CN219154224U - Hybrid power coupling system and vehicle - Google Patents

Abstract

The utility model relates to a hybrid power coupling system and a vehicle, which comprise an engine, a first motor, a second motor, a planetary gear, a brake, a first clutch, a second clutch and an input shaft, wherein the planetary gear comprises a sun gear, a planet carrier and a gear ring; the engine is connected to the gear ring through a first clutch, and the engine is connected to the input shaft through a second clutch; the sun gear and the first motor are both connected with the input shaft; the brake is connected to the first motor; the planet carrier and the second motor are both in driving connection with the differential. By controlling the first clutch, the second clutch and the brake, a plurality of modes such as a pure electric mode, a series hybrid mode, a parallel hybrid mode, an E-CVT mode and the like can be realized, the system efficiency is improved, and good dynamic performance and economy are obtained under different working conditions; in the mode switching process, the second motor participates in driving, power interruption is avoided, the first motor can generate power when the second motor is driven, electric quantity balance of the power battery is guaranteed, and system efficiency is further guaranteed.

Description

Hybrid power coupling system and vehicle

Technical Field

The utility model belongs to the field of new energy vehicles, and particularly relates to a hybrid power coupling system and a vehicle.

Background

The power system comprises an engine (internal combustion engine) and a transmission system consisting of a speed changer, a differential and a transmission shaft; its function is to provide the vehicle with the driving power required for the driving wheels. The internal combustion engine has a certain speed and torque range, and reaches the optimal working state in a small range, and at the moment, the fuel consumption is minimum, the harmful emission is minimum, or both the two are the same. However, the actual road conditions are becoming ever more varied, not only in terms of the speed of the driving wheels, but also in terms of the torque required by the driving wheels. Therefore, achieving optimal rotational speed and torque of the internal combustion engine, i.e., optimal power state, and matching well with the driving wheel power state is a primary task of the transmission.

The existing market speed variator mainly has two main categories of stepped speed variator and stepless speed variator. Stepped transmissions are subdivided into manual and automatic ones. They provide a limited number of discrete input-output speed ratios, mostly through different meshing arrangements of the gear trains or planetary gear trains. The speed of the driving wheels between two adjacent speed ratios is adjusted by means of the speed variation of the internal combustion engine. Continuously variable transmissions, whether mechanical, hydraulic, or electro-mechanical, provide an infinite number of continuously selectable speed ratios over a range of speeds, and ideally, speed changes of the drive wheels are accomplished entirely through the transmission. In this way, the internal combustion engine can be operated in the optimum speed range as much as possible. Meanwhile, compared with a step-variable transmission, the step-variable transmission has the advantages of stable speed regulation, full utilization of the maximum power of an internal combustion engine and the like, so that the step-variable transmission has been the object of researches of engineers in various countries for many years.

In recent years, the generation of motor hybrid power technology opens up a new way for realizing the complete matching of power between an internal combustion engine and a power wheel. Among the numerous powertrain designs, there are two most representative series and parallel hybrid systems. In the motor series hybrid system, a power chain is formed by an internal combustion engine, a motor, a shafting and a driving wheel in series, and the power assembly has extremely simple structure. Wherein the generator-motor combination can be considered as a transmission in the conventional sense. When used in combination with an energy storage device, such as a battery, a capacitor, etc., the transmission can also be used as an energy adjusting device to independently adjust the speed and the torque.

The motor parallel system is provided with two parallel independent power chains. One consisting of a conventional mechanical transmission and the other consisting of an electric motor-battery system. The mechanical transmission is responsible for completing the speed adjustment, while the motor-battery system completes the power or torque adjustment. In order to fully develop the potential of the whole system, a mechanical transmission also needs to adopt a stepless speed change mode.

The series hybrid system has the advantages of simple structure and flexible layout. However, since all power passes through the generator and the motor, the motor has high power requirement, large volume and heavy weight. Meanwhile, the energy transmission process is converted by two times of mechanical and electrical and the conversion of the electrical and the mechanical is lower in efficiency. In a parallel hybrid system, only a portion of the power passes through the motor system, and therefore, the power requirements on the motor are relatively low. The efficiency of the overall system is high. However, this system requires two separate subsystems and is expensive. Typically only for weak hybrid systems.

In the existing power coupling system, an engine is connected to a planet carrier, a first motor is connected to a sun gear, a gear ring outputs power to an output shaft, a second motor is connected to the output shaft, and the output shaft outputs power to a differential mechanism.

