherein the hybrid power system comprises:
the planetary row is provided with two power input ends and one power output end;
the engine is in transmission connection with one power input end of the planet row;
the first motor is in transmission connection with the other power input end of the planet row;
a second motor;
the input shaft of the first gearbox is in transmission connection with the power output end of the planet row;
the power output shaft is in transmission connection with an output shaft of the first gearbox and is used for being connected with an axle to drive the whole vehicle to run;
the input shaft of the second gearbox is in transmission connection with the output shaft of the second motor;
the first gear is fixed on the power output shaft;
and the second gear is fixed on the output shaft of the second gearbox and is in transmission fit with the first gear.
The hybrid electric vehicle has the beneficial effects that: the hybrid power system of the hybrid power automobile is additionally provided with a second gearbox, so that a second motor is in transmission connection with the second gearbox, and meanwhile, the hybrid power system is also provided with a first gear fixed on a power output shaft and a second gear fixed on an output shaft of the second gearbox and in transmission fit with the first gear. The two gearboxes can shift alternatively in the shifting process to realize torque filling in the shifting process, and unpowered interrupted output can be realized as long as one gearbox is kept in gear; in addition, even under the high-speed working condition, the second motor cannot rotate along with the second gearbox, so that the energy loss is reduced, the economy of the hybrid electric vehicle is improved, and the normal running performance of the hybrid electric vehicle is ensured.
Further, the first gear and the second gear are in meshed transmission, and the first gear and the second gear form a reduction gear train.
Has the advantages that: need not additionally to set up more gears between first gear and second gear, simple structure can improve power output shaft's output torque simultaneously.
Further, the engine, the first motor and the second motor are all located on the same axial side of the planet row.
Has the advantages that: can shorten hybrid power system at the ascending length of axial, can make first motor and second motor closer in addition, make first motor output shaft or second motor output shaft can occupy the radial part space of ring gear to reduce hybrid power system's radial dimension, thereby reduce hybrid power system's occupation space, be favorable to hybrid power system's miniaturized design.
Further, the engine output shaft, the first motor output shaft and the second motor output shaft are arranged in parallel at intervals in the radial direction of the planet row, and the engine output shaft is arranged between the first motor output shaft and the second motor output shaft.
Has the advantages that: the axial dimension of the hybrid power system is reduced, so that the occupied space of the hybrid power system in the axial direction is reduced.
Furthermore, the first motor is an ISG motor, the second motor is a main driving motor, an output shaft of the ISG motor and a corresponding power input end of the planet row are in gear meshing transmission through an output shaft of the ISG motor, and the hybrid power system further comprises a locking mechanism for locking a gear of the output shaft of the ISG motor.
Has the advantages that: the engine can be regulated and controlled through the ISG motor, the ISG motor is locked through the locking mechanism, the direct drive function of the engine is achieved, the engine can work in a high-efficiency area all the time, and therefore fuel economy of the whole vehicle is improved.
Drawings
Fig. 1 is a schematic structural diagram (showing a hybrid system) of an embodiment of a hybrid vehicle provided by the present invention.
Description of reference numerals: 1-engine, 2-torsional vibration damper, 3-first electric machine, 4-locking mechanism, 5-planetary gear train, 6-first gearbox, 7-second electric machine, 8-motor controller, 9-power battery, 10-rear axle, 11-second gearbox, 12-first gear, 13-second gear, 14-first single-pole gear, 15-power output shaft, 3A-first electric machine rotor, 5A-planet carrier, 5B-ring gear, 5C-sun gear, 6A-first gearbox input shaft, 6B-first gearbox countershaft, 6C-first gearbox countershaft two-gear, 6D-first gearbox countershaft one-gear, 6E-first gearbox output shaft, 6F-first gearbox output shaft one-gear, 6G-first gearbox output shaft second gear, 6H-first gearbox synchronizer, 6I-first gearbox input shaft gear, 6J-first gearbox countershaft drive gear, 7A-second motor rotor, 11A-second gearbox input shaft, 11B-second gearbox countershaft, 11C-second gearbox countershaft second gear, 11D-second gearbox countershaft first gear, 11E-second gearbox output shaft, 11F-second gearbox output shaft first gear, 11G-second gearbox output shaft second gear, 11H-second gearbox synchronizer, 11I-second gearbox input shaft gear, 11J-second gearbox countershaft drive gear.
