CN218453325U - Hybrid system of vehicle and vehicle - Google Patents

Abstract

The utility model discloses a thoughtlessly move system and vehicle of vehicle, the thoughtlessly move system of vehicle includes: an engine; a first drive motor; a clutch having an input selectively engaging the first and second outputs, the input being engaged with the engine; and the transmission comprises a first input shaft, a second input shaft and an output shaft, the first input shaft and the second input shaft are selectively in transmission connection with the output shaft, and the first driving motor is in transmission connection with the second input shaft. Therefore, by arranging the transmission, the engine selectively outputs power through the first input shaft and the second input shaft, and the first driving motor outputs power through the second input shaft, so that the engine and the first driving motor can be matched to be in the best efficiency range during working, the power transmission loss of a hybrid system can be reduced, and the power performance of a vehicle is optimized.

Description

Hybrid system of vehicle and vehicle

Technical Field

The utility model belongs to the technical field of the vehicle technique and specifically relates to a thoughtlessly move system and vehicle of vehicle is related to.

Background

With the implementation of the issuance of new emission regulations and the continuous increase of petroleum energy consumption, the living space of the traditional fuel vehicle is smaller and smaller, and the oil-electricity hybrid power drive becomes the development direction of new energy vehicles.

In the prior art, the motor must be driven to rotate when the engine of the oil-electricity hybrid system is driven, the motor can be dragged to idle, in addition, the power can be transmitted through one gear simultaneously when the engine and the motor are driven, and when the engine and the motor output power simultaneously, the engine and the motor cannot be matched, and both the engine and the motor are in an optimal efficiency range, so that the consumption of oil electricity is increased in the driving process.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, the utility model provides a mixed moving system of vehicle, the mixed moving system of this vehicle can optimize vehicle dynamic performance.

The utility model discloses a vehicle is further proposed.

According to the utility model discloses thoughtlessly move system of vehicle, include: an engine; a first drive motor; a clutch having an input selectively engaging the first output and the second output, a first output and a second output, the input being engaged with the engine; and the transmission comprises a first input shaft, a second input shaft and an output shaft, the first input shaft is connected with the first output end, the second input shaft is connected with the second output end, the first input shaft and the second input shaft are selectively in transmission connection with the output shaft, and the first driving motor is in transmission connection with the second input shaft.

Therefore, by arranging the transmission, the engine selectively outputs power through the first input shaft and the second input shaft, and the first driving motor outputs power through the second input shaft, so that the engine and the first driving motor can be matched to be in the range of the optimal efficiency during working, the power transmission loss of a hybrid system can be reduced, and the vehicle power performance is optimized.

According to some embodiments of the utility model, be provided with first fender position driving gear on the first input shaft, be provided with the second fender position driving gear on the second input shaft, be provided with the first fender position driven gear and the second fender position driven gear of selective joint on the output shaft, first fender position driven gear with first fender position driving gear meshing just second fender position driven gear with the meshing of second fender position driving gear.

According to some embodiments of the invention, the transmission further comprises: the motor shaft is in transmission connection with the first driving motor, a motor input gear is arranged on the motor shaft, and the motor input gear is meshed with the second gear driving gear.

According to some embodiments of the invention, the transmission further comprises: the motor shaft is in transmission connection with the first driving motor, a motor input gear is arranged on the motor shaft, a motor output gear is arranged on the second input shaft, and the motor output gear is meshed with the motor input gear.

According to some embodiments of the utility model, first driving motor is integrated on the derailleur, first driving motor with second input shaft fixed connection just is located the second input shaft is kept away from the one end of second gear driving gear.

According to some embodiments of the utility model, be formed with in the first driving motor and hold the chamber, the clutch is integrated first driving motor just is located hold the intracavity.

According to the utility model discloses a some embodiments, still be provided with third gear driving gear on the first input shaft, be provided with the third gear driven gear of selective joint on the output shaft, third gear driven gear with third gear driving gear meshing.

According to some embodiments of the invention, the transmission further comprises: the first synchronizer is arranged between the first gear driven gear and the third gear driven gear and selectively jointed with the first gear driven gear and the third gear driven gear, and the second synchronizer is arranged on one side of the second gear driven gear and selectively jointed with the second gear driven gear.

According to some embodiments of the present invention, the hybrid system of the vehicle further comprises: a second drive motor; a front differential; a rear differential, one of the rear differential and the front differential being in driving connection with the transmission and the other being in driving connection with the second drive motor.

According to the utility model discloses a vehicle, including foretell vehicle's thoughtlessly move system.

