CN219727859U - Hybrid power system and vehicle - Google Patents

Abstract

The embodiment of the utility model provides a hybrid power system and a vehicle, wherein a transmission shaft is connected with an output shaft through a fourth gear assembly; the first synchronous mechanism is fixedly connected with the first input shaft, is arranged between one end of the first driving gear and one end of the second gear assembly, and is switched between one end of the first gear assembly and one end of the second gear assembly; the second synchronous mechanism is fixedly connected with the transmission shaft, is arranged between one ends of the first driven gear and the third gear assembly and is switched between one ends of the first driven gear and the third gear assembly; the first driving gear is fixedly connected with the other end of the third gear assembly, the first driven gear is fixedly connected with the other end of the second gear assembly, and the first driving gear is meshed with the first driven gear, so that the design redundancy of the hybrid power system can be avoided, and the occupied space of the hybrid power system is reduced.

Description

Hybrid power system and vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to a hybrid power system and a vehicle.

Background

As the national requirements for economy and emissions of automobiles become higher, the research and development investment of various large main engine factories and component parts factories on hybrid transmission architectures becomes larger.

The popular hybrid architecture in the market at present is DHT (Dedicated Hybrid Transmission, hybrid special transmission), and for single-gear DHT, under the working condition of pure electric high-speed running, as only 1 set of speed ratio is needed, in order to maintain high vehicle speed, the motor rotation speed must be increased, so that the power consumption is increased, the system efficiency is reduced, and the economical efficiency is lower. For a multi-speed DHT, in the case of an N-speed drive, it is often necessary to match the N sets of gear assemblies, resulting in design redundancy of the multi-speed DHT.

Disclosure of Invention

In view of the above, embodiments of the present utility model provide a hybrid system and a vehicle that overcome or at least partially solve the above-described problems.

To solve the above-mentioned problems, in a first aspect, an embodiment of the present utility model discloses a hybrid system, including: the transmission device comprises a first input shaft, a transmission shaft, a first gear assembly, a second gear assembly, a third gear assembly, a first synchronous mechanism, a second synchronous mechanism and an output shaft, wherein the first gear assembly comprises a first driving gear and a first driven gear, and the transmission shaft is in transmission connection with the output shaft through a fourth gear assembly; wherein, the liquid crystal display device comprises a liquid crystal display device,

The first synchronous mechanism is fixedly connected with the first input shaft, the first synchronous mechanism is arranged between one ends of the first driving gear and the second gear assembly, and the first synchronous mechanism is switched between one ends of the first driving gear and the second gear assembly;

the second synchronous mechanism is fixedly connected with the transmission shaft, is arranged between the first driven gear and one end of the third gear assembly, and is switched between the first driven gear and one end of the third gear assembly;

the first driving gear is fixedly connected with one end of the third gear assembly, the first driven gear is fixedly connected with the other end of the second gear assembly, and the first driving gear is meshed with the first driven gear.

Optionally, the second gear assembly includes a second driving gear and a second driven gear;

the second driving gear is in meshed connection with the second driven gear and is arranged on one side of the first synchronization mechanism;

one end of the second driven gear, which is far away from the second driving gear, is fixedly connected with the first driven gear and is arranged on one side of the second synchronous mechanism.

Optionally, the third gear assembly includes a third driving gear and a third driven gear;

the third driven gear is in meshed connection with the third driving gear and is arranged on the other side of the second synchronous mechanism;

one end of the third driving gear, which is far away from the third driven gear, is fixedly connected with the first driving gear and is arranged on the other side of the first synchronization mechanism.

Optionally, the first driving gear, the second driving gear and the third driving gear are respectively sleeved on the first input shaft and are rotationally connected with the first input shaft, and the first driving gear and the second driving gear are respectively arranged on two opposite sides of the first synchronization mechanism, so that the first synchronization mechanism drives the first input shaft to synchronously move with the first driving gear or the second driving gear;

the first driven gear, the second driven gear and the third driven gear are respectively sleeved on the transmission shaft and are rotationally connected with the transmission shaft, and the first driven gear and the third driven gear are respectively arranged on two opposite sides of the second synchronous mechanism so that the second synchronous mechanism drives the transmission shaft to synchronously move with the first driven gear or the third driven gear.

Optionally, the hybrid system includes an engine and a clutch, the engine including a second input shaft;

the clutch is arranged between the first input shaft and the second input shaft and is used for connecting or disconnecting the first input shaft and the second input shaft.

Optionally, the hybrid system further comprises a first motor including a third input shaft and a transmission system including a fifth gear assembly and a third synchronizing mechanism;

the third synchronizing mechanism is fixedly connected with the third input shaft, and the third synchronizing mechanism is movably connected with the fifth gear assembly, so that the third synchronizing mechanism can fix or separate the third input shaft and the fifth gear assembly;

the fifth gear assembly is in driving connection with the output shaft.

Optionally, the transmission system further comprises a sixth driving gear and a sixth driven gear set;

the sixth driving gear is arranged on one side, far away from the fifth gear assembly, of the third synchronizing mechanism and is movably connected with the third synchronizing mechanism, so that the third synchronizing mechanism can fix and separate the third input shaft and the sixth driving gear;

The sixth driven gear set is in transmission connection with the second input shaft and is in meshed connection with the sixth driving gear.

Optionally, the fifth gear assembly includes a fifth driving gear and a fifth driven gear;

the fifth driven gear is fixedly connected with the output shaft and meshed with the fifth driving gear;

the fifth driving gear and the sixth driving gear are respectively arranged on two opposite sides of the third synchronizing mechanism, are sleeved on the third input shaft, and are rotatably connected with the third input shaft.