Detailed Description
The following describes embodiments of the present invention with reference to the accompanying drawings.
The utility model discloses a hybrid vehicle's concrete embodiment:
as shown in fig. 1, the hybrid vehicle of the present invention includes an axle and a hybrid system drivingly connected to the axle, wherein the axle is referred to as a rear axle 10. The hybrid power system comprises an engine 1, a first motor 3, a second motor 7, a planetary row 5, a first gearbox 6 and a second gearbox 11, wherein the engine 1 and the first motor 3 are in transmission connection with a power input end of the planetary row 5, an input shaft of the first gearbox 6 is in transmission connection with a power output end of the planetary row 5, an output shaft of the first gearbox 6 is in transmission connection with a power output shaft 15, the power output shaft 15 is in transmission connection with a rear axle 10, the second motor 7 is in transmission connection with the second gearbox 11, a first gear 12 is arranged on the power output shaft 15, a second gear 13 in meshing transmission with the first gear 12 is arranged on an output shaft of the second motor, and the first gear 12 and the second gear 13 form a speed reduction gear train. In this embodiment, the first motor 3 is an ISG motor, the second motor 7 is a main driving motor, the planetary gear set includes a sun gear 5C, a planet carrier 5A and a ring gear 5B, and a planet gear (not labeled in the figure) meshed with the sun gear 5C is mounted on the planet carrier 5A. The engine 1, the first motor 3 and the second motor 7 are positioned on the same axial side of the planet row 5, and the first gearbox 6 is positioned on the other axial side of the planet row 5; the output shaft of the engine 1, the first motor rotor 3A and the second motor rotor 7A are arranged in parallel at intervals in the radial direction of the planet row, so that the occupied space of the hybrid power system in the axial direction is reduced, and the application range of the hybrid power system is expanded.
Specifically, a torsional damper 2 is mounted on an output shaft of the engine, the engine 1 is connected with a planet carrier 5A through the torsional damper 2, and when the engine works, the engine 1 drives the planet carrier 5A to rotate to drive a planet wheel to revolve. The first motor rotor 3A is in meshing transmission with the sun gear 5C through the first single gear 14, and the sun gear 5C rotates. The hybrid power system further comprises a locking mechanism 4 arranged outside the first single-stage gear 14, and the locking mechanism 4 can lock the first single-stage gear 14 to enable the first single-stage gear 14, the first motor rotor 3A and the sun gear 5C to be in a non-rotatable state; the lock mechanism 4 may be released to allow the first motor rotor 3A, the first single-pole gear 14, and the sun gear 5C to rotate. In the present embodiment, the locking mechanism 4 controls the first single-stage gear 14 by locking the three, and in other embodiments, the locking mechanism 4 may be provided outside the first motor rotor 3A or the sun gear 5C to lock and unlock the first motor rotor or the sun gear. The first motor 3 is locked through the locking mechanism 4, so that the direct drive mode of the engine is realized, and when the engine 1 directly drives a vehicle to run, the defects of electric power conversion when the first motor 3 rotates positively and power circulation when the first motor rotates reversely can be avoided.