Disclosure of Invention

The technical problems to be solved by the utility model are as follows: aiming at the problem of lower system efficiency of the existing scheme, the hybrid power coupling system and the vehicle are provided.

In order to solve the technical problems, the embodiment of the utility model provides a hybrid power coupling system, which comprises an engine, a first motor, a second motor, a planetary gear, a brake, a first clutch, a second clutch and an input shaft, wherein the planetary gear comprises a sun gear, a planet carrier and a gear ring;

the engine is connected to the gear ring through the first clutch, and the engine is connected to the input shaft through the second clutch;

the sun gear and the first motor are both connected to the input shaft; the brake is connected to the first motor and used for braking the first motor;

the planet carrier is connected to the differential in a transmission way;

the second motor is drivingly connected to the differential.

Optionally, the device further comprises a first intermediate shaft and a first intermediate gear pair;

the planet carrier is in transmission connection with the first intermediate shaft through the first intermediate gear pair;

the first intermediate shaft is in transmission connection with the differential mechanism.

Optionally, the motor further comprises a second intermediate gear pair, and the second motor is in transmission connection with the first intermediate shaft through the second intermediate gear pair.

Optionally, the first intermediate gear pair comprises a first intermediate gear fixedly arranged on the planet carrier and a second intermediate gear fixedly arranged on the first intermediate shaft, and the first intermediate gear and the second intermediate gear are meshed with each other;

the second intermediate gear pair comprises a second intermediate gear and a third intermediate gear fixedly arranged on the second motor, and the second intermediate gear is meshed with the third intermediate gear.

Optionally, the first intermediate gear pair comprises a first intermediate gear fixedly arranged on the planet carrier and a second intermediate gear fixedly arranged on the first intermediate shaft, and the first intermediate gear and the second intermediate gear are meshed with each other;

the second intermediate gear pair comprises a third intermediate gear fixedly arranged on the second motor and a fourth intermediate gear fixedly arranged on the first intermediate shaft, and the third intermediate gear is meshed with the fourth intermediate gear.

Optionally, the differential further comprises a first intermediate output gear, wherein the first intermediate output gear is fixedly arranged on the first intermediate shaft, and the first intermediate output gear is meshed with an output gear ring of the differential.

Optionally, the device further comprises a second intermediate shaft and a second intermediate gear pair;

the second intermediate gear pair comprises a third intermediate gear fixedly arranged on the second motor and a fifth intermediate gear fixedly arranged on the second intermediate shaft, and the fifth intermediate gear is meshed with the third intermediate gear;

the second intermediate shaft is in transmission connection with the differential mechanism.

Optionally, the differential further comprises a second intermediate output gear, the second intermediate output gear is fixedly arranged on the second intermediate shaft, and the second intermediate output gear is meshed with an output gear ring of the differential.

Optionally, the first clutch and the second clutch are coaxially arranged, the first clutch comprises a first clutch outer hub and a first clutch inner hub, and the second clutch comprises a second clutch outer hub and a second clutch inner hub;

the first clutch inner hub and the second clutch outer hub are integrated into an integral input hub, and the input hub is connected with the engine;

the first clutch outer hub is connected with the inner gear ring, and the second clutch inner hub is connected with the sun gear.

The embodiment of the utility model provides a vehicle, which comprises the hybrid power coupling system.

According to the hybrid power coupling system and the vehicle, through controlling the working states of the first clutch, the second clutch and the brake, the multiple modes such as a pure electric mode, a series hybrid mode, a parallel hybrid mode of two gears, an E-CVT mode and the like can be realized, the system efficiency can be improved, good dynamic performance and economy can be obtained under different working conditions, and the hybrid power coupling system is suitable for HEV models and PHEV models and has good platformization; when setting up first motor, set up the second motor, the in-process of mode switching, the second motor participates in the drive, avoids power interruption, and when the second motor drives, first motor can generate electricity, guarantees power battery electric quantity balance, and then can avoid the electric quantity to run out and can't drive electrically under the condition that has the fuel, guarantees system efficiency.