Optionally, the sixth driven gear set includes a sixth driven gear and a seventh driven gear;

the sixth driven gear is arranged between the sixth driving gear and the seventh driven gear, and is respectively in meshed connection with the sixth driving gear and the seventh driven gear, and the sixth driven gear is an idler gear;

the seventh driven gear is fixedly connected with the first input shaft.

In a second aspect, the embodiment of the utility model also discloses a vehicle, which comprises the hybrid power system, an electric drive system, front wheels and rear wheels;

the electric drive system includes a second motor and a transmission assembly;

An output shaft of the hybrid power system is respectively connected with the front wheel and/or the rear wheel so that the hybrid power system drives the front wheel and/or the rear wheel to move;

the second motor is connected with the front wheel and/or the rear wheel through the transmission assembly, so that the second motor drives the front wheel and/or the rear wheel to move.

The embodiment of the utility model has the following advantages:

in the embodiment of the utility model, the first synchronous mechanism is fixedly connected with the first input shaft and can be switched between one ends of the first driving gear and the second gear assembly; the second synchronous mechanism is fixedly connected with the transmission shaft and can be switched between the first driven gear and one end of the third gear assembly; the transmission shaft can be in transmission connection with the output shaft through the fourth gear assembly; the first driving gear is fixedly connected with the other end of the third gear assembly, the first driven gear can be fixedly connected with the other end of the second gear assembly, and the first driving gear is meshed with the first driven gear, so that under the switching of the first synchronous mechanism and the second synchronous mechanism, torque input through the first input shaft can be transmitted to the output shaft through four paths, and four-gear control is achieved. In the embodiment of the utility model, under the transmission action of the first gear assembly, the second gear assembly and the third gear assembly, four-gear control can be realized, the design redundancy of the hybrid power system is avoided, and the occupied space of the hybrid power system is reduced.

Drawings

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

FIG. 2 is a schematic diagram of another hybrid powertrain in an embodiment of the present utility model;

fig. 3 is a gear schematic of a hybrid powertrain in an embodiment of the present utility model.

Reference numerals illustrate:

11-first input shaft, 12-second input shaft, 13-third input shaft, 14-drive shaft, 15-output shaft, 21-first gear assembly, 211-first drive gear, 212-first driven gear, 22-second gear assembly, 221-second drive gear, 222-second driven gear, 23-third gear assembly, 231-third drive gear, 232-third driven gear, 31-first connection, 32-second connection, 41-first synchronization mechanism, 42-second synchronization mechanism, 43-third synchronization mechanism, 51-fourth gear assembly, 511-fourth drive gear, 512-fourth driven gear, 52-fifth gear assembly, 521-fifth drive gear, 522-fifth driven gear, 53-sixth drive gear, 54-sixth driven gear set, 541-sixth driven gear, 542-seventh driven gear, 61-engine, 62-first motor, 7-clutch.

Detailed Description

In order that the above-recited objects, features and advantages of the present utility model will become more readily apparent, a more particular description of the utility model will be rendered by reference to the appended drawings and appended detailed description.

The features of the utility model "first", "second" and the like in the description and in the claims may be used for the explicit or implicit inclusion of one or more such features. In the description of the present utility model, unless otherwise indicated, the meaning of "a plurality" is two or more. Furthermore, in the description and claims, "and/or" means at least one of the connected objects, and the character "/", generally means that the associated object is an "or" relationship.

In the description of the present utility model, it should be understood that the azimuth or positional relationship indicated by the terms "left", "right", etc. are based on the azimuth or positional relationship shown in the drawings, and are merely for convenience of describing the present utility model and simplifying the description, and do not indicate or imply that the apparatus or element referred to must have a specific azimuth, be constructed and operated in a specific azimuth, and thus should not be construed as limiting the present utility model.

In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.

One of the core concepts of the embodiments of the present utility model is to disclose a hybrid power system, referring to fig. 1, which shows a schematic structural diagram of a hybrid power system in the embodiment of the present utility model, as shown in fig. 1, where the hybrid power system specifically may include: the first input shaft 11, the transmission shaft 14, the first gear assembly 21, the second gear assembly 22, the third gear assembly 23, the first synchronization mechanism 41, the second synchronization mechanism 42 and the output shaft 15, the first gear assembly 21 may include a first driving gear 211 and a first driven gear 212, and the transmission shaft 14 may be in driving connection with the output shaft 15 through the fourth gear assembly 51; wherein, the first synchronization mechanism 41 is fixedly connected with the first input shaft 11, the first synchronization mechanism 41 may be disposed between the first driving gear 211 and one end of the second gear assembly 22, and the first synchronization mechanism 41 may be switched between the first driving gear 211 and one end of the second gear assembly 22; the second synchronizing mechanism 42 may be fixedly connected to the transmission shaft 14, the second synchronizing mechanism 42 being disposed between the first driven gear 212 and one end of the third gear assembly 23, the second synchronizing mechanism 42 being switched between the first driven gear 212 and one end of the third gear assembly 23; the first driving gear 211 is fixedly connected with the other end of the third gear assembly 23, the first driven gear 212 is fixedly connected with the other end of the second gear assembly 22, and the first driving gear 211 and the first driven gear 212 can be in meshed connection.

In the embodiment of the present utility model, the first synchronization mechanism 41 is fixedly connected to the first input shaft 11, and can be switched between the first driving gear 211 and one end of the second gear assembly 22; the second synchronizing mechanism 42 is fixedly connected with the drive shaft 14 and is switchable between the first driven gear 212 and one end of the third gear assembly 23; the drive shaft 14 may be in driving connection with the output shaft 15 via a fourth gear assembly 51; the first driving gear 211 is fixedly connected with the other end of the third gear assembly 23, the first driven gear 212 can be fixedly connected with the other end of the second gear assembly 22, and the first driving gear 211 is meshed with the first driven gear 212, so that under the switching of the first synchronization mechanism 41 and the second synchronization mechanism 42, the torque input through the first input shaft 11 can be transmitted to the output shaft 15 through four paths, and further the four-gear control is realized. In the embodiment of the utility model, under the transmission action of the first gear assembly 21, the second gear assembly 22 and the third gear assembly 23, four-gear control can be realized, the design redundancy of the hybrid power system is avoided, and the occupied space of the hybrid power system is reduced.