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 above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

FIG. 1 is a partial schematic view of a hybrid powertrain for a vehicle according to an embodiment of the present invention;

FIG. 2 is a partial schematic view of a hybrid system of a vehicle according to an embodiment of the present invention;

fig. 3 is a partial schematic view of a hybrid system of a vehicle according to an embodiment of the present invention.

Reference numerals:

100. a hybrid system;

10. an engine;

20. a first drive motor; 21. an accommodating chamber;

30. a clutch; 31. an input end; 32. a first output terminal; 33. a second output terminal;

40. a transmission; 41. a first input shaft; 411. a first gear driving gear; 412. a third gear driving gear; 42. a second input shaft; 421. a second gear driving gear; 43. an output shaft; 431. a first gear driven gear; 432. a second stop driven gear; 433. a third gear driven gear; 434. a motor output gear; 44. a motor shaft; 441. a motor input gear; 45. a first synchronizer; 46. a second synchronizer;

50. a second drive motor; 60. a front differential; 70. a rear differential; 80. a battery assembly; 90. and (4) a wheel.

Detailed Description

Embodiments of the present invention are described in detail below, and the embodiments described with reference to the drawings are exemplary.

A hybrid system of a vehicle according to an embodiment of the present invention is described below with reference to the drawings.

As shown in fig. 1 to 3, a hybrid system 100 of a vehicle according to an embodiment of the present invention may mainly include: the hybrid vehicle comprises an engine 10, a first driving motor 20, a clutch 30 and a transmission 40, wherein the engine 10 is used as a power generating device and is one of the most main power sources for vehicle running, and has the capability of converting other forms of energy into mechanical energy, in the design of the vehicle, the engine 10 usually adopts an internal combustion engine, uses gasoline as fuel, and converts chemical energy into mechanical energy, and in the hybrid system 100 of the vehicle, the hybrid system 100 of the vehicle can be provided with transmitted power. In addition, in the hybrid system 100 of the vehicle, the engine 10 may not only provide the vehicle with the capability of driving power, but also drive the first driving motor 20 to charge the battery assembly 80 of the vehicle.

Further, a clutch 30 is provided between the engine 10 and the transmission 40 in the hybrid system 100 of the vehicle to cut off or transmit the input of power from the engine 10 to the transmission 40. The embodiment of the utility model provides an in, first driving motor 20 can choose for use high-speed rotating motor or low-speed rotating motor, under the unchangeable circumstances of other structures of the mixed system 100 that keeps the vehicle, choose for use the first driving motor 20 of different rotational speeds to change the structure position of first driving motor 20 in the mixed system 100 of vehicle, thereby can promote the transmission efficiency of the output power of first driving motor 20 in the mixed system 100 of vehicle, can optimize the structure of the mixed system 100 of vehicle, can save the electric energy consumption of vehicle.

Further, the clutch 30 has an input 31, the input 31 being engaged with the engine 10. Specifically, the engine 10 and the input end 31 of the clutch 30 are combined, so that on one hand, the connection between the engine 10 and the clutch 30 is ensured to be single and stable, the output power of the engine 10 can be transmitted to the transmission 40 through the input end 31 of the clutch 30, and the working reliability of the hybrid system 100 of the vehicle for transmitting power can be ensured, on the other hand, the output power of the engine 10 can be directly transmitted to the input end 31 of the clutch 30, the loss of the output power of the engine 10 when being transmitted to the clutch 30 can be reduced, and the transmission efficiency of the output power of the engine 10 can be improved.

Further, the clutch 30 is provided with a first output 32 and a second output 33, and the input 31 selectively engages the first output 32 and the second output 33. Specifically, the embodiment of the present invention provides a clutch 30 having a first output 32 and a second output 33, which can selectively transmit the power of an input 31 through different outputs through the clutch 30, and can increase the diversity of the transmission path of the engine 10 in the hybrid system 100, and can realize that the engine 10 provides the driving force for the vehicle, and at the same time, the first driving motor 20 is rotated to charge the battery assembly 80, and the power output efficiency of the engine 10 can be matched to be in the optimal efficiency interval under different operation modes of the vehicle. It should be noted that the optimum efficiency region in which the engine 10 outputs power refers to a region in which the fuel consumption of the engine 10 is the least when the same power demand of the vehicle is satisfied.

Further, the transmission 40 can achieve a difference in the output rotation speed of the engine 10 by changing the gear ratio, so that the vehicle's demand for different running speeds can be satisfied. In the embodiment of the present invention, the transmission 40 includes a first input shaft 41, a second input shaft 42 and an output shaft 43, the first input shaft 41 is connected with the first output end 32, and the second input shaft 42 is connected with the second output end 33. Specifically, the first input shaft 41 is connected to the first output end 32, and the second input shaft 42 is connected to the second output end 33, so that the output power of the engine 10 can be directly transmitted to the transmission 40 through the clutch 30, the diversity of transmission paths of the engine 10 in the hybrid system 100 can be increased, the power output by the engine 10 can be prevented from dragging and rotating the first driving motor 20 through the first driving motor 20, the loss of the output power of the engine 10 can be reduced, the energy consumption of the engine 10 can be saved, and the output power of the engine 10 can be improved.

