CN220700878U - Hybrid power system and vehicle - Google Patents

Abstract

The utility model discloses a hybrid power system and a vehicle, and relates to the technical field of vehicles. The system comprises an engine, a first motor, a second motor, an input shaft, an output shaft, a clutch, a plurality of gear sets, a gear shifting mechanism and a drive axle; each gear set comprises a driving gear arranged on the input shaft and a driven gear arranged on the output shaft, and the gear shifting mechanism is used for enabling the input shaft to be in transmission connection with the output shaft selectively through a plurality of gear sets; the clutch is arranged between the engine and the input shaft, and the first motor is in driving connection with the output end or the input shaft of the engine; the second motor is in driving connection with the input shaft or the output shaft; the output shaft is in transmission connection with the drive axle, and the output shaft is perpendicular to the axial direction of the output half shaft of the differential mechanism of the drive axle. The system can select a power output mode and a corresponding transmission ratio according to the needs, can give consideration to the low, medium and high vehicle speeds and the high-efficiency power output requirements under various load conditions, can be used in vehicles with relatively large loads, and has strong usability.

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

The hybrid power system is a power system driven by electric energy on the basis of traditional engine driving, has the advantages of engine driving and motor driving, and can effectively reduce oil consumption. However, in some relatively heavy-duty vehicles, such as light truck vehicles, the operating conditions are relatively complex, and in particular, there is a need for high efficiency power output at low, medium and high vehicle speeds and various loads. And the arrangement space on the vehicle is limited, for example, when a front drive scheme is adopted, the input shaft connected with the engine is often arranged along the left-right direction, the space of the front cabin of the vehicle along the left-right direction is limited, the corresponding arrangement requirement is difficult to meet, the gear number of the hybrid power system is small, the power of the engine, the motor and the like is relatively small, the high-efficiency power output requirement under the conditions of low-medium-high speed and various loads is difficult to meet, and the service performance is required to be improved.

Disclosure of Invention

The present utility model aims to solve the problem of how to improve the performance of a hybrid system in a vehicle having a relatively large load to some extent.

In order to solve at least one aspect of the above problems, at least to some extent, the present utility model provides, in a first aspect, a hybrid system including an engine, a first motor, a second motor, an input shaft, an output shaft, a clutch, a plurality of gear sets, a shift mechanism, and a transaxle; each gear set comprises a driving gear arranged on the input shaft and a driven gear arranged on the output shaft, and the gear shifting mechanism is used for enabling the input shaft to be in transmission connection with the output shaft selectively through a plurality of gear sets; the clutch is arranged between the engine and the input shaft, and the first motor is in driving connection with the output end of the engine or the input shaft; the second motor is in driving connection with the input shaft or the output shaft; the output shaft is in transmission connection with the drive axle, and the output shaft is perpendicular to the axial direction of an output half shaft of a differential mechanism of the drive axle.

Optionally, the drive axle further includes a drive shaft, the drive shaft has a first end and a second end that set up relatively, the first end is relative to the second end along the axial of output shaft is close to the output shaft sets up, the first end of drive shaft is provided with first gear, the second end of drive shaft with the power input shaft of differential mechanism is connected, be provided with the second gear on the output shaft, first gear with the second gear meshes, the diameter of first gear is greater than the diameter of second gear.

Optionally, in the horizontal projection plane, the input shaft and the first gear are both located on the same side of the output shaft.

Optionally, the power input shaft and the output shaft of the differential are coaxially arranged, and are integrally connected or detachably connected.

Optionally, the gear shifting mechanism includes a synchronizer, a plurality of gear sets are sequentially distributed along an axial direction of the input shaft, two gear sets are used as one set gear group, the number of the set gear groups is one or more, and any set gear group is correspondingly provided with the synchronizer;

the two driving gears of the same set gear group are fixedly arranged on the input shaft, the corresponding two driven gears are sleeved on the output shaft, and the synchronizer is arranged on the output shaft and used for enabling the corresponding two driven gears to be selectively combined with the output shaft; or, the two driving gears of the same set gear group are sleeved on the input shaft, the corresponding two driven gears are fixedly arranged on the output shaft, and the synchronizer is arranged on the input shaft and used for enabling the corresponding two driving gears to be selectively combined with the input shaft.