Drawings

FIG. 1 is a schematic diagram of a hybrid coupling system according to an embodiment of the present utility model;

FIG. 2 is a schematic diagram of a hybrid coupling system according to an embodiment of the present utility model;

FIG. 3 is a schematic diagram III of a hybrid power coupling system according to an embodiment of the present utility model;

reference numerals in the specification are as follows:

1. an engine; 2. a first motor; 3. a second motor;

4. a planet row; 41. a sun gear; 42. a planet carrier; 43. a gear ring; 44. a planet wheel;

5. a brake; 51. a brake outer hub; 52. a brake inner hub;

6. a first clutch; 61. a first clutch outer hub; 62. a first clutch inner hub;

7. a second clutch; 71. a second clutch outer hub; 72. a second clutch inner hub;

8. an input shaft; 9. a first intermediate shaft; 10. a second intermediate shaft;

11. a first intermediate gear pair; 12. a second intermediate gear pair;

111. a first intermediate gear; 112. a second intermediate gear;

121. a third intermediate gear; 122. a fourth intermediate gear; 123. a fifth intermediate gear;

13. a first intermediate output gear; 14. a second intermediate output gear;

15. a differential; 151. and outputting a gear ring.

Detailed Description

In order to make the technical problems, technical schemes and beneficial effects solved by the utility model more clear, the utility model is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the utility model.

As shown in fig. 1, 2 or 3, the hybrid power coupling system provided by the embodiment of the utility model includes an engine 1, a first motor 2, a second motor 3, a planetary row 4, a brake 5, a first clutch 6, a second clutch 7 and an input shaft 8, wherein the planetary row 4 includes a sun gear 41, a planet carrier 42 and a ring gear 43;

the engine 1 is connected to the ring gear 43 through the first clutch 6, and the engine 1 is connected to the input shaft 8 through the second clutch 7;

the sun gear 41 and the first motor 2 are both connected to the input shaft 8; a brake 5 is connected to the first motor 2 for braking the first motor 2;

the planet carrier 42 is drivingly connected to the differential 15;

the second electric machine 3 is drivingly connected to the differential 15.

The hybrid power coupling system has a plurality of working modes such as a pure electric mode, a series hybrid mode, a parallel hybrid mode (a parallel hybrid first gear mode, a parallel hybrid second gear mode) and an E-CVT mode;

the respective operation modes are shown in table 1.

TABLE 1

The following modes describe the power transmission route of the hybrid coupling system with reference to fig. 1, 2 or 3;

(1) Pure electric mode

Disengaging the first clutch 6, disengaging the second clutch 7, disengaging or engaging the brake 5, disabling the engine 1 and the first electric machine 2, and driving the second electric machine 3 to establish an electric-only mode;

specifically, the power transmission route in the drive mode is: the second electric machine 3-differential 15-wheels.

(2) Series hybrid mode

The first clutch 6 is separated, the second clutch 7 is combined, the brake 5 is separated, the engine 1 works and drives the first motor 2 to generate electricity, and the second motor 3 is driven to establish a series mixed mode;

specifically, the power transmission route 1 in the drive mode is: the engine 1-second clutch 7-input shaft 8-first motor 2;

the power transmission route 2 in this drive mode is: the second electric machine 3-differential 15-wheels.

(3) Parallel hybrid one-gear mode

The first clutch 6 is combined, the second clutch 7 is separated, the brake 5 is combined, the engine 1 works, the first motor 2 does not work, and the second motor 3 is driven to establish a parallel mixed power first gear mode;

specifically, the power transmission route 1 in the drive mode is: the first clutch 6-ring gear 43-planet wheel 44-planet carrier 42-differential 15 of the engine 1-first clutch;

the power transmission route 2 in this drive mode is: the second electric machine 3-differential 15-wheels.

(4) Parallel hybrid two-gear mode

In combination with the first clutch 6 and the second clutch 7, the separation brake 5 works, the engine 1 works, the first motor 2 is driven, and the second motor 3 is driven, so that a parallel mixed motion second gear mode is established;

specifically, the power transmission route 1 in the drive mode is: wheels of the engine 1- > -first clutch 6, second clutch 7, planetary row 4-differential 15-;

the power transmission route 2 in this drive mode is: the wheels of the first motor 2-input shaft 8-planetary row 4-differential 15;

the power transmission route 3 in this drive mode is: the second electric machine 3-differential 15-wheels.