In this embodiment, the first transmission 6 is a two-gear transmission, which includes three gears, i.e., a first gear, a second gear, and a neutral gear. The first gearbox input shaft 6A is in transmission connection with the gear ring 5B, and the first gearbox output shaft 6E is in transmission connection with the power output shaft 15. A first gearbox input shaft gear 6I is arranged on the first gearbox input shaft 6A, a first gearbox intermediate shaft transmission gear 6J, a first gearbox intermediate shaft first gear 6D and a first gearbox intermediate shaft second gear 6C are axially arranged on the first gearbox intermediate shaft 6B at intervals, and a first gearbox output shaft first gear 6F and a first gearbox output shaft second gear 6G are arranged on the first gearbox output shaft 6E. The first gearbox 6 further comprises a first gearbox synchronizing device 6H arranged on the first gearbox output shaft 6E, the first gearbox synchronizing device 6H being located between the first gearbox output shaft first gear 6F and the first gearbox output shaft second gear 6G. When the first gearbox synchronizer 6H is not in contact with any gear, the power on the first gearbox countershaft cannot be transmitted to the first gearbox output shaft 6E, and the first gearbox 6 is in neutral at this time; when the first gearbox synchronizer 6H is combined with the first gearbox output shaft first gear 6F, the engine 1 transmits power to the planet carrier 5A, the gear ring 5B transmits the power to the first gearbox input shaft 6A, the first gearbox input shaft 6A transmits the power to the first gearbox intermediate shaft 6B through the first gearbox input shaft gear 6I and the first gearbox intermediate shaft transmission gear 6J, then the power is transmitted to the first gearbox output shaft 6E through the meshing of the first gearbox intermediate shaft first gear 6D and the first gearbox output shaft first gear 6F, then the power is transmitted to the power output shaft 15, and then the power is transmitted to the rear axle 10, at the moment, the first gearbox 6 is in the first gear, namely, the speed reduction and the torque increase are realized; similarly, when the first gearbox synchronizing device 6H is combined with the second gear 6G of the first gearbox output shaft, the first gearbox 6 is in the second gear, i.e. the high-speed gear.
The second gearbox 11 is also a two-gear gearbox, comprising three gears, a first gear, a second gear and a neutral gear. The second gearbox input shaft 11A is in transmission connection with the second motor rotor 7A, a second gearbox input shaft gear 11I is arranged on the second gearbox input shaft 11A, a second gearbox intermediate shaft transmission gear 11J, a second gearbox intermediate shaft first gear 11D and a second gearbox intermediate shaft second gear 11C are axially arranged on the second gearbox intermediate shaft 11B at intervals, and a second gearbox output shaft first gear 11F and a second gearbox output shaft second gear 11G are further arranged on the second gearbox output shaft 11E. The second gearbox 11 further comprises a second gearbox synchronizing means 11 arranged on the second gearbox output shaft 11E, the second gearbox synchronizing means 11 being located between the second gearbox output shaft first gear 11F and the second gearbox output shaft second gear 11G. When the second gearbox synchronizer 11 is not in contact with any gear, the power on the second gearbox intermediate shaft 11B cannot be transmitted to the second gearbox output shaft 11E, and the second gearbox 11 is in neutral; when the second gearbox synchronizer 11H is combined with the first gear of the output shaft of the second gearbox, the second motor 7 transmits power to the input shaft 11A of the second gearbox, the input shaft 11A of the second gearbox transmits power to the intermediate shaft 11B of the second gearbox through the input shaft gear 11I of the second gearbox and the transmission gear 11J of the intermediate shaft of the second gearbox, then transmits power to the output shaft 11E of the second gearbox through the meshing of the first gear 11D of the intermediate shaft of the second gearbox and the first gear 11C of the output shaft of the second gearbox, then transmits power to the power output shaft 15 through the meshing of the second gear and the first gear, and finally transmits the power to the rear axle, and at the moment, the second gearbox is in the first gear, namely, the speed reduction and torque increase; similarly, when the second gearbox synchronizer 11H is combined with the second gearbox output shaft secondary gear 11G, the second gearbox is in second gear, i.e. high-speed gear. It should be noted that the first gearbox and the second gearbox are not limited to two-speed gearboxes, and in other embodiments, the first gearbox and the second gearbox may also adopt gearboxes with more than three speeds.
The hybrid power system further comprises a motor controller 8 in control connection with the first motor 3 and the second motor 7, and the motor controller 8 is electrically connected with a power battery 9.