Optionally, a second motor output gear is arranged on a second motor output shaft of the second motor, the second motor output shaft is arranged in parallel with the output shaft, a third gear is fixedly arranged on the output shaft, and the second motor output gear is meshed with the third gear; the diameter of the third gear is larger than the diameter of the second motor output gear.

Optionally, in the horizontal projection plane, the second motor and the input shaft are located on the same side of the output shaft, and/or the second motor is located at one end of the input shaft, which is far away from the engine, in the axial direction, and/or the first motor and the output shaft are located at two sides of the input shaft respectively.

Optionally, at least one of the plurality of gear sets is fixedly connected with the input shaft, a first motor output gear is arranged on a first motor output shaft of the first motor, and the first motor output gear is meshed with a driving gear fixedly arranged on the input shaft.

Optionally, among the driving gears of the gear sets, the diameter of the driving gear meshed with the first motor output gear is the largest, and the diameter of the first motor output gear is smaller than the diameter of the corresponding driving gear;

and/or, among the driving gears of the plurality of gear sets, the driving gear engaged by the first motor output gear is axially closest to the engine.

In a second aspect, the present utility model provides a vehicle comprising a hybrid system as described in the first aspect above.

In the hybrid system and the vehicle according to the present utility model, the input shaft and the output shaft may be disposed in parallel, and each of the plurality of gear sets includes a driving gear disposed on the input shaft and a driven gear disposed on the output shaft, and the input shaft may be selectively connected to the output shaft through the plurality of gear sets by a shift mechanism, so that power transmission from the input shaft to the output shaft may be selected in different gears or gear ratios according to actual needs. Meanwhile, the clutch is arranged between the engine and the input shaft, so that the disconnection or combination of a power transmission path between the engine and the input shaft can be realized; the first motor is arranged to be in driving connection with an output end or an input shaft of the engine, and can be used for starting the engine or driven by the engine to generate electricity or used for driving the output shaft to rotate; the second motor is arranged to be in driving connection with the input shaft or the output shaft, and can directly drive the output shaft to rotate or drive the output shaft to rotate through the input shaft; therefore, the power output mode of the hybrid power system can be selected according to the needs, specifically, the hybrid power system at least comprises an engine direct drive mode, a second motor single drive mode, a power generation mode of the engine driving the first motor to generate power, and a dual drive mode of the engine and the second motor dual drive, and at least when the engine direct drive mode and the dual drive mode of the engine and the second motor dual drive are used, a proper gear set can be selected according to the power needs to transmit power between the input shaft and the output shaft, so that a proper transmission ratio can be obtained, and the corresponding transmission needs can be met. In addition, the output shaft is arranged to be perpendicular to the axial direction of an output half shaft of a differential mechanism of a driving axle, specifically, the output shaft and the input shaft can extend along the front-rear direction of a vehicle, the engine is positioned at one axial end of the input shaft, and when the whole vehicle is laid out, the engine, the input shaft, the output shaft, the gear sets and the like are laid out by utilizing the space of the vehicle along the front-rear direction. The hybrid power system of the utility model can be used in vehicles with relatively large load and has strong usability.

Drawings

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

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

fig. 3 is a schematic structural diagram of a hybrid system according to still another embodiment of the present utility model.

Reference numerals illustrate:

a 100-engine; 110-an engine output shaft; 120-an engine output gear; 200-a first motor; 210-a first motor output shaft; 220-a first motor output gear; 300-a second motor; 310-a second motor output shaft; 320-a second motor output gear; 400-input shaft; 500-output shaft; 510-a second gear; 520-a third gear; 600-clutch; 700-gear set; 710—a drive gear; 720-driven gear; 700 a-a first gear set; 710 a-a first drive gear; 720 a-a first driven gear; 700 b-a second gear set; 710 b-a second drive gear; 720 b-a second driven gear; 700 c-third gear set; 710 c-a third drive gear; 720 c-a third driven gear; 700 d-fourth gear set; 710 d-fourth drive gear; 720 d-a fourth driven gear; 800-a gear shifting mechanism; 810-synchronizer; 811-a first synchronizer; 812-a second synchronizer; 900-drive axle; 910-a differential; 911-output half shafts; 912-a power input shaft; 913-bevel gear; 914-bevel ring gear; 920-drive axle; 921-drive shaft; 9211-a first shaft; 9212-second axis; 922-first gear.