(5) E-CVT mode

In combination with the first clutch 6, the second clutch 7 is disengaged, the brake 5 is disengaged, the engine 1 is operated, the first motor 2 is driven, and the second motor 3 is driven to establish the E-CVT mode;

specifically, the power transmission route 1 in the drive mode is: wheels of the differential 15 of the first clutch 6-ring gear 43-planet wheel 44-planet carrier 42-of the engine 1-);

the power transmission route 2 in this drive mode is: the first electric motor 2-input shaft 8-sun gear 41-planet wheel 44-planet carrier 42-differential 15-wheels;

the power transmission route 3 in this drive mode is: the second electric machine 3-differential 15-wheels.

According to the hybrid power coupling system provided by the embodiment of the utility model, through controlling the working states (combination or separation) of the first clutch 6, the second clutch 7 and the brake 5, a plurality of modes such as a pure electric mode, a series hybrid mode, a parallel hybrid mode of two gears, an E-CVT mode and the like can be realized, the modes can be switched according to the SOC value of a power battery and the vehicle speed requirement, the system efficiency is improved, good dynamic property and economy are obtained under different working conditions, and the hybrid power coupling system is suitable for HEV (hybrid electric vehicle) models and PHEV (hybrid electric vehicle) models and has good platformization; when setting up first motor 2, set up second motor 3, the in-process of mode switching, second motor 3 participates in the drive, avoids power interruption, and when second motor 3 drives, first motor 2 can generate electricity, guarantees power battery electric quantity balance, and then can avoid the electric quantity to run out and can't carry out the electric drive under the condition that has the fuel, guarantees system efficiency.

In an embodiment, as shown in fig. 1, 2 or 3, further comprising a first intermediate shaft 9 and a first intermediate gear pair 11;

the planet carrier 42 is in driving connection with the first intermediate shaft 9 through the first intermediate gear pair 11;

the first intermediate shaft 9 is drivingly connected to the differential 15. The first intermediate shaft 9 and the first intermediate gear pair 11 are arranged, so that the transition connection between the planet carrier 41 and the differential 15 is realized, the transmission ratio from the planet carrier 42 to the differential 15 is conveniently designed through the first intermediate gear pair 11, the power requirements of wheels are better matched, and the structure is simple and compact.

Specifically, the first intermediate gear pair 11 includes a first intermediate gear 111 fixed on the planet carrier 42 and a second intermediate gear 112 fixed on the first intermediate shaft 9, and the first intermediate gear 111 and the second intermediate gear 112 are meshed with each other, so that the structure is simple, and the transmission is stable.

In an embodiment, as shown in fig. 1 or 2, the second intermediate gear pair 12 is further included, and the second motor 3 is drivingly connected to the first intermediate shaft 9 through the second intermediate gear pair 12. The second intermediate gear pair 12 is arranged, the first intermediate gear pair 11 and the second intermediate gear pair 12 are both connected to the differential 15 through the first intermediate shaft 9 in a transmission manner, so that the transmission ratio from the planet carrier 42 to the differential 15 through the first intermediate gear pair 11 and the transmission ratio from the second motor 3 to the differential 15 through the second intermediate gear pair 12 are designed, the power requirements of wheels are matched better, and the structure is simple and compact.

Specifically, as shown in fig. 1, the second intermediate gear pair 12 may include a second intermediate gear 112 and a third intermediate gear 121 fixedly arranged on the second motor 3, the second intermediate gear 112 is meshed with the third intermediate gear 121, and the first intermediate gear pair 11 and the second intermediate gear pair 12 share the second intermediate gear 112, so that the structure is simpler and more compact;

as shown in fig. 2, the gear pair of the second intermediate shaft 10 may also include a third intermediate gear 121 fixed on the second motor 3 and a fourth intermediate gear 122 fixed on the first intermediate shaft 9, where the third intermediate gear 121 and the fourth intermediate gear 122 are meshed with each other, and the structure is simple, preferably, the first intermediate gear pair 11 including the first intermediate gear 111 and the second intermediate gear 112 is provided, and the first intermediate gear pair 11 and the second intermediate gear pair 12 are independent of each other, so that the transmission ratio from the second motor 3 to the differential 15 is conveniently and independently designed without affecting the transmission ratio design from the planet carrier 42 to the differential 15, and further without affecting the transmission ratio design from the engine 1 to the differential 15.

In an embodiment, as shown in fig. 1, 2 or 3, the device further includes a first intermediate output gear 13, where the first intermediate output gear 13 is fixedly disposed on the first intermediate shaft 9, the first intermediate output gear 13 is meshed with an output gear ring 151 of the differential 15, and the structure is simple, and the first intermediate output gear 13 and the output gear ring 151 of the differential 15 can form a main reduction gear pair to implement main reduction when the engine 1, the first motor 2 and the second motor 3 connected to the first intermediate shaft 9 in a driving manner output power towards wheels.