Further, the first input shaft 41 and the second input shaft 42 are selectively drivingly connected to the output shaft 43. Specifically, the first input shaft 41 and the second input shaft 42 are selectively in transmission connection with the output shaft 43, so that the engine 10 can transmit power through different output ends of the clutch 30 to the transmission 40 and then can transmit the power through the output end of the transmission 40, the first input shaft 41 and the second input shaft 42 are selectively in transmission connection with the output shaft 43, the transmission 40 can have different power transmission paths, and the transmission 40 can meet the requirements of vehicles for different running speeds. In addition, the first driving motor 20 is in transmission connection with the second input shaft 42, on one hand, the first driving motor 20 can be made to transmit output power through the second input shaft 42 and provide driving force for the vehicle, and on the other hand, the output power of the engine 10 can be selectively transmitted to the first driving motor 20 through the second input shaft 42, the first driving motor 20 can be made to rotate, and the battery pack 80 of the vehicle can be charged.

Further, when the engine 10 and the first driving motor 20 are simultaneously operated, the engine 10 selectively outputs power through the first input shaft 41 and the second input shaft 42, and the first driving motor 20 outputs power through the second input shaft 42. Specifically, when the engine 10 and the first driving motor 20 are simultaneously operated, the engine 10 selectively outputs power through the first input shaft 41 and the second input shaft 42, the first driving motor 20 outputs power through the second input shaft 42, and the engine 10 and the first driving motor 20 can perform power transmission through different input shafts on the transmission 40, so that the transmission of the engine 10 and the first driving motor 20 can not interfere with each other, and the power output efficiency of the engine 10 and the first driving motor 20 can be matched to be in an optimal efficiency range in different operating modes of the vehicle. It should be noted that the optimal efficiency interval in which the engine 10 and the first drive motor 20 output power refers to an interval in which the fuel consumption of the engine 10 is minimized and the electric power consumption of the first drive motor 20 is minimized when the same power demand of the vehicle is satisfied.

Therefore, by providing the transmission 40, the engine 10 selectively outputs power through the first input shaft 41 and the second input shaft 42, and the first driving motor 20 outputs power through the second input shaft 42, so that the engine 10 and the first driving motor 20 can be operated at optimum efficiency, the power transmission loss of the hybrid system 100 can be reduced, and the vehicle power performance can be optimized.

As shown in fig. 2, the first input shaft 41 is provided with a first gear driving gear 411, the second input shaft 42 is provided with a second gear driving gear 421, and the output shaft 43 is provided with a first gear driven gear 431 and a second gear driven gear 432 which are selectively engaged. Specifically, a first gear driving gear 411 is arranged on the first input shaft 41, a second gear driving gear 421 is arranged on the second input shaft 42, a first gear driven gear 431 and a second gear driven gear 432 which are selectively engaged are arranged on the output shaft 43, and the first gear driving gear 411, the second gear driving gear 421, the first gear driven gear 431 and the second gear driven gear 432 are all components for realizing power transmission in the transmission 40, so that the output power of the engine 10 and the output power of the first driving motor 20 can be ensured to be normally transmitted in the hybrid system 100 of the vehicle, and the output power of the engine 10 and the output power of the first driving motor 20 can provide driving force for the vehicle.

Further, the first gear driven gear 431 is engaged with the first gear driving gear 411, and the second gear driven gear 432 is engaged with the second gear driving gear 421. Specifically, the meshing transmission of the gears can make the power transmission precision in the transmission 40 high, and can realize the transmission between any two shafts, such as a parallel shaft, an intersecting shaft, a staggered shaft, and the like, in addition, the gear transmission also has the characteristics of reliable operation and long service life, can ensure the operational reliability of the hybrid system 100 of the vehicle, and has higher gear meshing transmission efficiency and small power loss, can reduce the loss of the output power of the engine 10 and the first drive motor 20 in the hybrid system 100, can improve the power transmission efficiency of the hybrid system 100 of the vehicle, and further can reduce the consumption of gasoline and electric energy.