Detailed Description

In order that the above objects, features and advantages of the utility model will be readily understood, a more particular description of the utility model will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings.

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 directly connected or indirectly connected through an intermediate medium. 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.

In the description of the present specification, descriptions of the terms "embodiment," "one embodiment," "some embodiments," "illustratively," and "one embodiment" and the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or embodiment is included in at least one embodiment or implementation of the present utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same examples or implementations. Furthermore, the particular features, structures, materials, or characteristics may be combined in any suitable manner in any one or more embodiments or implementations.

The terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. As such, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature.

The X-axis in the drawing indicates the front-rear position, and the positive direction of the X-axis (i.e., the arrow of the X-axis is directed) indicates the front side, and the negative direction of the X-axis indicates the rear side; the Y-axis in the drawing indicates a horizontal direction and is designated as a left-right position, and the positive direction of the Y-axis (i.e., the arrow of the Y-axis points) indicates the right side and the negative direction of the Y-axis indicates the left side. It should also be noted that the foregoing Y-axis and X-axis representations are only for convenience and the purpose of simplifying the description, and are not intended to indicate or imply that the devices or elements being referred to must have a particular orientation, be constructed and operate in a particular orientation, and therefore should not be construed as limiting the utility model.

As shown in fig. 1 and 2, an embodiment of the present utility model provides a hybrid system including an engine 100, a first motor 200, a second motor 300, an input shaft 400, an output shaft 500, a clutch 600, a plurality of gear sets 700, a shift mechanism 800, and a transaxle 900; each gear set 700 includes a drive gear 710 disposed on the input shaft 400 and a driven gear 720 disposed on the output shaft 500, the shifting mechanism 800 being configured to selectively drivingly connect the input shaft 400 to the output shaft 500 through a plurality of gear sets 700; the clutch 600 is disposed between the engine 100 and the input shaft 400, and the first motor 200 is drivingly connected to the output end of the engine 100 or the input shaft 400; the second motor 300 is in driving connection with the input shaft 400 or the output shaft 500; the output shaft 500 is in driving connection with the drive axle 900, and the output shaft 500 is perpendicular to the axial direction of the output half shaft 911 of the differential 910 of the drive axle 900.

Specifically, the axial direction of the output half shaft 911 of the differential 910 of the transaxle 900 coincides with the left-right direction of the vehicle, and at this time, the output shaft 500 and the input shaft 400 are both arranged in the front-rear direction of the vehicle.

As shown in fig. 1, a scheme of driving connection of first motor 200 to the output of engine 100 is shown. Specifically, the engine output gear 120 is fixedly disposed on the engine output shaft 110 of the engine 100, the first motor output gear 220 is fixedly disposed on the first motor output shaft 210 of the first motor 200, and the first motor output gear 220 is meshed with the engine output gear 120, so as to realize driving connection between the first motor 200 and the output end of the engine 100. At this time, when the clutch 600 is in the engaged state, the first motor 200 may be used to start the engine 100, or may be driven by the engine 100 to generate power, and when the engine 100 drives the input shaft 400 to rotate the output shaft 500, the first motor 200 may also drive the input shaft 400 to rotate the output shaft 500.