The first input shaft 11 described in the embodiment of the present utility model may be provided corresponding to a motor for receiving a driving torque of the motor. The output shaft 15 in the embodiment of the present utility model may be connected to a power executing structure for driving the power executing structure to move, where the power executing structure may specifically be a front wheel or a rear wheel of a vehicle, and may specifically be set according to actual requirements, and the embodiment of the present utility model is not limited thereto specifically.

Specifically, the first input shaft 11 is fixedly connected to the first synchronization mechanism 41, so that the first input shaft 11 can drive the first synchronization mechanism 41 to move.

Specifically, the first driving gear 211 is fixedly connected to the other end of the third gear assembly 23, and the first driven gear 212 is fixedly connected to the other end of the second gear assembly 22, so that the first gear assembly 21 may transmit the power of the third gear assembly 23 to the second gear assembly 22, or the first gear assembly 21 may also transmit the power of the second gear assembly 22 to the third gear assembly 23, due to the meshing connection of the first driving gear 211 and the first driven gear 212.

Specifically, the fourth gear assembly 51 may include a fourth driving gear 511 and a fourth driven gear 512 in meshed connection, the fourth driving gear 511 may be fixedly connected with the transmission shaft 14, and the fourth driven gear 512 may be fixedly connected with the output shaft 15, so as to facilitate transmission of power of the transmission shaft 14 to the output shaft 15 through the fourth gear assembly 51.

Specifically, the first input shaft 11, the transmission shaft 14, and the output shaft 15 may be sequentially disposed at intervals; the transmission shaft 14 is disposed between the first input shaft 11 and the output shaft 15, so that the transmission shaft 14 plays a role in transmission between the first input shaft 11 and the output shaft 15 to transmit torque input through the first input shaft 11 to the output shaft 15 for output.

Specifically, the first input shaft 11, the transmission shaft 14 and the output shaft 15 may be disposed in parallel, or at least two of the first input shaft 11, the transmission shaft 14 and the output shaft 15 may be disposed at an included angle, which may be specifically disposed according to actual requirements, and the embodiment of the present utility model is not limited thereto specifically.

Specifically, the first synchronization mechanism 41 is movably connected to the first driving gear 211 and the second gear assembly 22, and the first synchronization mechanism 41 is disposed between one ends of the first driving gear 211 and the second gear assembly 22 and can switch between one ends of the first driving gear 211 and the second gear assembly 22, so that, when the first synchronization mechanism 41 is connected to the first driving gear 211, the first synchronization mechanism 41 can drive the first driving gear 211 to move synchronously with the first input shaft 11; in the case that the first synchronization mechanism 41 is connected to one end of the second gear assembly 22, the first synchronization mechanism 41 may drive the second gear assembly 22 to move synchronously with the first input shaft 11.

Specifically, the second synchronizing mechanism 42 is movably connected to the first driven gear 212 and the third gear assembly 23, and the second synchronizing mechanism 42 is disposed between one ends of the first driven gear 212 and the third gear assembly 23 and can switch between one ends of the first driven gear 212 and the third gear assembly 23, so that the second synchronizing mechanism 42 can drive the transmission shaft 14 to move synchronously with the first driven gear 212 when the second synchronizing mechanism 42 is connected to the first driven gear 212; in the case that the second synchronizing mechanism 42 is connected to one end of the third gear assembly 23, the second synchronizing mechanism 42 may drive the transmission shaft 14 to move synchronously with the third gear assembly 23.

Further, as shown in fig. 1, the first synchronization mechanism 41 moves left, the second synchronization mechanism 42 moves left, and the hybrid system can output 1 st gear. The power path is specifically as follows: the first input shaft 11 transmits torque to the first synchronizing mechanism 41, then the first synchronizing mechanism 41 to the second gear assembly 22, then the second gear assembly 22 to the first driven gear 212, then the first driven gear 212 to the second synchronizing mechanism 42, then the second synchronizing mechanism 42 to the transmission shaft 14, and then the fourth gear assembly 51 to the output shaft 15.

The first synchronization mechanism 41 moves leftwards and the second synchronization mechanism 42 moves rightwards, and the hybrid system can output 2 gears. The power path is specifically as follows: the first input shaft 11 transmits torque to the first synchronizing mechanism 41, then to the second gear assembly 22 by the first synchronizing mechanism 41, then to the first driven gear 212 by the second gear assembly 22, then to the first driving gear 211 by the first driven gear 212, then to the third gear assembly 23 by the first driving gear 211, then to the second synchronizing mechanism 42 by the third gear assembly 23, then to the transmission shaft 14 by the second synchronizing mechanism 42, and then to the output shaft 15 by the fourth gear assembly 51.

The first synchronization mechanism 41 moves rightward, the second synchronization mechanism 42 moves leftward, and the hybrid system can output 3 rd gear. The power path is specifically as follows: the first input shaft 11 transmits torque to the first synchronizing mechanism 41, then the first synchronizing mechanism 41 to the first driving gear 211, then the first driving gear 211 to the first driven gear 212, then the first driven gear 212 to the second synchronizing mechanism 42, then the second synchronizing mechanism 42 to the transmission shaft 14, and then the fourth gear assembly 51 to the output shaft 15.