In addition, the first gear driven gear 431 is meshed with the first gear driving gear 411, and the second gear driven gear 432 is meshed with the second gear driving gear 421, so that the output power of the engine 10 transmitted to the transmission 40 through the clutch 30 can be transmitted to the output shaft 43 through the first input shaft 41, or can be transmitted to the output shaft 43 through the second input shaft 42, and the output power of the first driving motor 20 can be transmitted to the output shaft 43 through the second input shaft 42, thereby ensuring that the engine 10 and the first driving motor 20 can output power to the outside through different transmission paths in the hybrid system 100 of the vehicle, preventing the first driving motor 20 from being dragged to rotate when the engine 10 outputs power, reducing the power transmission loss of the hybrid system 100, and optimizing the power performance of the vehicle.

As shown in fig. 1-2, the transmission 40 further includes a motor shaft 44, the motor shaft 44 is in transmission connection with the first driving motor 20, a motor input gear 441 is disposed on the motor shaft 44, and the motor input gear 441 is engaged with the second gear driving gear 421. Specifically, when the first driving motor 20 is selected as a high-speed rotating motor, the motor shaft 44 is in transmission connection with the first driving motor 20, so that power output by the first driving motor 20 can be directly transmitted outwards through the motor shaft 44, and on the premise of ensuring that the output power of the first driving motor 20 is not changed, the installation of the motor input gear 441 is facilitated, the motor input gear 441 is arranged on the motor shaft 44, the motor input gear 441 can be driven to rotate at the same rotation speed and torque when the motor shaft 44 rotates, the motor input gear 441 is meshed with the second gear driving gear 421, so that the output power of the first driving motor 20 can be transmitted to the second gear driving gear 421 through the motor input gear 441, then transmitted to the second gear driven gear 432 through the second gear driving gear 421, and finally transmitted to a driving part required by the vehicle through the output shaft 43 of the transmission 40.

As shown in fig. 1-2, the transmission 40 further includes a motor shaft 44, the motor shaft 44 is in transmission connection with the first driving motor 20, a motor input gear 441 is disposed on the motor shaft 44, a motor output gear 434 is disposed on the second input shaft 42, and the motor output gear 434 is engaged with the motor input gear 441. Specifically, when the first driving motor 20 is selected as the high-speed rotating motor, the motor shaft 44 is in transmission connection with the first driving motor 20, so that the power output by the first driving motor 20 can be directly transmitted outwards through the motor shaft 44, and on the premise of ensuring that the output power of the first driving motor 20 is not changed, the installation of the motor input gear 441 is facilitated, the motor input gear 441 is arranged on the motor shaft 44, and the motor shaft 44 can drive the motor input gear 441 to rotate at the same rotating speed and torque when rotating.

Further, a motor output gear 434 is provided on the second input shaft 42, and the motor output gear 434 is engaged with the motor input gear 441. Specifically, the motor output gear 434 is disposed on the second input shaft 42, and the motor output gear 434 is meshed with the motor input gear 441, so that the output power of the first driving motor 20 can be transmitted to the motor input gear 441 through the motor shaft 44, and then transmitted to the second input shaft 42 through the meshing of the motor input gear 441 and the motor output gear 434, the second input shaft 42 rotates to drive the second gear driving gear 421 to rotate, and the second gear driving gear 421 is meshed with the second gear driven gear 432 to drive the second gear driven gear 432 to rotate, and finally transmitted to the driving components required by the vehicle through the output shaft 43 of the transmission 40.

As shown in fig. 3, the first driving motor 20 is integrated on the transmission 40, and the first driving motor 20 is fixedly connected to the second input shaft 42 and is located at an end of the second input shaft 42 away from the second gear driving gear 421. Specifically, when the first driving motor 20 is selected as the low-speed rotating motor, the first driving motor 20 may be directly integrated on the transmission 40, and there is no power disconnecting device or speed reducing component between the first driving motor 20 and the second input shaft 42, so as to optimize the spatial structure of the hybrid system 100 of the vehicle, improve the power output efficiency of the first driving motor 20, and further reduce the loss of the output power of the first driving motor 20 when being transmitted in the transmission 40.

Further, the first driving motor 20 is located at one end of the second input shaft 42 far away from the second gear driving gear 421, on one hand, installation of the first driving motor 20 on the transmission 40 can be facilitated, assembling and debugging efficiency of the hybrid system 100 of the vehicle can be improved, on the other hand, the first driving motor 20 is far away from the second gear driving gear 421, it can be ensured that rotation of the installation position of the first driving motor 20 and rotation of the second gear driving gear 421 do not interfere with each other, two ends of the second input shaft 42 can be kept balanced, it can be ensured that two ends of the second input shaft 42 are kept balanced and stable when power is transmitted, power transmission efficiency of the second input shaft 42 can be improved, power transmission loss of the hybrid system 100 can be reduced, and power performance of the vehicle can be optimized.