As shown in fig. 2 and 3, the technical solution of driving connection between the first motor 200 and the input shaft 400 is shown, at this time, when the clutch 600 is in a combined state, the first motor 200 may be used to start the engine 100, or may be driven by the engine 100 to generate electricity, and when the engine 100 drives the input shaft 400 to drive the output shaft 500 to rotate, the first motor 200 may also drive the input shaft 400 to drive the output shaft 500 to rotate. When the clutch 600 is in the off state, the first motor 200 may input the shaft 400 to rotate the output shaft 500. The use of the first motor 200 is more abundant, and for example, the first motor 200 and the second motor 300 can be double-driven. The manner in which the first motor 200 is drivingly connected to the input shaft 400 will be described in more detail.

It should be noted that the gear shifting mechanism 800 enables one gear set 700 of the plurality of gear sets 700 to be selectively activated at a time, or each gear set 700 may be disabled, which may be implemented using related art, as will be described later.

In this way, the input shaft 400 and the output shaft 500 may be disposed in parallel, and each gear set 700 of the plurality of gear sets 700 includes a driving gear 710 disposed on the input shaft 400 and a driven gear 720 disposed on the output shaft 500, so that the input shaft 400 may be selectively connected to the output shaft 500 in a driving manner through the plurality of gear sets 700 by the gear shifting mechanism 800, so that a power transmission from the input shaft 400 to the output shaft 500 may select different gears or transmission ratios according to actual needs. Meanwhile, the clutch 600 is provided between the engine 100 and the input shaft 400, and disconnection or coupling of the power transmission path between the engine 100 and the input shaft 400 can be achieved; the first motor 200 is arranged in driving connection with the output end or the input shaft 400 of the engine 100, and the first motor 200 can be used for starting the engine 100 or being driven by the engine 100 to generate electricity or for driving the output shaft 500 to rotate; the second motor 300 is arranged to be in driving connection with the input shaft 400 or the output shaft 500, and the second motor 300 can directly drive the output shaft 500 to rotate or can drive the output shaft 500 to rotate through the input shaft 400; therefore, the power output mode of the hybrid power system can be selected according to the needs, specifically, the hybrid power system at least comprises a direct drive mode of the engine 100, a single drive mode of the second motor 300, a power generation mode of the engine 100 for driving the first motor 200 to generate power, and a dual drive mode of the engine 100 and the second motor 300, and at least when the engine 100 is in the direct drive mode and the engine 100 and the second motor 300 are in the dual drive mode, a proper gear set 700 can be selected according to the power needs to transmit power between the input shaft 400 and the output shaft 500, so that a proper transmission ratio can be obtained and corresponding transmission needs can be met. In addition, the output shaft 500 is disposed perpendicular to the axial direction of the output half shaft 911 of the differential 910 of the transaxle 900, specifically, the output shaft 500 and the input shaft 400 may extend in the front-rear direction of the vehicle, the engine 100 is located at one axial end of the input shaft 400, and when the whole vehicle is laid out, the engine 100, the input shaft 400, the output shaft 500, the gear set 700, and the like are laid out by utilizing the space of the vehicle in the front-rear direction, on the one hand, more space is available in the axial direction for disposing the gear set 700 by the input shaft 400 and the output shaft 500, the number of the gear set 700 may be set to be greater, further, the hybrid system may select different power output modes and corresponding transmission ratios as needed, and may satisfy the high-efficiency power output requirements in the case of low, medium, high and various loads, thereby improving the driving experience, on the other hand, the size of the engine 100 is not limited by the space of the vehicle in the left-right direction, and the engine 100 may be equipped with a larger power as necessary. The hybrid power system of the utility model can be used in vehicles with relatively large load and has strong usability.

As shown in fig. 2, optionally, the gear shifting mechanism 800 includes a synchronizer 810, a plurality of gear sets 700 are sequentially distributed along an axial direction, two gear sets 700 are used as one set gear set, the number of the set gear sets is one or more, and any set gear set is correspondingly provided with the synchronizer 810;

the two driving gears 710 of the same gear setting group are fixedly arranged on the input shaft 400, and the corresponding two driven gears 720 are sleeved on the output shaft 500, and the synchronizer 810 is arranged on the output shaft 500 for selectively combining at most one of the corresponding two driven gears 720 with the output shaft 500.