The utility model provides a hybrid power system has pure electric drive, hybrid drive, engine and directly drives, brake energy retrieves mode such as, specifically as follows:
1. pure electric drive mode: in the hybrid power system in the mode, the engine 1 is not started, the first motor 3 does not work, the locking mechanism 4 is released, the first gearbox 6 is in a neutral gear and is driven by the second motor 7, power is transmitted to the second gearbox 11 through the rotor 7A of the second motor, is transmitted to the power output shaft 15 through the second gearbox 11, and then the whole vehicle is driven to run. Different gears are required to be selected by the second gearbox 11 according to different vehicle speeds and working conditions, so that the second motor 7 always works in a high-efficiency area on the premise of meeting the vehicle working condition running requirement, and the system efficiency is improved. Under this condition, Tout＝k1TMGWherein, ToutFor the output torque of the entire vehicle, k1Is the speed ratio of the second gearbox, TMGOutputting torque for the second motor.
2. Hybrid drive mode: under this mode, locking mechanism loosens, and engine 1 work is according to whole car demand, through first motor 3 regulation engine speed and moment of torsion, makes engine 1 be in high efficiency region operation all the time to promote fuel economy. At this time, the power generated by the second motor 7 is transmitted to the power output shaft 15 through the second gearbox 11, the second gear 13 and the first gear 12; meanwhile, the power transmitted by the planet row 5 is transmitted to the power output shaft 15 through the first gearbox 6, and the two paths of power realize torque coupling and act on the power output shaft 15 together to drive the whole vehicle to run. According to different vehicle speeds and working condition requirements, the two gearboxes select different working gears: for example, under a low-speed working condition, the first gearbox and the second gearbox are in the first gear; under the working condition of medium and high speed, the first gearbox and the second gearbox are both in two gears; in the process of gear shifting, the two gearboxes keep one gearbox in gear, and the power-interruption-free gear shifting can be realized. In this mode, Tout＝k1TMG+Teng*k/(k+1)*k2(k is a characteristic parameter of the planet row, k2Is the speed ratio of the first gearbox, TengEngine torque).
3. Direct drive mode of the engine: when the vehicle speed is high, the engine 1 works in a high-efficiency area, the locking mechanism 4 locks the first motor 3, so that the engine 1 is in a mode of directly driving the planet row 4 to rotate, the engine directly drives the vehicle to run in the mode, and the second motor 7 determines whether to assist according to the magnitude of the required torque of the whole vehicle. Compared with the hybrid driving mode, the mode cancels the working condition of power generation of the first motor 3, cancels energy conversion and improves the energy utilization efficiency. Under the working condition, if the second motor assists power and the second gearbox is hung in the second gear, T isout＝k1TMG+Teng*k/(k+1)*k2(ii) a If the second motor does not assist, the second gearbox is put into neutral, Tout＝Teng*k/(k+1)*k2。
4. A braking energy recovery mode: in the mode, the engine 1 does not work, the first motor 3 does not work, the second motor 7 provides braking force, and the second gearbox 11 is located at different gears according to different braking force requirements, so that the second motor 7 can provide sufficient braking torque, and the braking energy recovery efficiency of the second motor is improved. In this mode, Tout＝-k1TMG。
In the above embodiment, the first gear and the second gear are in mesh transmission and form a speed reduction gear train, in other embodiments, the first gear and the second gear can also form a speed increase gear train; alternatively, in other embodiments, a gear train may be provided between the first and second gears.
In the above embodiments, the engine, the first motor and the second motor are all located on the same axial side of the planetary row, and in other embodiments, two of the engine, the first motor and the second motor may be located on the same axial side of the planetary row, and the other one is located on the other axial side of the planetary row.
In the above embodiments, the engine output shaft, the first motor output shaft and the second motor output shaft are arranged in parallel and at intervals in the radial direction of the planet row, and in other embodiments, the engine output shaft, the first motor output shaft and the second motor output shaft may also be arranged in parallel in the axial direction of the planet row.
In the above embodiments, the first motor is an ISG motor, and in other embodiments, the first motor may not be an ISG motor, and may be a motor with the same model, structure and power as the second motor.
The utility model provides a concrete embodiment of hybrid power system:
the structure of the hybrid system is the same as that of the hybrid system used in the hybrid vehicle in the above embodiment, and will not be described again.

