CN218876876U - Multi-gear high-efficiency hybrid power driving system - Google Patents

Abstract

The utility model relates to a high-efficient hybrid driving system keeps off more, including input shaft and output shaft, through the engine that clutch and input shaft transmission are connected, the first driving motor who is connected with the engine transmission, locate the differential mechanism assembly that keeps off a position transmission subassembly more between input shaft and the output shaft, be connected with the output shaft transmission to and the second driving motor who is connected with the differential mechanism assembly transmission. Compared with the prior art, the utility model discloses well engine and first driving motor part adopt many gear modes, and second driving motor adopts single gear mode, can realize parallelly connected three power supplies output power simultaneously through bi-motor and engine, and dynamic nature is strong, keeps off the position transmission chain weak point, and is efficient, and derailleur simple structure, and spatial arrangement is compact, and the mode switch with keep off the position and switch all can realize unpowered interrupt, the cost advantage is obvious.

Description

Multi-gear high-efficiency hybrid power driving system

Technical Field

The utility model belongs to the technical field of the new forms of energy vehicle, a high-efficient hybrid driving system of many grades is related to.

Background

A hybrid vehicle is a vehicle that uses multiple energy sources, typically a conventional engine (ICE) using liquid fuel and an electric motor driven vehicle using electric energy. Hybrid vehicles may operate in a variety of drive modes, however, have limited battery capacity and rely primarily on engine combustion to provide power. The dual-motor P1+ P3 hybrid is one of the mainstream schemes of the hybrid power structure at the present stage, such as IMMD of honda and THS system of power splitting of toyota. As shown in FIG. 1, a Toyota THS hybrid system is composed of a transmission composed of two rows of planetary mechanisms, a generator, a driving motor, an output shaft, a differential assembly and other components. The generator and the engine are respectively arranged on the sun gear and the planet carrier of the planet row to realize power division, and the driving motor and the other planet mechanism realize speed ratio amplification. The hybrid power system can execute engine power split and drive the motor independently. The hybrid scheme has a fixed speed ratio except electric driving, and the engine and the generator form an electronic stepless speed change, so that the engine can be driven at a fixed point and high efficiency, the working efficiency is improved, and the fuel consumption of the vehicle is good.

However, the scheme adopts a pure power splitting method, so that the engine can only output power in a power splitting mode without torque amplification, and the power output cannot be amplified, thereby influencing the power acceleration of the vehicle. And when the vehicle runs at a high speed, part of the power of the engine must be shunted to a driving motor or a battery through a generator, so that additional energy loss is generated, and the fuel consumption of the vehicle is deteriorated. And adopt single P3 motor drive vehicle, lead to motor design power and design moment of torsion all great, cost and space requirement are higher. Meanwhile, under the working conditions of high-speed direct drive and the like, the P3 motor has large drag torque and higher energy consumption.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a high-efficient hybrid driving system of many grades.

The purpose of the utility model can be realized through the following technical scheme:

a multi-gear high-efficiency hybrid power driving system comprises an input shaft, an output shaft, an engine in transmission connection with the input shaft, a first driving motor, a multi-gear transmission component arranged between the input shaft and the output shaft, a differential assembly in transmission connection with the output shaft, and a second driving motor in transmission connection with the differential assembly; the output end of the engine is in transmission connection with a transmission gear, the first driving motor is in transmission connection with a first motor driving gear, and the first motor driving gear is in transmission connection with the transmission gear; the engine is in transmission connection with the input shaft through a clutch, the clutch comprises a plurality of transmission sheets and friction sheets which are staggered and stacked mutually and provided with gaps mutually, and a pushing piston which is used for applying pressure to the outermost transmission sheet to enable the staggered transmission sheets and the friction sheets to be sequentially attached to each other;

the transmission piece is in transmission connection with the output end of the engine, and the friction piece is in transmission connection with the input shaft.

Furthermore, many grades of position transmission subassemblies include a plurality of locating fender position driving gear on the input shaft, a plurality of corresponding locating fender position driven gear on the output shaft, and locate on the input shaft and with corresponding fender position driving gear looks adaptation, or locate on the output shaft and with the fender position synchronizer of corresponding fender position driven gear looks adaptation.