Of course, in another embodiment, two driving gears 710 of the same gear set are sleeved on the input shaft 400, and two corresponding driven gears 720 are fixedly disposed on the output shaft 500, and a synchronizer 810 is disposed on the input shaft 400 for selectively coupling the two corresponding driving gears 710 with the input shaft 400.

Fig. 2 shows a case where the number of gear sets 700 is four, and two sets are formed as a group, thereby forming two set gear groups.

Specifically, in fig. 2, the first gear set 700a, the second gear set 700b, the third gear set 700c and the fourth gear set 700d are sequentially distributed from front to back, the number of synchronizers 810 is two, the two synchronizers 810 are a first synchronizer 811 and a second synchronizer 812, the first synchronizer 811 is disposed corresponding to the first gear set 700a and the second gear set 700b, and the second synchronizer 812 is disposed corresponding to the third gear set 700c and the fourth gear set 700 d. The first driving gear 710a, the second driving gear 710b, the third driving gear 710c and the fourth driving gear 710d are fixedly disposed on the input shaft 400, the first driven gear 720a, the second driven gear 720b, the third driven gear 720c and the fourth driven gear 720d are sleeved on the output shaft 500, and the first driven gear 720a, the second driven gear 720b, the third driven gear 720c and the fourth driven gear 720d can rotate relative to the output shaft 500. A first synchronizer 811 is provided on the output shaft 500 between the first driven gear 720a and the second driven gear 720b, the first synchronizer 811 selectively engaging at most one of the first driven gear 720a and the second driven gear 720b with the output shaft 500. Specifically, the first driven gear 720a is engaged with the output shaft 500, and the second driven gear 720b is disengaged from the output shaft 500, so that the first gear set 700a functions to transmit torque between the input shaft 400 and the output shaft 500; alternatively, the second driven gear 720b is coupled to the output shaft 500, and the first driven gear 720a is decoupled from the output shaft 500, so that the second gear set 700b functions to transmit torque between the input shaft 400 and the output shaft 500; alternatively, the first driven gear 720a and the second driven gear 720b are disconnected from the output shaft 500. The second synchronizer 812 operates in a similar manner.

In this way, the synchronizer 810 can be utilized to realize the switching or disconnection of two power output gears between the input shaft 400 and the output shaft 500, the structure is simple, the practicability is strong, and the number of gear sets 700 can be set according to the needs, so that the corresponding use requirements are met.

It should be appreciated that the gear ratios of the drive gear 710 and the driven gear 720 of the plurality of gear sets 700 in the front-to-rear direction are not limiting.

Preferably, when the number of set gear groups is plural, the gear ratios of two gear groups 700 of the same set gear group are arranged at intervals in a descending sequence or an ascending sequence of the gear ratios of all gear groups 700. For example, the gear ratio of the third gear set 700c is between the gear ratio of the first gear set 700a and the gear ratio of the second gear set 700 b. Therefore, switching of adjacent transmission ratios can be rapidly achieved as required, and smoothness and rapidness of transmission ratio switching are high.

As shown in fig. 3, optionally, a power input shaft 912 of differential 910 is coaxially disposed with, and integrally or removably connected to, output shaft 500.

The specific structure of the differential 910 is illustrated, the power input shaft 912 thereof extends along the front-rear direction, one end is provided with a bevel gear 913, the bevel gear 913 is meshed with the bevel ring gear 914 of the differential 910, so as to achieve speed reduction and torque increase, and then the torque is transmitted to the output half shaft 911 through the differential unit inside the differential 910, and the left and right wheels are respectively driven to rotate through the two output half shafts 911.

At this time, the position of the output half shaft 911 in the up-down direction is generally lower than the input shaft 400 and the output shaft 500, so that the differential 910, the engine 100, and the input shaft 400 are ensured not to interfere with each other.

As such, the hybrid system utilizes the axial space of the vehicle to arrange the engine 100, the input shaft 400, the output shaft 500, etc., and the differential 910 is relatively close to the output shaft 500 in the front-rear direction, and the space structure is compact, which can be used in the previous solution.