Claims (10)

1. A hybrid powertrain system comprising:
the planetary row is provided with two power input ends and one power output end;
the engine is in transmission connection with one power input end of the planet row;
the first motor is in transmission connection with the other power input end of the planet row;
a second motor;
the input shaft of the first gearbox is in transmission connection with the power output end of the planet row;
the power output shaft is in transmission connection with an output shaft of the first gearbox and is used for being connected with an axle to drive the whole vehicle to run;
characterized in that the hybrid system further comprises:
the input shaft of the second gearbox is in transmission connection with the output shaft of the second motor;
the first gear is fixed on the power output shaft;
and the second gear is fixed on the output shaft of the second gearbox and is in transmission fit with the first gear.
2. The hybrid system of claim 1, wherein the first gear is in meshing transmission with a second gear, both forming a reduction gear train.
3. The hybrid powertrain system of claim 1, wherein the engine, the first electric machine, and the second electric machine are all located on an axially-same side of the planetary gearset.
4. A hybrid system according to any one of claims 1 to 3, wherein the engine output shaft, the first motor output shaft and the second motor output shaft are arranged in parallel spaced relation radially of the planetary row, the engine output shaft being located between the first motor output shaft and the second motor output shaft.
5. The hybrid power system according to any one of claims 1 to 3, wherein the first motor is an ISG motor, the second motor is a main driving motor, an output shaft of the ISG motor is in meshing transmission with a corresponding power input end of the planet row through an output shaft gear of the ISG motor, and the hybrid power system further comprises a locking mechanism for locking the output shaft gear of the ISG motor.
6. Hybrid vehicle, including axle and hybrid power system, hybrid power system includes:
the planetary row is provided with two power input ends and one power output end;
the engine is in transmission connection with one power input end of the planet row;
the first motor is in transmission connection with the other power input end of the planet row;
a second motor;
the input shaft of the first gearbox is in transmission connection with the power output end of the planet row;
the power output shaft is in transmission connection with an output shaft of the first gearbox and is used for being connected with an axle to drive the whole vehicle to run;
characterized in that the hybrid system further comprises:
the input shaft of the second gearbox is in transmission connection with the output shaft of the second motor;
the first gear is fixed on the power output shaft;
and the second gear is fixed on the output shaft of the second gearbox and is in transmission fit with the first gear.
7. The hybrid vehicle of claim 6, wherein the first gear and the second gear are in meshing transmission, both forming a reduction gear train.
8. The hybrid vehicle of claim 6, wherein the engine, the first electric machine, and the second electric machine are all located on the same axial side of the planetary row.
9. The hybrid vehicle according to any one of claims 6 to 8, wherein the engine output shaft, the first motor output shaft, and the second motor output shaft are arranged in parallel at intervals in a radial direction of the planetary row, the engine output shaft being interposed between the first motor output shaft and the second motor output shaft.
10. The hybrid electric vehicle according to any one of claims 6 to 8, wherein the first motor is an ISG motor, the second motor is a main drive motor, an output shaft of the ISG motor is in meshing transmission with a corresponding power input end of the planetary gear through an output shaft gear of the ISG motor, and the hybrid system further comprises a locking mechanism for locking the output shaft gear of the ISG motor.
CN201921870160.6U 2019-11-01 2019-11-01 Hybrid electric vehicle and hybrid power system thereof Active CN211390940U (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201921870160.6U CN211390940U (en) 2019-11-01 2019-11-01 Hybrid electric vehicle and hybrid power system thereof

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Application Number Priority Date Filing Date Title
CN201921870160.6U CN211390940U (en) 2019-11-01 2019-11-01 Hybrid electric vehicle and hybrid power system thereof

Publications (1)

Publication Number Publication Date
CN211390940U true CN211390940U (en) 2020-09-01

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ID=72223468

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CN201921870160.6U Active CN211390940U (en) 2019-11-01 2019-11-01 Hybrid electric vehicle and hybrid power system thereof

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