Furthermore, the gear synchronizer is replaced by a dog gear clutch, that is, the multi-gear transmission assembly comprises a plurality of gear driving gears arranged on the input shaft, a plurality of corresponding gear driven gears arranged on the output shaft, and a dog gear clutch arranged on the input shaft and adapted to the corresponding gear driving gears or arranged on the output shaft and adapted to the corresponding gear driven gears.

Furthermore, a clutch accommodating ring groove is formed in the side face of the transmission gear, and a clutch matching seat extending into the clutch accommodating ring groove is arranged on the input shaft;

the transmission piece is fixedly connected with the side wall of the clutch accommodating ring groove, and the friction piece is fixedly connected with the clutch matching seat.

Furthermore, the system also comprises a transmission gear seat for supporting the transmission gear, and the pushing piston is arranged on the transmission gear seat;

the bottom of the clutch accommodating ring groove is provided with a through hole, the movable end of the pushing piston is also connected with a pushing rod in a sliding manner, and the pushing rod can penetrate through the through hole under the pushing action of the pushing piston and is abutted against the outermost transmission sheet;

one end of the push rod is a butt end used for abutting against the transmission sheet, the other end of the push rod is provided with a sliding contact ring which is coaxial with the transmission gear, and the movable end of the push piston is in sliding connection with the sliding contact ring;

the push rod is provided with a reset extension part which extends along the radial direction of the transmission gear, and a clutch reset elastic part is arranged between the reset extension part and the transmission gear.

Furthermore, the clutch return elastic piece is a hydraulic spring.

Furthermore, a second motor driving gear is connected to the output end of the second driving motor in a transmission manner, a second motor intermediate shaft is further arranged between the differential assembly and the second driving motor, and a first driven wheel in transmission connection with the second motor driving gear and a second driven wheel in transmission connection with the differential assembly are arranged on the second motor intermediate shaft.

Furthermore, a release mechanism is arranged between the differential assembly and the output end of the second driving motor, and comprises a release ring seat in transmission connection with the output end of the second driving motor, a release ring groove surrounding the release ring seat and in transmission connection with the differential assembly, and a plurality of balls arranged along the circumferential direction and arranged between the release ring seat and the release ring groove;

the outer side wall of the release ring seat is provided with a smooth ring platform and a ball fixing seat in parallel along the axial direction, and the ball fixing seat comprises a plurality of ball fixing grooves which are distributed on the release ring seat along the circumferential direction; throw off the inside wall of annular on along circumference laid a plurality of ball sliding grooves, the bottom of ball sliding groove outwards slope the setting for

When the ball is embedded between the ball fixing groove and the ball sliding groove, the release ring seat is in transmission connection with the release ring groove; under centrifugal action, when the balls move outwards along the ball sliding grooves, the balls can move from the ball fixing grooves to the smooth ring table, and the disengagement ring seat and the disengagement ring groove are disengaged from transmission connection.

Furthermore, relative to the ball fixing seat, the smooth annular table is arranged on one side close to the bottom of the disengagement annular groove;

the disengaging mechanism further comprises a disengaging reset piece used for pushing the balls from the smooth ring table to the ball fixing groove, the disengaging reset piece comprises a disengaging reset elastic piece and a butting piece, the disengaging reset elastic piece is arranged along the axial direction, one end of the disengaging reset elastic piece is abutted to the bottom of the disengaging ring groove, and two ends of the disengaging reset elastic piece are respectively abutted to the disengaging reset elastic piece and the disengaging reset elastic piece.

On the other hand, the utility model discloses also can adopt synchronous ware or dog tooth clutch as disengaging mechanism.

Furthermore, the transmission assembly arranged between the input shaft and the output shaft comprises a 2-gear driving gear, a 1-gear driving gear and a 3-gear driving gear which are arranged on the input shaft, a 2-gear driven gear, a 1-gear driven gear and a 3-gear driven gear which are correspondingly arranged on the output shaft, a 2-gear synchronizer arranged on the output shaft and matched with the 2-gear driven gear, and a 1/3-gear synchronizer arranged between the 1-gear driven gear and the 3-gear driven gear and matched with the 1-gear driven gear.

Further, the 2 nd gear synchronizer or the 1/3 rd gear synchronizer is replaced by a dog tooth clutch.

Preferably, the shaft assembly such as the input shaft, the output shaft and the second motor intermediate shaft is supported by a thrust bearing.