The first synchronization mechanism 41 moves to the right, the second synchronization mechanism 42 moves to the right, and the hybrid system can output 4 th gear. The power path is specifically as follows: the first input shaft 11 transmits torque to the first synchronizing mechanism 41, then the first synchronizing mechanism 41 to the first driving gear 211, then the first driving gear 211 to the third gear assembly 23, then the third gear assembly 23 to the second synchronizing mechanism 42, then the second synchronizing mechanism 42 to the transmission shaft 14, and then the fourth gear assembly 51 to the output shaft 15.

Specifically, the first synchronization mechanism 41 may be a synchronizer with bidirectional movement, or the first synchronization mechanism 41 may be formed by two clutches with unidirectional movement, and the second synchronization mechanism 42 may be a synchronizer with bidirectional movement, or the second synchronization mechanism 42 may be formed by two clutches with unidirectional movement, which may be specifically set according to practical requirements, and the embodiment of the present utility model is not limited thereto.

Optionally, the second gear assembly 22 may include a second driving gear 221 and a second driven gear 222; the second driving gear 221 is engaged with the second driven gear 222, and may be disposed at one side of the first synchronization mechanism 41; the second driven gear 222 may be fixedly coupled with the first driven gear 212 and may be disposed at one side of the second synchronizing mechanism 42.

In the embodiment of the present utility model, the second driving gear 221 is disposed at one side of the first synchronization mechanism 41, so that the first synchronization mechanism 41 drives the first input shaft 11 and the second gear assembly 22 to synchronously move through the second driving gear 221. The second driven gear 222 is meshed with the second driving gear 221, and the second driven gear 222 may be fixedly connected with the first driven gear 212, so that the second gear assembly 22 drives the first driven gear 212 to move.

Specifically, the second driving gear 221 and the second driven gear 222 are each configured to transmit torque.

Specifically, the first driven gear 212 and the second driven gear 222 may be integrally formed, or the first connecting member 31 may be fixedly connected with the first driven gear 212 and the second driven gear 222, so that the first driven gear 212 and the second driven gear 222 may be fixedly connected with each other through the first connecting member 31, and thus, under the action of the first connecting member 31, synchronous movement of the second driven gear 222 and the first driven gear 212 may be achieved.

Specifically, the first connecting member 31 may be a connecting rod or a connecting plate, and the first connecting member 31 may be a strip structure or an irregular shape, and the number of the first connecting members 31 may be one or at least two, and may be specifically set according to actual requirements, which is not specifically limited in the embodiment of the present utility model.

Optionally, the third gear assembly 23 may include a third driving gear 231 and a third driven gear 232; the third driven gear 232 may be engaged with the third driving gear 231 and may be disposed at the other side of the second synchronizing mechanism 42; the third driving gear 231 may be fixedly coupled to the first driving gear 211 and may be disposed at the other side of the first synchronization mechanism 41.

In the embodiment of the present utility model, the third driven gear 232 is disposed on the other side of the first synchronization mechanism 41, so that the first synchronization mechanism 41 drives the third gear assembly 23 and the transmission shaft 14 to synchronously move. The third driving gear 231 is meshed with the third driven gear 232, and the third driving gear 231 is fixedly connected with the first driving gear 211, so that the first driving gear 211 can conveniently drive the third gear assembly 23 to move.

Specifically, the third driving gear 231 and the third driven gear 232 are each used to transmit torque.

Specifically, the first driving gear 211 and the third driving gear 231 may be integrally formed, or the second connecting member 32 may be fixedly connected with the first driving gear 211 and the third driving gear 231, so that the first driving gear 211 and the third driving gear 231 may be fixedly connected through the second connecting member 32, and thus, under the action of the second connecting member 32, synchronous movement of the first driving gear 211 and the third driving gear 231 may be achieved.

Specifically, the second connecting members 32 may be connecting rods or connecting plates, the second connecting members 32 may be long-strip structures or irregular shapes, and the number of the second connecting members 32 may be one or at least two, and may be specifically set according to actual requirements, which is not specifically limited in the embodiment of the present utility model.

Alternatively, the first driving gear 211, the second driving gear 221 and the third driving gear 231 may be respectively sleeved on the first input shaft 11 and rotationally connected with the first input shaft 11, where the first driving gear 211 and the second driving gear 221 are respectively disposed on two opposite sides of the first synchronization mechanism 41, so that the first synchronization mechanism 41 drives the first input shaft 11 to move synchronously with the first driving gear 211 or the second driving gear 221; the first driven gear 212, the second driven gear 222 and the third driven gear 232 are respectively sleeved on the transmission shaft 14 and are rotationally connected with the transmission shaft 14, and the first driven gear 212 and the third driven gear 232 are respectively arranged on two opposite sides of the second synchronizing mechanism 42, so that the second synchronizing mechanism 42 drives the transmission shaft 14 to synchronously move with the first driven gear 212 or the third driven gear 232.

In the embodiment of the present utility model, the first driving gear 211 and the second driving gear 221 are respectively disposed on two opposite sides of the first synchronization mechanism 41, and the first driving gear 211 and the second driving gear 221 are both rotatably connected to the first input shaft 11, so that in the process that the first synchronization mechanism 41 drives the first driving gear 211 or the second driving gear 221 to move, the second driving gear 221 or the first driving gear 211 can be prevented from generating interference, thereby improving the gear shifting reliability of the hybrid power system. The first driven gear 212 and the third driven gear 232 are respectively arranged at two opposite sides of the second synchronous structure, and the first driven gear 212 and the third driven gear 232 are rotationally connected to the transmission shaft 14, so that in the process that the second synchronous mechanism 42 drives the first driven gear 212 or the third driven gear 232 to move, the third driven gear 232 or the first driven gear 212 can be prevented from being interfered, and further the gear shifting reliability of the hybrid power system is improved.