According to some embodiments of the present invention, the accommodating cavity 21 is formed in the first driving motor 20, and the clutch 30 is integrated in the first driving motor 20 and located in the accommodating cavity 21. Specifically, when the first driving motor 20 is selected as the low-speed rotating motor, because the diameter of the low-speed rotating motor is usually large, the accommodating cavity 21 can be formed inside the first driving motor 20, and other components can be accommodated, the clutch 30 is integrated in the first driving motor 20 and is located in the accommodating cavity 21, so that the first driving motor 20 and the clutch 30 can be arranged at the same position in the hybrid system 100 of the vehicle, the structural stability of the hybrid system 100 of the vehicle can be improved, the structural strength of the hybrid system 100 of the vehicle can be improved, the generation of noise in the driving process of the vehicle can be reduced, the NVH performance of the vehicle can be improved, on the other hand, the space utilization rate of the hybrid system 100 of the vehicle in the vehicle can be improved, the structure of the hybrid system 100 of the vehicle can be more compact, and the hybrid system 100 of the vehicle can be further adapted to vehicle models in different spaces.

As shown in fig. 1 to fig. 3, the first input shaft 41 is further provided with a third gear driving gear 412, the output shaft 43 is provided with a selectively engageable third gear driven gear 433, and the third gear driven gear 433 is engaged with the third gear driving gear 412. Specifically, the third gear driving gear 412 is disposed on the first input shaft 41, so that not only the output gear of the transmission 40 can be increased, and the gear of the vehicle can meet the requirements of the driver for different driving modes, but also the structure of the first input shaft 41 in the hybrid system 100 of the vehicle can be more stable, and the working stability of the hybrid system 100 of the vehicle can be improved.

Furthermore, the output shaft 43 is provided with a selectively engaged third gear driven gear 433, and the third gear driven gear 433 is engaged with the third gear driving gear 412, so that the output power of the engine 10 can be transmitted to the output shaft 43 through the first output end 32 of the clutch 30 and then selectively transmitted to the first input shaft 41 of the transmission 40 through the first gear driving gear 411 or the third gear driving gear 412, thereby improving the selectivity and controllability of the driver for the gear of the vehicle, and enabling the vehicle to meet different driving requirements of the driver. In addition, the number of gear gears in the hybrid system 100 of the vehicle may be increased or decreased according to the actual design requirements of the vehicle.

As shown in connection with fig. 1, the transmission 40 further includes a first synchronizer 45 and a second synchronizer 46, the first synchronizer 45 is disposed between the first gear driven gear 431 and the third gear driven gear 433 and selectively engages the first gear driven gear 431 and the third gear driven gear 433, and the second synchronizer 46 is disposed at one side of the second gear driven gear 432 and selectively engages the second gear driven gear 432. Specifically, the synchronizer can rapidly synchronize the engaging sleeve on the output shaft 43 with the driven gear to be engaged, can shorten the gear shifting time, can prevent the engaging sleeve of the output shaft 43 from being engaged with the driven gear to be engaged before synchronization to generate gear shifting impact, and further can enable the automobile to run more stably.

Further, the first synchronizer 45 selectively engages the first gear driven gear 431 and the third gear driven gear 433, and the second synchronizer 46 selectively engages the second gear driven gear 432, so that the driver can directly control and select the output gear of the transmission 40 through the first synchronizer 45 and the second synchronizer 46 during driving of the vehicle, the transmission 40 can output the rotating speed and the torque required by the driver, and the driver can conveniently control the vehicle. Additionally, the number of synchronizers in the hybrid system 100 of the vehicle may be increased or decreased depending on the actual design requirements of the vehicle.

Referring to fig. 1-3, the hybrid system 100 of the vehicle further includes a second driving motor 50, a front differential 60, and a rear differential 70, one of the rear differential 70 and the front differential 60 is drivingly connected to the transmission 40, and the other is drivingly connected to the second driving motor 50. Specifically, the second driving motor 50 may assist the engine 10 and the first driving motor 20 to provide output power for the vehicle according to the operating mode of the vehicle, and may charge the battery assembly 80 of the vehicle, so that the four-wheel drive of the vehicle may be realized on the premise of not changing the structure of the hybrid system 100 of the vehicle, the driving stability of the vehicle may be improved, and the operating efficiency of the hybrid system 100 of the vehicle may be improved.