As shown in fig. 2, in distinction from the above-mentioned solution in which the power input shaft 912 is coaxially disposed with the output shaft 500, the transaxle 900 further includes a driving shaft 921, where the driving shaft 921 has a first end and a second end that are disposed opposite to each other, and the first end is disposed near the output shaft 500 along the axial direction of the output shaft 500 with respect to the second end, the driving shaft 921 has a first gear 922 disposed at the first end, the output shaft 500 has a second gear 510 disposed thereon, the first gear 922 is meshed with the second gear 510, and the second end of the driving shaft 921 is used for connection with the power input shaft 912 of the differential 910.

At this time, on the one hand, the engagement of the first gear 922 and the second gear 510 allows the differential 910 to be arranged as needed in the left-right direction of the vehicle, and on the other hand, the second gear 510, the first gear 922, and the drive shaft 921 transmit the power of the output shaft 500 to the differential 910 and further to the wheel end, so that the positional restriction of the output shaft 500 and the engine 100 with respect to the wheels in the front-rear direction can be reduced.

As shown in fig. 2, in a further alternative, the diameter of the first gear 922 is greater than the diameter of the second gear 510. At this time, the gear of the first gear 922 is larger than the number of teeth of the second gear 510.

Therefore, when the output shaft 500 drives the second gear 510 to rotate and the second gear 510 drives the first gear 922 to rotate, the speed and torque can be further reduced to a certain extent, and the reduction ratio of the whole hybrid power system can be increased. The first gear 922 is arranged by using the driving shaft 921 in the chassis space, a relatively large reduction ratio can be obtained without causing an excessively large occupation space of the gear set 700, and the transmission ratio requirement on the gear set 700 can be reduced to a certain extent under the condition of the same reduction ratio requirement, so that the structure is simple, and the practicability is strong. The hybrid power system can be used in occasions with larger speed ratio requirements, for example, is used for driving rear wheels to rotate, realizes longitudinal rear driving and meets larger power requirements.

As shown in fig. 2, in the above embodiment, optionally, in the horizontal projection plane, the input shaft 400 and the first gear 922 are located on the same side of the output shaft 500.

That is, in the XY plane, the input shaft 400, the first gear 922 and the driving shaft 921 are all located on the same side of the output shaft 500, so that the space layout is reasonable, and the occupation space in the left-right direction of the vehicle due to the arrangement of the driving shaft 921 can be avoided.

As shown in fig. 2, alternatively, the drive shaft 921 includes a first shaft 9211 and a second shaft 9212, the first shaft 9211 is parallel to the output shaft 500, the first gear 922 is provided on the first shaft 9211, one end of the second shaft 9212 is connected to the first shaft 9211 through a universal joint, and the other end is connected to the power input shaft 912 of the differential 910 through a universal joint. Thus, the arrangement of the differential 910 and the output shaft 500 can be facilitated to a certain extent, and the position error accuracy requirements of the differential 910 and the output shaft are reduced.

As shown in fig. 2, in the above embodiment, optionally, the second motor output shaft 310 of the second motor 300 is provided with a second motor output gear 320, the second motor output shaft 310 is parallel to the output shaft 500, the output shaft 500 is fixedly provided with a third gear 520, and the second motor output gear 320 is meshed with the third gear 520; the diameter of the third gear 520 is greater than the diameter of the second motor output gear 320.

In this way, when the second motor output shaft 310 of the second motor 300 rotates, the second motor output gear 320 drives the third gear 520 to rotate, and then drives the output shaft 500 to rotate, torque transmission from the second motor 300 to the output shaft 500 can be achieved, and the diameter of the third gear 520 is set to be larger than that of the second motor output gear 320, the number of teeth of the third gear 520 is larger than that of the second motor output gear 320, and reduction transmission can be achieved when the second motor output gear 320 drives the third gear 520 to rotate, so that on one hand, limitation of position arrangement of the second motor 300 is reduced, on the other hand, a certain reduction requirement can be met, and on the other hand, when a reduction scheme of the second gear 510 and the first gear 922 is combined, for example, the output half shaft 911 from the second motor 300 to the differential mechanism 910 has bipolar reduction, corresponding reduction requirement can be met, and on the combination of speed control of the second motor 300 can achieve power requirement when the second motor 300 is driven.