Specifically, the first driving gear 211 may be sleeved on the first input shaft 11, so as to realize rotational connection between the first driving gear 211 and the first input shaft 11; the first driven gear 212 may be sleeved on the transmission shaft 14 so as to realize rotational connection between the first driven gear 212 and the transmission shaft 14; the second driving gear 221 may be sleeved on the first input shaft 11, so as to realize the rotational connection between the second driving gear 221 and the first input shaft 11; the second driven gear 222 may be sleeved on the transmission shaft 14, so as to realize the rotational connection between the second driven gear 222 and the transmission shaft 14; the third driving gear 231 can be sleeved on the first input shaft 11 in a hollow manner so as to realize the rotary connection of the three driving gears and the first input shaft 11; the third driven gear 232 may be sleeved over the drive shaft 14 so as to achieve rotational connection of the third driven gear 232 with the drive shaft 14.

Specifically, the first synchronization mechanism 41 is disposed between the first driving gear 211 and the second driving gear 221, and is movably connected to the first driving gear 211 and the second driving gear 221, respectively; when the first synchronization mechanism 41 is connected with the first driving gear 211, the first synchronization mechanism 41 can drive the first input shaft 11 to synchronously move with the first driving gear 211; when the first synchronization mechanism 41 is connected to the second driving gear 221, the first synchronization mechanism 41 may drive the first input shaft 11 to move synchronously with the second driving gear 221.

Specifically, the second synchronization mechanism 42 may be disposed between the first driven gear 212 and the third driven gear 232, and movably connected with the first driven gear 212 and the third driven gear 232, respectively; when the second synchronizing mechanism 42 is connected with the first driven gear 212, the second synchronizing mechanism 42 can drive the transmission shaft 14 to synchronously move with the first driven gear 212; when the second synchronizing mechanism 42 is connected with the third driven gear 232, the second synchronizing mechanism 42 may drive the transmission shaft 14 to move synchronously with the third driven gear 232.

Specifically, in the case of shifting the hybrid power system to the 1 st gear, as shown in fig. 2, the first input shaft 11 drives the first synchronization mechanism 41 to move, the first synchronization mechanism 41 drives the second driving gear 221 to move, the second driving gear 221 drives the second driven gear 222 to move, the second driven gear 222 drives the first driven gear 212 to move through the first connecting piece 31, the first driven gear 212 drives the second synchronization mechanism 42 to move, and the second synchronization mechanism 42 drives the transmission shaft 14 to move.

Under the condition that the hybrid power system is switched to 2 gear, the first input shaft 11 drives the first synchronization mechanism 41 to move, the first synchronization mechanism 41 drives the second driving gear 221 to move, the second driving gear 221 drives the second driven gear 222 to move, the second driven gear 222 drives the first driven gear 212 to move through the first connecting piece 31, the first driven gear 212 drives the first driving gear 211 to move, the first driving gear 211 drives the third driving gear 231 to move through the second connecting piece 32, the third driving gear 231 drives the third driven gear 232 to move, the third driving gear 231 drives the second synchronization mechanism 42, and the second synchronization mechanism 42 drives the transmission shaft 14 to move.

Under the condition that the hybrid power system is switched to 3 gear, the first input shaft 11 drives the first synchronization mechanism 41 to move, the first synchronization mechanism 41 drives the first driving gear 211 to move, the first driving gear 211 drives the first driven gear 212 to move, the first driven gear 212 drives the second synchronization mechanism 42 to move, and the second synchronization mechanism 42 drives the transmission shaft 14 to move.

Under the condition that the hybrid power system is switched to 4 th gear, the first input shaft 11 drives the first synchronizing mechanism 41 to move, the first synchronizing mechanism 41 drives the first driving gear 211 to move, the first driving gear 211 drives the third driving gear 231 to move through the second connecting piece 32, the third driving gear 231 drives the third driven gear 232 to move, the third driven gear 232 drives the second synchronizing mechanism 42, and the second synchronizing mechanism 42 drives the transmission shaft 14 to move.

Specifically, with the cooperation of the three pairs of gear assemblies of the first gear assembly 21, the second gear assembly 22 and the third gear assembly 23, the propeller shaft 14 can output 4 gear ratios to the output shaft 15, and the spatial dimension of the hybrid system can be shortened.

Alternatively, the hybrid system may include the engine 61 and the clutch 7, and the first motor 62 may include the second input shaft 12; the clutch 7 may be provided between the first input shaft 11 and the second input shaft 12 for connecting or disconnecting the first input shaft 11 and the second input shaft 12.

In the embodiment of the present utility model, the clutch 7 is disposed between the first input shaft 11 and the second input shaft 12, and may connect the first input shaft 11 and the second input shaft 12, so that the engine 61 inputs torque through the first input shaft 11.

Specifically, when the clutch 7 is activated, the engine 61 may input torque to the hybrid system through the first input shaft 11 with the clutch 7 being able to connect the first input shaft 11 and the second input shaft 12; when the clutch 7 is disengaged, the engine 61 may stop inputting torque to the hybrid system with the clutch 7 being able to disengage the first input shaft 11 and the second input shaft 12.

Optionally, the hybrid system may further include a first motor 62 and a transmission system, the first motor 62 may include the third input shaft 13, and the transmission system may include the fifth gear assembly 52 and the third synchronizing mechanism 43; the third synchronizing mechanism 43 may be fixedly connected to the third input shaft 13, and the third synchronizing mechanism 43 may be movably connected to the fifth gear assembly 52, so that the third synchronizing mechanism 43 fixes or separates the third input shaft 13 and the fifth gear assembly 52; the fifth gear assembly 52 may be in driving connection with the output shaft 15.