Furthermore, a second motor driving gear is connected to the output end of the second driving motor in a transmission manner, a second motor intermediate shaft is further arranged between the differential mechanism assembly and the second driving motor, and a first driven wheel in transmission connection with the second motor driving gear and a second driven wheel in transmission connection with the differential mechanism assembly are arranged on the second motor intermediate shaft.

Compared with the prior art, the utility model has the characteristics of it is following:

1) The utility model discloses the engine adopts many gears mode with first driving motor part in the middle of, and the second driving motor adopts single gear mode, can realize three parallelly connected power supplies output power simultaneously through bi-motor and engine, and dynamic nature is strong, and the fender position transmission chain is short, and is efficient, and derailleur simple structure, and the spatial arrangement is compact, and mode switching and fender position switching can all realize unpowered interrupt, and the cost advantage is obvious;

2) The clutch and the release mechanism are arranged in the gear and synchronously rotate with the gear, and meanwhile, a thrust bearing and a high-pressure piston scheme are adopted, so that the space is saved, the leakage loss is reduced, and the carrying performance and the system efficiency are improved;

3) The utility model provides a high-efficient release mechanism of mechanical type utilizes the centrifugal force that high-speed rotation produced, and control combines and separates, compares in adopting synchronous ware or dog tooth clutch as release mechanism, can gain in time throw off driven effect to the structure is more simple reliable.

Drawings

FIG. 1 is a schematic diagram of a Toyota THS hybrid system;

FIG. 2 and FIG. 3 are schematic structural diagrams of a multi-gear high-efficiency hybrid power-driven system in the embodiment 1;

FIG. 4 is an enlarged view of a portion of FIG. 3 at A;

FIG. 5 is a partial enlarged view of FIG. 3 at B; the upper part is a structural schematic diagram of the release mechanism in a transmission state, and the lower part is a structural schematic diagram of the release mechanism in a release state;

FIG. 6 is a schematic view of the release mechanism in the drive state;

FIG. 7 is a schematic view of the release mechanism in a semi-released state;

FIG. 8 is a schematic view of the release mechanism in a released condition;

FIG. 9 is a schematic structural diagram of a multi-speed high-efficiency hybrid drive system according to embodiment 2;

FIG. 10 is a schematic construction diagram of a multi-speed high efficiency hybrid drive system according to embodiment 3;

FIG. 11 is a schematic structural diagram of a multi-speed high efficiency hybrid drive system according to embodiment 4;

FIG. 12 is a schematic structural diagram of a multi-speed high efficiency hybrid drive system according to embodiment 5;

the notation in the figure is:

1-engine, 2-torque limiter, 3-transmission gear, 301-clutch accommodating ring groove, 4-first motor driving gear, 5-first driving motor, 6-2 gear driving gear, 7-1 gear driving gear, 8-3 gear driving gear, 9-2 gear synchronizer, 10-2 gear driven gear, 11-1 gear driven gear, 12-1/3 gear synchronizer, 13-3 gear driven gear, 14-main reducing gear, 15-differential assembly, 16-second motor intermediate shaft, 17-output shaft, 18-second driving motor, 19-second motor driving gear, 20-clutch, 2001-driving plate, 2002-friction plate, 2003-pushing piston, 2004-pushing rod, 2005-clutch reset elastic member, 21-input shaft, 2101-clutch matching seat, 22-release mechanism, 2201-release ring seat, 2202-release ring groove, 2203-ball, 2204-smooth ring platform, 2205-ball fixing groove, 2206-ball sliding groove, 7-abutment member, 8-release elastic member, 22023-clutch accommodating ring seat, 22023-transmission gear pair, 2203-smooth ring platform, 2205-ball sliding groove, 2206-elastic member and 22023-release gear pair.

Detailed Description

The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. The embodiment of the present invention is implemented on the premise of the technical solution of the present invention, and a detailed implementation manner and a specific operation process are given, but the scope of the present invention is not limited to the following embodiments.

Example 1:

as shown in fig. 2 and fig. 3, the multi-gear high-efficiency hybrid power driving system includes an input shaft 21 and an output shaft 17, a transmission gear 3 in transmission connection with the input shaft 21 through a clutch 20, a first driving motor 5 and an engine 1 in transmission connection with the transmission gear 3, a multi-gear transmission assembly disposed between the input shaft 21 and the output shaft 17, a main reduction gear 14 disposed on the output shaft 17, a differential assembly 15 in transmission connection with the main reduction gear 14, and a second driving motor 18 in transmission connection with the differential assembly 15.