In the hybrid coupling system shown in fig. 1:

the power transmission route from the carrier 42 to the wheels is: the planet carrier 42- > -first intermediate gear 111-second intermediate gear 112-first intermediate shaft 9-first intermediate output gear 13-differential 15-wheels;

the power transmission route from the second motor 3 to the wheels is: the second electric machine 3-third intermediate gear 121-second intermediate gear 112-first intermediate shaft 9-first intermediate output gear 13-differential 15-wheels.

In the hybrid coupling system shown in fig. 2:

the power transmission route from the carrier 42 to the wheels is: the planet carrier 42- > -first intermediate gear 111-second intermediate gear 112-first intermediate shaft 9-first intermediate output gear 13-differential 15-wheels;

the power transmission route from the second motor 3 to the wheels is: the second electric machine 3-third intermediate gear 121-fourth intermediate gear 122-first intermediate shaft 9-first intermediate output gear 13-differential 15-wheels.

In one embodiment, as shown in fig. 3, further comprising a second intermediate shaft 10 and a second intermediate gear pair 12; the second motor 3 is connected to the second intermediate shaft 10 by a second intermediate gear pair 12 in a driving manner;

the second intermediate shaft 10 is drivingly connected to a differential 15. The second intermediate shaft 10 and the second intermediate gear pair 12 are arranged, so that the transmission ratio from the second motor 3 to the differential 15 is designed through the second intermediate gear pair 12, the power requirements of wheels can be matched better, and the structure is simple and compact. Preferably, the first intermediate shaft 9, the first intermediate gear pair 11, the second intermediate shaft 10 and the second intermediate gear pair 12 are provided at the same time, so that the force transmission paths from the planet carrier 42 to the first intermediate shaft 9 and from the second motor 3 to the second intermediate shaft 10 are independent of each other, thereby enabling independent adjustment of the transmission ratio of the first intermediate gear pair 11 and the second intermediate gear pair 12, facilitating the adjustment of the transmission ratio from the engine 1 to the differential 15 and the adjustment of the transmission ratio from the second motor 3 to the differential 15.

Specifically, as shown in fig. 3, the second intermediate gear pair 12 includes a third intermediate gear 121 fixed on the second motor 3 and a fifth intermediate gear 123 fixed on the second intermediate shaft 10, where the fifth intermediate gear 123 is meshed with the third intermediate gear 121, and the structure is simple and the transmission is stable.

In particular, the first intermediate shaft 9 is arranged parallel to the input shaft 8, and when the second intermediate shaft 10 is provided, the second intermediate shaft 10 is preferably arranged parallel to the input shaft 8 and the second intermediate shaft 10 respectively, and the parallel shaft tooth system is adopted for transmission, so that the structure is simple.

In an embodiment, as shown in fig. 3, the electric vehicle further includes a second intermediate output gear 14, the second intermediate output gear 14 is fixedly arranged on the second intermediate shaft 10, the second intermediate output gear 14 is meshed with an output gear ring 151 of the differential 15, and the electric vehicle is simple in structure, and realizes main deceleration when the second motor 3 connected to the second intermediate shaft 10 outputs power towards wheels.

In the hybrid coupling system shown in fig. 3:

the power transmission route from the carrier 42 to the wheels is: the planet carrier 42- > -first intermediate gear 111-second intermediate gear 112-first intermediate shaft 9-first intermediate output gear 13-differential 15-wheels;

the power transmission route from the second motor 3 to the wheels is: the second electric machine 3-third intermediate gear 121-fifth intermediate gear 123-second intermediate shaft 10-second intermediate output gear 14-differential 15-wheels.

In one embodiment, as shown in fig. 1, 2 or 3, the first clutch 6 and the second clutch 7 are coaxially disposed, the first clutch 6 includes a first clutch outer hub 61 and a first clutch inner hub 62, and the second clutch 7 includes a second clutch outer hub 71 and a second clutch inner hub 72;

the first clutch inner hub 62 and the second clutch outer hub 71 are integrated into a one-piece input hub, which is connected to the engine 1;

the first clutch outer hub 61 is connected to the ring gear 43 and the second clutch inner hub 72 is connected to the sun gear 41. The first clutch 6 and the second clutch 7 are arranged in a stacked manner and share one input hub, so that the integration degree is high, and the structure is more compact.