In the embodiment of the present utility model, the third input shaft 13 may drive the third synchronizing mechanism 43 to move, the third synchronizing mechanism 43 may drive the fifth gear assembly 52 to move, and the fifth gear assembly 52 may drive the output shaft 15 to move, so that the first motor 62 may drive the output shaft 15 to move. In the embodiment of the utility model, the output shaft 15 can be driven to move by the engine 61 or the first motor 62, so that various driving modes can be realized, and the working diversity of the hybrid power system is improved.

Specifically, the third synchronizing mechanism 43 may be a synchronizer with bidirectional movement, or the third synchronizing mechanism 43 may be composed of two clutches with unidirectional movement, which may be specifically set according to actual requirements, and the embodiment of the present utility model is not limited thereto specifically.

Specifically, with the third synchronizing mechanism 43 securing the third input shaft 13 and the fifth gear assembly 52, the clutch 7 may disconnect the first and second input shafts 11, 12 so that the first motor 62 may drive the output shaft 15 for movement, and the hybrid system may be switched to the electric direct drive mode.

Specifically, in the electric direct drive mode, the hybrid powertrain may include a forward gear and a reverse gear. As shown in fig. 1 and 2, the third synchronizing mechanism 43 is shifted to the left, the third synchronizing mechanism 43 fixes the third input shaft 13 and the fifth gear assembly 52, the first motor 62 is transmitting, and the hybrid system can be shifted to the forward gear. The power path is as follows: the first motor 62 inputs torque through the third input shaft 13, and is then transferred to the third synchronizing mechanism 43 for movement by the third input shaft 13, and is then transferred to the fifth gear assembly 52 by the third synchronizing mechanism 43, and is then transferred to the output shaft 15 by the fifth gear assembly 52.

Specifically, the third synchronizing mechanism 43 moves left, the first motor 62 rotates reversely, the hybrid system can be switched to the reverse gear, and the specific power path can refer to the forward gear, which is not described in detail in the embodiment of the present utility model.

Specifically, with the clutch 7 connecting the first input shaft 11 and the second input shaft 12, the third synchronizing mechanism 43 may disengage the third input shaft 13 and the fifth gear assembly 52 so that the engine 61 may drive the output shaft 15 for movement, and the hybrid system may be switched to the engine 61 direct drive mode.

Specifically, in the engine 61 direct drive mode, the first and second synchronizing mechanisms 41 and 42 are engaged, and the hybrid system may include 1, 2, 3, and 4.

Specifically, in the case where the third synchronizing mechanism 43 fixes the third input shaft 13 and the fifth gear assembly 52, the clutch 7 may connect the first input shaft 11 and the second input shaft 12, so that the power transmission paths of the engine 61 and the first motor 62 may be overlapped and jointly transmitted to the output shaft 15, the hybrid system may be switched to a hybrid mode, and a specific power path may be combined with the electric direct drive mode and the engine 61 direct drive mode, which will not be described in detail in the embodiment of the present utility model.

Specifically, the hybrid system may further include a braking energy recovery mode, in which the third synchronization mechanism 43 moves left as shown in fig. 2, and the power path may be: the output shaft 15 transmits the braking force to the fifth gear assembly 52, then to the third synchronizing mechanism 43 by the fifth gear assembly 52, then to the third input shaft 13 by the third synchronizing mechanism 43, and then to the first motor 62 by the third input shaft 13.

Optionally, the transmission system may further include a sixth driving gear 53 and a sixth driven gear set 54; the sixth driving gear 53 may be disposed at a side of the third synchronizing mechanism 43 away from the fifth gear assembly 52 and movably connected with the third synchronizing mechanism 43, so that the third synchronizing mechanism 43 fixes and separates the third input shaft 13 and the sixth driving gear 53; the sixth driven gear set 54 is drivingly connected to the second input shaft 12 and meshingly connected to the sixth driving gear 53.

In the embodiment of the present utility model, the sixth driving gear 53 is disposed on a side of the third synchronizing mechanism 43 away from the fifth gear assembly 52, and is movably connected with the third synchronizing mechanism 43, so that the third synchronizing mechanism 43 can be conveniently switched between the fifth gear assembly 52 and the sixth driving gear 53, and further, the gear of the hybrid power system is adjusted. In addition, when the third synchronizing mechanism 43 fixes the third input shaft 13 and the sixth driving gear 53, the sixth driving gear 53 is meshed with the sixth driven gear set 54, and the sixth driven gear set 54 is further in driving connection with the second input shaft 12, so that torque can be transmitted between the first motor 62 and the engine 61, and the engine 61 can be started by the first motor 62, or power can be generated by the engine 61.

Specifically, as shown in fig. 2, the third synchronizing mechanism 43 moves to the right, the first motor 62 is started, and the hybrid system can be switched to the start-up engine mode. The power path may be: the rotor of the first motor 62 may transfer torque to the third input shaft 13, then to the third synchronizing mechanism 43 by the third input shaft 13, then to the sixth driving gear 53 by the third synchronizing mechanism 43, then to the sixth driven gear set 54 by the sixth driving gear 53, then to the second input shaft 12 by the sixth driven gear set 54, and then to the rotor of the engine 61 by the second input shaft 12.

As shown in fig. 2, the third synchronizing mechanism 43 is shifted to the right, the engine 61 is started, and the hybrid system can be switched to the charge mode. The power path may be: the rotor of the engine 61 may transfer torque to the second input shaft 12, from the second input shaft 12 to the sixth driven gear set 54, from the sixth gear set to the sixth drive gear 53, from the sixth drive gear 53 to the third synchronizing mechanism 43, from the third synchronizing mechanism 43 to the third input shaft 13, and from the third input shaft 13 to the rotor of the first electric machine 62.