As shown in fig. 4, the clutch 20 includes a plurality of transmission plates 2001 and friction plates 2002 stacked alternately with each other, and an urging piston 2003. The transmission plate 2001 and the friction plate 2002 are both annular plates, and a gap is formed between the adjacent transmission plate 2001 and the friction plate 2002, so that the transmission effect between the transmission gear 3 and the input shaft 21 does not exist in a normal state; pushing the piston 2003 presses the outermost drive webs 2001 to remove the gap and maintain good contact between the drive webs 2001 and the friction plates 2002, thereby producing a drive effect.

The output end of the engine 1 is connected with a torque limiter 2 and is in transmission connection with a transmission gear 3 through the torque limiter 2. A clutch accommodating ring groove 301 is formed in the side face of the transmission gear 3, and a clutch matching seat 2101 extending into the clutch accommodating ring groove 301 is arranged on the input shaft 21; the transmission plate 2001 is fixedly connected with the side wall of the clutch accommodating ring groove 301, the friction plate 2002 is fixedly connected with the clutch matching seat 2101, the transmission plate 2001 is further in transmission connection with the output end of the engine 1, and the friction plate 2002 is in transmission connection with the input shaft 21.

Moreover, the present embodiment further includes a transmission gear seat 23 for supporting the transmission gear 3, and the push pistons 2003 are provided in plural and distributed on the transmission gear seat 23; a plurality of through holes are formed in the bottom of the clutch accommodating ring groove 301, a push rod 2004 is movably arranged in each through hole, one end of each push rod 2004 points to the transmission sheet 2001 on the outermost side, and a sliding contact ring connected with the end parts of the other push rods 2004 is arranged on the other end of each push rod 2004 and is in sliding contact with and in transmission connection with a push piston 2003 through the sliding contact ring; and the sliding contact ring is used as a reset extension part extending inwards along the radial direction at the end part of the push rod 2004, and a clutch reset elastic part 2005 is also arranged between the sliding contact ring and the transmission gear 3.

When the plurality of pushing pistons 2003 synchronously push the sliding contact rings to make the ends of the pushing rods 2004 abut against the outermost transmission plates 2001, the overlapped transmission plates 2001 and the friction plates 2002 are pressed, the gap is eliminated and the friction plates 2002 and the transmission plates 2001 are in contact, so that the power generated by the engine 1 is transmitted to the input shaft 21; when the pushing piston 2003 loses the pushing force on the sliding contact ring, the pushing rod 2004 retracts and returns under the elastic action of the clutch return elastic member 2005, the transmission piece 2001 is separated from the friction plate 2002, and the transmission effect between the input shaft 21 and the engine 1 is lost.

Specifically, the clutch return elastic member 2005 in this embodiment is a hydraulic spring. In addition, a clutch stopper is further provided on a side wall of the clutch accommodating ring groove 301, so that the transmission plate 2001 and the friction plate 2002, which are overlapped, can be clamped between the push rod 2004 and the clutch stopper.

As shown in fig. 2 and 3, a first motor driving gear 4 meshed with the transmission gear 3 is connected to an output end of the first driving motor 5. The multi-gear transmission assembly comprises a 2-gear driving gear 6, a 1-gear driving gear 7 and a 3-gear driving gear 8 which are sequentially arranged on an input shaft 21, a 2-gear driven gear 10, a 1-gear driven gear 11 and a 3-gear driven gear 13 which are correspondingly arranged on an output shaft 17, a 2-gear synchronizer 9 which is arranged on the output shaft 17 and matched with the 2-gear driven gear 10, and a 1/3-gear synchronizer 12 which is arranged between the 1-gear driven gear 11 and the 3-gear driven gear 13 and matched with the 1-gear synchronizer. As shown in fig. 4, the clutch engaging seat 2101 is axially extended and provided on the 3-speed drive gear 8.

A second motor driving gear 19 is connected to the output end of the second driving motor 18 in a transmission manner, a second motor intermediate shaft 16 is further arranged between the differential assembly 15 and the second driving motor 18, and a first driven wheel in transmission connection with the second motor driving gear 19 and a second driven wheel in transmission connection with the differential assembly 15 are arranged on the second motor intermediate shaft 16. The second driving motor 18 is in transmission connection with the differential assembly 15 through a second motor driving gear 19, a first driven wheel, a second motor intermediate shaft 16 and a second driven wheel in sequence.