Further, the differential can distribute the output torque of the engine 10, the first drive motor 20, and the second drive motor 50 to the left and right wheels 90, can ensure the power transmission of the respective drive wheels of the vehicle in various operating modes of the vehicle, and can also prevent the wheels 90 from slipping with the ground during turning. Further, one of the rear differential 70 and the front differential 60 is in transmission connection with the transmission 40, and the other is in transmission connection with the second driving motor 50, so that the rear differential 70 and the front differential 60 can respectively distribute the power transmitted by the transmission 40 to the wheels 90 and the power transmitted by the second driving motor 50 to the wheels 90, the four-wheel driving effect of the hybrid system 100 of the vehicle on the vehicle can be realized on the premise of not changing the structure of the hybrid system 100 of the vehicle, and the comprehensive power performance of the vehicle can be improved.

With reference to fig. 1 to fig. 3, the vehicle of the embodiment of the present invention includes the hybrid system 100 of the vehicle, and through the hybrid system 100 of the vehicle, the driver can realize nine operating modes of the vehicle by controlling the on/off of the first output 32 and the second output 33 of the clutch 30 and the switching of the first synchronizer 45 and the second synchronizer 46:

in the first mode, only the second drive motor 50 outputs power, and the engine 10 and the first drive motor 20 are not operated. Specifically, only the second drive motor 50 outputs power, and the output power of the second drive motor 50 is distributed to the front wheels or the rear wheels of the vehicle through the front differential 60 or the rear differential 70, when the drive mode of the vehicle is forward drive or backward drive.

In the second mode, only the first drive motor 20 is driven, and the engine 10 and the second drive motor 50 are not operated. Specifically, when only the first driving motor 20 is driven, the output power of the first driving motor 20 is transmitted outwards through the motor shaft 44, the motor shaft 44 drives the motor input gear 441 to rotate, the motor input gear 441 can be meshed with the motor output gear 434 or the second gear driving gear 421 to drive the second input shaft 42 to rotate, the output gear of the transmission 40 is selected by controlling the first synchronizer 45 and the second synchronizer 46, and is distributed to the front wheels or the rear wheels of the vehicle through the front differential 60 or the rear differential 70, and the driving mode of the vehicle is front driving or rear driving.

In the third mode, only the engine 10 is driven, and the first drive motor 20 and the second drive motor 50 are not operated. Specifically, when the engine 10 is driven only, the output power of the engine 10 can be transmitted through the input end 31 of the clutch 30, when the first output end 32 of the clutch 30 is engaged with the input end 31, the power can be transmitted along the first input shaft 41, if the first synchronizer 45 is controlled to be turned on, the second synchronizer 46 is not turned on, the output gear of the transmission 40 can be a first gear or a third gear, or the second synchronizer 46 is controlled to be turned on, the first synchronizer 45 is not turned on, the output gear of the transmission 40 can be a second gear, and the power transmitted by the transmission 40 after gear adjustment can be distributed to the front wheels or the rear wheels of the vehicle through the front differential 60 or the rear differential 70, wherein the driving mode of the vehicle is front-drive or rear-drive.

Further, when the second output end 33 of the clutch 30 is coupled to the input end 31, the output power of the engine 10 may drive the second gear driving gear 421 through the second input shaft 42, the second gear driving gear 421 is in meshing transmission with the second gear driven gear 432, the output shaft 43 and the second gear driven gear 432 may rotate together by controlling the second synchronizer 46 to be connected, the output shaft 43 may transmit the power to the front differential 60 or the rear differential 70, and the front differential 60 or the rear differential 70 may distribute the power to the front wheels or the rear wheels of the vehicle, where the driving mode of the vehicle is forward driving or rear driving.

In the fourth mode, the engine 10 is driven simultaneously with the first drive motor 20, and the second drive motor 50 is not operated. Specifically, when the engine 10 is driven simultaneously with the first driving motor 20, the output power of the engine 10 can be transmitted through the input end 31 of the clutch 30, when the first output end 32 of the clutch 30 is engaged with the input end 31, the power can be transmitted along the first input shaft 41, if the first synchronizer 45 is controlled to be turned on, the second synchronizer 46 is not turned on, the output gear of the transmission 40 can be a first gear or a third gear, or the second synchronizer 46 is controlled to be turned on, the first synchronizer 45 is not turned on, the output gear of the transmission 40 can be a second gear, and the power transmitted through gear adjustment by the transmission 40 can be distributed to the front wheels or the rear wheels of the vehicle through the front differential 60 or the rear differential 70.

Further, when the second output 33 of the clutch 30 is coupled to the input 31, the output power of the engine 10 may drive the second gear driving gear 421 through the second input shaft 42, the second gear driving gear 421 is in mesh transmission with the second gear driven gear 432, the output shaft 43 and the second gear driven gear 432 may rotate together by controlling the second synchronizer 46 to be connected, the output shaft 43 may transmit the power to the front differential 60 or the rear differential 70, and the front differential 60 or the rear differential 70 may distribute the power to the front wheels or the rear wheels of the vehicle.