As shown in fig. 2, the second motor 300 and the input shaft 400 are located on the same side of the output shaft 500 in the horizontal projection plane. At this time, it is possible to avoid an excessive occupation space of the hybrid system at the output shaft 500 in the left-right direction of the vehicle due to the arrangement of the second motor 300.

Alternatively, in the horizontal projection plane, the second motor 300 is located at an end of the input shaft 400 axially away from the engine 100. At this time, the second motor 300 is disposed using a space at one axial end of the input shaft 400, so that collision of the second motor 300 with the gear set 700 or the like can be avoided, and the position of the second motor output shaft 310 of the second motor 300 in the up-down direction can be approximately at the same height as the input shaft 400, facilitating mounting and arrangement of the second motor 300 in the vehicle.

Alternatively, in the horizontal projection plane, the first motor 200 and the output shaft 500 are respectively located at two sides of the input shaft 400. At this time, the position of the first motor output shaft 210 of the first motor 200 in the up-down direction may be approximately at the same height as the input shaft 400, facilitating the mounting arrangement of the first motor 200 in the vehicle.

As shown in fig. 2 and 3, optionally, at least one driving gear 710 of the plurality of gear sets 700 is fixedly connected with the input shaft 400, and the first motor output gear 220 is disposed on the first motor output shaft 210 of the first motor 200, and the first motor output gear 220 is meshed with one driving gear 710 fixedly disposed on the input shaft 400.

That is, when the first motor 200 is directly in driving connection with the input shaft 400, the first motor output gear 220 enables torque transmission from the first motor 200 to the input shaft 400 by means of the engagement with the driving gear 710, e.g., the first driving gear 710a, on the input shaft 400, and the provision of a separate gear on the input shaft 400 for the first motor output gear 220 is avoided, and the first motor 200 and the second motor 300 can also be double-driven when the clutch 600 is disconnected, which is simple in structure and strong in practicality.

Further alternatively, among the drive gears 710 of the plurality of gear sets 700, the drive gear 710 with which the first motor output gear 220 is meshed is axially closest to the engine 100. At this time, the arrangement of the first motor 200 in the front-rear direction is facilitated, excessive exceeding of the first motor 200 in the axial direction beyond the input shaft 400 is avoided, and the compactness among the input shaft 400, the output shaft 500, the first motor 200, and the engine 100 is improved.

Further alternatively, among the driving gears 710 of the plurality of gear sets 700, the diameter of the driving gear 710 engaged by the first motor output gear 220 is the largest, and the diameter of the first motor output gear 220 is smaller than the diameter of the corresponding driving gear 710.

That is, among the first driving gear 710a, the second driving gear 710b, the third driving gear 710c and the fourth driving gear 710d, the diameter of the first driving gear 710a is the largest, the engagement of the first motor output gear 220 and the first driving gear 710a is a reduction transmission, and a relatively large transmission ratio can be obtained, so that the power output of the first motor 200 is facilitated or the engine 100 drives the first motor 200 to generate electricity.

A further embodiment of the utility model provides a vehicle comprising the hybrid system of the above embodiment.

The vehicle has all the advantages that the hybrid system has, and will not be described in detail here.

Although the utility model is disclosed above, the scope of the utility model is not limited thereto. Various changes and modifications may be made by one skilled in the art without departing from the spirit and scope of the utility model, and such changes and modifications would fall within the scope of the utility model.