As shown in fig. 5, a release mechanism 22 is further disposed between the output end of the second driving motor 18 and the second motor driving gear 19, and the release mechanism 22 includes a release ring seat 2201 connected to the output end of the second driving motor 18 through a radially extending connecting ring plate, a release ring groove 2202 surrounding the release ring seat 2201 and fixedly connected to the second motor driving gear 19, and a plurality of balls 2203 circumferentially arranged between the release ring seat 2201 and a sidewall of the release ring groove 2202.

As shown in fig. 5 and 6, a smooth ring table 2204 and a ball fixing seat are axially arranged on the outer side wall of the release ring seat 2201 in parallel, the smooth ring table 2204 is arranged on one side relatively close to the bottom of the release ring groove 2202, and the ball fixing seat comprises a plurality of ball fixing grooves 2205 which are circumferentially and tightly distributed on the release ring seat 2201; a plurality of ball sliding grooves 2206 are circumferentially arranged on the inner side wall of the disengagement ring groove 2202. The bottom of the ball sliding groove 2206 is arranged obliquely outwards, the inclined outer end of the ball sliding groove is corresponding to the smooth annular table 2204, the inclined inner end of the ball sliding groove is corresponding to the ball fixing groove 2205, and the ball 2203 is embedded in the ball sliding groove 2206 in a sliding mode and is abutted to the smooth annular table 2204 or the ball fixing seat.

An elastic reset assembly is also arranged between the ball 2203 and the bottom of the disengagement ring groove 2202, and comprises an abutting part 2207 with a cross section shaped like a Chinese character 'ji', and a disengagement reset elastic part 2208 arranged along the axial direction. One end of the abutting piece 2207 is in sliding contact with the ball 2203, the other end of the abutting piece bypasses the end part of the disconnecting ring seat 2201 and extends to the position of the connecting ring plate, and the two ends of the disconnecting return elastic piece 2208 are respectively abutted with the extending end and the bottom of the disconnecting ring groove 2202. The disengagement return elastic member 2208 is a spring in this embodiment.

When the ball 2203 is embedded between the ball fixing groove 2205 and the ball sliding groove 2206 (as shown in the upper part of fig. 5), the ball fixing groove 2205 and the ball sliding groove 2206 are clamped through the ball 2203, and the disengagement ring seat 2201 is in transmission connection with the disengagement ring groove 2202 (as shown in fig. 6-7); under centrifugal action, when the ball 2203 moves outwards along the ball sliding groove 2206 until the ball 2203 moves from the ball fixing groove 2205 to the smooth annular table 2204 (as shown in the lower part of fig. 5), the ball 2203 rolls between the smooth annular table 2204 and the ball fixing groove 2205, and the disengagement annular table 2201 is in transmission connection with the disengagement annular groove 2202; when the rotating speed is reduced and the centrifugal action is reduced, the smooth ring table 2204 moves into the ball fixing groove 2205 under the pushing action of the disengagement return elastic element 2208, and the transmission effect is restored between the disengagement ring seat 2201 and the disengagement ring groove 2202.

Pure electric drive: the P3 motor, i.e. the second driving motor 18, is connected with the differential assembly 15 through the second motor driving gear 19 and the second motor intermediate shaft 16, so that pure electric driving can be realized.

Reverse gear driving: under pure electric drive state, through P3 motor reversal drive direction change, can realize fast that whole car reverses gear operating mode and goes.

Parallel driving: the engine 1 is sequentially connected with an input shaft 21, a 1-gear driving gear 7, a 1-gear driven gear 11, a 1/3-gear synchronizer 12 and an output shaft 17 through a clutch 20, and is in transmission connection with a differential assembly 15, so that 1-gear running can be realized; similarly, the 2-speed or 3-speed driving can be realized through a transmission path including the 2-speed driving gear 6, the 2-speed driven gear 10 and the 2-speed synchronizer 9, or a transmission path including the 3-speed driving gear 8, the 3-speed driven gear 11 and the 1/3-speed synchronizer 12.

At the moment, the motor P1, namely the first driving motor 5 can be in transmission connection with the first motor driving gear 4 through the transmission gear 3, so that charging or driving is realized. The P3 motor is driven by a second motor drive gear 19, and a second motor intermediate shaft 16 is connected with the differential assembly 15.