Specifically, in the embodiment of the utility model, the hybrid power system has multiple modes such as pure electric direct drive running, motor direct drive running, hybrid power running, engine starting, charging, braking energy recovery and the like, so that the efficiency of the hybrid power system is higher, and the oil saving effect is obvious. As shown in fig. 3, a shift logic diagram of the hybrid powertrain is shown.

Optionally, the fifth gear assembly 52 may include a fifth driving gear 521 and a fifth driven gear 522; the fifth driven gear 522 may be fixedly connected to the output shaft 15 and in meshed connection with the fifth driving gear 521; the fifth driving gear 521 and the sixth driving gear 53 may be disposed on opposite sides of the third synchronizing mechanism 43, respectively, may be sleeved on the third input shaft 13, and may be rotatably connected to the third input shaft 13.

In the embodiment of the present utility model, the fifth driving gear 521 and the sixth driving gear 53 are both rotatably connected to the third input shaft 13, so that in the process of switching between the fifth driving gear 521 and the sixth driving gear 53, the third synchronizing mechanism 43 can avoid the interference generated by the sixth driving gear 53 and the fifth driving gear 521, thereby improving the reliability of the hybrid system in the gear shifting process.

Specifically, the fifth driving gear 521 may be freely sleeved on the third input shaft 13, so as to achieve a rotational connection between the fifth driving gear 521 and the third input shaft 13. The sixth driving gear 53 may be freely sleeved on the third input shaft 13 so as to achieve rotational connection between the sixth driving gear 53 and the third input shaft 13.

Specifically, the fifth driven gear 522 and the fourth driven gear 512 may be combined into one gear, or the fifth driven gear 522 and the fourth driven gear 512 may be two independent gears that are disposed at intervals, and may be specifically disposed according to actual requirements, which is not specifically limited in the embodiment of the present utility model. As in fig. 1, a case where the fifth driven gear 522 and the fourth driven gear 512 may be combined into one gear is shown.

Alternatively, the sixth driven gear set 54 may include a sixth driven gear 541 and a seventh driven gear 542; the sixth driven gear 541 may be disposed between the sixth driving gear 53 and the seventh driven gear 542, and may be in meshed connection with the sixth driving gear 53 and the seventh driven gear 542, respectively, and the sixth driven gear 541 may be an idler gear; the seventh driven gear 542 may be fixedly coupled to the first input shaft 11.

In the embodiment of the present utility model, the sixth driven gear 541 is disposed between the sixth driving gear 53 and the seventh driven gear 542, and the sixth driven gear 541 is in meshed connection with the sixth driving gear 53 and the seventh driven gear 542, respectively, and since the sixth driven gear 541 is an idler gear, the reliability and stability of the synchronous movement of the sixth driving gear 53 and the seventh driven gear 542 can be improved.

The hybrid power system disclosed by the embodiment of the utility model at least comprises the following advantages:

in the embodiment of the utility model, the first synchronous mechanism is fixedly connected with the first input shaft and can be switched between one ends of the first driving gear and the second gear assembly; the second synchronous mechanism is fixedly connected with the transmission shaft and can be switched between the first driven gear and one end of the third gear assembly; the transmission shaft can be in transmission connection with the output shaft through the fourth gear assembly; the first driving gear is fixedly connected with the other end of the third gear assembly, the first driven gear can be fixedly connected with the other end of the second gear assembly, and the first driving gear is meshed with the first driven gear, so that under the switching of the first synchronous mechanism and the second synchronous mechanism, torque input through the first input shaft can be transmitted to the output shaft through four paths, and four-gear control is achieved. In the embodiment of the utility model, under the transmission action of the first gear assembly, the second gear assembly and the third gear assembly, four-gear control can be realized, the design redundancy of the hybrid power system is avoided, and the occupied space of the hybrid power system is reduced.

In a second aspect, embodiments of the present utility model disclose a vehicle comprising the above hybrid power system, an electric drive system, and front and rear wheels; the electric drive system includes a second motor and a transmission assembly; an output shaft of the hybrid power system is respectively connected with the front wheel and/or the rear wheel so that the hybrid power system drives the front wheel and/or the rear wheel to move; the second motor is connected with the front wheel and/or the rear wheel through the transmission assembly, so that the second motor drives the front wheel and/or the rear wheel to move.

In the embodiment of the utility model, the hybrid power system can be used for driving the front wheels and/or the rear wheels to move, and the electric drive system can also be used for driving the front wheels and/or the rear wheels to move.

In particular, the electric drive system may include a second motor and a transmission assembly through which the second motor may be coupled to the front and/or rear wheels such that the transmission assembly transmits power of the second motor to the front and/or rear wheels. The transmission assembly may specifically be formed by combining a transmission shaft and a transmission gear assembly, and may specifically be set with reference to a transmission structure in the hybrid power system, which is not described in detail in the embodiment of the present utility model.

In particular, the vehicles include motor vehicles and non-motor vehicles.

The vehicle disclosed by the embodiment of the utility model at least comprises the following advantages:

in the embodiment of the utility model, the first synchronous mechanism is fixedly connected with the first input shaft and can be switched between one ends of the first driving gear and the second gear assembly; the second synchronous mechanism is fixedly connected with the transmission shaft and can be switched between the first driven gear and one end of the third gear assembly; the transmission shaft can be in transmission connection with the output shaft through the fourth gear assembly; the first driving gear is fixedly connected with the other end of the third gear assembly, the first driven gear can be fixedly connected with the other end of the second gear assembly, and the first driving gear is meshed with the first driven gear, so that under the switching of the first synchronous mechanism and the second synchronous mechanism, torque input through the first input shaft can be transmitted to the output shaft through four paths, and four-gear control is achieved. In the embodiment of the utility model, under the transmission action of the first gear assembly, the second gear assembly and the third gear assembly, four-gear control can be realized, the design redundancy of the hybrid power system is avoided, and the occupied space of the hybrid power system is reduced.