Claims (10)

1. A hybrid powertrain system characterized by comprising an engine (100), a first motor (200), a second motor (300), an input shaft (400), an output shaft (500), a clutch (600), a plurality of gear sets (700), a shift mechanism (800) and a drive axle (900); each gear set (700) comprises a driving gear (710) arranged on the input shaft (400) and a driven gear (720) arranged on the output shaft (500), and the gear shifting mechanism (800) is used for enabling the input shaft (400) to be in transmission connection with the output shaft (500) selectively through a plurality of gear sets (700); the clutch (600) is arranged between the engine (100) and the input shaft (400), and the first motor (200) is in driving connection with the output end of the engine (100) or the input shaft (400); the second motor (300) is in driving connection with the input shaft (400) or the output shaft (500); the output shaft (500) is in transmission connection with the drive axle (900), and the output shaft (500) is perpendicular to the axial direction of an output half shaft (911) of a differential (910) of the drive axle (900).

2. The hybrid system of claim 1, wherein the drive axle (900) further comprises a drive shaft (921), the drive shaft (921) having a first end and a second end disposed opposite to each other, the first end being disposed adjacent to the output shaft (500) in an axial direction of the output shaft (500) with respect to the second end, the first end of the drive shaft (921) being provided with a first gear (922), the second end of the drive shaft (921) being connected to a power input shaft (912) of the differential (910), the output shaft (500) being provided with a second gear (510), the first gear (922) being meshed with the second gear (510), the first gear (922) having a diameter larger than a diameter of the second gear (510).

3. The hybrid system of claim 2, wherein the input shaft (400) and the first gear (922) are both located on the same side of the output shaft (500) in a horizontal projection plane.

4. The hybrid powertrain system of claim 1, wherein a power input shaft (912) of the differential (910) is coaxially disposed with the output shaft (500) and integrally or detachably connected.

5. The hybrid system according to any one of claims 1 to 4, wherein the shift mechanism (800) includes a synchronizer (810), a plurality of the gear sets (700) are sequentially distributed along the axial direction of the input shaft (400), two of the gear sets (700) are set as one set of gear groups, the number of the set of gear groups is one or more, and any of the set gear groups is correspondingly provided with the synchronizer (810);

the two driving gears (710) of the same set gear group are fixedly arranged on the input shaft (400), the corresponding two driven gears (720) are sleeved on the output shaft (500), and the synchronizer (810) is arranged on the output shaft (500) and used for enabling the corresponding two driven gears (720) to be selectively combined with the output shaft (500); or, the two driving gears (710) of the same set gear group are both sleeved on the input shaft (400), and the corresponding two driven gears (720) are both fixedly arranged on the output shaft (500), and the synchronizer (810) is arranged on the input shaft (400) and is used for enabling the corresponding two driving gears (710) to be selectively combined with the input shaft (400).

6. The hybrid system according to any one of claims 1 to 4, wherein a second motor output gear (320) is provided on a second motor output shaft (310) of the second motor (300), the second motor output shaft (310) is disposed in parallel with the output shaft (500), a third gear (520) is fixedly provided on the output shaft (500), and the second motor output gear (320) is meshed with the third gear (520); the diameter of the third gear (520) is greater than the diameter of the second motor output gear (320).

7. The hybrid system according to claim 6, wherein the second motor (300) and the input shaft (400) are located on the same side of the output shaft (500) in a horizontal projection plane, and/or the second motor (300) is located at an end of the input shaft (400) axially away from the engine (100), and/or the first motor (200) and the output shaft (500) are located on both sides of the input shaft (400), respectively.

8. The hybrid system according to any one of claims 1 to 4, wherein at least one of the drive gears (710) of the plurality of gear sets (700) is fixedly connected to the input shaft (400), a first motor output gear (220) is provided on a first motor output shaft (210) of the first motor (200), and the first motor output gear (220) is meshed with one of the drive gears (710) fixedly provided to the input shaft (400).

9. The hybrid system of claim 8, wherein, of the drive gears (710) of the plurality of gear sets (700), the diameter of the drive gear (710) with which the first motor output gear (220) is meshed is largest, and the diameter of the first motor output gear (220) is smaller than the diameter of the corresponding drive gear (710);

and/or, among the driving gears (710) of the plurality of gear sets (700), the driving gear (710) with which the first motor output gear (220) is meshed is axially closest to the engine (100).

10. A vehicle comprising a hybrid system according to any one of claims 1 to 9.