Example 2:

as shown in fig. 9, in the present embodiment, a P2X motor is adopted as the first driving motor 5, that is, a P2X + P3 structure is adopted; the first motor driving gear 4 on the first driving motor 5 is engaged with the 2 nd gear driving gear 6 instead of the transmission gear 3, the 1/2 th gear synchronizer is adopted to replace the 1/3 th gear synchronizer 12 and correspondingly adjust the positions of the gear driving gear and the gear driven gear, the axial size is smaller, the space utilization rate is higher, and the rest of the embodiment is the same as that of the embodiment 1.

Example 3:

as shown in fig. 10, in the present embodiment, the transmission gear 3 is directly sleeved on the input shaft 21; the torque limiter 2 is in transmission connection with the input shaft 21, and the 1/3-gear synchronizer 12 is arranged on the input shaft 21, which is the same as that in the embodiment 1. In other embodiments, the 1/3 gear synchronizer 12 is replaced with a dog tooth clutch.

Example 4:

as shown in fig. 11, in the present embodiment, the first motor driving gear 4 of the first driving motor 5 is engaged with the 3 rd gear driving gear 8, the 1/3 rd gear synchronizer 12 is replaced by a dog clutch, the transmission gear 3 is removed, and the torque limiter 2 is in transmission connection with the input shaft 21, which is otherwise the same as embodiment 1.

Example 5:

as shown in fig. 12, in the present embodiment, a P2X motor is used as the first driving motor 5, that is, a P2X + P3 structure is used, a sub-transmission gear 24 is further provided on the input shaft 21, and the first motor driving gear 4 on the first driving motor 5 is engaged with the sub-transmission gear 24 instead of the transmission gear 3, which is the same as embodiment 1.

Example 6:

in this embodiment, a dog tooth clutch is selected instead of the 1/3 gear synchronizer 12 and the 2 gear synchronizer 9, and the rest is the same as embodiment 1.

Example 7:

in this embodiment, a dog-tooth clutch is selected instead of the release mechanism, and the rest is the same as embodiment 1.

Example 8:

in this embodiment, the P1 motor is used as the first drive motor 5, the P3 motor is used as the second drive motor 18, the clutch is removed, the torque limiter 2 is directly connected to the input shaft 7, the dog clutch is used as the release mechanism, and the P3 motor and the second motor drive gear 19 are connected in a transmission manner, as in embodiment 2.

The embodiments described above are intended to facilitate the understanding and use of the invention by those skilled in the art. It will be readily apparent to those skilled in the art that various modifications to these embodiments may be made, and the generic principles described herein may be applied to other embodiments without the use of the inventive faculty. Therefore, the present invention is not limited to the above embodiments, and those skilled in the art should make improvements and modifications within the scope of the present invention according to the disclosure of the present invention.

Claims (10)

1. The multi-gear high-efficiency hybrid power driving system is characterized by comprising an input shaft (21), an output shaft (17), an engine (1) in transmission connection with the input shaft (21), a first driving motor (5), a multi-gear transmission component arranged between the input shaft (21) and the output shaft (17), a differential assembly (15) in transmission connection with the output shaft (17), and a second driving motor (18) in transmission connection with the differential assembly (15); the output end of the engine (1) is in transmission connection with a transmission gear (3), the first driving motor (5) is in transmission connection with a first motor driving gear (4), and the first motor driving gear (4) is in transmission connection with the transmission gear (3); the engine (1) is in transmission connection with an input shaft (21) through a clutch (20), the clutch (20) comprises a plurality of transmission sheets (2001) and friction sheets (2002) which are mutually staggered and stacked and provided with gaps, and a pushing piston (2003) which is used for pressing the outermost transmission sheet (2001) to enable the plurality of staggered transmission sheets (2001) and friction sheets (2002) to be sequentially attached to each other;

the transmission piece (2001) is in transmission connection with the output end of the engine (1), and the friction plate (2002) is in transmission connection with the input shaft (21).

2. The system of claim 1, wherein the multi-gear transmission assembly comprises a plurality of gear driving gears disposed on the input shaft (21), a plurality of corresponding gear driven gears disposed on the output shaft (17), and a gear synchronizer disposed on the input shaft (21) and adapted to the corresponding gear driving gears or disposed on the output shaft (17) and adapted to the corresponding gear driven gears.

3. A multi-speed high efficiency hybrid drive system as defined in claim 2 wherein said gear synchronizer is replaced with a dog tooth clutch.