While preferred embodiments of the present utility model have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. It is therefore intended that the following claims be interpreted as including the preferred embodiment and all such alterations and modifications as fall within the scope of the embodiments of the utility model.

Finally, it is further noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or terminal that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or terminal. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article or terminal device comprising the element.

The above description of the hybrid power system and the vehicle provided by the present utility model has been presented in detail, and specific examples are applied herein to illustrate the principles and embodiments of the present utility model, and the above examples are only used to help understand the method and core idea of the present utility model; meanwhile, as those skilled in the art will have variations in the specific embodiments and application scope in accordance with the ideas of the present utility model, the present description should not be construed as limiting the present utility model in view of the above.

Claims (10)

1. A hybrid system, comprising: the transmission device comprises a first input shaft, a transmission shaft, a first gear assembly, a second gear assembly, a third gear assembly, a first synchronous mechanism, a second synchronous mechanism and an output shaft, wherein the first gear assembly comprises a first driving gear and a first driven gear, and the transmission shaft is in transmission connection with the output shaft through a fourth gear assembly; wherein, the liquid crystal display device comprises a liquid crystal display device,

the first synchronous mechanism is fixedly connected with the first input shaft, the first synchronous mechanism is arranged between one ends of the first driving gear and the second gear assembly, and the first synchronous mechanism is switched between one ends of the first driving gear and the second gear assembly;

The second synchronous mechanism is fixedly connected with the transmission shaft, is arranged between the first driven gear and one end of the third gear assembly, and is switched between the first driven gear and one end of the third gear assembly;

the first driving gear is fixedly connected with the other end of the third gear assembly, the first driven gear is fixedly connected with the other end of the second gear assembly, and the first driving gear is meshed with the first driven gear.

2. The hybrid system of claim 1, wherein the second gear assembly includes a second driving gear and a second driven gear;

the second driving gear is in meshed connection with the second driven gear and is arranged on one side of the first synchronization mechanism;

the second driven gear is fixedly connected with the first driven gear and is arranged on one side of the second synchronous mechanism.

3. The hybrid system of claim 2, wherein the third gear assembly includes a third drive gear and a third driven gear;

the third driven gear is in meshed connection with the third driving gear and is arranged on the other side of the second synchronous mechanism;

The third driving gear is fixedly connected with the first driving gear and is arranged on the other side of the first synchronization mechanism.

4. The hybrid power system according to claim 3, wherein the first driving gear, the second driving gear and the third driving gear are respectively sleeved on the first input shaft and are rotationally connected with the first input shaft, and the first driving gear and the second driving gear are arranged on two opposite sides of the first synchronization mechanism, so that the first synchronization mechanism drives the first input shaft to synchronously move with the first driving gear or the second driving gear;

the first driven gear, the second driven gear and the third driven gear are respectively sleeved on the transmission shaft and are rotationally connected with the transmission shaft, and the first driven gear and the third driven gear are respectively arranged on two opposite sides of the second synchronous mechanism so that the second synchronous mechanism drives the transmission shaft to synchronously move with the first driven gear or the third driven gear.

5. The hybrid system of claim 1, wherein the hybrid system comprises an engine and a clutch, the engine comprising a second input shaft;

The clutch is arranged between the first input shaft and the second input shaft and is used for connecting or disconnecting the first input shaft and the second input shaft.

6. The hybrid system of claim 5, further comprising a first electric machine including a third input shaft and a transmission system including a fifth gear assembly and a third synchronization mechanism;

the third synchronizing mechanism is fixedly connected with the third input shaft, and the third synchronizing mechanism is movably connected with the fifth gear assembly, so that the third synchronizing mechanism can fix or separate the third input shaft and the fifth gear assembly;

the fifth gear assembly is in driving connection with the output shaft.

7. The hybrid powertrain system of claim 6, further comprising a sixth driving gear and a sixth driven gear set;

the sixth driving gear is arranged on one side, far away from the fifth gear assembly, of the third synchronizing mechanism and is movably connected with the third synchronizing mechanism, so that the third synchronizing mechanism can fix and separate the third input shaft and the sixth driving gear;

The sixth driven gear set is in transmission connection with the second input shaft and is in meshed connection with the sixth driving gear.

8. The hybrid system of claim 7, wherein the fifth gear assembly includes a fifth driving gear and a fifth driven gear;

the fifth driven gear is fixedly connected with the output shaft and meshed with the fifth driving gear;

the fifth driving gear and the sixth driving gear are respectively arranged on two opposite sides of the third synchronizing mechanism, are sleeved on the third input shaft, and are rotatably connected with the third input shaft.

9. The hybrid system of claim 7, wherein the sixth driven gear set includes a sixth driven gear and a seventh driven gear;

the sixth driven gear is arranged between the sixth driving gear and the seventh driven gear, and is respectively in meshed connection with the sixth driving gear and the seventh driven gear, and the sixth driven gear is an idler gear;

the seventh driven gear is fixedly connected with the first input shaft.

10. A vehicle comprising the hybrid system of any one of claims 1-9, an electric drive system, and front and rear wheels;

The electric drive system includes a second motor and a transmission assembly;

an output shaft of the hybrid power system is respectively connected with the front wheel and/or the rear wheel so that the hybrid power system drives the front wheel and/or the rear wheel to move;

the second motor is connected with the front wheel and/or the rear wheel through the transmission assembly, so that the second motor drives the front wheel and/or the rear wheel to move.