Further, the output power of the first driving motor 20 is transmitted outwards through the motor shaft 44, the motor shaft 44 can rotate and can be meshed with the motor output gear 434 through the motor input gear 441 to drive the second input shaft 42 to rotate, the second input shaft 42 drives the second gear driving gear 421 to rotate, the second gear driving gear 421 is meshed with the second gear driven gear 432 to rotate, the second synchronizer 46 is controlled to be connected, the output shaft 43 and the second gear driven gear 432 can rotate together, the output shaft 43 can transmit the power to the front differential 60 or the rear differential 70, and the front differential 60 or the rear differential 70 is distributed to front wheels or rear wheels of the vehicle. At this time, the driving mode of the vehicle is four-wheel drive.

In the fifth mode, the first drive motor 20 and the second drive motor 50 are driven simultaneously, and the engine 10 is not operated. Specifically, when the first driving motor 20 and the second driving motor 50 are driven simultaneously, the output power of the first driving motor 20 is transmitted outwards through the motor shaft 44, the motor shaft 44 rotates and can be meshed with the motor output gear 434 through the motor input gear 441 to drive the second input shaft 42 to rotate, and then the output gear of the transmission 40 is selected through controlling the second synchronizer 46 and is distributed to the front wheels or the rear wheels of the vehicle through the front differential 60 or the rear differential 70. Further, the output power of the second drive motor 50 is distributed to the front wheels or the rear wheels of the vehicle through the front differential 60 or the rear differential 70. At this time, the driving mode of the vehicle is four-wheel drive.

In the sixth mode, the engine 10 and the second drive motor 50 are driven simultaneously, and the first drive motor 20 is not operated. Specifically, when the engine 10 and the second driving motor 50 are driven simultaneously, the output power of the engine 10 may be transmitted through the input end 31 of the clutch 30, and when the first output end 32 of the clutch 30 is engaged with the input end 31, the power may be transmitted along the first input shaft 41, and if the first synchronizer 45 is controlled to be engaged, the second synchronizer 46 is not engaged, the output gear of the transmission 40 may be the first gear or the third gear, or the second output end 33 of the clutch 30 is engaged with the input end 31, the second synchronizer 46 is controlled to be engaged, the first synchronizer 45 is not engaged, the output gear of the transmission 40 may be the second gear, and the power transmitted through gear adjustment by the transmission 40 may be distributed to the front wheels or the rear wheels of the vehicle through the front differential 60 or the rear differential 70.

Further, when the second output end 33 of the clutch 30 is coupled to the input end 31, the output power of the engine 10 may drive the second gear driving gear 421 through the second input shaft 42, the second gear driving gear 421 is in meshing transmission with the second gear driven gear 432, the output shaft 43 and the second gear driven gear 432 may be rotated together by controlling the second synchronizer 46 to be connected, the output shaft 43 may transmit the power to the front differential 60 or the rear differential 70, and the front differential 60 or the rear differential 70 may distribute the power to the front wheels or the rear wheels of the vehicle.

Further, the output power of the second drive motor 50 is distributed to the front wheels or the rear wheels of the vehicle through a front differential 60 or a rear differential 70. At this time, the driving mode of the vehicle is four-wheel drive.

In the seventh mode, only the second driving motor 50 is driven, and at this time, the second synchronizer 46 is not turned on, and the engine 10 drives the first driving motor 20 to generate power to supply to the battery pack or the second driving motor 50. Specifically, in mode seven, the output power of the second drive motor 50 is distributed to the front or rear wheels of the vehicle through the front differential 60 or the rear differential 70. Further, when the output power of the engine 10 is selectively coupled to the input terminal 31 through the second output terminal 33 of the clutch 30, the output power of the engine 10 can drive the motor output gear 434 to rotate through the second input shaft 42, at this time, the second synchronizer 46 is not connected, the motor output gear 434 rotates to be meshed with the motor input gear 441 to rotate, the output power of the engine 10 is transmitted to the first driving motor 20 through the motor shaft 44, the first driving motor 20 can be rotated, and the battery assembly 80 of the vehicle is charged or supplied with power to the second driving motor 50 to operate.