4. The multi-gear high-efficiency hybrid driving system as claimed in claim 2, wherein a clutch accommodating ring groove (301) is formed in the side surface of the transmission gear (3), and a clutch matching seat (2101) extending into the clutch accommodating ring groove (301) is arranged on the input shaft (21);

the transmission plate (2001) is fixedly connected with the side wall of the clutch accommodating ring groove (301), and the friction plate (2002) is fixedly connected with the clutch matching seat (2101).

5. The system according to claim 4, further comprising a transmission gear seat (23) for supporting the transmission gear (3), wherein the push piston (2003) is provided on the transmission gear seat (23);

the bottom of the clutch accommodating ring groove (301) is provided with a through hole, the movable end of the pushing piston (2003) is also connected with a pushing rod (2004) in a sliding manner, and the pushing rod (2004) can penetrate through the through hole under the pushing action of the pushing piston (2003) and is abutted against the outermost transmission sheet (2001); the push rod (2004) is provided with a reset extension part which extends along the radial direction of the transmission gear (3), and a clutch reset elastic part (2005) is arranged between the reset extension part and the transmission gear (3).

6. The system according to claim 1, wherein a release mechanism (22) is arranged between the differential assembly (15) and the output end of the second driving motor (18), the release mechanism (22) comprises a release ring seat (2201) in transmission connection with the output end of the second driving motor (18), a release ring groove (2202) surrounding the release ring seat (2201) and in transmission connection with the differential assembly (15), and a plurality of balls (2203) arranged circumferentially and arranged between the release ring seat (2201) and the release ring groove (2202);

a smooth annular table (2204) and a ball fixing seat are axially arranged on the outer side wall of the release annular seat (2201) in parallel, and the ball fixing seat comprises a plurality of ball fixing grooves (2205) circumferentially distributed on the release annular seat (2201); a plurality of ball sliding grooves (2206) are distributed on the inner side wall of the disengagement ring groove (2202) along the circumferential direction, and the bottoms of the ball sliding grooves (2206) are outwards obliquely arranged, so that

When the ball (2203) is embedded between the ball fixing groove (2205) and the ball sliding groove (2206), the disengagement ring seat (2201) is in transmission connection with the disengagement ring groove (2202); under the centrifugal action, when the ball (2203) moves outwards along the ball sliding groove (2206), the ball (2203) can move from the ball fixing groove (2205) to the smooth ring platform (2204) and the disengagement ring seat (2201) and the disengagement ring groove (2202) are disconnected in a transmission mode.

7. The system as claimed in claim 6, wherein the smooth ring land (2204) is located near the bottom of the disengagement ring groove (2202) with respect to the ball holder;

the disengaging mechanism (22) further comprises a disengaging reset piece used for pushing the ball (2203) from the smooth ring platform (2204) to the ball fixing groove (2205), the disengaging reset piece comprises a disengaging reset elastic piece (2208) which is arranged along the axial direction and one end of which is abutted against the bottom of the disengaging ring groove (2202), and an abutting piece (2207) of which the two ends are respectively abutted against the disengaging reset elastic piece (2208) and the disengaging reset elastic piece (2208).

8. The system according to any one of claims 1 to 7, wherein the transmission assembly disposed between the input shaft (21) and the output shaft (17) comprises a 2-gear driving gear (6), a 1-gear driving gear (7), a 3-gear driving gear (8) disposed on the input shaft (21), a 2-gear driven gear (10), a 1-gear driven gear (11), and a 3-gear driven gear (13) disposed on the output shaft (17), a 2-gear synchronizer (9) disposed on the output shaft (17) and adapted to the 2-gear driven gear (10), and a 1/3-gear synchronizer (12) disposed between the 1-gear driven gear (11) and the 3-gear driven gear (13) and adapted thereto.

9. The system as claimed in claim 8, wherein the 2 nd or 1/3 rd synchronizer (9, 12) is replaced by a dog-tooth clutch.

10. The multi-speed, high efficiency hybrid drive system of claim 1, wherein: the output end of the second driving motor (18) is connected with a second motor driving gear (19) in a transmission mode, a second motor intermediate shaft (16) is further arranged between the differential assembly (15) and the second driving motor (18), and a first driven wheel in transmission connection with the second motor driving gear (19) and a second driven wheel in transmission connection with the differential assembly (15) are arranged on the second motor intermediate shaft (16).

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