In an embodiment, as shown in fig. 1, 2 or 3, the brake 5 includes a brake outer hub 51 and a brake inner hub 52, the brake outer hub 51 is connected with the transmission housing, and the brake inner hub 52 is connected with the input shaft 8, so that the connection of the input shaft 8, the brake 5 and the first motor 2 is simple in structure.

The embodiment of the utility model also provides a vehicle, which comprises the hybrid power coupling system of any embodiment. The vehicle of course also comprises a controller and a power battery connected to the controller, to which the engine 1, the first electric machine 2 and the second electric machine 3 are connected and controlled.

By adopting the hybrid power coupling system, the first motor 2 can generate power for the power battery under the driving of the engine 1, the power battery can provide power for driving wheels for the first motor 2 and the second motor 3, the engine 1, the first motor 2 and the second motor 3 can drive the wheels, the working states of the first clutch 6, the second clutch 7 and the brake 5 can be switched according to the SOC value and the vehicle speed requirement of the power battery, the switching of different modes is realized, and the system efficiency is improved.

The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the utility model.

Claims (10)

1. A hybrid power coupling system comprising an engine, a first motor, a second motor, a planetary row, a brake, a first clutch, a second clutch and an input shaft, wherein the planetary row comprises a sun gear, a planet carrier and a gear ring, and the hybrid power coupling system is characterized in that the engine is connected with the gear ring through the first clutch, and the engine is connected with the input shaft through the second clutch;

the sun gear and the first motor are both connected to the input shaft; the brake is connected to the first motor and used for braking the first motor;

the planet carrier is connected to the differential in a transmission way;

the second motor is drivingly connected to the differential.

2. The hybrid coupling system of claim 1, further comprising a first countershaft and a first idler gear pair;

the planet carrier is in transmission connection with the first intermediate shaft through the first intermediate gear pair;

the first intermediate shaft is in transmission connection with the differential mechanism.

3. The hybrid coupling system of claim 2, further comprising a second intermediate gear pair, wherein the second motor is drivingly connected to the first intermediate shaft through the second intermediate gear pair.

4. The hybrid coupling system of claim 3, wherein the first intermediate gear pair comprises a first intermediate gear fixed on the planet carrier and a second intermediate gear fixed on the first intermediate shaft, the first intermediate gear intermeshes with the second intermediate gear;

the second intermediate gear pair comprises a second intermediate gear and a third intermediate gear fixedly arranged on the second motor, and the second intermediate gear is meshed with the third intermediate gear.

5. The hybrid coupling system of claim 3, wherein the first intermediate gear pair comprises a first intermediate gear fixed on the planet carrier and a second intermediate gear fixed on the first intermediate shaft, the first intermediate gear intermeshes with the second intermediate gear;

the second intermediate gear pair comprises a third intermediate gear fixedly arranged on the second motor and a fourth intermediate gear fixedly arranged on the first intermediate shaft, and the third intermediate gear is meshed with the fourth intermediate gear.

6. The hybrid coupling system of claim 2, further comprising a first intermediate output gear fixedly disposed on the first intermediate shaft, the first intermediate output gear meshed with an output ring gear of the differential.

7. The hybrid coupling system of claim 1 or 2, further comprising a second countershaft and a second intermediate gear pair;

the second intermediate gear pair comprises a third intermediate gear fixedly arranged on the second motor and a fifth intermediate gear fixedly arranged on the second intermediate shaft, and the fifth intermediate gear is meshed with the third intermediate gear;

the second intermediate shaft is in transmission connection with the differential mechanism.

8. The hybrid coupling system of claim 7, further comprising a second intermediate output gear fixedly secured to the second intermediate shaft, the second intermediate output gear meshed with an output ring gear of the differential.

9. The hybrid coupling system of claim 1, wherein the first clutch and the second clutch are coaxially disposed, the first clutch comprising a first clutch outer hub and a first clutch inner hub, the second clutch comprising a second clutch outer hub and a second clutch inner hub;

the first clutch inner hub and the second clutch outer hub are integrated into an integral input hub, and the input hub is connected with the engine;

the first clutch outer hub is connected with the inner gear ring, and the second clutch inner hub is connected with the sun gear.

10. A vehicle comprising the hybrid coupling system of any one of claims 1-9.

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