In the eighth mode, the wheels 90 drive the first driving motor 20 or (and) the second driving motor 50 to generate power through the power transmission mechanism of the vehicle, and the power is supplied to the battery pack. Specifically, when the driver steps on the brake pedal or releases the accelerator, the front wheel or the rear wheel drives the second driving motor 50 to rotate and charge the battery assembly 80 of the vehicle, the second synchronizer 46 engages the second gear driven gear 432 on the output shaft 43 with the second gear driving gear 421 on the second input shaft 42, the second gear driving gear 421 drives the second input shaft 42 to rotate, at this time, the first output end 32 and the second output end 33 of the clutch 30 are both disconnected from the input end 31, the second input shaft 42 drives the motor output gear 434 to engage with the motor input gear 441, and the motor input gear 441 rotates to drive the motor shaft 44 to rotate, so that the first driving motor 20 can be rotated, and the battery assembly 80 of the vehicle can be charged.

In the ninth mode, only the engine 10 drives the first drive motor 20 to generate power to supply to the battery pack. Specifically, when the vehicle is in a stopped state, the second output end 33 of the clutch 30 is coupled to the input end 31, so that the output power of the engine 10 drives the second input shaft 42 to rotate, at this time, the first synchronizer 45 and the second synchronizer 46 are not engaged, the second gear driving gear 421 is engaged with the motor input gear 441, or the second input shaft 42 drives the motor output gear 434 to be engaged with the motor input gear 441, and the motor input gear 441 rotates to drive the motor shaft 44 to rotate, so that the first driving motor 20 can be rotated, and the battery pack 80 of the vehicle can be charged.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean 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 present invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example.

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

Claims (10)

1. Hybrid-motion system (100) of a vehicle, characterized in that it comprises:

an engine (10);

a first drive motor (20);

a clutch (30), said clutch (30) having an input (31), a first output (32) and a second output (33), said input (31) selectively engaging said first output (32) and said second output (33), said input (31) being engaged with said engine (10); and

a transmission (40), the transmission (40) comprising a first input shaft (41), a second input shaft (42) and an output shaft (43), the first input shaft (41) being connected with the first output (32), the second input shaft (42) being connected with the second output (33), the first input shaft (41) and the second input shaft (42) being selectively in transmission connection with the output shaft (43), the first drive motor (20) being in transmission connection with the second input shaft (42).

2. The hybrid system (100) of a vehicle according to claim 1, wherein a first gear driving gear (411) is disposed on the first input shaft (41), a second gear driving gear (421) is disposed on the second input shaft (42), a first gear driven gear (431) and a second gear driven gear (432) which are selectively engaged are disposed on the output shaft (43), the first gear driven gear (431) is engaged with the first gear driving gear (411), and the second gear driven gear (432) is engaged with the second gear driving gear (421).

3. The hybrid system (100) of a vehicle according to claim 2, wherein said transmission (40) further comprises: the motor shaft (44), the motor shaft (44) with first driving motor (20) transmission is connected, be provided with motor input gear (441) on the motor shaft (44), motor input gear (441) with second gear driving gear (421) meshing.

4. The hybrid system (100) of a vehicle according to claim 2, wherein said transmission (40) further comprises: the motor shaft (44), the motor shaft (44) with first driving motor (20) transmission is connected, be provided with motor input gear (441) on the motor shaft (44), be provided with motor output gear (434) on second input shaft (42), motor output gear (434) with motor input gear (441) meshing.

5. Hybrid-drive system (100) of a vehicle according to claim 2, characterized in that the first drive motor (20) is integrated in the transmission (40), and the first drive motor (20) is fixedly connected to the second input shaft (42) and is located at an end of the second input shaft (42) remote from the second gear drive gear (421).

6. The hybrid system (100) of a vehicle according to claim 5, wherein a housing chamber (21) is formed in the first driving motor (20), and the clutch (30) is integrated in the first driving motor (20) and located in the housing chamber (21).

7. The hybrid vehicle drive system (100) of claim 2, wherein a third gear drive gear (412) is further disposed on the first input shaft (41), and a selectively engageable third gear driven gear (433) is disposed on the output shaft (43), the third gear driven gear (433) being in meshing engagement with the third gear drive gear (412).

8. The hybrid system (100) of a vehicle according to claim 7, wherein said transmission (40) further comprises: a first synchronizer (45) and a second synchronizer (46), the first synchronizer (45) being disposed between the first gear driven gear (431) and the third gear driven gear (433) and selectively engaging the first gear driven gear (431) and the third gear driven gear (433), the second synchronizer (46) being disposed at one side of the second gear driven gear (432) and selectively engaging the second gear driven gear (432).

9. The hybrid system (100) of a vehicle according to claim 1, further comprising:

a second drive motor (50);

a front differential (60);

a rear differential (70), one of the rear differential (70) and the front differential (60) being in driving connection with the transmission (40) and the other being in driving connection with the second drive motor (50).

10. A vehicle, characterized by comprising: the hybrid system (100) of a vehicle of any of claims 1-9.

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